Operation on

Low-Sulphur Fuels
MAN B&W Two-stroke Engines

Contents

Introduction.................................................................................................. 5
Latest Emission Control Regulations.............................................................. 6
The International Maritime Organisation (IMO)........................................... 6
The EU.................................................................................................... 6
Operational Considerations Related to Operating
MAN B&W Two-stroke Engines on Distillate Fuels.......................................... 7
Correlation between fuel sulphur level and cylinder condition ................... 7
Fuel Viscosity and Lubricity of Fuel at Engine Inlet........................................ 10
Influence of lubricity and viscosity........................................................... 10
Other considerations when operating on distillates................................. 13
Change-over between HFO and MGO/MDO . ........................................ 13
Incompatibility of Fuels................................................................................ 15
Ignition and Combustion Characteristics of LowSulphur Fuels..................... 16
Case story............................................................................................. 17
Fuel and Cylinder Lube Oil Auxiliary Systems............................................... 19
Fuel oil system, No. 1 (Fig. 15)............................................................... 19
Fuel oil system, No. 2 (Fig. 16)............................................................... 20
Fuel oil system, No. 3 (Fig. 17)............................................................... 20
Cylinder oil system, No. 1 (Fig. 18)......................................................... 21
Cylinder oil system, No. 2 (Fig. 19)......................................................... 21
Cylinder oil system, No. 3 (Fig. 20)......................................................... 21
Experience with Wet Scrubbing Techniques and Expectations to Future Use .22
Summary.................................................................................................... 23
References................................................................................................. 23

Operation on Low-Sulphur Fuels

Operation on Low-Sulphur Fuels

Operation on Low-Sulphur Fuels

Introduction

We will inform of the latest experience

The average sulphur content of heavy

gained from operation on low-sulphur

fuel oil (HFO) used for marine diesel

fuel, and also of the potential opera-

engines is 2.7%. This will undoubtedly

tional difficulties if the main engine and

change with the coming emission leg-

auxilliary systems are not prepared.

islation, which will lower the emission

limits of SOx, NOx, particulate, HC, CO

In cooperation with a number of scrub-

and CO2.

ber suppliers, MAN Diesel & Turbo has

completed more than 170 tests on a 1

So far, the authorities have reduced the

MW research plant in Denmark. Futher-

SOx content in the exhaust gas by in-

more, the experience from a full scale

troducing limits on the content of sul-

test in progress on a 20 MW main en-

phur in the HFO used. This is a much

gine scrubber will be described in a

more efficient and straightforward solu-

separate chapter.

tion, obtained from the refining process, than the installation of separate

Most MAN B&W twostroke engines of

SOx cleaning techniques on board each

today are operating on fuels with sul-

vessel.

phur levels higher than 1.5%. This gives

us much experience with highsulphur

However, this solution still requires that

fuels. However, on the basis of opera-

it is feasible for the refineries to lower the

tion on power stations and special ma-

sulphur level at a reasonable cost and

rine vessels designated for operation on

effort. So far, the question is whether

low-sulphur fuel, we have created the

there will be sufficient low-sulphur HFO

guidelines described in this paper.

available in the future, and whether marine diesel and gas oils will be used to

It should also be mentioned that on

any wider extent. This is a somewhat

testbed all two-stroke engines are op-

political question, which will not be dis-

erated on standard environmentally

cussed in this paper, but which could

friendly fuel oil, which is typically a land-

result in less HFO produced, more dis-

based diesel oil with a very low sulphur

tillate used, and a higher avarage sul-

content and viscosity but, also in this

phur content in the remaining fuel.

condition, the two-stroke engine operates successfully as long as the neces-

However, we will highlight for the Ma-

sary precautions are being taken.

rine Industry, the technical areas which

MAN Diesel & Turbo expects will be affected when changing from higher sulphur fuel oils to lower sulphur fuel oils.

Operation on Low-Sulphur Fuels

Latest Emission Control Regulations

The International Maritime
Organisation (IMO)
The IMO Annex VI of MARPOL 73/78,
Regulations for the Prevention of Air
Pollution from Ships has been in force
since May 2005.
Thus, the SOx limit applies to all vessels
in the category of ships with an engine
power output of more than 130 kW.

MEPC 57 IMO & CARB Fuel-Sulfur Content Limits

Equivalent methods may be used as altemative

Sulphur limit
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
2000

Global 4.53.5 0.5

SECA 1.51.00.1
CARB MGO 1.5 1.5 0.1 (DMA)
CARB MDO 2.0 0.5 0.1 (DMB
July 2010

SECA

CARB

2005

CARB

Jan 2012

July 2009

2010

2015

2020

2025

Year

The general international limit on sulphur is reduced from 5% to 4.5%

Global

Fig. 2: Sulphur reduction road map

through the ISO 8217 fuel standard.

IMO has specified that, in future, fur-

Today, ECAs comprise the Baltic Sea,

The EU

ther limitations will be imposed on SOx

the English Channel and the North Sea,

The EU has introduced separate regula-

as well as on other components in the

however, more areas will be added to

tions to cut sulphur dioxide (SO2) emis-

exhaust gas.

these in the future.

sions from ships.

Fig. 2 illustrates the IMO SOx limits for

The coasts of the USA, Hawai and Can-

Currently, marine HFO fuel has a maxi-

both ECAs (Emission Controlled Areas)

ada are considered to become ECA ar-

mum sulphur content of 4.5% or 45,000

and for international waters.

eas by 2012, and many more are under

parts per million (ppm), compared with

consideration to be designated as ECA

petrol for cars, which have 10 ppm from

areas between 2010 and 2015.

2007.

CARB (California Air Resources Board)

has introduced limits on the use of sulphur for MGO and MDO, respectively.

A 0.1% sulphur limit has be introduced on fuels used by inland vessels and seagoing ships at berth
in EU ports from 1 January 2010.
The alternative to reducing the amount
of SOx in the exhaust gas is to clean
the exhaust gas using the scrubber
technique. So far, only a few plants are
operating with such a solution, and it is
still considered primarily a test for larger
engines, see later chapter.

Fig. 1: Technical code

Operation on Low-Sulphur Fuels

Operational Considerations Related

to Operating MAN B&W Two-stroke
Engines on Distillate Fuels

Open graphite structure with

Closed graphite structure with

good tribological abilities

reduced tribological abilities

Due to the environmental legislation on

fuel sulphur contents, MAN B&W twostroke engines operate on distillate fuels already (marine gas oil (MGO), and
marine diesel oil (MDO). As engine designer, we get many questions related
to this, and we are in contact with the
authorities regarding safety and reliabilty issues.
It must be emphasised that MAN B&W
two-stroke engines can operate on fu-

Fig. 3: Cylinder liner surface

els fulfilling the ISO8217:2010 specification, including distillate fuels, without

It is therefore important to acknowledge

It has not been clearly mapped, as such,

making modifications to the engine it-

the corrosion mechanisms prevailing on

how much sulphur trioxide is formed,

self.

the cylinder liner, and know about the

and what is the necessary time frame

lowBN cylinder oil, Ref. [1].

before the acid corrodes the surface of

Correlation between fuel sulphur

the liner wall, and when new cylinder oil

level and cylinder condition

Acid corrosion, which is by far the most

must be fed to the liner surface in order

Our

to neutralise the sulphuric acid.

continuous

influencing cause of wear seen in cyl-

lowsulphur fuel operation and cylinder

experience

with

inder liners, is basically the result of a

lubrication with lowBN cylinder lube

condensation of the HFO sulphur com-

In order to neutralise the acid, the cyl-

oil is primarily obtained from stationary

pound. The corrosion is caused by the

inder lube oil contains alkaline compo-

engines, operating at 100% load and

combination of water being present

nents usually calcium salts. The Base

100% rpm in high ambient conditions.

during the combustion process, and

Number (BN or TBN) is a measure of

Whether the same necessity for lowBN

a thermodynamic condition where the

the cylinder lube oils ability to neutralise

cylinder lube oil applies for marine en-

temperature and pressure are below

acid. The higher the BN, the more acid

gines as well will, as such, depend on

the dew point curve of the sulphur triox-

can be neutralised.

the operational profile, engine size and

ide, see Fig. 4. Even though the water

overall engine condition.

mist catcher of the scavenge air cooler

The BN is therefore an important pa-

removes water droplets, the scavenge

rameter in controlling the corrosion on

air is saturated with water vapour when

the cylinder liner surface. Controlled

entering the cylinder.

corrosion not avoiding corrosion is

important to ensure the proper tribology
needed for creation of the lubricating oil

[02]
S

[0]

SO2
Fast
100%
conversion

[H2 0]

SO3

Slower
0.37%
conversion

film. If the neutralisation of the acid is

H2SO4

Equilibrium
pressure & temp.
dependent

too efficient, the cylinder liner surface

has a risk of being polished, i.e. the lube
oil film is damaged and the risk of scuffing increases.

Fig. 4: Chemical conversion of S to H2SO4

Operation on Low-Sulphur Fuels

In other words, operating the engine

with an unmatched BN/fuel sulphur
content could increase the risk of either
scuffing or excessive corrosive wear.
Fig. 3 shows the same cylinder liner,
first where BN70 has been used, and
then where BN40 has been used for the
same type of lowsulphur fuel.
Based on experience, MAN Diesel &
Turbo finds it essential for a good cylinder condition and overall engine performance that an open graphite structure is kept on the cylinder surface, so
that a hydro-dynamic oil film is kept
between the piston rings and cylinder

Fig. 5: Alpha Lubricator

walls at all times.

Therefore, running on lowsulphur fuel

A fuel with a sulphur content as low as

The complexity of designing a lowBN

is considered more complex due to the

0.5% could call for a combination of a

cylinder oil consists in achieving the proper

relationship between liner corrosion

low cylinder oil dosage and a lowBN oil

detergency level, which is seldom at the

and scuffing resistance, dry lubrication

(BN40 or even lower).

same high level as BN70 oils.

lack of same), the interaction between

When this is said, it is essential that the

Therefore, we recommend that the low

the BN in the cylinder oil and the deter-

actual cylinder and piston ring condition

BN cylinder oil type is selected very care

gency level, possible surplus of alkaline

is inspected. With its unique distribution

fully. All the major oil companies have

additives, the piston ring pack, etc.

of oil film, the Alpha Lubricator, see Fig. 5,

lowBN cylinder oils available today.

properties from the sulphur content (or

which is used for cylinder lubrication on

The total alkaline content of the cylin-

MAN B&W engines, has shown that a

For how long the engine can run on

der oil has to match the sulphur con-

lube oil feed rate down to 0.6 g/kWh

lowsulphur fuel and BN70 cylinder oil is

tent in the fuel oil in accordance with

can be reached.

individual, but it is not expected to result

the equation: Dosage F x S%, where F

in any unsatisfactory conditions in the

= 0.210.25 g/bhph, based on a BN70

It has also been shown that thanks to

course of the first weeks, where the en-

cylinder oil. The minimum feed rate for

the low cylinder lube oil feed rate, many

gine can be inspected for optimisation of

proper oil distribution and oil film thick-

engines can use lowsulphur fuel and still

the feed rate and lube oil BN level.

ness has so far been set at down to 0.6

use BN70 cylinder oil, going in and out of

g/kWh, which at the abovementioned

SECA areas.

equation will be reached at 2% sulphur,

However, MAN Diesel & Turbo recommends the following practical approach:

Ref. [2]. This means that the theoretical

It is therefore important to acknowledge

limit, using an ordinary BN70 oil, is 2%.

that before changing from BN70 to

As some corrosion is beneficial to the

BN4050, it is important to evaluate the

cylinder condition as this keeps an open

As an example, an engine using 1%

engines actual condition after the first op-

graphite lamella structure of the cylin-

sulphur fuel at a dosage of 0.6 g/kWh

erating period on lowsulphur fuel.

der liner surface from where the cylin-

would therefore be overadditivated.

Operation on Low-Sulphur Fuels

Practical Approach
The correlation between fuel sulphur level and cylinder oil can be shown as follows:
Fuel sulphur level <1%:

BN40/50 recommended

Changeover from BN70 to BN40/50

only when operating for more than

two weeks on <1% sulphur

Fuel sulphur level 11.5%: BN40/50 and BN70 can be used, see Fig. 12
Fuel sulphur level >1.5%: BN70 is recommended.

Fig. 6: Use of BN40 vs. BN70 cylinder oils

der lubricant can spread. The purpose

rate operating for extended periods

is therefore not to avoid corrosion but

(typically more than two weeks) on low

to control corrosion. This is done by ad-

sulphur fuel in e.g. SECAs. This also

justing the amount of base, i.e. by either

goes for distillate fuels.

using BN40 cylinder lube oil (instead of

BN70 as normal for operation on HFO),

We have reports of older low topland

by optimising the cylinder oil feed rate

engines operating continuously on low

to the actual fuel sulphur level or a com-

sulphur fuels and with BN70 cylinder oil

bination of both.

without problems. In such cases, it is

subject to owner decision whether to

For high topland engines (high topland

change to a BN40 cylinder oil.

pistons are pistons where the topland

is significantly higher than the ringland),

We refer to our service letters Nos.

MAN Diesel recommends to change to

SL385, SL455, SL479 and SL507 for

a BN40 cylinder oil at minimum feed

more information and recommendations on cylinder oil feed rate.

Operation on Low-Sulphur Fuels

Fuel Viscosity and Lubricity of Fuel at

Engine Inlet

In principle, fuels according to the speci-

Influence of lubricity and viscosity

fied grades DMX/DMA can be purchased,

Lubricity

The lowest viscosity suitable for two-

if the engine and external system are

The refinery processes intended to re-

stroke diesel engines is 2 cSt at engine

designed to keep a minimum viscosity

move, e.g., sulphur from the oil result

inlet, see Fig. 7. However, this viscos-

of 2 cSt at engine inlet. If 3 cSt can be

not only in low viscosity, but also im-

ity limit cannot necessarily be used as a

obtained, this is preferred to ensure a

pacts the lubricity enhancing compo-

fuel specification for purchasing the fuel,

higher safety margin.

nents of the fuel. Too little lubricity may

as the viscosity in a purchase specifica-

result in fuel pump seizures.

tion is tied to a reference temperature.

ISO 8217

This is due to the fact that the external

According to ISO 8217.2010, distillate

Although most refiners add lubricity-

fuel systems have an individual effect on

grades DMX/DMA can be sold with a

enhancing additives to distillates, MAN

the heating of the fuel and, thereby, the

viscosity down to 2 cSt at 40C. This

Diesel & Turbo recommends testing

viscosity of the fuel when it reaches the

will especially be the case if the <2 cSt

the lubricity before using fuels with less

engine inlet.

DMX/DMA provided origins from auto-

than 0.05% sulphur. Independent fuel

motive gas oil. The 2 cSt can only be

laboratories can test lubricity according

The external fuel oil systems on board

applied if the distillate is cooled/chilled

to ISO12156-1 (High-Frequency Recip-

today have been designed to keep a

down correspondingly to reach the 2

rocating Rig, HFRR). The HFRR wear

high temperature for HFO operation.

cSt minimum viscosity at engine inlet.

scar limit is max. 520 m.

fuel system temperature as low as pos-

The latest distillate introduced in ISO

Viscosity

sible, and thereby as high a viscosity

8217.2010 is DMZ with min. 3 cSt at

A low-viscosity fuel oil challenges the

as possible, when changing to distillate

40C, which gives some margin.

function of the pump in three ways:

This can make it difficult to keep the

DO and GO operation. The crew must

therefore make an individual test.
Many factors influence viscosity and its
influence on the engine, such as engine

Kinematic Viscosity

condition and maintenance, fuel pump

100000

wear, engine adjustment, actual fuel

Marine Gas Oil

temperature in the fuel system, human

factors, etc. Although achievable, it is

Marine Diesel Oil

10000

IF-30

difficult to optimise all of these factors at

the same time. This complicates operation on viscosities in the lowest end of

IF-60
IF-100

1000

IF-180

the viscosity range.

IF-380

100
To build in some margin for safe and
reliable operation, MAN Diesel & Turbo
recommends operators to test the engines and external systems sensitivity to low viscosity. Furthermore, the
necessity for installation of a cooler or

10
MBD limit
min. 2 cSt

1
-15

cooler & chiller should be evaluated before purchasing fuels with the minimum
level of viscosity necessary.

10 Operation on Low-Sulphur Fuels

Fig. 7: Marine fuel viscosities

35

135
85
Temperature Degrees Celsius

1. Breakdown of hydrodynamic oil film

Many factors influence the viscosity tol-

cosities in the lowest end of the viscos-

(resulting in seizures),

erance during start and low-load opera-

ity range. To build in some margin for

2. Insufficient injection pressure

tion:

safe and reliable operation, and avail-

(resulting in difficulties during start and

ability of high-viscosity distillate fuels, it

low-load operation), and

Engine condition and maintenance

is expected that installation of coolers

3. Insufficient fuel index margin

Fuel pump wear

or cooler & chiller will be necessary for

(resulting in limitation in acceleration).

Engine adjustment

many operators.

Actual fuel temperature in the fuel

Due to the design of conventional

pumps versus the pressure booster,

system

Fuel oil pump pressure

Human factors, etc.

Worn fuel pumps increase the risk of

ME/ME-C/ME-B engines are more tol-

starting difficulties, as the fuel oil pump

erant towards a low viscosity compared

Although achievable, it is difficult to op-

pressure needed for injection cannot be

with the MC/MC-C engines.

timise all of these factors at the same

achieved. An indication of fuel pump

time. This complicates operation on vis-

wear can be achieved by reading the

Fuel Temp (deg C)

Fuel Temperature vs Viscosity

140

1.5 cSt
NOT GOOD
Fuel below 2cSt
MAN Diesel & Turbo does not recommend to operate the
engine on fuel with viscosities lower than 2 cSt

120

2.0 cSt

100
DEPENDING ON INSTALLATION
Fuel viscosity 2-3 cSt
MAN Diesel & Turbo strongly recommends to make start checks
prior to port operation

80

3.0 cSt

4.0 cSt
5.0 cSt

60
Viscosity at reference condition (40C) according to ISO8217 DMA/X

40

GOOD
Fuel above 3 cSt
MAN Diesel & Turbo recommends to operate the engine on
fuels with viscosities above 3 cSt

20

0
1

8
Viscosity (cSt)

The horizontal axis shows the bunkered fuel viscosity in cSt, which should be informed in the bunker analysis report. If the temperature of the MGO is below the
lower red curve at engine inlet, the viscosity is above 3 cSt.
The black thick line shows the viscosity at reference condition (40C) according to ISO8217, marine distillates.
Example: MGO with viscosity of 4 cSt at 40C must have a temperature below 55C, at engine inlet to ensure a viscosity above 3 cSt.
Example: MGO with a viscosity of 5 cSt at 40C is entering the engine at 50C. The green curves show that the fuel enters the engine at approximately 4.0 cSt.
Example: MGO with a viscosity of 2 cSt at 40C needs cooling to 18C to reach 3 cSt.

Fig. 8: Fuel temperature vs. viscosity

Operation on Low-Sulphur Fuels 11

actual fuel pump index for comparison

At different operating conditions, e.g.

are worn, they must be replaced and

with the test bed measurements. As a

start, idle, astern and steady low rpm,

the start check repeated.

rough guideline, we consider the pump

gradually change the temperature of

worn out when the index increase is

the fuel at engine inlet, correspond-

Installation of cooler or cooler & chiller

10 or more for HFO. Such fuel pumps

ing to respectively 2, 2.5 and 3 cSt,

To be able to maintain the required

should be replaced for better engine

see Fig. 8 for the typical viscosity and

viscosity at the engine inlet, it can be

performance.

temperature relationship.

necessary to install a cooler in the sys-

tem. Fig. 9 shows the recommended

Start checks are recommeded at regu-

Test start ahead/astern from the

location to install a cooler, however, the

lar intervals. However, as distillates of

control room. If the engine does not

cooler can also be installed in other lo-

required minimum viscosity may not be

start at the first attempt, cancel and

cations. PrimeServ can be contacted

available in all ports, it is particurlarly im-

repeat the start attempt. If the start

for tailormade solutions.

portant to make start checks before en-

ahead/astern functions properly with

tering high-risk areas (e.g. ports and other

cancelled limiter, this solution can be

For the lowest viscosity distillates, a cool-

congested areas), so as to determine the

used in emergency until either new

er may not be enough to cool the fuel

individual low-viscosity limit for the en-

fuel pumps are installed or a higher

sufficiently due to the cooling water avail-

gine. MAN Diesel & Turbo recommends

viscosity fuel becomes available.

able onboard. In such a case, it is recom-

that such checks are perfomed on a biannual basis, as described in the following:

mended to install a so-called chiller. The

An outcome of the test might be that

chiller principle is shown in Fig. 10.

the specific engine requires a viscosity

In an area for safe operation, change

that cannot be kept due to the influence

fuel to an available distillate.

from the many factors. If the fuel pumps

Aut. de-aerating valve

Deck
Venting tank

Heavy fuel oil

service tank
Temperature
feeler
Cooling
medium
inlet
Overflow valve
Adjusted to 4 bar
Visco.
HFO

Main
engine

Diesel oil
cooler

Pre-heater
Full flow filter
Steam
inlet
Condensate
outlet
Fig. 9: Fuel system (in this example the cooler is installed after the circulating pumps)

12 Operation on Low-Sulphur Fuels

Circulating
pumps

Supply pumps

Diesel
oil
service
tank

Chilling unit
Compressor
Water pump unit
Pressurised
expansion
tank
Condenser

Diesel oil cooler unit

Water
cooler

Diesel oil
cooler
Water
tank
Pump

Diesel Oil
Water
Refrigerant Liquid
Central Cooling Water

Central
cooling
water
in-/outlet

Fig. 10: Chiller principle

Poor point restrictions (distillates

Change-over between HFO and

Not only will the engine fuel pumps be

should not be cooled below pour

MGO/MDO

influenced by the fuel viscosity. Also

point).

Reference is made to our general in-

External pumps

most pumps in the external system

(supply

pumps,

circulating

pumps,

struction for changing over from HFO to

Change-over

between

HFO

and

MDO/MGO and back given in our Op-

transfer pumps and feed pumps for the

MGO/MDO (to ensure optimal condi-

centrifuge) need viscosities above 2 cSt

tions for the fuel pumps) - also de-

to function properly. We recommend

scribed in the instruction book, Op-

Prior to the intended change-over from

contacting the actual pump maker for

eration.

HFO to MGO and vice versa, we rec-

advice.

ommend that the compatibility of the

Other considerations when operat-

DIESELswitch for automatic change-

two fuels is checked preferably at the

over between HFO and MGO/MDO.

bunkering stage. The compatibility can

ing on distillates
External pumps:

eration book, plate 705-03.

be checked either in an independent

Correlation between fuel sulphur level

It has been experienced from many

and cylinder condition (choice of cyl-

ships that the circulation and supply

inder lube oil).

pumps installed in the external fuel

laboratory or by using test kits onboard.

Incompatible fuels may lead to filter
blocking and extra focus should be on

system have troubles in keeping the

Contact PrimeServ for more information

pressure if viscosity is too low. Some

on installation of coolers/chillers and

pumps need 5 cSt, which is far from

DIESELswitch (e-mail: Primeserv-cph@

Change-over to/from MGO can be

the 2 cSt specified at engine inlet

mandiesel.com).

somewhat dangerous for the fuel equip-

when operating on distillates. MAN

filter operation in case of incompatibility.

ment as hot heavy fuel (80C) is mixed

Diesel & Turbo has been in contact

For operational assistance, please con-

into relatively cold gas/diesel oil. The

with pump manufacturers that can

tact our Operation Department at e-

mixture is not expected to be homo-

deliver external pumps for fuels with

mail: [email protected].

geneous immediately and some tem-

viscosities below 2 cSt. Our Engine

perature/viscosity fluctuations are to be

and System Application department

expected. The process therefore needs

in Copenhagen can be contacted for

careful monitoring of temperature and

further information.

viscosity.

Operation on Low-Sulphur Fuels 13

During change-over, the temperature

Change-over from HFO to MGO

increase/decrease rate should be less

Ensure that the temperature of the

than 2C/min. to protect the fuel equip-

MGO in the service tank is on an ac-

ment from thermal shock (expansion

ceptable level regarding the expect-

problems) resulting in sticking. A fully

ed viscosity at the engine inlet

Two things to be kept under observation during the change-over are:

A. The viscosity must not drop below 2
cSt and not exceed 20 cSt.

automatic change-over function including the fuel cooler control will be benefi-

cial to avoid incidents related to human

Reduce the engine load

B. The rate of temperature change of

- The load during this process should

mistakes.

the fuel inlet to the fuel pumps must

be 25-40% to ensure a slow

not exceed 2C/minute.

reduction of the temperature

Change-over from MGO to HFO

Tests of different mixing possibilities

- The load can, based on experience,

such as the Diesel Switch which con-

be changed to a higher level up

The mixing of the hot heavy fuel (80 to

tains a special automatic change-over

to 75% as described in our

90C) into relatively cold gas oil can be

system are presently in progress.

Operation book

somewhat difficult as the mixture is not

expected to be homogeneous immedi-

It should be noticed that with opera-

tion on MGO/MDO, the wear in the fuel

Stop steam tracing and steam to pre-

ately and some temperature/viscosity

heater

fluctuations are to be expected.

Carry out change-over of fuel when

pumps should be monitored by comparing the fuel index for the new engine

and during service, see also the section

the fuel temperature starts to drop

Ensure that the temperature of the

heavy oil in the service tank is about

on fuel oil pump oil pressure.

80C.

A complete change-over (only MGO

During service on low viscosity fuel, in-

in the system) may take several hours

ternal leakages in the fuel equipment

depending on the engine load, vol-

- The load during this process should

will increase and there might be a risk

ume of fuel in the circulating circuit

be 25-40% to ensure slow heat-up

of starting difficulties. An increased start

and the system layout.

of the system from max. 35C for

index might be necessary.

Reduce the engine load

the MGO to normal heavy fuel servIn general, only the viscosirator should

ice temperature (up to 150C)

Prior to manoeuvring in port it should

control the steam valve for the fuel oil

- The load can, based on experience,

be tested that the engine is able to

heater. However, observations of the

be changed up to 75% as de-

start on MGO.

temperature/viscosity must be the fac-

scribed in our Operation book

tor for manually taking over the control

of the steam valve to protect the fuel

Start changing over the fuel

Start steam tracing when the viscos-

components.
ity reaches 5 cSt.

14 Operation on Low-Sulphur Fuels

In general, only the viscosirator should

Incompatibility of Fuels

Even though incompatibility seldom oc-

control the steam valve for the fuel oil

In near future, oceangoing ships enter-

curs, the most obvious way to avoid

heater. However, observations of the

ing emission controlled areas will have

this is to check the compatibility be-

temperature/viscosity must be the fac-

to switch from a heavy fuel oil (HFO) to

tween the fuels before bunkering. This

tor for manually take over the control of

a lower viscosity distillate fuel, in order

can be done manually with a kit on

the steam valve to protect the fuel com-

to comply with the low-sulphur require-

board, or via an independent labora-

ponents!

ment if a low-sulphur HFO is not avail-

tory. The latter often being too slow a

able.

process, as the ship will already have

Two things must be kept under observation during this change-ove:

left the harbour before the laboratory

Due to the current considerable price

returns with the test result. Therefore, in

difference, we do not expect total

practice, and in the event that the fuel

changeovers from HFO to DO or GO,

supplier is not supplying both low and

see Table I. However, an operator could

high sulphur fuels, the incompatibilities

be forced to change over for reasons of

will not be discovered until both fuels

fuel availability.

are on board.

Low-sulphur HFO will, expectedly, have

BP Marine has found that even though

a somewhat higher price than the HFO

the TSP (Total Sediment Potential) and

Contact our PrimeServ division for more

on the market today, due to increasing

TSE (Total Sediment Existing) values

information on the installation of cool-

demand and the cost of the desulphuri

of the fuel are completely satisfactory,

ers/chillers.

sation process.

still or small number of fuel deliveries

A. The viscosity must not drop below 2

cSt and not exceed 20 cSt
B. The rate of temperature change of the
fuel inlet to the fuel pumps must not
exceed 2C/minute.

give rise to complaints of filter blocking,

When switching from HFO to a distillate

excessive sludge, etc. It is suspected

fuel with a low aromatic hydrocarbon

that most at these incidents are due to

content, there is a risk of incompatibility

fuel incompatibility. When blending for

between the two products. The change

lowsulphur fuel more cases of incom-

over procedure takes quite some time,

patibility might be seen.

during which there will be a mix of the

two very different fuels for an extended
period of time. The asphaltenes of the
HFO are likely to precipitate as heavy
sludge, with filter clogging as a possible
result.

Table I: Average bunker prices in US$/ton, July 2010

Grade

MDO

MGO

Fujairah

IFO380
453

IFO180
466

728

Houston

440

459

665

Rotterdam

438

461

662

Singapore

447

457

642

655

Source: www.bunkerworld.com/prices

Operation on Low-Sulphur Fuels 15

Ignition and Combustion

Characteristics of LowSulphur Fuels

are definitely more reports of cases where

When focus is narrowly on the fuel oils,

a poor liner and piston ring condition

the drawback can be that some opera-

The interest in fuel oils ignition quality

is thought to be due to a low ignition

tors, when experiencing unacceptable

on the basis of the calculated CCAI or

quality. The investigations indicate that

conditions in the combustion chamber,

CCI values, or by measuring the fuel in

a lowsulphur fuel has often been used

may be prompted to blame the fuel

an ignition instrument such as the FIA

when this happens, and the question is

without taking other possible causes

(Fuel Ignition Analyser), has never, in our

whether new oils from the spot market

into consideration, such as insufficient

experience, been greater than now. In

have characteristics which have so far

cleaning of the fuel oil, type of cylinder

the CIMAC Heavy Fuel Oil Work Group,

been overlooked and, therefore, ought

lube oil, and feed rate.

we are comparing fuel samples and

to be investigated further.

service experience and, today, there

The test results (Figs. 11 and 12), of

the ignition and combustion properties
measured on a FIA100 Fuel Combustion
Analyzer, show the effects of a mixture
of fuels, Ref. [4]. Whether or not this fuel
would have a negative effect on the
performance of a twostroke engine is
open to doubt, but the test unquestionably illustrates that the fuel consists of a
mixture of very different fuels with very
different flashpoints, resulting in an irregular heat release in the test setup.
The high temperature analysis illustrated in Fig. 11 apparently shows the
three distinct fractions used in blending

Fig. 11: SIMDIST (simulated distillation) recovery rate

the fuel, i.e.:

Heavy naphta
boiling point (bp) 190270C

Heavy gasoil
bp 350450C

Residue
bp > 580C.

A series of tests with fuels with expected low ignition qualities have been
performed on MAN B&W twostroke
engines and, so far, we do not have
any evidence to show that the ignition
quality has any influence on the engine
performance.
Fig. 12: ROHR (rate of heat release) curve

16 Operation on Low-Sulphur Fuels

Analysis af Good or Bad quality HFO according to FIA!

Source: Fueltech AS

Fig. 13: FIA test method

Lately, however, we have received re-

The group is looking particularly at the

be used in the auxiliary and main en-

ports from ships with dual fuel systems,

FIA test methods which, to our knowl-

gines, both engine types should be able

where either the four-stroke auxiliary

edge, are so far the best methods for

to operate on the fuel available on the

engines were difficult to operate, or

such analyses. But the question is

market.

damage to the combustion chamber

whether it is possible to translate the

was found. In addition to the traditional

test results into engine performance.

CCAI or CCI values, which are not con-

The industry therefore needs to follow

and consider lowsulphur fuels intro-

sidered being reliable, the ignition char-

The real task when using the FIA equip-

acteristics in the ISO 8217.2010 fuel

ment is to generate a good test report,

standard are now introduced.

estimating the expected operation per-

Case story

formance on any engine, see Fig.13.

A wellknown oil company had to pay

One step was taken in 2009 when in-

duction on the market.

about USD 5 mill. in compensation

terested companies formed a group

It is obvious that the slower the speed

to fishing boat owners, after an inci-

that could provide for the definition and

and the larger the dimensions of the

dent with an environmentally friendly

measurements of ignition and combus-

engine, the less sensitive it will be to

lowsulphur diesel oil from one of their

tion characteristics of residual fuels in a

ignition delays, but as an increasing

refineries in Europe. The oil companys

standardised approach, with the aim of

number of ships are designed with uni-

investigation showed that the problem

producing IP test methods.

fied systems, where the same fuel is to

was probably related to heavy blend-

Operation on Low-Sulphur Fuels 17

Combustion pressure trace

"Fuel 45" ECN = 12.5

ROHR Curve
"X-fuel" ECN = 8.3

"Normal fuel" ECN = 28.8

10.0

5.0

9.0

4.5

8.0

4.0

7.0

3.5

6.0

3.0

ROHR (msec)

pressure increase (bar)

"Normal fuel" ECN = 28.8

5.0
4.0
3.0

2.0
1.5
1.0

1.0

0.5

0.0

0.0

-1.0

-0.5
5

10

15
Time (msec)

20

25

"X-fuel" ECN = 8.3

2.5

2.0

"Fuel 45" ECN = 12.5

10

15
Time (msec)

20

25

Fig. 14:

ing components causing incomplete

ty slip during operation of the desulphu-

Fig. 14 illustrates the FIA tests for com-

combustion, deposits and, eventually,

risation unit, and the oil company had

bustion and heat release of three differ-

engine failure on the fishing vessels

to adjust the process in consequence

ent fuels, including a low-standard fuel

fourstroke medium speed engines. It

of this incident.

oil (X). The fuel oil X was tested on four-

should be mentioned that some of the

stroke medium speed and high speed

fishing boats had oldertype diesel en-

The important message to the fuel

engines. Even though the FIA-test in-

gines installed.

companies is, consequently, that low-

dicated it as a troublesome fuel, there

sulphur fuels must not jeopardise the

was no change in performance on MAN

operational reliability of the engine.

B&W low speed engines in the load

One possible reason for the bad fuel

performance was thought to be a quali-

18 Operation on Low-Sulphur Fuels

area from 0 to 10% engine load.

the higher sulphur fuel oil is preferred

where accepted to be used. To enable

MDO Storage Tank (25C)

the vessel to operate on lowsulphur fuel

in restricted areas and switch to heavy
fuel outside restricted areas, a dual fuel
system is necessary.
For newbuildings, and as retrofit on existing engines if necessary, MAN Diesel
& Turbo proposes three different fuel
system configurations for engines oper-

Bunker Storage Tank 1 (45C)

Bunker Storage Tank 2 (45C)

SettlingTank (25C)

As lowsulphur fuel oil is more expensive,

MGO
Support)
(Boiler Support
etc)
Gas etc.
Inert Gas)
(Inert
To Gensets

Service
Tank
(day)
35C

If unifuel system

Centrifuge(s)
(40C)

Settling Tank (60C)

Fuel and Cylinder Lube Oil Auxiliary

Systems

Service
Tank
(day)
90C
HFO Supply
pump

HFO Circulating
pump

Centrifuge(s)
(95  100C)

Bunker Storage Tank 3 (45C)

Fig. 15: One MDO settling tank and one HFO settling tank fo system No. 1

ating on both high and lowsulphur fuel

The ships fuel oil system, from bunker-

be affected by a frequent change in fuel

oil type. Therefore, depending on the
changeover frequency, various configurations may be relevant, the principal
ones being listed below:

Bunker Storage Tank 1 (45C)

Bunker Storage Tank 2 (45C)
Bunker Storage Tank 3 (45C)

Fuel oil system, No. 1 (Fig. 15)

One MDO + one HFO system:

If unifuel system
Centrifuge(s)
(40C)

Settling Tank 1 (60C)

treatment system and service tanks, may

To Gensets

MDO Storage Tank (25C)

Service
Tank
(day)
90C
HFO Supply
pump

Settling Tank 2 (60C)

ing tanks through the settling tanks,

Service
Tank
(day)
35C

Settling Tank (25C)

oils.

HFO Circulating
pump

Centrifuge(s)
(95 - 100C)

Fig. 16: One MDO settling tank and two HFO settling tanks fo system No. 2

One bunkering, settling, centrifuging

Settling Tank (25C)

and service tank system for MDO, and

one for HFO. Often several separate
bunker tanks (heated) are available in
the ship, enabling use of different bunMDO Storage Tank (25 C)

pressurising (supply) stage leading to

engines are usually fed from the joined
systems, i.e. they burn the same fuels
the Unifuel concept. It is possible to
run the auxiliary engines on a separate
fuel, i.e. by closing off the line from the

Bunker Storage Tank 1 (45 C)

Bunker Storage Tank 2 (45 C)
Bunker Storage Tank 3 (45 C)

Settling Tank 1 ( 60C)

If unifuel system

the engine circulating system. Auxiliary

as the main engine. Also referred to as

To Gensets

Settling Tank 2 (60C)

ker oils. Systems are merged before the

Centrifuge(s )
(40C)

Service
Tank
(day)
35C

Centrifuge(s )
(95 100 C)

Centrifuge(s )
(95 100 C)

Service
Tank
(day)
90C

Service
Tank
(day)
90C

HFO
Supply
pump

HFO
Circulating
pump

HFO system to the auxiliary engines.

Fig. 17: One MDO settling tank and two sets of HFO settling and service tanks system No. 3

Operation on Low-Sulphur Fuels 19

Fuel oil system, No. 2 (Fig. 16)

Table II: Additional FO system equipment

One MDO + two HFO settling tanks:

Fuel oil system: Additional equipment

One bunkering and settling system for

No. 1

Base case no additionals

each type of HFO. Possibly with addi-

No. 2

Possibly additional bunker tank(s)

Possibly an additional bunkering system for the additional bunker
tank(s)
Possibly enhanced bunkerheating system to accommodate different
fuel characteristics (pumping temperature, flash point, viscosity, etc.)
One additional settling tank
One additional transfer pump to the settling tank

tional bunker tanks. The HFO system

is common from centrifuge(s) onwards,
i.e. it is identical to fuel oil system No. 1,
but with an additional settling tank for
alternate HFO types. Unifuel or sepa-

rate fuel.

No. 3

Fuel oil system, No. 3 (Fig. 17)

One MDO + two separate HFO systems:

All of those associated with system No. 2

Possibly an additional set of fuel oil centrifuges
Possibly an additional centrifuge room, including sludge tank, etc
Additional service (day) tank
Additional piping and instrumentation

Two separate bunkering, centrifuging

and settling and service tank systems for
each type of HFO. The two HFO systems
are completely separate up to the joining
point before the supply pumps pressurising the engine circulating system. Unifuel
or separate fuel.
From the onset, the ships fuel oil system is
perhaps one of the most complicated systems on board. Naturally, introducing multiple fuel oil systems implies considerable
additional complexity to the ship design
in general and to the engine room design
in particular. For the three alternatives, the
additional equipment listed in Table II is

Fig. 18: One cylinder oil system

conceptually envisaged.
Regarding the auxiliary system for the
cylinder lube oil handling, there are several cylinder lube oil system constellations that could be implemented to allow
various degrees of adaptation to any
specific bunker oil sulphur content. Below, we have listed the technical solutions used today.

Fig. 19: One cylinder oil system, engine is equipped with electronic lubricators

20 Operation on Low-Sulphur Fuels

Cylinder oil system, No. 1 (Fig. 18)

One cylinder oil system:
A conventional system that can handle
one cylinder lube oil at a time, i.e. running with a fixed base number. The feed
rate can be manually controlled and is
seldom adjusted.
Cylinder oil system, No. 2 (Fig. 19)
One cylinder oil system where the engine is equipped with electronic Alpha
lubricators:
Also ability to handle one cylinder lube
oil at a time, i.e. running with a fixed base
number. The electronic lubricator (very

Fig. 20: Two independent cylinder oil systems

much) eases the adjustment of feed rate

and, thereby, the alkalinity influx.
Cylinder oil system, No. 3 (Fig. 20)
Two cylinder oil systems:
Consists of two cylinder lube oil storage and service tank systems. Systems
are joined before the engine flange via a
changeover valve. Ability to handle two
different cylinder lube oils, a conventional BN oil (usually BN70) and maybe
a lowBN oil (e.g. BN50 or BN40).
In general, the complexity of the cylin-

Fig. 21: Partitioning of cylinder oil storage and service tanks

der lube oil system increases 1 through

3, but not as much as the similar increase for the fuel oil systems, simply

because the fuel oil system is more

BN70 cylinder oil on both sides of the

The systems shown can be combined

partition

in numerous ways, and variations of the

extensive (more components and more

space consuming).

described systems can be chosen. You

BN40 cylinder oil on one side and

are welcome to contact MAN Diesel &

BN70 on the other.

Turbo in Copenhagen, Denmark, for

One way of preparing the ships could

special requirements, or if further infor-

be to install a partition in the cylinder oil

In the more complex system, separate

storage tank (Fig. 21), instead of arran

piping from each side of the partitioned

ging two cylinder oil tanks. Thereby, the

storage tank can lead to the service

tank can be filled in the following way:

tank, which may also be partitioned.

mation is needed.

Operation on Low-Sulphur Fuels 21

Experience with Wet Scrubbing

Techniques and Expectations to
Future Use

To begin with, saltwater was used as

al areas and in saltwater mode when in

the agent for removing SOx from the ex-

open sea, where a lower scrubbing ef-

haust gas. Later, freshwater with NaOH

ficiency is required.

As previously described, one solution to

was used and both techniques actually

meet the sulphur legislation is to reduce

works.

the SOx in the exhaust gas. The so-

This could give the lowest payback

time, which for this vessel could be as

called abatement technology used for

On an Aalborg Industries (AI) boiler, SOx

low as two years, depending on the de-

many years on power stations all over

could not even be measured in the ex-

velopment in fuel prices.

the world.

haust gas after the scrubbing process

with freshwater and NaOH.

Even though scrubbers are not a core

On the legislation side, IMO has accepted the scrubber solution as an al-

business of MAN Diesel & Turbo, six

This solution seems to be superior to

ternative to removing the suphur in the

years ago we initiated cooperation with

the saltwater solution when it comes to

fuel. The fine-tuning of the waste wa-

manufacturers and shipowners to look

efficiency and maximum drain and proc-

ter specification is still being discussed

at this technique for the marine market.

ess water, but will have a consumption

within the framework of IMO, however,

of NaOH.

MAN Diesel expects that exhaust gas

Accordingly, we have made more than

scrubbers represents a realistic solution

170 tests of scrubbers of various de-

In 2009, an AI boiler was installed on a

for ships operating in coastal areas and,

signs on a 1 MW four-stroke engine in

DFDS passenger and car carrier with a

in the long term, also for internationally

Denmark.

20 MW main engine.

operating merchant vessels, when the

The first results obtained have made it

The scrubber is able to operate on both

ered to max. 0.5% in 2020. Fig. 22

clear that current scrubber techniques

saltwater and freshwater with NaOH.

shows three of the scrubber solutions

need to be optimised and tailormade for

The plan is to operate the scrubber in

tested, and the results.

marine use.

the high-efficient NaOH-mode in coast-

maximum sulphur limit content is low-

Fig.22: Scrubber solutions tested

22 Operation on Low-Sulphur Fuels

Summary

References

It is inevitable that the exhaust gas

[1] Service Letter SL09-515 "Guidelines

emission from marine engines will be

on Operation on Distillate Fuels"

further regulated, and we expect that

many new engines, and especially ex-

[2] Service Letter SL09-507 "Cylinder

isting engines, will eventually have to be

Lubrication Update Guiding ACC

operated on lowsulphur fuel. This will

Feed Rates for Alpha Lubricator

be the case even though exhaust gas

and ME Lube"

scrubbers and/or emission trading has

become possible.

[3] The Interaction between Low

sulphur Fuel and Lubricants,

On MAN B&W twostroke engines, no

by Kjeld Aabo, MAN B&W Diesel A/S

difference in the engine performance is

considered between DO/GO and HFO
operation, where the HFO used today
has a sulphur content of 2.5% on average,
with normal adjustment for low calorific
value.

[4] FIA100 Fuel Combustion

Analyzer for HFO,
by Jan Kjetil Paulsen,
Fueltech AS,
Norway, November 2004

However, operators must take the necessary precautions, and the marine industry must consider what general application the new lowsulphur fuels are
being designed for, especially with regard to the compatibility between fuels,
and the ignition qualities.

Operation on Low-Sulphur Fuels 23

CopyrightMAN Diesel & Turbo Subject to modification in the interest of technical progress.
5510-0075-00ppr Feb 2010 Printed in Denmark

MAN Diesel
Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +44 33 85 10 30
[email protected]
www.mandieselturbo.com