Designation CIMAC

A 10
CIMAC
B 10
CIMAC
C 10
CIMAC
D 15
CIMAC
E 25
CIMAC
F 25
CIMAC
G 35
CIMAC
H 35
CIMAC
K 35
CIMAC
H 45
CIMAC
K 45
CIMAC
H 55
CIMAC
K 55
Related to ISO 8217
RMA
10
RMB
10
RMC
10
RMD
15
RME
25
RMF
25
RMG
35
RMH
35
RMK
35
RMH
45
RMK
45
RMH
55
-
Characteristic Dim Limit
Density @ 15
0
C Kg/m
3
max. 950 980 1010 991 1010 991 1010
max. 15
min. 6 15
Flash point
0
C min. 60
Pour point
0
C max. 24 30
Carbon residue %(m/m) max. 14 14 15 20 18
Ash %(m/m) max. 0.10 0.10 0.15
Total sediment %(m/m) max. 0.10
Water %(v/v) max. 0.80
Sulphur %(m/m) max. 4.0
Vanadium mg/kg max. 300 350 200 500 300
Al + Si mg/kg max. 80
Kinematic
Visc. @ 100
0
C
cSt
975 991 991
10 25 35 45 55
60
6 30 30 30 30
60 60 60 60
12 22 22 22
0.15
0.10 0.10 0.10 0.10 0.10
0.10 0.15 0.15
1.0
3.5 5.0 5.0 5.0 5.0
0.50 1.0 1.0 1.0
150 600 600 600
80 80 80 80 80
ISO 8217 Specification of Marine Fuels, is the
standard tool for the parties involved, i.e. ship
owners, fuel suppliers, engine builders,
classification societies. The ISO 8217 has been
worked out to reflect developments both with
regard to the engines and to the product
available in the market.

Fuel within ISO 8217 specifications can also
have operational problems and in most of the
cases it has been traced to inadequate
maintenance of fuel oil treatment plant on board
or to a lesser extent on the cylinder oil dosage.

It is important to emphasise that in a diesel
engine there may be differences in working
principle, thermal loading, use of materials and
in remedies used during many years of service
experience. The engine component sensitivity to
HFO thus depends on the individual engine and
HFO used in the particular situation. Similarly
to the HFO, the lube oil can be the cause of the
poor performance, rather than the engine
components / material choice, operating
philosophy or the HFO used.

Diesel engine fuels include a variety of fuels
ranging from gas oils to heavy fuel oils. Gas oil
is produced from crude oil by distillation and
processing whereas the fuel oil is mainly the
residue left after the distillation of crude oil. To
obtain the desired viscosity the residue is blended
with lighter, less viscous components. Modern
refineries use secondary conversion processes
such as the visbreaking and catalytic cracking to
obtain a higher proportion of lighter products.
These products are used as blending stocks for
heavy fuel oil.

Marine fuel oil is purchased by viscosity. All the
major companies today, have converted their
international marine fuel specifications to the SI
system indicating viscosity at 50C in the unit
mm/s (= centistokes). However viscosity is still
indicated in sec. Redwood No: 1 with 100F as
reference temperature.
Effective cleaning can only be ensured by using
a centrifuge. To obtain optimum cleaning, it is
of utmost importance that the centrifuge
operates with as low viscosity as possible and
that the fuel oil remains in the centrifuge bowl
for as long as possible. The temperature should
preferably be approx. 98C. The correct
adjustment of the gravity disc is of importance
for efficient removal of water from HFO.

Viscosity:- Fuel grades are based on viscosity.
High viscosity fuels are generally cheaper than
lower viscosity fuels. Viscosity testing
determines the preheating temp. required. It is no
problem to reach and operate on 700cSt (50C)
viscosity with the standard fuel oil treatment
system.

Density:- Fuel is sold by weight therefore
density must be known to determine volume of
fuel received. Density must also be determined
for selecting the correct size gravity disc for the
centrifuges. The ignition and combustion
characteristics of higher density fuels may be
inferior. Low viscosity, together with high
density, may indicate a risk of poor ignition
quality. A density higher than 991 kg/m3 calls
for automatically adjustable centrifuges.

Flashpoint:- The flashpoint limit has been set as
a safe guard against fire/handling. The limit is
set at >60C.

Sulphur:- The corrosion effect of sulphuric acid
during combustion is counteracted by adequate
cylinder oils and temperature control of the
combustion process. The sulphur content has a
negligible effect on the combustion process, but
a measurable effect on the cylinder liner and
piston ring wear. Furthermore it has a
considerable influence on the level of exhaust
particulates. (SOx)

Carbon Conradson Residue (CCR):- This
parameter defines the fraction of the non-
burnable or difficult to burn part of fuel.

Carbon Residue:- The carbon residue is
measured as Conradson Carbon or as
Microcarbon. Fuels with increased carbon
residue will necessitate more frequent cleaning
of turbocharger and exhaust gas boiler. Part of
the carbon residue represents asphaltenes.

Asphaltenes:- The effect of asphaltenes on
combustion is similar to carbon residue.
Asphaltenes may also affect the fuel oil
lubrication properties. In extreme cases, high
asphalt content may lead to fuel pump sticking.
Fuels with high content of asphaltenes tend to
emulsify easily with water.

Water:- Fuel with a high water content will
burn less efficiently. Unless added with a
suitable emulsification system in order to
reduce Nox emissions, water in the fuel
should be removed by centrifuging the fuel
before use. This applies especially to salt
water, the sodium content of which may result
in deposits on valves and turbochargers. If
water cannot be removed, homogenising after
centrifuging is recommended. Presence of
water will reduce the calorific value of the fuel.
Ash:- Ash represents solid contaminants as
well as metals like vanadium present in the fuel
in soluble form. Some of the ash may be
catalyst particles from the refining process.
Such particles are highly abrasive. Solid ash
should be removed to the widest extent by
centrifuging.

Vanadium & Sodium:- Vanadium is, as
mentioned, present in the fuel in soluble
compounds and, consequently, cannot be
removed. In combination with sodium,
vanadium may lead to exhaust valve corrosion
and turbocharger deposits, especially if the
weight ratio of sodium and vanadium exceeds
1:3, and especially if there is a high vanadium
content. With smaller contents of sodium and
vanadium, the weight ratio is considered less
important (for Vanadium content less than 150
mg/kg).

Sodium normally is present in the fuel as
salt water contamination and may, as such,
be removed by centrifuging. Sodium may
also reach the engine as as airborne sea
water mist.

Aluminium & Silicon:- The limits on aluminium
and silicone have been introduced in order to
restrict the content of catalytic fines, mainly
Al2O3 and SiO2, in the oil. 80mg of Al and Si
correspond to up to 170 mg Al2O3 and SiO2.
Catalytic fines (Aluminosilicates) give rise to
abrasive wear in the fuel injection system as
well as on cylinder liner/piston rings, and their
content should, therefore, be reduced as far as
possible by centrifuging the fuel oil before use
in the engine.

Waste lube oil:- Presence of various metals,
such as Lead (Pb), Zinc (Zn), Iron (Fe), Calcium
(Ca) etc proves that used automobile lube oils
are present in the fuel. Iron may also indicate
corroded tanks/pipelines.
The fuel oil can be used if the total content of
the metal does not exceed the valid content of
ash for the fuel oil specification. These metals
are present as soluble compounds and are not
removed by centrifuging. In exceptional cases,
there is a risk of centrifuge blocking if lube oil
is present in fuel oil.
Ignition Quality
The analytic data normally available for fuel oil give no
direct indication of the ignition quality, nor do current
specifications and standards. The ignition quality to
some extent is predicted by calculations based on
viscosity and density, using formulas issued by the oil
industry (CCAI by Shell) and (CII by BP).
CCAI can be calculated by the following formula
CCAI= D 141 log log ( V + 0.85 ) 81
Where V= viscosity mm/s (cSt) @ 50C
D= density kg/m @ 15C
(As a thumb rule, fuels with CCAI less than 840 are
considered good fuels)

High density in combination with low viscosity
may be an indication of poor ignition quality on
some engines, usually low speed engines are not
sensitive to the ignition quality thanks to low
rpm, leading to long time available for the
ignition process.
Low speed (2-stroke) 60/105 = 0.57 sec/rev.
Medium speed (4-stroke) 60/600 = 0.1 sec/rev.

Fuel injection period (~ 22 degrees crankshaft)
~ 35 msec for 2-stroke.
~ 9 msec for 4-stroke.

To investigate the ignition quality of fuel a Fuel Ignition
Analyser is developed by Marintek in Norway. The
measured ignition delay represents the behaviour of fuel
better than the CCAI value.
Marintek labels fuels with an ignition delay of 12 msec as
unfit fuels for use and between 10 and 12 msec as bad
fuels.
The ignition delay is not the only parameter of
importance for the combustion process. The combustion
duration may be even more important in terms of piston
ring versus liner operation. The problems caused by the
ignition delay can be viewed in terms of rate of pressure
rise. A prolonged combustion period causes increased
heat loads and eventually increased soot deposits in the
ring/liner area.

Combustibility of Asphaltenes
Asphaltenes are hydro-carbons with very high molecular weight,
which may not be fully soluble in certain fuel types. This implies
the risk of incompatibility of one fuel versus another. In the event
of incompatibility the asphaltenes with precipitate and, as a
consequence, lead to filter clogging and overloading of centrifuge.
Temperature and time are the factors that will determine the build-
up of asphaltenes. The solubility is inversely proportional to
temperature and would affect the high temperature side on the
system. In a few cases vessels have experienced blocking of filters
before engine due to asphaltenes. To avoid this a fine filter (40-50
microns) can be moved to the low temperature system. In order to
keep a filter as a last component before the engine, an additional
filter of 200-300 microns can be introduced in the high
temperature section.

Fuel oil and soot deposits boilers

Increasing the thermal efficiency of the diesel engine has led to
lower exhaust gas temperatures. The exhaust gas temperature,
after the turbocharger, on two stroke engine is between 230 and
270C or even less.
The steam consumption has remained the same and with lower
exhaust gas temperatures, boiler designs have become more and
more efficient. Furthermore with more efficient refining process
the high quantities of asphalt, carbon and sulphur that
contaminate the exhaust gas increases the risk of soot deposits on
the exhaust gas boiler tubes, resulting in soot fires.
Fuel containing special iron oxides additives as a carbon
oxidizing agent reduces the stickiness of soot. Such additives are
especially useful in cases where exhaust gas boilers are
vulnerable to soot deposits.

Residual fuel blending components
Cutter Stock

Characteristics

Gas Oils

Typically 3 cSt at 50 C and 0.85 density. Predominantly
parraffinic in nature. Improves ignition but are expensive and may
be incompatible with high asphaltenic residues resulting in
instability.

Light Cycle
Oils

Typically 3 cSt and 0.97 density. Highly aromatic and gives good
stability. Cheaper than gas oils but detrimental to ignition.

Heavy Cycle
Oils

Typically 50 cSt and >1.01 density. Highly aromatic, gives very
good stability and very cheap. Adverse effect on ignition and
carry the risk of extended combustion.

High Density Fuels:

To cope up with trend towards fuels with density
exceeding 999 kg/m at 15C the centrifuging
technology has been further developed with
improved clarifiers, with automatic de-sludging
properties providing adequate separation of
water and particles from the fuel, up to a density
of 1010 kg/m at 15C.

Homogenisers:

As a supplement only to the centrifuges, a
homogeniser may be installed in the fuel system,
to homogenize possible water and sludge still
present in the fuel after centrifuging.

Fine Filter:

As a supplement only to the centrifuges, a fine
filter with very fine mesh may be installed, to
remove possible contaminants present in the
fuel after centrifuging.
A homogeniser should be inserted before the
fine filter in order to minimize the risk of
blocking by agglomeration of asphaltenes.

Super Decanters:

As a supplement only, a super decanter may be
installed. In principle this is a horizontal
clarifier. The aim is to remove sludge before
normal centrifuging and thus minimize the risk
of blocking of the centrifuges.

Fuel Oil Stability:

Fuel oils of today are produced on the basis of
widely varying crude oils and refinery
processes. Certain fuel types may occasionally
tend to be unstable when mixed.
As a consequence, fuel mixing should be
avoided to the widest possible extent.


Choosing between 180 cSt and 360 cSt. Fuels.
Grade 180:-
7 15 % distillate content.
Grade 380:-
2 5% distillate content.
Price of Grade 180 is at least US $ 3 - $ 5 more than Grade 380.

Perception is that 180 is better than 380.
Sulphur: 180 grade samples had 0.7% more sulphur than 380 grade.
Si+Al: Samples of grade 180 had a total of Al+Si in the range of 22-45 ppm in
0.5% samples than in samples of grade 380.
Na+Va: 1.5% more samples of grade 180 were nearer to the undesirable 1:3
ration of sodium and vanadium.

Based on reports it is clear that 380 grade is more engine friendly than grade
180.
Designation CIMAC
A 10
CIMAC
B 10
CIMAC
C 10
CIMAC
D 15
CIMAC
E 25
CIMAC
F 25
CIMAC
G 35
CIMAC
H 35
CIMAC
K 35
CIMAC
H 45
CIMAC
K 45
CIMAC
H 55
CIMAC
K 55
Related to ISO 8217
RMA
10
RMB
10
RMC
10
RMD
15
RME
25
RMF
25
RMG
35
RMH
35
RMK
35
RMH
45
RMK
45
RMH
55
-
Characteristic Dim Limit
Density @ 15
0
C Kg/m
3
max. 950 980 1010 991 1010 991 1010
max. 15
min. 6 15
Flash point
0
C min. 60
Pour point
0
C max. 24 30
Carbon residue %(m/m) max. 14 14 15 20 18
Ash %(m/m) max. 0.10 0.10 0.15
Total sediment %(m/m) max. 0.10
Water %(v/v) max. 0.80
Sulphur %(m/m) max. 4.0
Vanadium mg/kg max. 300 350 200 500 300
Al + Si mg/kg max. 80
Kinematic
Visc. @ 100
0
C
cSt
975 991 991
10 25 35 45 55
60
6 30 30 30 30
60 60 60 60
12 22 22 22
0.15
0.10 0.10 0.10 0.10 0.10
0.10 0.15 0.15
1.0
3.5 5.0 5.0 5.0 5.0
0.50 1.0 1.0 1.0
150 600 600 600
80 80 80 80 80
Equal to ISO 8217/
CIMAC H55
*1010 provided modern
automatic clarifiers are installed

Main Impact

Experienced Change
in HFO Components
in last 10 years.

Density @15C Kg/m 991*
Kinematic viscosity
@ 100C cSt 55
@ 50C cSt 700
Flash Point C >60
Pour Point C 30
Carbon residue %(m/m) 22
Ash %(m/m) 0.15
Total Sediment %(m/m) 0.10
Water %(v/v) 1.0
Sulphur %(m/m) 5.0
Vanadium mg/kg 600
Aluminium + Silicon mg/kg 80
Asphaltenes**
CCAI**
Waste lube oil added**

Centrifuging
Preheating


Handling
Storage
Fouling of gasways
Abrasive wear
Centrifuging
Injection equipment & fouling
Corrosive wear
Deposits and corrosion
Abrasive catalytic fines
Handling / Filteration
Ignition Quality
Handling / Filteration

Increase
Increase


Small increase
Small increase
In average no change
Increase
Small increase
Small increase
Increase
Increase
Increase
Increase
Decreased
Increase



** Not included in ISO 8217 / CIMAC H55

Kinematic Visc. @ 100C

6

10

15

25

35

45

55

Kinematic Visc. @ 50C

22

40

90

190

380

500

700

Sec Redwood 1 @ 100F

165

300

600

1500

3500

5000

7000

PROBLEM

LIMIT

SUGGESTION

REMARKS
High Density

Limit 991

Extend to 996 if water
< 0.5%

Operate as clarifier, heat and settle
and drain.

High Viscosity

180 @ 50C
380 @ 50C

225 @ 50C
475 @ 50C

Tank heating & Fuel heating
should be effective.

High Water

1%

3%

Related to density and whether it is
salt or fresh water.

Carbon Residue

15%

18%

Inspect exhaust passages.

Ash

0.1%

0.13%

Purify continuously. V, Zn, Mg
cannot be reduced. Al, Fe, Si can
be. Salt water in fuel increases ash.

Al + Si

80 ppm

100 ppm

Further purification can reduce it.

Vanadium

300 ppm

360 ppm

Watch for Na:Va ratio 1:3

Total Sediment

0.1%

0.2%



Sulphur

5%

-

Limit rarely crossed

CCAI

850

870

Usually a problem with high
density low viscosity fuels.

ITEM

OIL MAJOR

BUNKER BROKER

Price

Us $4-5more than broker

Competitive price

Supply services

Better (where available)

Varies, but available
everywhere.

Testing

Tested in their own labs

Tested in Labs of
convenience.

Warranties on quality of fuel

More customer friendly

Somewhat stringent

Disputes

Less likely

More likely

Dispute resolution

Can be protracted

Compromise more likely

Fuel quality

Knows exactly what he is
supplying

Broker himself may not
know and this may result in
undesirable fuel


Below is a table of True Worth Index (TWI) of the fuels available at different
bunker ports.
Worst fuel TWI = 38
Best Fuel TWI = 61

REGION

TWI





Middle East

61

ARA

52

Singapore

51

U.S. Gulf

45

Durban

45

U.S. Northwest

42

U.S. Southeast

38



Fuel Oil Additives:

Vessels are using CP 3500, Mergi & Green Plus.

Problems associated with incomplete burning of fuel:
- Fuel efficiency is poor
- Power output is lowered
- Hydrocarbons emitted into the environment
- Other emissions pollute the environment
- Carbon build up increasing the engine wear

Promises:
- Reduce emissions
- Increase fuel economy
- Reduce oil consumption
- Decrease wear and tear on engine
- Burn away carbon
- Increase life span of combustion system
- Eliminate hot spots caused by uneven combustion of fuel
- Develop more power.
Assistance to be provided by Fuel Testing
Labs during Arbitration and Litigation
associated with Bunker Fuel Claims:

1) Should be ISO certified.
2) Marine underwriters, insurance companies
and P&I clubs should be aware of the lab and
they should accept the lab results produced by
this lab.
Fuel Purchasing

1) Confirm that the fuel is as ordered and within
ISO8217 limits.
Order by ISO grade. Maximum accepted grades are RMH 55 and K 55.
2) Analyse fuels.
Check if it complies with ISO grade ordered.

3) Inspect the relationship between parameters.
Density/Visc., Density/sulphur, Va/Na.

4) Examine the amount of contaminants and in
particular elements that would derive from
used auto oil.
Effect on separation.
Turbocharger and uptake deposits.
Use of fuel additives.
5) Consider elemental analysis of fuel at engine
inlet to assess separator efficiency especially
cat fines. (Al+Si)
Three monthly assessment.
6) Record engine problems against fuel records
and supplier.
Build database for known commercial use.

Summary

Fuel quality will continue to deteriorate in terms of ignition,
combustion qualities and contaminants.

Fuel must be ordered using the ISO specifications.

Some indication on the quality of fuel and the likely problems
that could be encountered can be derived from analysis report.

MTBO of diesel engine components is only slightly shorter when
HFO is used, compared with the use of diesel oil.

HFO operation can only be optimum if there is a proper and
adequate HFO treatment on board.