Guidelines For Fuels and Lubes Purchasing

Guidelines for Fuels and
Lubes Purchasing
Operation on Heavy Residual Fuels
Contents
Fuel Oil Quality ................................................................................................. 5

Analysis Data.................................................................................................... 6
Fuel Oil Stability................................................................................................ 8
Fuel Oil Treatment............................................................................................. 8
Centrifuging Recommendations......................................................................... 9
Fuel Sampling................................................................................................. 11
Supplementary Fuel Oil Treatment................................................................... 11
Fuel Oil System............................................................................................... 13
Operational Aspects........................................................................................ 14
Low-sulphur Fuel Operation............................................................................ 15
Off-spec. Fuels............................................................................................... 15
Lube Oil Blending on Board............................................................................. 17
Cylinder Oil, Low Speed Diesels...................................................................... 18
Performance Verification of Cylinder Oils.......................................................... 19
Fuels and Lubes for Stationary Two-stroke MAN B&W Engines ....................... 19
List of References........................................................................................... 20
Guidelines for Fuels and Lubes Purchasing Operation on Heavy Residual Fuels
Guidelines for Fuels and Lubes Purchasing

Operation on Heavy Residual Fuels
MAN B&W Two-stroke Engines
Fuel Oil Quality
CIMAC
regarding
For reference purposes, an extract from
MAN Diesels engines are designed to
requirements for heavy fuel for diesel
the relevant standards and specifica-
operate in accordance with the unifuel
engines, edition 2003. According to
tions is shown in Table I.
principle. For specific guidelines for fuel
these, the maximum accepted grades
and lube oils for gensets, contact MAN
are RMH 55 and K55. The mentioned
Based on our general service experi-
Diesel in Augsburg, Germany.
ISO and BS standards supersede BS
ence, and as a supplement to the above-
MA 100, in which the limit is M9.
mentioned standards, MAN Diesel issues
recommendations
For guidance on purchase, reference
a guiding fuel oil specification, shown
is made to ISO 8217, BS6843 and to
in Table I.
Residual marine fuel standards

Category ISO-8217 (Class F)
Characteristic
Unit
Density at 15 C
kg/m3
Kinematic viscosity at 50 C
mm2 /s
Flash point
Limit
max.
RMA
30
RMB
30
960,0
975,0
max.
30,0
min.
60
max.
max.
Carbon residue
%(m/m)
max.
10
Ash
%(m/m)
max.
Water
%(v/v)
max.
Pour point (upper) b

- winter quality
- summer quality
Sulphur
%(m/m)
max.
0
6
24
24
RMD
80
60
60
ISO 2719
(see also 7.2)
30
30
30
30
30
30
30
30
ISO 3016
ISO 3016
22
ISO 10370
0.15
0.15
ISO 6245
0.5
0.5
ISO 3733
4.50
ISO 8754 or ISO

14596
(see also 7.3)
600
ISO 14597 or IP
501 or IP 470
(see also 7.8
0.10
ISO 10307-2
(see also 7.6)
0.10
0.10
0.5
0.5
4.00
max.
150
350
%(m/m)
max.
0.10
0.10
Used lubricating
oil (ULO)
- Zinc
- Phosphorus
- Calcium
a
b
c
max.
max.
max.
mg/kg
1010.0
ISO 3675 or ISO

12185 (see also
7.1)
60
18
0.15
0.5
4.50
4.50
200
500
0.10
80
80
The fuel shall be free of ULO

15
15
30
22
300
600
0.10
80
991.0
Test method
reference
60
0.10
1010.0
RMK
700
700.0
20
991.0
RMH
700
380.0
15
80
RMK
380
180.0
mg/kg
max.
RMH
380
80.0
Total sediment
potential
mg/kg
RMG
380
991.0
14
3.50
RMF
180
980
Vanadium
Aluminium +
Silicon
RME
180
80
ISO 3104
ISO 10478 or IP
501 or IP 470
(see also 7.9)
IP 501 or IP 470
(see 7.7)
IP 501 or IP 500
(see 7.7)
IP 501 or IP 470
(see 7.7)
Annex C gives a brief viscosity/temperature table for information purposes only. (1 mm2/s = 1 cSt)
Purchasers should ensure that this pour point is suitable for the equipment on board, especially if the vessel operates in both the northern and southern hemispheres.
A sulphur limit of 1.5 % (m/m) will apply in SOx emission control areas designated by the International Maritime Organization, when its relevant protocol comes into force.
There may be local variations.
A fuel must be considered to be free of ULO if one or more of the elements zinc, phosphorus and calcium are below or at the specified limits. All three elements must exceed the
same limits before a fuel shall be deemed to contain ULO.
Table I
In both tables the data refers to fuel
reasons of centrifuging, as stated in the
Fuels with a high carbon residue con-
oils as delivered to the ship, i.e. before
specification.
tent could cause increased fouling of
onboard cleaning. Fuel oils within the
the gasways, necessitating more fre-
limits of this specification have, to the
Density is normally measured at higher
quent cleaning, especially of the turbo-
extent of their commercial availability,
temperatures, and the density at 15C
charger and exhaust gas boiler.
been used with satisfactory results in
is calculated on the basis of tables
MAN B&W two-stroke low speed diesel
which, depending on their origin, date
Some changes in combustion, requir-
engines.
of issue, and the data on which they are
ing adjustment of maximum pressures
based, could give slightly differing den-
for reasons of economy, could also be
sities at 15C.
attributed to a high carbon residue con-
It should be noted that current analysis

results do not fully suffice for estimating
the combustion properties of fuel oils.
tent. Part of the carbon residues repreWhereas the limit of 991 kg/m3 must
sents asphaltenes.
be observed when traditional centrifuges

This means that service results could
(before 1985, purifier clarifier) are used,
The effect of asphaltenes on the com-
depend on oil properties which are not
1010
is accepted provided that
bustion process is similar to that of the
known beforehand. This applies espe-
modern centrifuges capable of hand-
carbon residue. Asphaltenes also af-
cially to the tendency of the fuel oil to
ling fuels of such density are installed.
fects the fuel oil lubrication properties.
kg/m3
form deposits in combustion chambers, gas passages and turbochargers.
Fuels with a high content of asphaltenes

Flash point
may tend to emulsify with water.
The flash point limit is set as a safeguard

As mentioned, the data refers to the fuel as
against fire only.
supplied, i.e. before the treatment.
Water
Water in the fuel should be removed by
Pour point
centrifuging the fuel before use. This
If a fuel oil exceeding the data in Table I is
The pour point indicates the minimum
applies especially to salt water, the
to be used, the engine builder or MAN
temperature at which the fuel should
sodium content of which can result in
Diesel should be contacted for advice.
be stored and pumped. Temperatures
deposits on valves and turbochargers.
below the pour point results in wax for-
Analysis Data
mation.
Viscosity
If the water cannot be removed online,

homogenising after centrifuging is recom-
Viscosity cannot be considered a qual-
Sulphur
ity criterion in its own right for fuel oils,
The corrosive effect of sulphuric acid
and is stated only for handling reasons
during combustion is counteracted by
Ash
(pumps, preheaters and centrifuges).
adequate lube oils and temperature
Ash represents solid contaminants as
control of the combustion chamber
well as metals bound in the fuel (e.g.
walls.
vanadium and nickel). Part of the ash
Density
Density is related to the fuel quality be-
mended.
could be catalyst particles from the refin-
cause fuels derived from extensive re-
The cylinder lube oil feed rate must be
finery processing are left with a higher
according to the MAN Diesel recom-
carbon content, are more aromatic
mendation. The sulphur content has a
Catalyst particles are highly abrasive.
and thus heavier. Therefore, fuels with
negligible effect on the combustion pro-
Solid ash should be removed to the
a high density are also high in carbon
cess.
widest possible extent by centrifug-
residue and asphaltenes.
ing process.
ing, and cleaning can be improved by

Carbon residue
installing a fine filter after the centrifuge
The water separation ability of the fuel
The carbon residue is measured as
(e.g. 50 m).
oil is ensured by limiting the density for
Conradson Carbon or Microcarbon.
Vanadium, magnesium and sodium
Aluminium and silicon
at a number of fuel laboratories and build-
Vanadium is bound in chemical com-
The limit to aluminium and silicon has
ers of marine diesel engines worldwide.
plexes in the fuel and, consequently,
been introduced in order to restrict the
cannot be removed.
content of catalytic fines, mainly Al2O3
The test presents the Rate of Heat Re-
and SiO2, in the oil. 80 mg Al and Si
lease, reflecting the actual heat release
Vanadium deposits can be very hard,
corresponds to up to 170 mg Al2O2 and
process and, thus, the combustion
and may cause extensive damage to
SiO2.
quality of the fuel tested. By the use of
the turbocharger nozzle ring and tur-
calibration fuels, a recorded ignition de-
bine wheel. The only way to remove
Catalytic fines give rise to abrasive
lay in combination with the combustion
vanadium deposits is to disassemble the
wear, and their content should, there-
quality can be converted into an instru-
components and erase the deposits me-
fore, be reduced as much as possible
ment-related Cetane number.
chanically.
by centrifuging the fuel oil before it

reaches the engine.
Sodium is normally present in the fuel
The test results reflect the differences

in ignition and combustion properties of
as a salt water contamination and may,
MAN Diesel recommends that 80 ppm
diesel engine fuels resulting from varia-
as such, be removed by centrifuging.
of catalytic fines before the centrifuge
tions in the chemical composition of the
Sodium can also reach the engine in
is reduced as much as possible by the
fuels being tested.
the form of airborne sea water mist.
fuel centrifuge and, as a guideline, the

level should in any case not exceed 15
However, these test results do not re-
Vanadium, in combination with sodium,
ppm after the centrifuge, see Ref. [1]
flect the functions of the actual com-
may lead to exhaust valve corrosion
and Ref [2].
bustion in the diesel engine, because
and turbocharger deposits. This can
the tests are conducted at different
occur especially if the weight ratio of
Ignition quality
conditions/mechanisms than exist in
sodium to vanadium exceeds 1:3, and
Normally applied analytical data for fuel
the engine.
especially in the case of a high vana-
oil contain no direct indication of igni-
dium content.
tion quality, neither do current specifi-
With the modern high compression ra-
cations and standards. However, this is
tio engines, the denoted differences in
MAN Diesel has limited data to show
not an important parameter for engines
the fuel, both good and bad, are not at
that the level of sodium and vanadium
with high compression ratios.
the level indicated by the test results.
to the above-mentioned complications
In a few cases (less than five), we have
The cetane number in an ignition qual-
on MAN B&W engines.
observed that the fuel had such poor
ity test might, as such, only provide an
in combination, and in this ratio, has led
ignition quality that the engines could
indication of the difference in the fuels,
For lower contents of sodium and va-
not operate properly. Analysis of the
but not whether this will have an influ-
nadium, the weight ratio is considered
fuel in question revealed that these
ence on the engine performance.
of less importance (for a vanadium con-
fuels had all been contaminated by
tent less than 150 mg/kg).
chemical waste.
Magnesium, either present in the fuel,
Tests performed together with fuel ana-
in salt water contamination or intro-
lysing institutes give indications of the
duced via additives can, to some ex-
ignition and combustion qualities of the
tent, increase the melting point of the
different fuels. Test instruments utilising
vanadium, thus preventing the forma-
a constant volume combustion technol-
tion of deposits.
ogy have been developed and are currently being used for marine fuel testing
Fuel Oil Stability
at the expense of the benefits derived
diesel engines. Practically all fuel speci-
Fuel oils are produced on the basis of
from a low centrifuge flow rate as de-
fications refer to fuel as supplied and,
widely varying crude oils and refinery
scribed below.
as such, serve primarily as purchasing
processes. Due to incompatibility, such
specifications. Furthermore, the data in
fuels can occasionally tend to be unsta-
With the introduction of new IMO emis-
a standard fuel analysis serves to adjust
ble when mixed, for which reason mix-
sion regulations and the fuel sulphur
the onboard treatment and is actually of
ing on board should be avoided to the
limit in SECAs (sulphur emission control
little use to the operator when referring
widest possible extent.
areas), more blending of fuels to com-
to the engine operational data.
ply with the regulations is taking place.

A mixture of incompatible fuels in the
For this reason, the risk of incompat-
Hence the basic design criterion is that
tanks can result in rather large amounts
ibility of fuels is also higher.
engines must be capable of accepting
of sludge being taken out by the centrifuges or even lead to centrifuge blocking.
all commercially available fuel oils, pro-
Fuel Oil Treatment
vided that they are adequately treated
Fuels supplied to a ship must be treat-
on board.
Inhomogeneity in the service tank can
ed on board before use. Detailed infor-
be counteracted by recirculating the
mation on fuel oil system layout can be
For this purpose, a well-designed fuel
found in the CIMAC Recommendations
oil treatment system is a must. General
contents of the tank through the cen-
issued in 2005, Volume 9, concerning the
minimum recommendations for the lay-
trifuge. This will have to be carried out
design of heavy fuel treatment plants for
out of such a system have been speci-
From centrifuges
Deck
Automatic de-aerating valve
Diesel oil
service
tank
Venting box
Heavy fuel oil

service tank
Overflow valve
adjusted to 4 bar
Common fuel oil supply unit

Full flow filter
Booster
pump
Main engine
Supply pumps
Circulating
pumps
Auxiliary
engines
Auxiliary
engines
- - - - - - - - - - Diesel oil
Heavy fuel oil
Heated pipe with insulation
To fresh water cooling

pump suction
Fig. 1: Pressurised uni-fuel oil system for both main engine and gensets
Heater
Auxiliary
engines
Fuel oil
drain tank
fied and should be complied with in
utmost importance that the centrifuge
should always be operated with an inlet
order to ensure proper treatment of the
is operated with as low a fuel oil viscos-
temperature of 98C.
fuel permitted by the guiding specifica-
ity as possible, and that the fuel oil is al-
tion. The operation of the fuel prepara-
lowed to remain in the centrifuge bowl
A temperature decrease has to be fol-
tion system is the responsibility of the
for as long as possible.
lowed by a reduced throughput to en-
operator. Good results require both the
sure the same cleaning efficiency, see
correct system and the correct opera-
Temperature of HFO before centrifuges
tion of the system.
It is often seen that the HFO preheat-
Fig. 2.
ers are too small, or the steam supply
The fuel is kept in the centrifuge as long
The fuel oil system consists of a clean-
of the preheater is limited, or that they
as possible by adjusting the flow rate
ing plant (comprising centrifuging) and
have too low a set point in tempera-
through the centrifuge so that it corre-
a pressurised fuel oil system.
ture. Often the heater surface is partly
sponds to the amount of fuel required
clogged by deposits. These factors all
by the engine without excessive recir-
Fig. 1 shows the pressurised fuel oil
lead to reducing the separation tem-
culation. Consequently, the centrifuge
system common for MAN B&W main
perature and hence the efficiency of the
should operate for 24 hours a day ex-
and GenSet engines.
centrifuge.
cept during necessary cleaning.
Centrifuging Recommendations
In some cases, the temperature of the
Centrifuges with separate feed pumps
Fuel oils, whether HFO or DO, should
HFO from the preheater is unstable and
with a capacity matched to the engine
always be considered as contaminated
fluctuates, which again results in im-
output are to be preferred.
upon delivery and should therefore be
proper cleaning of the fuel.
thoroughly cleaned to remove solid as

well as liquid contaminants before use.
Taking todays fuel qualities into conIn order to ensure that the centrifugal
sideration, the need for maintenance of
forces separate the heavy contaminants in
the centrifuges should not be underes-
The solid contaminants in the fuel are
the relatively limited time that they are
timated.
mainly rust, sand, dust and refinery cat-
present in the centrifuge, the centrifuge
alysts. Liquid contaminants are mainly

water, i.e. either fresh water or salt water.
Impurities in the fuel can cause damage
Capacity for same separation (%)

100
to fuel pumps and fuel valves, and can

result in increased cylinder liner wear
and deterioration of the exhaust valve
90
seats. Also increased fouling of gasways and turbocharger blades could

result from the use of inadequately
80
cleaned fuel oil.

Effective cleaning can only be ensured
by using a centrifuge. We recommend
that the capacity of the installed centri-
180 cSt
300 cSt
700 cSt
70
77
90
92
fuges should, at least, be according to
94
96
98
100
o
cSt at 50 C
the centrifuge makers specifications.

To obtain optimum cleaning, it is of the
Fig. 2: Relationship of throughput and temperature
On centrifuges equipped with adjusting
throughput, i.e. longer retention time in the
ularly before and after the centrifuge
screws and/or gravity disks, their cor-
centrifuge. However, the makers specific
should be analysed.
rect choice and adjustment is of special
instructions should be followed.

High Density Fuels
importance for the efficient removal of

In this context, see section on high
In view of the fact that some fuel oil
density fuels. If the centrifuge capacity
standards incorporate fuel grades with-
The centrifuge manual states which
installed is on the low side, in relation
out a density limit, and also the fact
disk or screw adjustment should be
to the specific viscosity of the fuel oil
that the traditional limit of 991 kg/m3
chosen on the basis of the density of
used, and if more than one centrifuge is
at 15C is occasionally exceeded on
the fuel.
available, parallel operation should be
actual deliveries, some improvements
water.
considered as a means of obtaining an
in the centrifuging treatment have been
The normal practice is to have at least
even lower flow rate. However, in view
introduced to enable treatment of fuels
two centrifuges available for fuel clean-
of the above results and recommenda-
with higher density.
ing purposes, operating in serial or par-
tions, serious consideration should be
allel mode.
given to installing new equipment in
Since the density limit used so far is, as
compliance with todays fuel qualities
informed by centrifuge makers, given
and flow recommendations.
mainly to ensure interface control of the
For old type centrifuges, results from
purifier, new improved clarifiers, with
experimental work on the centrifuge

treatment of todays residual fuel quali-
For determination of the centrifuging
automatic desludging, have been in-
ties have shown that the best cleaning
capacity, we generally advise that the
troduced, which means that the purifier
effect, particularly in regard to removal
recommendations of the centrifuge
can be dispensed with.
of catalytic fines, is achieved when the
maker be followed, but the curves in
centrifuges are operated in series, i.e.
Fig. 3 can be used as a guide.
With such equipment, adequate separation of water and fuel can be carried
in purifier/clarifier mode.
It is recommended that new centrifuges
out in the centrifuge, for fuels up to a
For the automatically operating centri-
have gone through a separation perfor-
density of 1010 kg/m3 at 15C.
fuges delivered from the mid-1980s,
mance standard test according to the in-
suitable for treating fuels with densi-
dustry standard CWA 15375.
ties higher than 991
kg/m3
at 15C, it
Therefore, this has been selected as

the density limit for new high density
is recommended to operate the centri-
In order to check the performance of
fuges in parallel, as this results in reduced
the centrifuge, fuel samples taken reg-
fuel grades.
Thus we have no objections to the use of
such high density fuels in our engines,
% Rate of ow, related to rated capacity of centrifuge

80
provided that these types of centrifuges

are installed. They should be operated
in parallel or according to the centri-
60
fuge makers instructions.
40
20
200
400
600
1500
3500
7000 sec RI/100 oF
Fig. 3: Centrifuge makers capacity specification
10 Guidelines for Fuels and Lubes Purchasing Operation on Heavy Residual Fuels
Fuel Sampling
Supplementary Fuel Oil Treatment
Homogenising may also be a means
Sampling
In a traditional system, the presence of
to cope with the more and more fre-
To be able to check whether the speci-
large amounts of water and sludge will
quently occurring incompatibility prob-
fication indicated and/or the stipulated
hamper the functioning of a clarifier, for
lems, which are not really safeguarded
delivery conditions have been complied
which reason a purifier has been used
against in any fuel specification. Both
with, we recommend that a minimum
as the first step in the cleaning process.
ultrasonic and mechanical homogenis-
of one sample of each bunker fuel lot
ers are available.
be retained. In order to ensure that
With the new automatic desludging
the sample is representative for the oil
clarifiers, the purifier can, as mentioned,
Homogenisers can also be used for
bunkered, the sample should be con-
be dispensed with. We consider the re-
moderate emission control in conjunc-
tinuously taken at the ship manifold
moval of solids to be the main purpose
tion with emulsification of freshwater
throughout the bunkering period. This
of fuel treatment.
into the fuel.
drip sample during the bunker delivery,
Although not necessarily harmful in its
Homogenisers installed before the fuel
see Ref. [3].
own right, the presence of an uncon-
centrifuge can, when considering the
trolled amount of water and sludge in
full range of the ISO 8217 fuel specifi-
This is without including the BDN (bun-
the fuel makes it difficult to remove the
cation, reduce the efficiency of the cen-
ker delivery note) for compliance with
solid particles by centrifuging.
trifuge and, thus, the cleanliness of the
is done by a continuous collection of
IMO Annex VI.

Analysis of samples
fuel delivered to the engine. The sodiTherefore, the following additional equip-
um will not be removed from the fuel in
ment has been developed:
the form of salt water. The cat fines and
The samples received from the bunker-
other abrasive material might be split
ing company are frequently not identi-
Homogenisers
up into very small particles, which are
cal with the heavy fuel oil actually bun-
Homogenisers are used to disperse
difficult for the centrifuge to separate
kered. It is also appropriate to verify the
any sludge and water remaining in the
and which will still have a harmful wear
heavy fuel oil properties stated in the
fuel after centrifuging. A homogeniser
effect on the engine components.
bunker documents, such as density,
placed after the centrifuge will render
viscosity and pour point. If these values
fresh water (not removed by centrifug-
Installation of homogenisers before the
deviate from those of the heavy fuel oil
ing) harmless to the engine.
centrifuge, see Fig. 4, is therefore not
bunkered, there is a risk that the heavy
advisable.
fuel oil separator and the preheating

temperature are not set correctly for the
given injection viscosity.
Sampling equipment
Several suppliers of sampling and fuel
test equipment are available on the
market, but for more detailed and accurate analyses, a fuel analysing institute should be contacted.
Guidelines for Fuels and Lubes Purchasing Operation on Heavy Residual Fuels 11
Suggested location of homogeniser

by some suppliers.
Not acceptable
for engine performance
Deck
Automatic deaerating valve
Centrifuges
Venting tank
Heavy fuel oil
service tank
Diesel
oil
service
tank
TSA
TE 8005
304
To drain tank
F.O. drain
tank
PTPSA
8002
307
PI
PI
TI
TI
Main
engine
To F.W. cooling
pump suction
VSA
303
Pre
heater
Circulating pumps
Supply pumps
VT 8004
Full flow filter
Acceptable location
of homogeniser
Diesel oil
Heavy fuel oil
Heated pipe with insulation
Fig. 4: Pressurised fuel oil system, with homogeniser
In order to reduce the NOx level in the
Fine filters
engine exhaust gas, water can be add-
Fine filters are placed directly after the
ed to the fuel oil to create an emulsion.
centrifuge, or in the supply line to the
Clean freshwater should be used, and
engine, in order to remove any solid
this is homogenised into the fuel oil at
particles not taken by centrifuging. The
a maximum ratio of approx. one part of
mesh is very fine, i.e. down to 5 m.
water to two parts of fuel oil. The water

emulsion can be stable with HFO but
Homogenising before a fine filter can
with lighter fuels, such as gas oil and
reduce the risk of fine filter blocking by
diesel oil, it may be necessary to add
the agglomeration of asphaltenes.
an emulsifier to the fuel oil before homogenising the fuel and water. The homogeniser is located between the HFO
service tank and the engine, i.e. after
the fuel oil purifiers.
Fuel
storage
tank
From diesel centrifuges
Approximate viscosity
after heater
cSt
Temperature after heater
Sec
RW
In most installations, heating is carried

out by means of steam, and the viscosity
is kept at the specified level by a viscosity
regulator controlling the steam supply.
43
C
170
Depending on the viscosity/temperaNormal heating limit
160
150
10
52
12
15
59
69
20
87
30
125
140
ture relationship of the fuel oil (the viscosity index), an outlet temperature of
up to 150C might be necessary, as indicated on the guidance curves shown
130
120
110
in Fig. 5, which illustrate the expected

heating temperature as a function of the
specific fuel oil viscosity in cSt/50C.
100
The recommended viscosity meter set-
90
ting is 10-15 cSt. However, service ex-
80
perience has shown that the viscosity
70
of the fuel before the fuel pump is not
60
a too critical parameter, for which rea-
Approximate pumping limit
50
son we allow a viscosity of up to 20 cSt
40
after the heater. In order to avoid too
30
10
30
200
15
60
400
100
800
35
45 55 cSt/100 oC
380
600 cSt/50 oC
3500
6000 sec. RW/100 oF
Viscosity of fuel
25
180
1500
rapid fouling of the heater, the temperature should not exceed 150C.
Fig. 5: Heating chart for heavy fuel oil
Fuel Oil System
In order to ensure correct atomisation,
A pressurised fuel oil system, as shown
the fuel oil temperature must be ad-
in Fig. 1, is necessary when operating
justed according to the specific fuel oil
on high viscosity fuels. When using high
viscosity used.
viscosity fuels requiring high preheating

temperatures, the oil from the engine
An inadequate temperature can influ-
fuel oil system to the return line will also
ence the combustion and could cause
have a relatively high temperature.
increased wear on cylinder liners and

piston rings, as well as deterioration
The fuel oil pressure measured on the
of the exhaust valve seats. Too low a
engine (at fuel pump level) should be
heating temperature, i.e. too high vis-
about 8 bar, which is equivalent to a cir-
cosity, could also result in a too high
culating pump delivery pressure of up
injection pressure, leading to excessive
to 10 bar. This maintains a pressure mar-
mechanical stresses in the fuel oil sys-
gin against gasification and cavitation in
tem.
the fuel system, even at 150C preheat.
Operational Aspects
The temperature should be raised to
heat tracing system must not be used
All low speed engines from and in-
the recommended service value, as il-
at all.
cluding the K-GF types (from around
lustrated in Fig. 5, about 30 minutes
1973) are equipped with uncooled, all-
before starting-up is expected.
However, it should be noted that the
symmetrical lightweight fuel injection

valves.
pipe heating system on drain pipes

As previously mentioned, the heating
should remain in operation when run-
temperature must not exceed 150C,
ning on heavy fuel.
These allow constant operation on
and during operation it is not necessary
heavy fuel, due to the built-in possibility
to apply pipe heating by means of heat
of circulating heated heavy fuel through
tracing. When running on diesel oil, the
the high-pressure fuel pipes, and fuel

valves during engine standstill.
High S%
Low S%
In view of the emission regulations and

the increased use of low-sulphur fuels,
a special procedure is made to protect
the engine when changing between fu-
Oil
Compatibility
of mixed fuels!
BN
10-40-70!
els (see the chapter: Low-sulphur Fuel

Operation).
Fuel change-over unit
Engine
If a change to diesel oil is necessary as

a result of, for instance, the need for
a major repair of the fuel oil system, a
Tank system
considerations!
Viscosity!
prolonged stop, or the use of very lowsulphur fuels, as required by environmental legislation, the heavy fuel in the
system can be changed with diesel oil
Fig. 6: Considerations to be made to before changing between high/low sulphur fuels
at any time, provided the change-over

procedure is followed, even when the
engine is not running. See also the engine instruction book.
During engine standstill, the heated fuel
oil circulating through the fuel system
does not require the same low viscosity
as recommended for injection.
Thus, in order to save steam, the heating temperature may be lowered by
some 20C, giving the circulating oil a
viscosity of up to 30 cSt.
Fig. 7: Recommended cylinder oil feed rates depending on the fuel sulphur level
Low-sulphur Fuel Operation
2 cSt is required at the engine inlet. This
on MAN B&Ws two-stroke research
Today, there are ECAs (emission control
may be difficult to achieve for some DO
engine:
area, based on EU and IMO regulations)
and GOs, and some operators may
Natural gas
in the Baltic Sea, the North Sea and the
have to introduce a cooler in the fuel oil
Bitumen
English Channel. And more such areas
system to ensure a satisfactory viscos-
Orimulsion
are expected to come. In the USA, the
ity level.
Tallow
is considering to designate Long Beach
The ignition quality of a fuel oil is not
Our research facility in Copenhagen is
an ECA very soon.
an issue for MAN B&W two-stroke en-
available for such testing. In the event
gines. MAN Diesel has conducted a
that off-spec. fuels are considered for
The sulphur content has an impact on
number of research tests showing that
use on MAN B&W engines, it is recom-
the sulphur acid emission to the air, sea
the MAN B&W two-stroke engine is in-
mended that MAN Diesel is contacted
and land, as well as a major impact on
sensitive to the poor ignition combus-
for further information regarding opera-
the particle level in the exhaust gas.
tion quality fuels on the market today.
tional experience and any necessary
EPA (Environmental Protection Agency)
precautions.
Even though MAN B&W two-stroke engines are largely insensitive to the fuel
A separate booklet called Low-sulphur
quality, changing between fuels with
fuel operation is available from MAN
Table II shows the guiding biofuel spec-
different levels of viscosity is an impor-
Diesel, Ref. [4].
ification for MAN B&W two-stroke low

speed diesel engines.
tant consideration to make.
Off-spec. Fuels
The cylinder lube oil base number must
Several selected off-spec. fuels (i.e.
MAN Diesel can be contacted for fur-
be considered. Operating on normal
beyond ISO 8217) have been tested
ther recommendations on the use of

biofuels.
BN70 cylinder oil for too long when

burning low-sulphur fuel will prevent
controlled corrosion on the cylinder liners.
Guiding Biofuel Specification for MAN B&W

Two-stroke Low Speed Diesel Engines 1)
Designation
The mechanism is a creation of an ex-
Density at 15 oC
o C 2)
kg/m3
1010
cess of deposits originating from the
Kinematic viscosity at 10
cSt
55
cylinder oils additives. Low-BN oil is
Flash point
oC
>60
available from the major oil companies,
Carbon residue
% (m/m)
22
and recommendations on the use of
Ash
% (m/m)
0.15
low and high-BN oils are also available.
Water
% (m/m)
1.0
Sulphur 3)
% (m/m)
5.0
The fuel change-over process must fol-
Vanadium
ppm (m/m)
600
low the thermal expansion of both the
Aluminium + Silicon
mg/kg
80
fuel pump plunger and the barrel, and
Sodium plus potassium
ppm (m/m)
200
Calcium
ppm (m/m)
200
Lead
ppm (m/m)
a procedure has been created to avoid

causing damage to the fuel pumps.
An automatic change-over unit will be
available in 2009.
In order to ensure the creation of a hydrodynamic oil film between the fuel
pump plunger and barrel, a viscosity of
TAN (Total Acid Number)
mg KOH/g
SAN (Strong Acid Number)
mg KOH/g
1)
2)
3)
4)
10
4)
<25
0
Valid at inlet to centrifuge plant

Pre-heating down to 15 cSt at engine inlet flange is to be ensured
Lodene, phosphorus and sulphur content according to agreement with emission controls maker
Experience shows that a high Total Acid Number has influence on the time between overhaul of the engine fuel
system and, therefore, need to be adjusted accordingly
Table II
Lubricating Oil Qualities
used cylinder lube oil. However, some
known to form deposits on hot spots,
Low speed diesel rust and oxidation in-
cylinder lube oil leaks through the stuff-
i.e. in the piston undercrown space. It
hibited alkaline engine oils of the SAE
ing box, down into the system lube oil
is therefore important to keep the rec-
30 viscosity grade should be chosen
sump. This is revealed by increasing
ommended overhaul intervals on fuel
for circulating oil. The oils should have
BN and viscosity levels of the system
pumps to secure that the pump pack-
adequate dispersancy/detergency to
lube oil.
ings/sealings are replaced.
Normally, the increase will stop after
BN level consideration
keep the crankcase and the piston

cooling spaces free from deposits.
some time and remain at a stable level
The increase in BN can influence the
For engines with an integrated gear
where topping up with new system lube
ability of the oil to reject water by the
driven Power Take Off (PTO), a mini-
oil, to make up for normal consump-
usual centrifuging. Water together with
mum FZG load level (Foursquare gear
tion, will balance the degree of contam-
calcium compounds from oil additives
oil test) of 8 should be observed. For
ination of the system oil with cylinder
may form calcium hydroxide recom-
electronically controlled engines, a min-
lube oil.
mended to ensure calcium carbonate
imum FZG load level of 10 is required.
and build up a deposit of lacquer on

Water may also contaminate system oil.
the bearings. Another risk is the in-
Contamination of system lube oil
Excess water levels may harm tin-alu-
creased sludge formation when water
Increase of BN (Base Number) and vis-
minum bearings, for which reason MAN
is present.
cosity of the system lube oil during op-
Diesel recommends that the water level
eration is unavoidable.
does not exceed 0.2% (0.5% water al-
Experience shows, however, that many
lowed for shorter periods of time), Ref.
engines are operating with up to 30 BN
[5].
(starting from approx. 6 BN) without
The piston rod stuffing box separates

the combustion and scavenge air
any operational problems, and without
spaces from the crankcase. Therefore,
In some cases, fuel has been seen
any changes in the lube oil performance
lube oil will not be severely contami-
leaking through the fuel pump umbrel-
that give reason for renewing the oil.
nated with combustion products and
la sealings into the system oil. Fuel is
International brands of lubricating oils which have been applied with satisfactory results on MAN B&W engines, on a
large number of vessels
Lubricating oils - Low speed main engines
Type
Circulating oil
Cylinder oil
Requirement
SAE 30, BN 5-10
SAE 50, BN 60-80
SAE 50, BN 40-50
BP
Energol OE-HT 30
Energol CLO-50M/CL 605
Energol CL 505/CL-DX 405
Castrol
CDX 30
Cyltech 70/80 AW
Cyltech 40 SX/50 S
Chevron
(Chevron, Texaco, Caltex)
Veritas 800 Marine 30
Taro Special HT 70
Taro Special HT LS 40
Total
Atlanta Marine D 3005
Talusia HR 70/Talusia Universal
Talusia LS 40
Exxon Mobil
Mobilgard 300
Mobilgard 570
Mobilgard L540
Shell
Melina 30/30S
Alexia 50
Alexia LS
Oil company
* depending on load profile and sulphur content, see MD recommendation for cylinder feed rate
Table III
An increase in BN to an equilibrium
Lube Oil Blending on Board
Some considerations must be made in
value of up to 25 in BN and in viscosity
A new blending-on-board (BoB) con-
this respect:
from SAE 30 to SAE 40 is considered
cept makes it possible to add addi-
normal, and no action is called for. An
tives to the engine system oil and then
increase beyond that is not really harm-
utilise it as cylinder lube oil. By top-
ful and can, in most cases, be counter-
ping up the thereby used system oil,
acted by new low-BN topping oil.
a steady renewal of the oil is ensured

as well as improved viscosity control
System oil condition prior to blending

must be acceptable
Quality control of the additives must

be ensured
Technical performance of additive
The circulation oil consumption on the
and cleanliness. The oil suppliers get
package in different concentrations
MC/ME/ME-B/C/S engines is very low
the advantage of supplying only one oil
(BN40, BN50, BN60) must be
because the engines are designed to
and a limited amount of additives. The
clarified
have fewer leaks and because of the
traditionally consumed cylinder oil is re-
much reduced stuffing box oil drain,
placed with the blended lube oil.
MAN Diesel shares a common interest with the oil companies to keep
compared to previous engine types,

causing a higher increase in BN and
Furthermore, the idea with the BoB
the lube oil expenses predictable and
viscosity. Therefore, it may be neces-
concept is that the operator will ulti-
optimal. Therefore, also in this field it
sary to add some new oil to the lube oil
mately be able to adjust the cylinder oil
is of the utmost importance to ensure
sump at times to ensure a proper qual-
BN to the current fuel sulphur level by
the reliable performance of the blended
ity and BN level of the lube oil. This is
changing the blending ratio. In 2007,
products. This requires continuous veri-
done by exchanging part of the circula-
MAN Diesel issued a No Objection Let-
fication tests.
tion oil in the sump based on an analysis
ter (NOL) on a BN70 blend. The NOL
of the oil.
applies to a specific additive in a spe-
No-objection letters will be issued as
cific system oil.
the tests with BoB and lower BN oils

are successfully concluded.
Testing of a BN60 blend on is ongoing,

on an engine in service, and the condi-
MAN Diesel can be contacted for infor-
tion is so far found to be satisfactory.
mation on the test status.
Technically, it is currently being investigated how the blending-on-board concept could cover all BN levels on just
the same additive package.
Cylinder Oil, Low Speed Diesels
mation of deposits, leading to accelera-
Special running conditions because of
For engines operating on heavy residual
tion of the problem.
frequent bunkering of low-sulphur fuels
fuel oil, a cylinder oil with a viscosity of

SAE 50 and BN of 70 is recommended.
and environmental fuel regulations (by

It has been established that a certain
the authorities or self imposed), requir-
degree of controlled corrosion en-
ing the use of low-sulphur fuel and spe-
In most cases the high BN cylinder lubri-
hances lubrication, in that the corro-
cial running conditions, might call for
cant will also be satisfactory during tempo-
sion generates small pockets in the
a lowering of the total alkaline additive
rary operation on diesel oil/gas oil.
cylinder liner running face from which
content. This can be done by lowering
hydrodynamic lubrication from the oil in
the dosage towards our minimum feed
In general, changing the cylinder oil
the pocket is created. The alternative,
rate or, alternatively, by using one of the
type to correspond to the fuel type
no corrosion, could lead to bore polish
specially designed cylinder oils with a
used (i.e. bunker fuel or diesel oil/gas
and, subsequently, hamper the crea-
lower BN and with full detergency.
oil) is considered relevant only in cases
tion of the necessary oil film on the liner
where operation on the respective fuel
surface, resulting, eventually, in accel-
Service tests with such specially de-
type is to exceed two weeks. However,
erated wear. Controlled corrosion not
signed low-BN oils have shown good
cylinder oil feed rate adjustments might
avoiding corrosion is therefore crucial,
results. However, it may be difficult to
be required.
and adjusting the BN to the fuel oil sul-
determine whether changing to a BN40
phur content is essential.

There is a high risk when using BN70
or BN50 cylinder oil will be adequate for
cylinder oils in connection with frequent
Low alkaline cylinder lubricants are
operation of ultra-low sulphur fuels. A
bunkering of low-sulphur fuels, with a
therefore available on request from the
lower BN than 40-50 might be the fu-
sulphur content of below to 1.5%, see
major lubricating oil suppliers.
ture oil for low-sulphur operation.
Table III shows typical lube oils used
For this reason, we recommend that
The main problem has been the ac-
on marine applications together with
you contact MAN Diesel, or the engine
cumulation of unused cylinder oil ad-
the fuel oils specified in Table I. In or-
builder, before operation on ultra-low
ditives, resulting in excessive deposits
der to control and prevent uncontrolled
sulphur fuel.
on the piston topland. This has led to
sulphur corrosion, it has become the
high wear, and to a situation where in-
industry standard for marine engines to
General
creased lubrication does not improve
use cylinder lubricants with a BN of 70
It should be considered that, irrespective
the condition. On the contrary, in-
in combination with the average marine
of the sulphur content being high or low,
creased lubrication increases the for-
fuels, i.e. 380 cSt and 2.7% sulphur
the fuels used in low speed engines are
content.
usually low quality heavy fuels.
Ref. [6]
Stationary applications
Ambient conditions
Stationary engines
Marine engines
Tropical
Design
Maximum
Average
Cooling water temp.
yearly site
yearly site
yearly site
32C
25C
Air inlet temp.
climatic cond.
climatic cond.
climatic cond.
45C
25C
Blower inlet pressure
Depends on height above sea level
1000 mbar
1000 mbar
Table IV
Minimum
full capacity in respect of detergency
Performance Verification of Cylinder

Oils
Fuels and Lubes for Stationary Twostroke MAN B&W Engines
and dispersancy, irrespective of the BN
All oils listed have gone through a per-
Stationary engines operate at load pat-
specified. This is a technology which
formance test for about 4,000 running
terns and ambient conditions which
has to be mastered by the lube oil sup-
hours on a relevant engine type in ser-
differ widely from those of their marine
pliers, who can individually tailor a cylin-
vice and have, during the test, been in-
counterparts. This is illustrated in Fig. 8
der lube oil to the relevant fuel.
spected by engineers from MAN Diesel,
and Table IV showing the typical oper-
in cooperation with the oil supplier.
ating conditions for both applications.
running
When satisfactory results have been
Thus, Fig. 8 shows that for stationary
In addition to determining the optimum
achieved, MAN Diesel issues a Let-
engines, the average load is 95-100%
oil design for normal operation of the
ter of No Objection for the use of the
during 8,000 hours, or more, per year in
two-stroke MAN B&W engines, we
oil on MAN B&W two-stroke engines.
operation, whereas for marine engines
also investigate and test various lube
However, MAN Diesel does not assume
the average load is around 80% and,
oil designs in cooperation with the oil
responsibility for any damage caused
furthermore, often only for 6,000 hours
companies to find the optimum cylinder
due to the quality of an oil mentioned in
per year in operation. This means that
lube oils for testbed running.
a Letter of No Objection. The perfor-
stationary engines typically have a more
mance of the oil is the responsibility of
than 60% higher load factor than ma-
Most builders of MAN B&W two-stroke
the oil supplier. It is up to the operator
rine engines.
engines are using low-sulphur DO fuels,
to obtain guarantees from the oil sup-
primarily for environmental reasons.
plier that the oil is suitable for operation
Stationary engines are exposed to
on the plant in question in conjunction
widely varying ambient conditions, i.e.
with the currently used fuel.
higher and lower air and cooling water
Therefore, the cylinder oils must have
Breaking-in cylinder lube oils for testbed
This, in combination with a relatively

high running-in lube oil dosage, re-
temperatures, see Table IV. Further-
quires a high detergency level in the
If an oil on the list fails to provide ac-
more, stationary engines are frequently
oil. Therefore, we generally recommend
ceptable
MAN
exposed to fuel oils of non-marine qual-
the use of a BN70 cylinder oil, irrespec-
Diesel will work together with the oil
ities. The fuel is often delivered from
tive of the sulphur content of the fuel oil.
company to clarify the reasons and, if
one permanent supplier, meaning that
needed, have a better oil introduced.
the quality from this supplier, good or
performance,
then
When introducing alucoating on piston
bad, will prevail.
rings and semi-honed cylinder liners,
If an oil fails, the Letter of No Objec-
we also introduced a shorter running-
tion will be withdrawn.
in period which, furthermore, limits the

period in which excess cylinder lube oil
The list should not be considered com-
% load
110
is supplied, and improves the running-
plete, and oils from other companies
100
in conditions. This means that the en-
may be equally suitable. Upon request,
90
tire running-in period, up to 100 hours,
MAN Diesel will inform whether a given
80
is fully acceptable for using BN70 cylin-
oil has been tested and whether the
70
der lube oils.
test results were acceptable.
60
Marine
Further information about the oil test
Stationary
8,000
hours
Time in service over one year
2,000
4,000
6,000
and Letter of No Objection can be

obtained by contacting MAN Diesel in
Copenhagen.
Fig. 8: Typical load profile during a year in operation
Therefore, lube oils, especially cylinder
Hence, temperatures are high in the
List of References
oil, have to be individually selected and,
combustion chamber, and the need to
[1] Heavy Fuel Oil Treatment, Service
at times, even individually specified and
counteract cold corrosion with alkaline
Letter SL05-452, Kjeld Aabo, MAN
optimised in order to match the fuel oil
additives is lower, thus reducing the BN
Diesel, Copenhagen, Denmark
available.
requirement.
[2] Marine diesel engines, catalytic
Table III shows typical lube oils to be
fines and a new standard to ensure
used for marine applications together
safe operation, by Alfa Laval, BP
with the fuel oils specified according to
Marine and MAN B&W Diesel
ISO 8217. In order to control/prevent

sulphur corrosion, it has become the
[3] Guidelines for the sampling of fuel
industry standard for marine engines to
oil for determination of compliance
use cylinder lubricants with a BN of 70
with Annex VI of MARPOL 73/78,
for use with the average marine fuels.
Resolution by the IMO Marine Environment Protection Committee,
This simple rule does not apply to sta-
MEPC 96
tionary engines, where the sulphur level

in the fuel usually remains constant, i.e.
[4] Operation on Low-sulphur Fuel,
at the level set by the supplies avail-
by
able, or, when regulated by local leg-
Copenhagen, Denmark, publica-
Kjeld
Aabo,
MAN
Diesel,
islation, often shows a decreasing ten-
tion no.: 5510-0001-01ppr, Janu-
dency over the lifetime of the plant.
ary 2006
Hence, the constant use of a higher
[5] Cylinder Lubrication Guidelines
than average sulphur content, possibly
Operation on Fuels with Varying
even higher than that found in the ma-
Sulphur Contents All MC/MC-C
rine specification, will call for the use of
and ME/ME-C type engines Mk 6
a higher BN, and for this situation lube
and higher, with Alpha ACC Sys-
oils with a BN of up to 100 are avail-
tem, and Cylinder Lubrication
able.
New ACC Guidelines All MC/MC-C

and ME/ME-C type engines Mk
of
6 and higher, with Alpha ACC
lower-than-average sulphur fuels will
System, Service Letters SL05-
call for the use of lower BN lube oils, as
455 and SL07-479, Henrik Rol-
described for low-sulphur marine fuels.
sted, MAN Diesel, Copenhagen,
Correspondingly,
long-term
use
Denmark
In addition, the engine load for stationary engines is usually very high, and the
ambient temperature is often higher as
well, ref. Fig. 8 and Table IV.
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
5510-0041-02ppr Aug 2014 Printed in Denmark
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.marine.man.eu
MAN Diesel & Turbo a member of the MAN Group

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Guidelines for Fuels and

Fuel Oil Quality ................................................................................................. 5

Guidelines for Fuels and Lubes Purchasing

For reference purposes, an extract from

MAN Diesels engines are designed to

requirements for heavy fuel for diesel

the relevant standards and specifica-

operate in accordance with the unifuel

engines, edition 2003. According to

tions is shown in Table I.

principle. For specific guidelines for fuel

these, the maximum accepted grades

and lube oils for gensets, contact MAN

are RMH 55 and K55. The mentioned

Based on our general service experi-

Diesel in Augsburg, Germany.

ISO and BS standards supersede BS

ence, and as a supplement to the above-

MA 100, in which the limit is M9.

mentioned standards, MAN Diesel issues

For guidance on purchase, reference

a guiding fuel oil specification, shown

is made to ISO 8217, BS6843 and to

Residual marine fuel standards

Pour point (upper) b

ISO 8754 or ISO

ISO 3675 or ISO

The fuel shall be free of ULO

In both tables the data refers to fuel

reasons of centrifuging, as stated in the

Fuels with a high carbon residue con-

oils as delivered to the ship, i.e. before

tent could cause increased fouling of

onboard cleaning. Fuel oils within the

the gasways, necessitating more fre-

limits of this specification have, to the

Density is normally measured at higher

quent cleaning, especially of the turbo-

extent of their commercial availability,

temperatures, and the density at 15C

charger and exhaust gas boiler.

been used with satisfactory results in

is calculated on the basis of tables

MAN B&W two-stroke low speed diesel

which, depending on their origin, date

Some changes in combustion, requir-

of issue, and the data on which they are

ing adjustment of maximum pressures

based, could give slightly differing den-

for reasons of economy, could also be

attributed to a high carbon residue con-

It should be noted that current analysis

be observed when traditional centrifuges

(before 1985, purifier clarifier) are used,

The effect of asphaltenes on the com-

depend on oil properties which are not

is accepted provided that

bustion process is similar to that of the

known beforehand. This applies espe-

modern centrifuges capable of hand-

carbon residue. Asphaltenes also af-

cially to the tendency of the fuel oil to

ling fuels of such density are installed.