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Lubricating Oil
Viscosity:
1. A measure of internal resistance to flow.
2. Viscosity of an oil changes with temperature, falling when temperature rises and vice versa.
3. For crankcase oil, viscosity is between 130 240 Sec. Redwood No. 1 at 60C.
4. For cylinder oil, viscosity is 12.5 22 Cst.
Pour Point:
Detergency/Dispersancy:
1. Deposits occur in engine crankcase or ring zone, due to semi-solid precipitation from LO.
2. High temperature effect accelerates the rate of such deposition.
3. To reduce formation of such deposits, oil is treated with Detergent/Dispersant Additives, for
keeping the system clean and trouble-free.
4. When using conventional mineral oils, these deposits block exhaust passage and prevent free
movement of piston rings.
5. Addition of Detergent Additive prevents deposition of such deposits and washes them away
with LO.
6. By addition of Dispersant Additive, tiny particles are carried in colloidal suspension, and
dispersed evenly throughout the bulk of oil.
7. Detergent/Dispersant Additives are complex chemical compounds, such as metallic based
Sulphonates, Phosphonates, Phenates and Salicylates.
Function of Lubricant:
1. Reduce friction.
2. Remove heat.
3. Flush away contaminants.
4. Protect corrosion.
5. Dampen noise.
6. In some case, act as sealant.
Types of Lubrication:
1. Hydrodynamic lubrication.
2. Boundary lubrication.
3. Hydrostatic lubrication.
4. Elasto hydrodynamic lubrication.
Hydrodynamic lubrication:
1. Moving surfaces are completely separated by continuous unbroken film.
2. Lubricant, because of its viscosity, is drawn between the surfaces and builds up a film, by the
action of moving parts.
3. Thickness of film: 0.025 0.10 mm.
4. Essential requirement is formation of oil wedge between the surfaces.
5. Lubrication for Journal Bearing, Bottom End Bearing, Tilting Pad Thrust Bearing.
Boundary lubrication.
1. It exists when full fluid film lubrication is not possible.
2. High friction between surfaces, and a degree of metal to metal contact occurs.
3. Lubricant oil film decreases, until asperities of mating surfaces touch.
Hydrostatic lubrication:
1. A form of Hydrodynamic lubrication, but instead of being self-generated, it is supplied from
external source of oil under pressure, from a pump.
2. Lubrication for Crosshead Bearings, with attached pump.
Elasto-hydrodynamic lubrication:
1. Applied to line contact or nominal point between rolling or sliding surfaces, as in ball
bearings, roller bearings and gear trains.
2. Thin film lubrication limits metal to metal contact.
3. Elastic deformation of metals occurs, and there is high-pressure effect on the lubricant.
Contaminants in LO:
(1) Water:
1. Owing to condensation of water vapour in crankcase.
2. Leakage from cooling water system for cylinder or piston.
3. Combined with oil in the form of emulsion.
4. Combined with sulphurous products of combustion to form Sulphuric Acid, in trunk engine.
Symptoms of LO Contamination:
Water washing:
1. It can be carried out on straight mineral oil but not for detergent / dispersant type oil
2. The purpose is to remove acids, salts and other impurities from the oil.
3. Water should be injected before purification at a rate of 3% to 5% of oil flow.
4. Oil temperature should be around 75C and water temperature about 5C higher than oil
temperature.
Batch purification:
1. If oil is contaminated with strong acids, high insoluble contents or water, batch purification of
the entire charge oil should be done.
2. In port, the entire charge oil is pumped by purifier or circulating pump into Renovating Tank,
fitted with steam heating coils.
3. Allowed to settle for at least 24 hours at about 60C.
4. Water and sludge must be periodically drained out.
5. Then oil is passed through the purifier at its optimum throughput and pumped back to Sump
Tank.
6. During the time when the sump tank is empty, its interior should be cleaned and examined.
7. This should be done at least once a year.
Throughput of a purifier: The best purification result is obtained if oil is kept inside the bowl
as long as possible, i.e. throughput should be as low as possible and also more frequent
desludging once every hour.
1. When sump oil is contaminated with SW, find sources of leakage [may be from LO cooler
during ME stoppage] and rectified.
2. In port or while ME is stopped, transfer contaminated oil through purifier or transfer pump
into Renovating Tank, settled for at least 24 hours at about 60C, and water and sludge drained
out periodically.
3. Oil passed through purifier at 78C with optimum efficiency, and pump back to Renovating
Tank.
4. When Sump Tank is empty, interior cleaned and examined.
5. Purified oil sent to Laboratory and tested.
6. During this time, new oil should be used.
7. Oil should be reused, if Lab results recommended that it is fit for further use.
[Straight mineral oil: 3% water washed. Additive oil: 1% water washed.]
L.O. for Crankcase Viscosity 130 240 Sec. Redwood No. 1 at 60C.
VI 75 85 Pour pt. 18C Closed flash pt.220C
TBN (trunk type) 30 mgKOH/gm of oil
TBN ( X-Head Type ) 8 mgKOH/gm of oil.
Water in LO
Effects:
1. Can form Acids.
2. Can cause corrosion on m/c parts.
3. Microbial degradation. [Reduce centrifuging efficiency; promote local pitting and corrosion].
4. Reduce load carrying capacity.
5. Reduce L.O. properties, and TBN of oil.
6. Form sludge due to emulsification.
Remedies:
1. Proper purification with minimum throughput.
2. Batch purification if heavy contamination.
LO tests onboard:
Crackle Test:
1. Pour a known amount of sample oil into a test tube.
2. Hold the test tube over small spirit lamp, shaking it while doing so.
3. If there is no crackling, the oil is dry.
A slight crackle indicates a trace of water.
1. Tested by extracting the acids from sample oil, by means of shaking with known amount of
distilled water, in a test tube.
2. Acidic extract is placed on a watch glass, with Indicator Solution of known strength.
3. The mixture is drawn into a glass tube, and compared with Colour Standards, each
representing a known pH value. Sample can be determined quite accurately.
Microbial Degradation:
If free water is present in crankcase, micro-organisms may grow, at oil water interface,
by consuming hydrocarbons in oil.
Infestation at early stage may not be harmful but in case of severe infestation, corrosion
within machinery parts may arise.
Complete oil change is necessary.
Indication:
1) Darkened oil colour and yellowish colour film on surface.
2) Pungent smell
3) Sludge formation.
Flash Point:
1. Lowest temperature at which an oil will give off sufficient flammable vapour, to produce a
flash when a small flame is brought to the surface of the oil.
2. Minimum flash point for on-board use is 60C.
3. Fuel storage temperature must be kept at least 14C lower than its flash point.
4. Average closed flash points: Petrol 20C: Paraffin 40C: Diesel Oil 65C:
LO 220C: 70 cst Fuel Oil 71C: Heavy Oil 100C:
Pour Point:
1. Lowest temperature at which the oil barely flow.
2. It is just above the lowest temperature at which liquid flows under its own weight.
3. It must be low, otherwise fuel tends to solidify and due to poor heat transfer property, fuel
cannot be returned to its original state by heating.
4. Fuel storage temperature must be kept at least 10C higher than its pour point.
5. At least 40 50C higher than its pour point, for cold weather condition.
Homogenizer:
1. It is a device to create stable oil and water emulsion, which can be bunt in boilers and diesel
engines.
2. This emulsion can burn more efficiently and reduce solid emission in exhaust gas.
3. It can reduce catfines into finely ground particles, which do not harm.
Bunkering Operation
How to order bunker:
1. Take essential data from master, such as distance to go with average speed, river passage,
pilotage, port stay, etc. To check ROB.
2. Estimate HO and DO consumption based on weather, wind and current condition, running
hours of AEs auxiliary boiler and ME.
3. Estimate the 3 days reserve, considering unpumpable quantity, bunker allowance or bunker
margin.
4. Calculate the capacity to receive, bunker amount, type of bunker, HO, DO or LO.
5. Bunker should be allowed 85% of tank capacity.
6. Arrange not to mix with remaining onboard fuel.
Total required bunker from port to port = {Distance to go with average speed + River
Passage + Pilotage + Port Stay + 3 Days Reserve }
Responsibilities are:
1. Fire prevention
2. Oil pollution prevention
3. Calculation
4. Recording and informing.
Fire Prevention:
Pollution Prevention:
For Calculations:
Bunkering:
1. Start bunkering at slow rate, and then raise the pumping rate.
2. Always check and witness the flow meters, tank gauges and tank dips, before and after
delivery, to ensure that the right quantity has in fact been supplied.
3. Random checks to ensure correct specification of oil being supplied during bunkering.
4. Take a continuous drip sample. Compatibility test of bunker carried out.
5. Always insist on being given a sealed sample of bunkers delivered, which should be witnessed
and signed by both parties.
6. When 80% of total capacity reaches, pumping rate slow down and final topping up done.
After Bunkering:
1. Record the time and read flow meter on bunker boat or on shore.
2. All filling valves kept open, until final air blowing is completed.
3. Remain hose connections until correct quantity of oil has been received after calculation.
4. Then close bunker main valve, system valves and individual tank valves.
5. Take final soundings and bunker temperature from both ship and barge to calculate actual
amount.
6. When calculating the bunker received, the ships trim and temperature of the oil must be taken
into account.
7. Both party signed on sample bottles and sent to laboratory. The statutory sample to be kept in
sample store and retain it for 12month.
8. Inform duty officer, starting and stopping time, amount of bunker received and tank
soundings, for stability calculation and custom claiming purposes.
9. Make entries into ORB, Sulphur record book and Logbook.
10. BDN to be collected from supplier and file it properly to retain it for 3 years.
10. Prepare Bunker Report and sent to HO.
Bad fuel:
Compatibility:
1. Ability of two fuel to be blended together without precipitation of sediments, such as
asphaltine and sludge, etc.
2. Due to asphaltine and sludge, it can cause choking of filters, overloading of purifier and
immobilisation of vessel in severe case.
Compatibility Test:
1. Pour 40 ml of sample into test tube. (20 ml for each fuel)
2. Add reagent of white spirit up to 80 ml. ( 40 ml white sprit)
3. Then the mixture is mixed well.
4. One drop of mixture is deposited on chromatographic paper and allowed to dry at room
temperature.
5. Then test drop is compared with five standard spots.
Spot 1 ~ 2 indicate compatible fuel.
Spot 3 ~ 5 indicate incompatible fuel.
Bunker Specifications:
Includes: Name of vessel, Port of bunker, Date of delivery, Product name, Temperature of
product, Sulphur Content,
Quality:
1. SG at 15C
2. Viscosity at 50C
3. Sulphur content % by weight
4. CCR % by weight
5. Flash Point [closed] C
6. Pour Point C
7. Water content % by volume
8. Sludge / Sediment % by weight
9. Cetane No.
10. Vanadium in ppm.
Bunkering:
1. Slow rate and record.
2. Take soundings.
3. Random check
4. Continuous drip sample.
5. Compatibility test
6. Slow down when 80% is reached.
7. Remain v/vs opened until after air blow.
8. Remain hose connection until after calculation.
9. Take sealed sample
10. Close all valves.
Viscotherm Unit:
A device to adjust the viscosity of oil to get desired value, which is essential for correct
atomisation and combustion of engine.
Operation:
1. Constant quantity of oil is taken from the flow and fed into capillary tube by means of motor
operated gear pump through reduction gear.
2. Oil flows through capillary tube under laminar condition and pressure drop across the tube is
measured by DP cell and its signal is directly proportional to oil viscosity. A transducer is
incorporated with DP cell.
3. Signal given by DP cell is compared with a set value and any deviation can cause
drive signal to adjust pneumatic control steam inlet valve to oil heater.
4. Normally the required injection viscosity is 10 ~ 18 Centistrokes and required value is set at
transducer.
VIT:
In other words:
1. If an engine running at prolong period at reduced load, lower air temperature after
compression, will cause increase in ignition delay of injected fuel, subsequently causing knocks
and poor combustion.
2. This problem can be reduced by adoption of VIT system, to advance the start of injection, then
allowing the same Pmax, at part load.
1. Fuel Quality Setting [FQS] lever is used for manual adjustment of VIT mechanism to alter
valves timing, according to ignition quality of fuel used. [If poorer quality fuel is used at same
valve timing, Pmax will drop, and with better ignition quality fuel, Pmax will rise.]
2. VIT mechanism is linked to Governor Load Setting Shaft and built-in cam system, which is
positioned by FQS lever.
3. This mechanism controls the timings of Suction Valve closure (beginning of delivery) and
Spill Valve opening (end of delivery) through linkages simultaneously.
4. Hence, fuel injection timing, Pmax, and fuel delivery to injectors, are controlled load-
dependently.
Thermal Cracking:
1. Atoms within hydrocarbon molecule are excited by heating, thus lighter fraction of molecule
breaks-off and condensed.
2. Remaining portions of original molecule then unite to form more heavier molecule.
3. Thermal cracking produces Asphaltene, which has heavy hydrocarbon molecules,
causing slow burning in fuel combustion.