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DO-C10005-CT (Issue 4)

CDO Total Iron Test


Cold corrosion creates many new challenges for ship operators. While in Ordering Information
the past the selection and dosage of the lubricant was based solely on fuel
OTK-CT-11211
sulphur content it is now necessary to take into account a number of new
Electronic Iron Analysis Kit
factors.
Range: 0 - 1500 ppm
To comply with Tier II NOx regulations and the latest Energy Efficiency Design Index
corrosive iron: 0 - 1000 ppm
(EEDI) guidelines engine manufacturers have changed their engine design. As a
abrasive iron 0 - 500 ppm
result cold corrosion in these engines is more likely to occur due to liner operation
Accuracy: +/- 3 %
temperatures below the acid dew point.
Test Time (ave.): 10 min. attended
To enable effective slow speed operation older engines are modified to optimize
No. of Tests: 50
fuel consumption. These engines now suffer similar problems due to operation at
Memory: last reading
lower temperatures.
Reagents: UN 3264
Monitoring of the iron content in the
cylinder drain oil and the launching of OTS-CT-13024
remedial actions in due time can help Iron Test Reagent Pack
to avoid cold corrosion and unnecessary No. of Tests: 50 drain oil samples
abrasive wear in the cylinder liner. Reagents: UN 3264

CMT have developed a unique and OTS-CT-13025


simple analysis kit to test for and Iron Test Consumables Pack
quantify corrosive and abrasive iron Vials: (20 ml) 24
especially in the cylinder drain oil. Set of syringes

OTS-CT-13026
Together with the CDO BN Test Kit Spare Iron PhotoCell
(see next pages) the Electronic Iron
Analysis Kit allows to monitor the most OTS-CT-13005
important parameters of the drain oil Battery for PhotoCell
allowing to optimize the feed rate of
the cylinder oil and and at the same OTR-CT-11000
time to avoid unnecessary wear of the Test Kit Cleaner (250 ml)
Electronic Iron Analysis Kit individual cylinder liner.

The severity of the acid condensation on


Patent pending
the cylinder liner wall is influenced by (EP 14 156 620.8)
the following:

Sulphur content of the fuel


High pressure in the combustion
area
Liner wall temperature

Although slow steaming has dramatically


reduced the problem of abrasive wear
it is still a risk factor and needs to be
monitored. Most common problems for
abrasive wear in cylinder liners are:

Broken or sticking piston rings.


Disruption of the cylinders
lubricating film caused by water.
Presence of CAT fines in the
injected fuel.
Residue of calcium ash and carbon
from burned cylinder lubricant or
incomplete combustion.

CM Technologies GmbH Tel: +49 4121 700890 info@CMTechnologies.de www.CMTechnologies.