Lintec Marine Fuel Treatment Course

DAY 3: INTRODUCTION TO MARINE FUEL SYSTEMS

Types of diesel engines at sea,
Various fuel systems and types,
Types of heaters, filters etc,
Types of fuel heating and viscosity control systems.

TYPES OF DIESEL ENGINE AT SEA

The types of diesel engine can be broken down into three groups with regard to their
operating speeds.

Slow speeds, 2 strokes <250rpm, main engines on large single propeller vessels e.g.
crude oil carriers, bulk carriers, container ships.

Medium speeds, mainly 4 strokes 400 1000rpm, either main engines on smaller
vessels most with multiple propellers e.g. ferries, diesel electric on cruise liners, or
generators on most vessels.

High speeds, mainly 4 strokes, >1000rpm, main engines on yachts .

Lintec Marine Fuel Treatment Course

Slow speed 2 Strokes,

MAN B&W,
WARTSILA/NEW SULZER DIESEL,
MITZUBISHI.
FIAT/GMT
Medium speed 4 Strokes,
MAN B&W / HOLEBY GENSETS,
WARTSILA,
SULZER,
SEMT PIELSTIK,
MAK,
MIRRLESS BLACKSTONE,
YANMAR,
DIAHATSU.
WH ALLEN
RUSTON
STORK WERKSPOR
High speeds,
CATERPILLER,
DETROIT,
DEUTZ.

Lintec Marine Fuel Treatment Course

VARIOUS FUEL SYSTEMS AND TYPES

Fuel system components: Bunker tanks,
Settling tanks,
Centrifuges
Day/Service tank,
Pumps,
Heaters,
Filters,
Viscosity control,
Monitoring and alarm system.

Fuel Preparation
The principal means of shipboard treatment are by settling, centrifuging and filtration. The
extent of the treatment depends on both the installation and the fuel being burnt. In the
case of vessels burning distillate fuel the treatment probably only consists of a filter, which
may be of the coalescer type to trap any water present. The shipboard treatment for
vessels burning residual fuels will be more extensive. The arrangements vary and depend
on whether the vessel is a steamship or motorship. For a steamship, in addition to settling
tanks, hot and cold filters are installed in the system before the boiler. In a motorship the
shipboard treatment is more complex and usually consists of heating arrangements,
settling tanks, centrifuges, and filtration. Figures 1+2 show typical fuel oil systems for
marine diesel engines. In practice the piping arrangement is more complex.

Lintec Marine Fuel Treatment Course

Settling Tanks
Settling requirements depend on the subsequent treatment processes. In motorships
where the fuel is subsequently centrifuged, settling may only be necessary as a safeguard
against the possibility of gross water contamination. Draining once per watch, however, is
still recommended. In contrast, a steamship relies on the settling tank as the principal
means of removing water, sludge and sediment.
Separation by gravity takes place in all tanks, however, the rate of separation depends
on a number of factors. The only variables for any specific installation are temperature and
the time the contents remain in the tank. In a residual fuel oil system the tankage provided
specifically for separation by gravity is usually known as the settling tank. This tank is
used to separate particles which have a greater density than that of fuel oil. These
particles can consist of free water dispersed in the fuel or solid matter such as sand, rust
scale and catalyst fines. For a residual fuel system there should be two settling tanks
ideally, each of sufficient capacity to allow a settling time of 24 hours to be achieved. Often
only one tank is fitted and in this case it is preferable to keep the tank periodically topped
up to obtain the maximum settling time.
From a derivation of Stokes Law , it can be shown that the rate at which a solid or liquid
particle separates from the fuel is determined by the physical characteristics of both the
particle and the fuel:
The greater the difference in density between the particle and the fuel, the greater
the rate of separation.
The larger the particle diameter, the greater the rate of separation.
The lower the viscosity of the fuel, the greater the rate of separation.
The normal reference temperature for the density of fuel is 15C. The density decreases as
the temperature increases and Figure 3 shows the typical temperature relationship
between fuels of different densities and water. (For residual fuels an approximate viscosity/
temperature relationship is shown in Figure 4.)
It is normal practice to heat fuel oil settling tanks to 50C. Additionally, Classification

Lintec Marine Fuel Treatment Course

Society rules stipulate a maximum storage temperature of 10C below the flash point of the
fuel (minimum flash point of 60C). A more efficient separation can be obtained by heating
the settling tank to a higher temperature, as long as the Classification Society rules are
met with respect to the venting arrangements of the tank.
Consider a fuel of IF 380 with a density of 991kg/m 3 at 15C. At 50C the fuel density is
968.1kg/m3 (from Figure 3) and the viscosity is 380 cSt (by definition). Fresh water at 50C
has a density of 989kg/m3. If a fresh water particle is 1mm in diameter, the time taken to
fall 1 m under these conditions will be 8.97h. If the fuel settling tank is held at 70C (the
temperature suggested in CIMAC Recommendations concerning the design of heavy fuel
treatment plants for diesel engines 1987 No.9) the fuel density is 955kg/m 3 and fresh water
density 978kg/m3. The viscosity is therefore reduced to 121.8cSt. For the same water
particle, the time taken to fall 1 m has been reduced to 2.54h. Under differing conditions,
the time taken to fall 1 m is shown in Table 1.
In the event of gross water contamination it is likely that the water droplets will
agglomerate as they fall through the settling tank. This increase in size will increase the
rate of separation.
One of the contaminants which can exist in residual fuel is catalyst fines. These fines,
which are alumino-silicate structures, have a density in the order of 26002800kg/m 3, and
are typically 1050 micron in diameter. It can be shown that such particles take a long
period of time, measured in days, to settle out in a residual fuel tank, even if the
temperature is elevated to 70C. As with so many aspects of ship construction, settling
tanks are often a compromise with space and other limitations. This results in many tank
configurations that are not conducive to good settling and draining.
Ideally a suitably constructed tank has an inclined bottom to ensure good settling.
Horizontal tank bottoms, especially where crossed by internal bulkheads, can inhibit
settling to drain points. As settling time is a function of oil depth as well as viscosity and
density differentials, tank depths should be as small as is practicable.
C

1F30

1F180

1F380

1F600

1F700

at 50 C

0.71h

4.25h

8.97h

14.16h

16.52h

at 70 C

0.32h

1.38h

2.54h

3.69h

4.18h

Table 1.

Lintec Marine Fuel Treatment Course

Centrifuges (purifiers/clarifiers)
Rotating devices used to increase the centrifugal force to aid separation of the water and
insolubles in the oil.

Service tanks
Play a similar role as the settling tanks removing the last water and insolubles particles
and provide the storage vessel for feeding the engine.

Pumps
Transfer pumps, usually of the positive displacement type (scroll/ vane/ gear) (Figure 5+6)
are used to move the oil from the bunker tanks to the settling tanks. The oil is transferred
from the settling tank to the service tank via the purifier (using its own built in gear type
pump). The oil is pumped to the engine through the heaters and filters via the supply and
booster pumps, again positive displacement type (3 8bar). This overcomes the
resistances in the system and supplies a positive pressure to the cam driven engine high
pressure pumps (1000bar). Excess fuel is spilled back to the mixing/vent tank to be
recirculated.

Lintec Marine Fuel Treatment Course

Blending system
Operation on blended fuel oils
A majority of high speed and medium speed diesel engines are today either prepared for
or can be converted to burn less expensive blended fuel oils. To fully take advantage of the
development of the diesel engines a suitable fuel oil must be provided under all opera tional conditions. Except for rare occasions where blended oil can be directly bunkered the
optimal fuel oil must be prepared on board. Using existing bunkers on board, the fuel must
be blended, heated and controlled in an automatic integrated process. These requirements
can hardly be met with manual fuel oil blenders, blending oil into a separate tank also
taking into account the uncertainty of actual fuel oil qualities available and the demands for
a proper combustion process in spite of different load conditions of the diesel engines.
Trouble free operation on blended fuel oils does not allow any compromising when
designing or selecting the appropriate equipment.
Cost/Benefits
With increasing bunker costs and difficulties to obtain suitable fuels the economical
advantages in blending fuel oil on board are today obvious to shipowners. The technical
achievements in burning heavy fuel oils in auxiliary diesels are verified by practical
experience. When comparing pure MDO operation with operation on blended fuels the
economical analysis shall include not only the investments and installation costs, but
certainly also the operational cost. The optimum gains in such a comparison are not
always to be found at the maximum viscosity which the engines can take, but must be
balanced to the gradually increasing investments and maintenance costs.
The units permit the choice of optimal blending ratios to minimize operational costs and to
maximize the benefits from fuel economy. As the unit is usually delivered complete
including all necessary functions, the installation costs can be kept low. No buffer or mixing
tanks are required and the connecting pipe work is thus simplified. The experience shows,
when taking above mentioned total costs and different operational conditions into
consideration, pay back times varying between 6 months and 18 months.

Lintec Marine Fuel Treatment Course

Blending
The HFO is transported from the HFO day tank into the blending section of the unit by
an IMO heavy fuel oil pump (5A) at a constant speed (Figure 7). The diesel oil is likewise
transported from the diesel oil day tank into the unit by an IMO diesel oil pump (5B) driven
by a variable speed electric motor. The two oil qualities to be mixed are led through a static
mixer (2) in which a complete and homogenous blend is obtained. The blended oil is, after
the mixer, led to the suction side of the booster pumps (6), one of which is in operation and
the other stand-by. After the booster pump the oil is pumped through a plate heat
exchanger (4), is passing a temperature sensor (17) and a viscosimeter (1) and then
finally, through an automatic back flush filter (3) into the fuel oil pipes of the engines for
direct combustion. Each of the built-in pumps, however, has a capacity which is higher
than the maximum total fuel oil consumption of the engines. Consequently the unit will
condition and deliver more blended oil than needed under all operational conditions which
in turn means that there will be a return flow of blended oil into the unit from the engines.
This return will pass a de-aerator (10), to separate the gases and air, and the oil is then
entering the main loop at the suction side of the booster pumps again.
The delivered capacity of the booster pumps consists of this return oil plus the actual
consumption being delivered from the blend pumps (5) via the static mixer (2). As also the
blend pumps have a higher capacity than the actual consumption a second recirculation
loop is arranged in such a way that the excess oil leaving the mixer is returned over a
spring loaded relief valve (35) to the suction side of the HFO pump (5A). A result of this
recirculation is that the blended oil passes through the mixer several times which further
increases the efficiency of the mixing.
By utilizing the principle of external recirculation from the engines in combination with
the internal recirculation the blended oil is continuously kept in a dynamic condition
eliminating all possibilities for sludge formation and settling.

Lintec Marine Fuel Treatment Course

Viscosity and temperature control

After heating, the actual viscosity of the blended oil is measured by the viscosimeter (1),
which controls the steam valve (7). In the controller of the viscosimeter the pre-set
viscosity value is compared with the measured value and the position of the steam valve is
regulated in order to meet the pre-set viscosity controlling the temperature. The
temperature of the oil is measured by a resistance thermometer positioned between the
heater and the viscosimeter. The resistance thermometer is connected to a controller; the
pre-set temperature of the controller corresponds to the optimal injection temperature of
the oil or the fuel oil quality recommended by the engine manufacturer.
If the pre-set viscosity is obtained at any other temperature this means a deviation from
the desired blend ratio and the controller immediately demands a corrective change of the
blend ratio. This change is made by controlling the speed of the DO pump (5B) via a static
frequency converter. The ratio of DO in the blend will be corrected to a point, where the
injection viscosity and the injection temperature correspond to their pre-set values.
Low-load control
In a diesel engine burning heavier oil, low-load conditions can result in bad combustion.
Therefore low-load controls are included enabling load sensors on the diesel engines or
the main switch board to be connected to the unit. The low-load control will change the
blend ratio, i.e. low-load conditions of the diesel engine will result in a higher DO content.
This is done through an automatic decrease of the set value of the oil temperature in
proportion to the load condition resulting in a larger proportion of DO in the blend keeping
the injection viscosity constant. The unit is prepared to utilize signals from 15 load
sensors.
Alarms and control
Any disturbance or mal-function will activate alarms, which are grouped and can be
connected to the main alarm system on board.
An automatic switch-over to DO is provided to be activated whenever such malfunctions
occur. Local instruments, switches, alarms and control devices are built into a control
cabinet, which can be either mounted on the unit or separately mounted on a bulkhead or
in the engine control room.

Lintec Marine Fuel Treatment Course

Homogenisers
The homogeniser provides an alternative solution to the problem of water in high density
fuels. It can be used to emulsify a small percentage for injection into the engine with the
fuel (Figure 9). This is in contradiction to the normal aim of removing all water, which in the
free state, can cause gassing of fuel pumps, corrosion and other problems. However,
experiments in fuel economy have led to the installation of homogenisers on some ships to
deal with a deliberate mixture of up to 10% water in fuel. The homogeniser is fitted in the
pipeline between service tank and engine so that the fuel is used immediately. It is
suggested that the water in a high density fuel could be emulsified so that the fuel can be
used in the engine without problems. A homogeniser could not be used in place of a
purifier for diesel fuel as it does not remove abrasives such as aluminium and silicon, other
metallic compounds or ash forming sodium which damages exhaust valves.
The three disc stacks in the rotating carrier of the Vickers type homogeniser are turned at
about 1200rpm. Their freedom to move radially outwards means that the centrifugal effect
throws them hard against the lining tyre of the casing. Pressure and the rotating contact
break down sludges and water trapped between the discs and tyre, and the general
stirring action aids mixing.
Problems have been experienced with the use of homogenisers due to the hard particles
passing through the engine components causing increased wear (Figure 10).

Lintec Marine Fuel Treatment Course

TYPES OF HEATERS, FILTERS ETC

Types of Filters:
The term filters when applied to a fuel oil system refers to various arrangements.
Usually all systems have a transfer pump which is protected by a filter on the suction side
to prevent large solid material from damaging the pump internally, in distillate fuel systems
a coalescer filter is often included and in residual fuel systems hot filters are fitted. Some
examples are described below.
Filter fineness
There are several definitions for filter fineness in use:
1. Surface filters (manually cleaned or backflushing types):

Absolute fineness (sphere passing mesh). One definition for absolute

fineness mesh size is the square opening, Figure .

Nominal fineness. The normal fineness is a practical definition. It indicates

that about 85 90% of the particles bigger than the nominal fineness are
retained by the filters.

Experience shows that the nominal fineness figure is approximately 40% smaller than
the corresponding absolute fineness figure (Figure 11).
The removal characteristic of the surface filter is such that it removes particles bigger
than the specified mash with a high efficiency, but smaller particles with a lower
efficiency.
2. Depth filters

For depth filters the removal efficiency of particles with a given size is
sometimes specified. For example 15 micron/60%, means that 60% of the
particles bigger than 15 micron are removed. A specification regarding
maximum particle size is not always given.

Comparing the removal characteristics of depth filters with those of surface filters shows
that the removal efficiency of the depth filter may be somewhat lower for the biggest

Lintec Marine Fuel Treatment Course

specific particle/filter opening. For particles smaller than the specified fineness size the
removal is better.
In order to avoid misunderstandings it should always be defined whether maximum
sphere passing mesh (absolute fineness) or nominal fineness, together with filtration
efficiency is meant.
Beta value
The filters removal efficiency is sometimes presented as the Beta value (). This Beta
value is defined as number of particles bigger than a specified size before, divided by the
number of particles bigger than the specified size after the filter. A dedicated filter test,
namely the multi pass test, is published as ISO 4572.
Suction Filters
These can be coarse mesh filters which have to be manually cleaned or the AutoKlean type shown here in Figure 12.
The Auto-Klean filter consists of a stack of thin steel annular discs mounted on a central
spindle. A number of guide rods pass through each disc which carry thin steel washers that
separate the discs to provide a small clearance. Over the bottom disc is a blank circular
plate and the arrangement is mounted so that oil flows through the space between the
discs. Thin steel cleaning blades project into the space between each pair of discs and are
fixed close to the stack by a square sectioned spindle. The plate stack is rotated past the
cleaning blades which are shaped so that whichever way the stack rotates the dirt lodged
between the plates gets pushed out and falls to the bottom of the chamber. Magnetic
elements are occasionally incorporated in suction filters to trap any loose ferrous particles.
Coalescer Filters
A coalescer is a filtering device used with distillate fuels to remove water and solid
impurities. It is a static device that requires little attention, however, if large amounts of
water are present, the cost of renewing the filter cartridge is considerable, excessively
pushing up costs. Figure 13 shows a typical combined filter coalescer unit. Coalescing
filters will not work on fuel where surfactants (soaps) are present. These may be
introduced by a variety of means, such as by microbiological contamination or from used
lubricating oils.
A two stage process takes place in the filter coalescer cartridge, which is a single

Lintec Marine Fuel Treatment Course

replaceable assembly. The fuel to be treated flows radially outwards through the cartridge,
first through a pleated inner element then through the outer coalescer stage. The inner
element is made from synthetic fibre and is pleated with folds that are separated by
spacers. This inner element removes particulate matter from the fuel down to 5 micron,
protecting the outer coalescer element from excessive quantities of contaminant. The
outer coalescer element is made from inorganic fibres, suitably pressed to a
predetermined density and depth, causing any fine water droplets to agglomerate to such
a size that they fall by gravity to the sump. To further assist the removal of water from fuel
there is a PTFE coated outer steel mesh. Water from the sump can be drained manually or
automatically.
Hot Filters
The purpose of a hot filter in the fuel oil system is to remove particles and impurities which
may have entered the system after the separators. The filters are intended to protect the
engine, therefore, they should be installed as close to the engine as possible. An additional
filter is often included in the engine supply immediately before the engine. Figure 14 shows
the disc element of a Moatti type filter.
In this filter the disk stack rotates constantly, powered by a hydraulic motor operating on
filtered fuel oil. The elements are then divided into sections by ribs and together they form
independent filtering columns. The number of filter elements in the filter disc stack, the
diameter of the discs, and the fineness of the filter screen all determine the capacity of the
filter.
Another type of hot filter is shown in Figure 15. This features the notch wire element which
is wound in the shape of a cage. The filter consists of an upper (clean side) and lower duty
chamber, which are separated by a central dividing plate. In the base plate there are holes
around the circumference which provide locating positions for the filter elements and a
path for the oil flow from the dirty to the clean side of the filter. Under normal operating
conditions the back-flush outlet is closed by a solenoid valve so the full flow of oil passes
through the filter elements.
The filter has a pneumatically operated hydraulic back-flushing system that uses system
pressure and the reverse flow of clean oil through the filter elements. Back-flushing is
initiated either by preset differential pressure across the filter unit or at preset time
intervals.
The back-flush cycle is usually 23 minutes during which each element is back-flushed at

Lintec Marine Fuel Treatment Course

least twice. If one complete cycle is insufficient the differential pressure switches will
activate a repeat cycle. The filter can be back-flushed at any time by means of a manual
override. To ensure efficient back-flushing is achieved an orifice plate is fitted in the backflush outlet. This is sized so the loss of oil during the back-flush cycle is less than 10 per
cent of the system flow.
It is frequently the practice to have a final filter adjacent to the diesel engine before the fuel
enters the engine. These can be of various types and one such type, a depth filter, is
shown in Figure 16.
This filter is disposable, and its pleated design combined with the filtering medium is
capable of retaining a large amount of particulate matter. The filtering medium is a
synthetic felt with a nominal filtration rating of about 5 micron. Operationally, the condition
of the filter can be assessed by observing the differential pressure across the element.

Boll and Kirch

Is the trade name for a popular type of backflushing filter working on the principles of
differential pressure across the candles. It uses a pneumatic motor to rotate between
elements and float chambers to ensure refilling after blowdown through a depth filter to the
sludge tank.(Figure 17).

Lintec Marine Fuel Treatment Course

TYPES OF FUEL HEATING AND VISCOSITY CONTROL SYSTEMS

The types of fuel heating can be broken down into three groups with regard to their heating
mediums.

Types of fuel heating: Steam,

Electric,
Waste heat (Thermal oil).
Tube heaters
For burning heavy fuel oil in a boiler furnace or a compression ignition engine, it is
necessary to pre-heat it. This may be done in a shell and tube unit either with plain tubes
(Figure 18) or tubes with fins bonded to them and the oil flowing on the outside of the
tubes (Figure 19). The heating medium is normally steam but additional electric heaters
are useful for start up from dead ship condition. The heating steam is used most effectively
if it condenses during its passage through the heater, and donates the large amount of
latent heat as it reverts back to water. A steam trap is fitted at the steam outlet from the
heater, to make sure that only water returns to the observation tank. If the trap fails, it is
necessary to close in the steam return valve to achieve approximately the same effect.
Thermostat control may be employed for fuel heaters with the setting based on a chart
showing variation of viscosity with temperature. Better results being achieved with
viscosity controllers.

Plate heaters
The plates are metal pressings, corrugated with horizontal or chevron pattern corrugations.
These make the plates stiffer and therefore permit the use of thinner material. They also
increase the heat exchange area and produce turbulent flow. All these factors contribute to
the efficiency of heat transfer. Turbulence as opposed to smooth flow causes more of the
liquid passing between the plates to come into contact with them. It also breaks up the
boundary layer of liquid which adheres to the metal and acts as a heat barrier in smooth

Lintec Marine Fuel Treatment Course

flow. However, the turbulence can cause plate damage due to erosion and materials
normally used in tube heat exchangers may not be suitable in plate heat exchangers.
The materials used in plate heat exchangers are normally Titanium, Aluminium Brass or
Stainless Steel. The joint material is normally compressed asbestos fibre for the higher
temperatures (above 100c) which is bonded to the plates with a suitable adhesive. The
joints are compressed when the heat exchanger is assembled and clamped tightened.
Overtightening can cause damage to the chevron corrugated plates so the stack must be
tightened, and dimensions checked during the process.
All the liquid inlets and outlets are at the fixed end plate. The movable end sits in the
horizontal carrying bars and the plates are also located and supported by these. The flow
ports at the corners of the plates are arranged so that the cooling liquid and the liquid
being cooled pass between alternate pairs of plates. The diagram (Figure 20) shows the
liquids direction of flow. Best efficiency is obtained by liquids moving in opposite directions
i.e. contra flow. Joint leakage is visible externally except for the double joint at the ports
on one side of the plate. A drain hole acts as a tell tale for this section.
Plate heat exchangers are smaller and lighter than a tube type giving the same
performance. No extra space is needed for dismantling (the tube type requires enough
clearance at one end to remove the tube nest). Their higher efficiency is shown by the
smaller size. Plates can be added in pairs to increase capacity and similarly damaged
plates are easily removed. Turbulent flow helps to reduce deposits which would interfere
with heat flow.

Lintec Marine Fuel Treatment Course

Thermal oil boilers and waste heat units

Thermal oil is circulated through the heaters and then to the distribution system by
electrically-driven centrifugal pumps (Figure 21. There are two pumps for each of the oilfired heaters and two pumps for the waste heat unit and electrically-heated unit. One pump
will be running on the heaters in use, with the other pump on automatic standby.
Cross-connections are fitted between the discharges of each pair of pumps to keep the
casing of the stand-by pump hot to reduce thermal shock when the stand-by pump starts.
Further cross-connections are fitted in the discharge of each pair of pumps and the other
sets of pumps to warm up and keep warm heaters which are not in use, but which are to
be kept ready for use.
A thermal oil expansion tank is located at the upper engine room level in order to maintain
the system free of air and to allow for thermal expansion of the oil.
The expansion tank is fitted with a weir which in effect forms a separate tank section,
acting as a header tank, the weir allows the expanded thermal oil to overflow into the
expansion tank proper, the capacity of the expansion tank is 13 m 3, of this 2.4 m3 is
allowed for the header tank section up to the level of the weir
The header tank is fitted with three level switches. In the event of a low-low level alarm an
emergency shut-off valve will automatically close to stop the flow of oil into the thermal oil
system. The thermal oil transfer pump enables the system to be replenished with oil from
the thermal oil storage tank, thermal oil expansion tank, or the thermal oil drain tank as
required. The thermal oil used has a good heat transfer co-efficient and this oil is used to
heat domestic services; main engine fuel oil heaters, main engine service systems. DO.
and F.O. bunkers and systems, and also the cargo heating system.
Samples of the thermal oil are to be taken at regular Intervals to examine the properties of
the thermal oil and hence identify any deterioration at an early stage. Since the thermal oil
used is a mineral oil, the oil cannot be regenerated. With this in mind a partial spare
charge of oil is required to be carried. This charge is stored in the 50 m 3 thermal oil
storage tank.
Contaminated thermal oil is collected in the L.O. renovating thermal oil drain tank. It is then
possible to pump this contaminated oil into the dirty oil/sludge tank.

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Oil-fired heaters
The two oil-fired heaters are identical and each has a heat output of 15,000 kW. They are
normally fired on fuel oil with diesel oil for ignition and pilot flame, but can be fired entirely
on diesel oil and are also arranged to burn sludge.
The heaters are vertically fired, three pass, with exhaust gas leaving the unit at the
base. The heat exchanger consists of five coils in parallel with each other which are
situated around the cylindrical combustion chamber. Thermal oil enters the heaters at the
base and leaves at the top, i.e. in the opposite direction to the flue gases. The base of the
heater is lined with coils, with holes left to drain the combustion chamber.
Each coil is fitted with high temperature cutouts set at 230C. These high temperature
alarms, together with the low thermal oil flow cutout should prevent the thermal oil from
being overheated. The oil used can decompose if it is overheated.
Another type of system utilises the warm air after the turbo charger compressors as the
heat source. This can be anything up to 160c, using a simple heat exchanger can be used
successfully to transfer this heat via the oil in the system to heat bunker tanks as shown in
the diagram Figure 22.

Lintec Marine Fuel Treatment Course

Viscosity control system

Viscosity control of fuels is essential if correct atomisation and combustion is to take place.
Increasing the temperature of a fuel will reduce its viscosity, and vice versa. As a result
of the varying properties of marine fuels, often within one tank, actual viscosity must be
continuously measured and then corrected by temperature adjustment. The sensing
device is shown in Figure 23. A small constant speed gear pump forces a fixed quantity of
oil through a capillary (narrow bore) tube. The liquid flow in the capillary is such that the
difference in pressure readings taken before the capillary and after it is related to the oil
viscosity. A differential pressure gauge is calibrated to read viscosity and the pressure
values are used to operate the heater control to maintain some set viscosity value.