Professional Documents
Culture Documents
15
Cylinder Oil,
Low Speed Diesels
For.engines.operating.on.heavy.residual.
fuel.oil,.a.cylinder.oil.with.a.viscosity.of.
SAE.50.and.BN.of.70.is.recommended.
In.most.cases.the.high.BN.cylinder.lubri-
cant.will.also.be.satisfactory.during.tem-
porary.operation.on.diesel.oil/gas.oil.
In.general,.changing.the.cylinder.oil.
type.to.correspond.to.the.fuel.type.
used.(i.e..bunker.fuel.or.diesel.oil/gas.
oil).is.considered.relevant.only.in.cases.
where.operation.on.the.respective.fuel.
type.is.to.exceed.two.weeks..However,.
cylinder.oil.feed.rate.adjustments.might.
be.required..
There.is.a.high.risk.when.using.BN70.
cylinder.oils.in.connection.with.frequent.
bunkering.of.low-sulphur.fuels,.with.a.
sulphur.content.of.below.to.1.5%,.see.
Ref..[6]
The.main.problem.has.been.the.ac-
cumulation.of.unused.cylinder.oil.ad-
ditives,.resulting.in.excessive.deposits.
on.the.piston.topland..This.has.led.to.
high.wear,.and.to.a.situation.where.
increased.lubrication.does.not.im-
prove.the.condition..On.the.contrary,.
increased.lubrication.increases.the.for-
mation.of.deposits,.leading.to.accelera-
tion.of.the.problem.
It.has.been.established.that.a.certain.
degree.of.controlled.corrosion.en-
hances.lubrication,.in.that.the.corro-
sion.generates.small.pockets.in.the.
cylinder.liner.running.face.from.which.
hydrodynamic.lubrication.from.the.oil.
in.the.pocket.is.created..The.alterna-
tive,.no.corrosion,.could.lead.to.bore.
polish.and,.subsequently,.hamper.the.
creation.of.the.necessary.oil.flm.on.the.
liner.surface,.resulting,.eventually,.in.
accelerated.wear..Controlled.corrosion.
.not.avoiding.corrosion..is.therefore.
crucial,.and.adjusting.the.BN.to.the.fuel.
oil.sulphur.content.is.essential...
.
Low.alkaline.cylinder.lubricants.are.
therefore.available.on.request.from.the.
major.lubricating.oil.suppliers.
Table.III.shows.typical.lube.oils.used.
on.marine.applications.together.with.
the.fuel.oils.specifed.in.Table.I..In.order.
to.control.and.prevent.uncontrolled.
sulphur.corrosion,.it.has.become.the.
industry.standard.for.marine.engines.to.
use.cylinder.lubricants.with.a.BN.of.70.
in.combination.with.the.average.marine.
fuels,.i.e..380.cSt.and.2.7%.sulphur.
content.
Special.running.conditions.because.of.
frequent.bunkering.of.low-sulphur.fuels.
and.environmental.fuel.regulations.(by.
the.authorities.or.self.imposed),.requir-
ing.the.use.of.low-sulphur.fuel.and.spe-
cial.running.conditions,.might.call.for.
a.lowering.of.the.total.alkaline.additive..
content..This.can.be.done.by.lowering.
the.dosage.towards.our.minimum.feed.
rate.or,.alternatively,.by.using.one.of.the.
specially.designed.cylinder.oils.with.a.
lower.BN.and.with.full.detergency.
Service.tests.with.such.specially.de-
signed.low-BN.oils.have.shown.good
results..However,.it.may.be.diffcult.to
determine.whether.changing.to.a.BN40
or.BN50.cylinder.oil.will.be.adequate.for.
operation.of.ultra-low.sulphur.fuels...
A.lower.BN.than.40-50.might.be.the.
future.oil.for.low-sulphur.operation.
Table IV: Stationary applications
Ambient.conditions Stationary.engines Marine.engines
Tropical Design
Cooling.water.temp. Maximum.
yearly.site
.climatic.cond.
Average.
yearly.site
.climatic.cond.
Minimum.
yearly.site.
climatic.cond.
32C 25C
Air.inlet.temp. 45C 25C
Blower.inlet.pressure Depends.on.height.above.sea.level
1000
.mbar
1000
.mbar
For.this.reason,.we.recommend.that.
you.contact.MAN.Diesel,.or.the.engine.
builder,.before.operation.on.ultra-low.
sulphur.fuel.
General
It.should.be.considered.that,.irrespective.
of.the.sulphur.content.being.high.or.low,.
the.fuels.used.in.low.speed.engines.are.
usually.low.quality.heavy.fuels.
Therefore,.the.cylinder.oils.must.have.
full.capacity.in.respect.of.detergency.
and.dispersancy,.irrespective.of.the.BN.
specifed..This.is.a.technology.which.
has.to.be.mastered.by.the.lube.oil.sup-
pliers,.who.can.individually.tailor.a.cyl-
inder.lube.oil.to.the.relevant.fuel.
Breaking-in cylinder lube oils for
testbed running
In.addition.to.determining.the.optimum.
oil.design.for.normal.operation.of.the.
two-stroke.MAN.B&W.engines,.we.
also.investigate.and.test.various.lube.
oil.designs.in.cooperation.with.the.oil.
companies.to.fnd.the.optimum.cylinder.
lube.oils.for.testbed.running.
Most.builders.of.MAN.B&W.two-stroke.
engines.are.using.low-sulphur.DO.fuels,.
primarily.for.environmental.reasons.
This,.in.combination.with.a.relatively.
high.running-in.lube.oil.dosage,.re-
quires.a.high.detergency.level.in.the.oil..
Therefore,.we.generally.recommend.
the.use.of.a.BN70.cylinder.oil,.irrespec-
tive.of.the.sulphur.content.of.the.fuel.oil.
16
Fig. 8: Typical load profle during a year in
operation
Performance Verification of
Cylinder Oils
All oils listed have gone through a per
formance test for about 4,000 running
hours on a relevant engine type in ser
vice and have, during the test, been in
spected by engineers from MAN B&W
Diesel, in cooperation with the oil supplier.
When satisfactory results have been
achieved, MAN B&W Diesel issues a
Letter of No Objection for the use of
the oil on MAN B&W twostroke en
gines. However, MAN B&W Diesel
does not assume responsibility for any
damage caused due to the quality of
an oil mentioned in a Letter of No Ob
jection. The performance of the oil is
the responsibility of the oil supplier. It is
up to the operator to obtain guarantees
from the oil supplier that the oil is suit
able for operation on the plant in ques
tion in conjunction with the currently
used fuel.
If an oil on the list fails to provide ac
ceptable performance, then MAN B&W
Diesel will work together with the oil com
pany to clarify the reasons and, if
needed, have a better oil introduced.
If this fails, the Letter of No Objection
will be withdrawn.
The list should not be considered com
plete, and oils fromother companies
may be equally suitable.
Further information about the oil test and
Letter of No Objection can be obtained
by contacting MAN B&W Diesel in
Copenhagen.
Fuels and Lubes for Stationary
Twostroke MAN B&WEngines
Stationary engines operate at load pat
terns and ambient conditions which dif
fer widely from those of their marine
counterparts. This is illustrated in Fig. 5
and Table 4 showing the typical operat
ing conditions for both applications.
Thus, Fig. 5 shows that for stationary
engines, the average load is 95100%
during 8000 hours, or more, per year in
operation, whereas for marine engines
the average load is around 80% and,
furthermore, often only for 6000 hours
per year in operation. This means that
stationary engines typically have a more
than 60% higher load factor than marine
engines.
Stationary engines are exposed to widely
varying ambient conditions, see Table 4,
i.e. higher air and cooling water temper
atures. Furthermore, stationary engines
are frequently exposed to fuel oils of
nonmarine qualities. The fuel is often
delivered fromone permanent supplier,
meaning that the quality from this supplier,
good or bad, will prevail. Therefore, lube
oils, especially cylinder oil, have to be indi
vidually selected and, at times, even indi
vidually specified and optimised in order to
match the fuel oil available.
Table 3 shows typical lube oils to be used
for marine applications together with the
fuel oils specified according to ISO 8217. In
order to control/prevent sulphur corrosion, it
has become the industry standard for ma
rine engines to use cylinder lubricants with a
BN of 7080 for use with the average marine
fuels.
This simple rule does not apply to
stationary engines, where the sulphur level
in the fuel usually remains constant, i.e. at
the level set by the supplies available, or,
when regulated by local legislation, often
shows a decreasing tendency over the
lifetime of the plant.
Hence, the constant use of a higher
thanaverage sulphur content, possibly
even higher than that found in the marine
specification, will call for the use of a higher
BN, and for this situation lube oils with BN up
to 100 are available.
Correspondingly, longtermuse of lower
thanaverage sulphur fuels will call for the
use of lower BN lube oils, as described for
low sulphur marine fuels.
In addition, the engine load for stationary
engines is usually very high, and the ambi
ent temperature is often higher as well, ref.
Fig. 5 and Table 4. Hence, temperatures
are high in the combustion chamber, and
the need to counteract cold corrosion with
alkaline additives is lower, thus reducing
the BN requirement.
14
60
70
80
90
100
110
0 2,000 4,000 6,000 8,000
hours
Time in service over one year
% load
Marine
Stationary
Fig. 5: Typical load profile during a year in
operation
Ambient conditions Stationary engines
Marine engines
Tropical Design
Cooling water temp.
Air inlet temp.
Maximum
yearly site
climatic cond.
Average yearly
site climatic
cond.
Minimum
yearly site
climatic cond.
32 C
45 C
25 C
25 C
Blower inlet pressure Depends on height above sea level
1000
mbar
1000
mbar
Table 4: Typical ambient conditions
Performance Verifcation
of Cylinder Oils
All.oils.listed.have.gone.through.a.per-
formance.test.for.about.4,000.running.
hours.on.a.relevant.engine.type.in.serv-
ice.and.have,.during.the.test,.been.in-.
spected.by.engineers.from.MAN.Diesel,.
in.cooperation.with.the.oil.supplier.
When.satisfactory.results.have.been.
achieved,.MAN.Diesel.issues.a.Letter.
of.No.Objection.for.the.use.of.the.oil.on.
MAN.B&W.two-stroke.engines..However,.
MAN.Diesel.does.not.assume.responsi-
bility.for.any.damage.caused.due.to.the.
quality.of.an.oil.mentioned.in.a.Letter.of.
No.Ob.jection..The.performance.of.the.
oil.is.the.responsibility.of.the.oil.supplier..It.
is.up.to.the.operator.to.obtain.guarantees.
from.the.oil.supplier.that.the.oil.is.suitable.
for.operation.on.the.plant.in.question.in.
conjunction.with.the.currently.used.fuel.
If.an.oil.on.the.list.fails.to.provide.accept-
able.performance,.then.MAN.Diesel.will.
work.together.with.the.oil.company.to.
clarify.the.reasons.and,.if.needed,.have.a.
better.oil.introduced.
If.an.oil.fails,.the.Letter.of.No.Objection.
will.be.withdrawn.
The.list.should.not.be.considered.com-.
plete,.and.oils.from.other.companies.
may.be.equally.suitable..Upon.request,.
MAN.Diesel.will.inform.whether.a.given.
oil.has.been.tested.and.whether.the.
test.results.were.acceptable.
Further.information.about.the.oil.test.
and.Letter.of.No.Objection.can.be.
obtained.by.contacting.MAN.Diesel.in.
Copenhagen.
Fuels and Lubes for
Stationary Two-stroke
MAN B&W Engines
Stationary.engines.operate.at.load.pat-
terns.and.ambient.conditions.which.
differ.widely.from.those.of.their.marine.
counterparts..This.is.illustrated.in.Fig..8.
and.Table.IV.showing.the.typical.oper-
ating.conditions.for.both.applications.
Thus,.Fig..8.shows.that.for.stationary.
engines,.the.average.load.is.95-100%.
during.8,000.hours,.or.more,.per.year.
in.operation,.whereas.for.marine.en-
gines.the.average.load.is.around.80%.
and,.furthermore,.often.only.for.6,000.
hours.per.year.in.operation..This.means.
that.stationary.engines.typically.have.a.
more.than.60%.higher.load.factor.than.
marine.engines.
Stationary.engines.are.exposed.to.
widely.varying.ambient.conditions,.i.e..
higher.and.lower.air.and.cooling.water.
temperatures,.see.Table.IV..Furthermore,.
stationary.engines.are.frequently.ex-
posed.to.fuel.oils.of.non-marine.quali-
ties..The.fuel.is.often.delivered.from.
one.permanent.supplier,.meaning.that.
the.quality.from.this.supplier,.good.or.
bad,.will.prevail..
Therefore,.lube.oils,.especially.cylinder.
oil,.have.to.be.individually.selected.and,.
at.times,.even.individually.specifed.and.
When.introducing.alucoating.on.piston.
rings.and.semi-honed.cylinder.liners,.
we.also.introduced.a.shorter.running-
in.period.which,.furthermore,.limits.
the.period.in.which.excess.cylinder.lube.
oil.is.supplied,.and.improves.the.running-
in.conditions..This.means.that.the.entire.
running-in.period,.up.to.100.hours,.is.fully.
acceptable.for.using.BN70.cylinder.lube.oils.
17
optimised.in.order.to.match.the.fuel.oil.
available.
Table.III.shows.typical.lube.oils.to.be.
used.for.marine.applications.together.
with.the.fuel.oils.specifed.according.
to.ISO.8217..In.order.to.control/prevent.
sulphur.corrosion,.it.has.become.the.
industry.standard.for.marine.engines.to.
use.cylinder.lubricants.with.a.BN.of.70.
for.use.with.the.average.marine.fuels.
This.simple.rule.does.not.apply.to.sta-
tionary.engines,.where.the.sulphur.level.
in.the.fuel.usually.remains.constant,.i.e..
at.the.level.set.by.the.supplies.available,.
or,.when.regulated.by.local.legislation,.
often.shows.a.decreasing.tendency.
over.the.lifetime.of.the.plant.
Hence,.the.constant.use.of.a.higher.
than.average.sulphur.content,.possibly.
even.higher.than.that.found.in.the.ma-
rine.specifcation,.will.call.for.the.use.of.
a.higher.BN,.and.for.this.situation.lube.
oils.with.a.BN.of.up.to.100.are.available.
Correspondingly,.long-term.use.of..
lower-than-average.sulphur.fuels.will.
call.for.the.use.of.lower.BN.lube.oils,.as.
described.for.low-sulphur.marine.fuels.
In.addition,.the.engine.load.for.station-
ary.engines.is.usually.very.high,.and.the.
ambient.temperature.is.often.higher.as.
well,.ref..Fig..8.and.Table.IV.
Hence,.temperatures.are.high.in.the.
combustion.chamber,.and.the.need.to.
counteract.cold.corrosion.with.alkaline.
additives.is.lower,.thus.reducing.the.BN.
requirement.
List of References
[1]. Heavy.Fuel.Oil.Treatment,..
. Service.Letter.SL05-452,..
. Kjeld.Aabo,.MAN.Diesel,..
. Copenhagen,.Denmark
[2]. Marine.diesel.engines,.catalytic.
. fnes.and.a.new.standard.to.ensure
. safe.operation,.by.Alfa.Laval,.BP.
. Marine.and.MAN.B&W.Diesel.
[3]. Guidelines.for.the.sampling.of.fuel.
. oil.for.determination.of.compliance.
. with.Annex.VI.of.MARPOL.73/78,.
. Resolution.by.the.IMO.Marine..
. Environment.Protection..
. Committee,.MEPC.96
[4]. Operation.on.Low-sulphur.Fuel,..
. by.Kjeld.Aabo,.MAN.Diesel,..
. Copenhagen,.Denmark,.publication..
. no.:.5510-0001-01ppr,.
. January.2006.
[5]. Cylinder.Lubrication.Guidelines.
. Operation.on.Fuels.with.Varying..
. Sulphur.Contents.All.MC/MC-C.
. and.ME/ME-C.type.engines.Mk.6..
. and.higher,.with.Alpha.ACC..
. System,.and.Cylinder.Lubrication..
. New.ACC.Guidelines.All.MC/MC-C..
. and.ME/ME-C.type.engines.Mk.6..
. and.higher,.with.Alpha.ACC.System,..
. Service.Letters.SL05-455.and..
. SL07-479,.Henrik.Rolsted,.MAN..
. Diesel,.Copenhagen,.Denmark
18
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