SP 098 Cylinder Oil Dosage

Approver: Director, Marine Standards
Revision: 9
Valid from: 26/01/2021
Doc No.: SP-098
CYLINDER OIL DOSAGE & GUIDELINES
M.A.N. 70, 80, 90 AND 98 BORE MAIN ENGINES – LATEST GUIDELINES FOR CYLINDER OIL DOSAGE
Due to the significant differences in lubrication procedures for different types of engines which
make this a very large document, it has been divided into 3 sections, A, B, C. These are for MC-C,
ME Mk7 and ME Mk 9.2/10.2 engines respectively.
Depending on your engine, just one section will apply, with the others as information only. The
ring coating thickness measurement applies to all engines and is in place after section ‘C’.
Further detail can be found in the attached documentation.
Pages 13 / 14 / 15 & 16 have common material for all engine types. Ring coating thickness
measurement, new lubrication guidelines and types of oils to use on board are covered.
A. FLAT RATE OF 0.55 / 0.60 GMS/KWH INDEPENDENT OF HFO SULPHUR

PERCENTAGE ONLY FOR MC-C ENGINES IN OUR FLEET.
APPLICABLE TO: 19 x 4250, 2 x 3500, 2 x SHI 8500, 2 x 9600, 10 x 2500, 4 x
CSAV4250, Seaspan Fraser, Seaspan Hannover and Seaspan Loga
GUIDELINES FOR ADJUSTMENT OF CYLINDER OIL FEED TO A FLAT RATE OF

0.55 GMS/KWH FOR THE NEW 2020 RING PACK AND 0.60 GMS/KWH FOR THE
OLDER DESIGN RING PACK
The current minimum dosage as per the applicable MAN service letter/s for the MC-C engine
is 0.60 gms/Kwh. However, Seaspan doses at a flat rate of 0.55 gms/Kwh irrespective of the S% in
the fuel oil for the new 2020 all-cermet ring packs. For the older design rings, the flat rate
should be 0.60 gms/Kwh. If there are units running with old and new type rings in your
engine, the flat rate dosages per unit will therefore differ as per the ring type.
Note that 0.55 gms/Kwh equates to an HMI setting of 50 on the older HMI panels and 0.60
gms/Kwh equates to an HMI setting of 56. If the Alpha Lubricator system on your vessel has
undergone an upgrade, please contact the office for settings to be entered so that the flat rate of
0.55/0.60 gms/Kwh continues. This is because the interface will now be different. The first attachment
shows the entries to be made for reference. Detailed scavenge inspections with photographs of all
units are to be sent to the office along with the scavenge inspection report FM-093 every 30 days
or earlier. Elcometer readings are also to be sent monthly to the office. This is important because
constant ring wear checks are required to catch abnormalities early.
When the vessel is in ECAs and the total main engine running hours at one stretch are not greater
than 240 hours, please remain at the same cylinder oil dosage as well as the same BN as for VLSFO
or HFO. If the main engine running hours may be more than 240 in one stretch, we will decide the
dosage on a case by case basis, depending on the condition of the ring pack and liner after 240 hours.
Please liaise with your VM in case this scenario occurs.
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Elcometer Readings: Note that if the cermet/hard coating thickness on the rings drops below 100
microns, it is a warning to watch the unit carefully and prepare for overhaul. When the thickness
falls below 75 microns, the unit must be overhauled as soon as feasible because the chances of
scuffing will sigificantly increase if the coating is depleted. In case there is absolutely no choice
but to continue running with very low or no coating, increase the lubrication for that unit to
0.8 gms/Kwh till overhaul. Note as well, that the calibration error is +/- 20 microns and therefore
below 75 microns, one has to prepare to overhaul soonest. The enhanced FM-093 sheet has further
detail within for clarity, including a quick calibration of the instrument each time.
For units which are currently being run-in following overhauls or for any other matters, please do
not reduce those units to the flat rate right away. Follow instructions in this document pertaining to
your engine.
The HMI setting will be untouched after this for normal operation and used only when
boosting lubrication due to overhauls or an abnormal situation.
It is important that the vessel manager is consulted with during the reduction period or if in any
doubt whatsoever about the process.
Maintain scavenge air inlet to units at 47 ~ 48 degrees Celsius to prevent water carry-over
and subsequent destruction of the oil film. This could lead to scuffing and serious damage.
Running in procedure (Old liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)
1. LOAD: From 50% to maximum load step-wise over 5 hours.
2. LUBRICATION (Scrubber and non-scrubber vessels):
MAN/DAROS/FEDERAL MOGUL/GOETZE RINGS:

Feed rate of 0.9 gms/Kwh for 24 hours, then back to rated dosage.
MES TYPE ‘b’ RINGS WITH ALUCOAT:

Feed rate of 0.9 gms/Kwh for 24 hours and then back to rated dosage.
*** Those vessels that still have old stock of RIKEN rings with hard coating and no Alucoat
on board will need to remain at 0.9 gms/Kwh for 200 hours and then revert back to 0.55
gms/Kwh when these are used for unit overhauls.
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Doc No.: SP-098
Breaking in procedure (New liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)
1. LOAD: From 50% to maximum load step-wise over 16 hours.

First 5 hours at 1.7 gms/Kwh. Then stepwise reduction over 500 hours from 1.5 to 0.70
gms/Kwh with frequent inspections, which is shown in the chart on page 4.
The next / final step depends on whether the vessel is fitted with a scrubber or not.
Scrubber vessels:
Reduce the dosage to 0.65 gms/Kwh for 200 hours and if inspection shows satisfactory condition,
reduce to 0.60 gms/Kwh.
Non- Scrubber vessels:
Reduce the dosage to 0.60 gms/Kwh for 200 hours and if inspection shows satisfactory condition,
reduce to 0.55 gms/Kwh.
If microseizures (Mz) are sighted on any rings, the dosage for that unit should be increased to
1.2 gms/Kwh and reduced in stages, with observation, when it is found that no newer Mz are
being created. At the same time, look carefully for calcium deposit on the crown top and
signs of bore polish on the liner. If there is full scuffing, the liner, rings, crown and skirt need
to be replaced together. Replacing rings alone will cause them to get scuffed again in very
short order.
4 ring pack for MC engines:
• See attachment 2 that was originally circulated internally, which should provide more detail
on this subject.
• The 2020 rings are all cermet coated. Prepare / plan for overhaul when the coating falls
below 100 microns and definitely overhaul when it falls below 75 microns. Note that 20 to
25 microns is an expected error during gauging.
• The older design pack has no cermet on rings 2 and 3, so coating thickness measurement for
those rings is not required. Only rings 1 and 4 are to be gauged.
• Older design RIKEN rings have hard coating on all rings and therefore all rings must be
gauged. In principle, units with RIKEN rings should be overhauled by 22,000 hours latest
because we have seen that the condition deteriorates rapidly after that, in all probability due
to the hard coating diminishing to 0 microns.
• Normally the coating will wear fairly evenly. However, the #1 ring is the one to watch
carefully and to take action if low, even if the others have acceptable coating.
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Doc No.: SP-098
• Do not ignore the skirt copper bands. If these are seen recessed during inspection, overhaul at
first opportunity and send for re-banding. Skirt to liner direct contact can initiate scuffing.
• Any old type ring stock on board has to be consumed first before using the new design ring
packs
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Doc No.: SP-098
B. CYLINDER OIL DOSAGE GUIDANCE FOR MARK 7 ME ENGINES IN OUR FLEET.

5 X SHI 4500, 8 X HHI 8500 AND 8 X HHI 13100 VESSELS
Due to the change in fuel S% from January 2020, the issues that ME engines had with cold corrosion
are now minimalized. Jacket water temperatures ought to be about 85 Degrees Celsius at system
outlet.
• Please maintain scavenge air inlet to units at 47 ~ 48 degrees Celsius to prevent water
carry-over and subsequent destruction of the oil film. This could lead to scuffing and
serious damage.
• The minimum feed rate that was set on the MOP in January 2020 was 0.80 gms/Kwh.
This is to be retained for units with the older design rings.
When the new all-cermet 2020 rings are used, then with a combination of FE readings,
inspections and cermet thickness gauging, vessels should endeavor to bring the
minimum feed rate down in stages with frequent inspections to 0.60 gms/Kwh. If there
are units running with old and new type rings in your engine, the minimum feed
rate dosages per unit will therefore differ as per the ring type.
On board FE tests are to be carried out every time there is a change of fuel.
For scrubber vessels, if it is found that the FE and BN values are well within limits, then in
consultation with the vessel manager, the ACC factor may be reduced for that batch of fuel.
Conversely if the values are not within limits, the ACC factor may need to be increased for that
batch of fuel.
Guiding values for BN 40 oil state that the residual BN must not be lower than 10 mgKOH/g and
the FE not higher than 200 mg/Kg, the latter for 80 ~ 98 bore engines.
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Doc No.: SP-098
1. LOAD: From 50% to maximum load stepwise over 5 hours.
2. LUBRICATION:
MAN/DAROS/FEDERAL MOGUL/GOETZE RINGS 4 RING PACK:

Feed rate of 0.90 gms/Kwh for 24 hours irrespective of HFO or MGO Sulphur
percentage, then back to rated dosage. For scrubber vessels, if the current
computed feed rate is higher than 0.90 gms/Kwh, it needs to remain at that
dosage.

gms/Kwh in steps of 0.20 gms/Kwh.
For non-scrubber vessels, if the current minimum feed rate dosage is 0.80 gms/Kwh (old
type rings), stop at this dosage till the 500 hours are completed.
For scrubber vessels, if the dosage as per ACC factor is higher than any of the reduction
steps, stop at this dosage till 500 hours are completed.
Scrubber vessels: After this, switch to ACC factor of 0.34 x S% and reduce to 0.20 x S% in
steps of 0.04 every 600 hours approximately, as shown in the graph on the next page. That would
be 0.34, 0.30, 0.26, 0.22 and finally 0.20 ACC factor x S% every 600 hours. When 0.20 x S% is
reached, the engine must run for 600 hours at 0.20 x S% as well. Note however, that if the
current vessel’s ACC factor for the fuel in use happens to be higher than one of the
reduction steps, stop reduction and continue at the engine’s fixed ACC factor till the total
number of hours for breaking in are completed.
Non-scrubber vessels:
Since the HFO has a low S%, the calculated ACC dosage at any stage will be lower than
0.60 gms/Kwh. This means that after the first 500 running hours, the breaking in process
is effectively concluded and the dosage will now be set at 0.60 / 0.80 gms/Kwh (2020 /
older type rings), or whatever the current minimum feed rate has been decided. This is
only if the ring pack looks clean and has no visible defect after the 500 hours have been
completed. If anything suspect is noticed, please advise the office immediately with a clear
photograph.
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Doc No.: SP-098
Note that frequent scavenge inspections must be carried out during the entire process, one before
each drop of cylinder oil dosage. See charts on the next page for clarity.
If microseizures (Mz) are sighted on any rings, the dosage for that unit should be increased to 1.2
gms/Kwh and reduced in stages, with observation, when it is found that no newer Mz are being
created. At the same time, look carefully for calcium deposit on the crown top and signs of bore
polish on the liner. If there is full scuffing, the liner, rings, crown and skirt need to be replaced
together. Replacing rings alone will cause them to get scuffed again in very short order.
4 ring pack for ME Mark 7 engines:
• See attachment 2 that was originally circulated internally, which should provide more detail
on this subject.
• The older design pack has no cermet on rings 2 and 3, so coating thickness measurement for
those rings is not required. Only rings 1 and 4 are to be gauged with #4 not being of as much
significance as #1.
• Normally the coating will wear fairly evenly. However, the #1 ring is the one to watch
carefully and to take action if low, even if the others have acceptable coating.
• Do not ignore the skirt copper bands. If these are seen recessed during inspection, overhaul at
first opportunity and send for re-banding. Skirt to liner direct contact can initiate scuffing.
• Any old type ring stock on board has to be consumed first before using the new design ring
packs
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C. CYLINDER OIL DOSAGE GUIDANCE FOR MARK 9.2 AND 10.2 ME ENGINES
IN OUR FLEET – SEASPAN GANGES AND SUBSEQUENT VESSELS
Due to the fact that vessels will be using fuel with S% 0.50 or lower, the LDCL system needs to be
switched off and the controller adjusted to achieve 85 Degrees Celsius at the system outlet. The two
vessels with JBB would have been required to remove the orifices, but they will be using high S fuel
since both are going to be fitted with scrubbers.
• Please maintain scavenge air inlet to units at 47 ~ 48 degrees Celsius to prevent water
carry-over and subsequent destruction of the oil film. This could lead to scuffing and
serious damage.
• The minimum feed rate that was set on the MOP in January 2020 was 0.80 gms/Kwh.
This is to be retained for units with the older design rings.
When the new all-cermet 2020 rings are used, then with a combination of FE readings,
inspections and cermet thickness gauging, vessels should endeavor to bring the
minimum feed rate down in stages with frequent inspections to 0.60 gms/Kwh. If there
are units running with old and new type rings in your engine, the minimum feed
rate dosages per unit will therefore differ as per the ring type.
On board FE tests are to be carried out every time there is a change of fuel.
For scrubber vessels, if it is found that the FE and BN values are well within limits, then in
consultation with the vessel manager, the ACC factor may be reduced for that batch of fuel.
Conversely if the values are not within limits, the ACC factor may need to be increased for that
batch of fuel.
Guiding values for BN 40 oil state that the residual BN must not be lower than 10 mgKOH/g and
the FE not higher than 200 mg/Kg, the latter for 80 ~ 98 bore engines.
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Doc No.: SP-098
2. LUBRICATION:
MAN/DAROS/FEDERAL MOGUL/GOETZE RINGS – 3 RING PACK

FOR 4 GROOVE CROWN OR 3 RING PACK FOR 3 GROOVE
CROWN:
Feed rate of 0.90 gms/Kwh for 24 hours irrespective of HFO or MGO Sulphur
percentage, then back to rated dosage.

gms/Kwh in steps of 0.20 gms/Kwh.
For non-scrubber vessels, if the current minimum feed rate dosage is 0.80 gms/Kwh (old
type rings), stop at this dosage till the 500 hours are completed.
For scrubber vessels, if the dosage as per ACC factor is higher than any of the reduction
steps, stop at this dosage till 500 hours are completed.
Scrubber vessels: After this, switch to ACC factor of 0.34 x S% and reduce to 0.20 x S% in
steps of 0.04 every 600 hours approximately, as shown in the graph on the next page. That would
be 0.34, 0.30, 0.26, 0.22 and finally 0.20 ACC factor x S% every 600 hours. When 0.20 x S% is
reached, the engine must run for 600 hours at 0.20 x S% as well. Note however, that if the
current vessel’s ACC factor for the fuel in use happens to be higher than one of the
reduction steps, stop reduction and continue at the engine’s fixed ACC factor till the total
number of hours for breaking in are completed.
Non-scrubber vessels:
Since the HFO has a low S%, the calculated ACC dosage at any stage will be lower than
0.60 gms/Kwh. This means that after the first 500 running hours, the breaking in process
is effectively concluded and the dosage will now be set at 0.60 / 0.80 gms/Kwh (2020 /
older type rings), or whatever the current minimum feed rate has been decided. This is
only if the ring pack looks clean and has no visible defect after the 500 hours have been
completed. If anything suspect is noticed, please advise the office immediately with a clear
photograph.
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Doc No.: SP-098
Note that frequent scavenge inspections must be carried out during the entire process, one
before each drop of cylinder oil dosage. See charts on the next page for clarity.
If microseizures (Mz) are sighted on any rings, the dosage for that unit should be increased to 1.2
gms/Kwh and reduced in stages, with observation, when it is found that no newer Mz are being
created. At the same time, look carefully for calcium deposit on the crown top and signs of bore
polish on the liner. If there is full scuffing, the liner, rings, crown and skirt need to be replaced
together. Replacing rings alone will cause them to get scuffed again in very short order.
3 ring pack for S-ME engines
• We have noticed that the middle ring coating seems to wear out a little faster than the others.
Normally the coating will wear fairly evenly. However, the #1 ring is the one to watch
carefully and take action if low, even if the others have acceptable coating.
• The liner sensor temperature alarms should be set to Max 15 degrees above the current
working temperature. Further, the deviation alarm setting from the average value
should be set at 15 degrees from average. Alarm delay timer should be 0 seconds unless
one of the sensors is on the cusp of the alarm setting and generating frequent alarms.
• Pay attention to the Molybdenum coating on the skirt. If the coating reduces to 100 microns,
prepare for overhaul and definitely overhaul if it drops to 75 Microns or below. Skirt to liner
direct contact can initiate scuffing. It is important to gauge the thickness of the skirt after
removal from the engine and mark it on the skirt.
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COATING AND RING THICKNESS MEASUREMENT APPLICABLE TO ALL

ENGINES
The procedure for Elcometer coating thickness measurement is on board all

relevant vessels.
When the new generation of ‘2020’ piston rings are received on board, note that there
is hard coating on all the rings whether from MES or MAN and therefore the
Elcometer readings in future will have to be taken for all rings.
For the 9.2 and 10.2 engines, the piston skirts are Molybdenum coated. An additional row
has been inserted in the form FM-093 for Elcometer readings of the skirt at 3 points, which
are to be taken during the inspection and entered in the form. This will track the coating
thickness. See attachment 3 for measuring points.
Considering that hard coating is in place for protection of the liner and rings (scuffing
prevention), your VM must be advised and your vessel must start preparing for overhaul of
the unit if you find that the coating thickness for any ring is at or lower than 100 microns.
The unit must be overhauled as soon as possible when the coating falls below 75 microns.
Further wear will be be rapid and invite scuffing.
See attachment series 4 & 5 for detail on taking accurate Elcometer readings, as well as how
to carry out calibration.
Piston groove heights should be measured and the allowable clearances checked as per
the manual. This has now been included as a quarterly job in the latest version of FM-093
The Main Engine Piston Ring Identification Document which was sent earlier in a
message to vessels is included in the attachments this version for ease of reference
=====================================================
The current version of this document can be found in the Company’s electronic Management System. Whenever this document is Page: 13 of 16
revised, it is the responsibility of the user to ensure that the edition being used is valid.
Revision: 9
Doc No.: SP-098
New lubrication guidelines for MC engines running on VLSFO
 MC engine units that are running with the older design ring-packs must maintain a
minimum feed rate of 0.6 gms/Kwh. When a new “all-cermet” ring pack is fitted
after overhaul, the dosage may be brought down to 0.55 gms/Kwh after the running
in process as long as the ring pack and liner look satisfactory.
 If microseizures (Mz) are sighted on any rings, the dosage for that unit should be
increased to 1.2 gms/Kwh and reduced in stages, with observation, when it is found
that no newer Mz are being created. At the same time, look carefully for calcium
deposit on the crown top and signs of bore polish on the liner. If there is full scuffing,
the liner, rings, crown and skirt need to be replaced together. Replacing rings alone
will cause them to get scuffed again in very short order.
 If the ring coating falls below 75 microns and the unit cannot be overhauled for some
reason, the lubrication for that unit should be increased to 1.0 gms/Kwh regardless of
its condition. Note that the extra lubrication is only a stop-gap solution and the
urgency to overhaul must remain high.
New lubrication guidelines for ME engines running on VLSFO
 ME engine units that are running with the older design ring-packs must maintain a
minimum feed rate of 0.8 gms/Kwh. When a new “all-cermet” ring pack is fitted
after overhaul, the dosage may be brought down to 0.6 gms/Kwh after the running
in process in small stages with inspection after each reduction, as long as the ring
pack and liner look satisfactory.
 If microseizures (Mz) are sighted on any rings, the dosage for that unit should be
increased to 1.2 gms/Kwh and reduced in stages, with observation, when it is found
that no newer Mz are being created. At the same time, look carefully for calcium
deposit on the crown top and signs of bore polish on the liner. If there is full
scuffing, the liner, rings, crown and skirt need to be replaced together. Replacing
rings alone will cause them to get scuffed again in very short order.
 If the ring coating falls below 75 microns and the unit cannot be overhauled for
some reason, the lubrication for that unit should be increased to 1.0 gms/Kwh
regardless of its condition. Note that the extra lubrication is only a stop-gap solution
and the urgency to overhaul must remain high.
The lubrication guidelines for scrubber vessels running on HSFO remain the same as before
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Doc No.: SP-098
Main Engine cylinder oil and Auxiliary Engine system oil for 2020:
All MC and ME main engine vessels were using BN 70 or 100 as the high BN cylinder oil
and BN 25 or 40 as the low BN cylinder oil.
When using VLSFO ( =< 0.50% S), only BN 40 cylinder oil is to be used for the Main
Engine. If there is any remaining stock of BN 25 oil, this must be consumed first and any
replenishment must only be BN 40. About 5,000 litres of BN 70/100 oil needs to remain on
board to be used if the ring-packs are found fouled, since the detergency properties of BN 40
oil are lesser than those of BN 70/100 oil.
The 40 BN oil is valid for use from 0.10 ~ 0.50% S.
If a vessel still has a stock of both high (70/100) and low (25) BN oil, calculated mixing of
the two to achieve a product of about 40 BN will have to be carried out using an agitator or a
tank-to-tank pump for allowing miscibility to take place. This blending operation will have
to be carefully controlled with the vessel manager involved.
Vessels contracted to TOTAL must only order TALUSIA UNIVERSAL (57 BN) cylinder
oil once their existing stock of BN 25 and BN 70/100 is exhausted. This oil is suitable for
fuel ranges from 0.10% to 0.50% S and may thus be consumed.
Auxiliary engines are to use BN 30 system oil after changing over to VLSFO. Any existing
stock of higher BN oil needs to be consumed first. To facilitate this, depending on the status
of the vessel’s ROB, totes have been supplied to transfer the remaining higher BN stock
before stemming a fresh charge of BN 30 oil into the storage tank.
NOTE: DUE TO VESSELS HAVING THEIR OWN UNIQUE STORAGE / SETTLING /

DAILY TANK CONFIGURATION, AS WELL AS DIFFERING OIL ROBs, THE ABOVE
GUIDELINES MAY HAVE TO BE INDIVIDUALLY MANAGED WITH SOME
LATITUDE ALLOWED FOR UNAVOIDABLE CIRCUMSTANCES.
SEE NEXT PAGE FOR EXHAUSTIVE DETAIL ON MAIN ENGINE CYLINDER OIL
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MAIN ENGINE CYLINDER OIL FOR VESSELS CONTRACTED TO LUKOIL:
• NAVIGO MCL EXTRA BN 40 oil is to be used after January 2020 for those vessels using
compliant fuel.
• If the vessels currently have BN 70 / BN 100 as the high BN oil and BN 25 as the low BN oil
on board, then a calculated mixture should be created with a resultant BN 40. This is to be
carried out using the tank-to-tank circulation method or the agitator method.
• Any new requisition must be for NAVIGO MCL EXTRA BN 40 oil.
• About 5,000 litres of high BN oil (70 or 100 depending on the vessel) needs to be retained on
board for “cleaning” the ring pack if it is fouled. This will mean running with the high BN oil
for about 5 days or so.
• Vessels with scrubbers will continue with the same usage format as before.
MAIN ENGINE CYLINDER OIL FOR VESSELS CONTRACTED TO TOTAL:
• TALUSIA UNIVERSAL (57 BN) oil is to be used after 2020 for those vessels using
compliant fuel. This cylinder oil, although it has a BN 57 rating, is specially formulated and
successfully tested for usage with fuel ranging from 0% ~ 0.50% S. The NS5 shows the
correct grade as TALUSIA UNIVERSAL 57 BN.
• In case vessels are currently using Talusia LS BN 25 and Talusia HR 70 or Talusia Universal
100 oils, these can be mixed to create a 40 BN product using tank-to-tank circulation or the
agitator method.
• If a vessel currently has Talusia LS BN 40 oil on board, this can be used for complaint fuel
and after it is exhausted, the vessel needs to switch to Talusia Universal BN 57 oil.
• About 5,000 litres of high BN oil (70 or 100 depending on the vessel) needs to be retained on
board for “cleaning” the ring pack if it is fouled. This will mean running with the high BN oil
for about 5 days or so.
• Vessels with scrubbers will continue with the same usage format as before.
AUXILIARY ENGINE SYSTEM OIL FOR VESSELS CONTRACTED TO LUKOIL:
• The system oil used will be NAVIGO TPEO 30/40. This is a 30 BN oil, SAE 40 grade. This
is to be used only after the existing oil on board has been consumed completely. Totes have
been provided to transfer remaining 40 BN oil before stemming the new TPEO 30/40 grade.
AUXILIARY ENGINE SYSTEM OIL FOR VESSELS CONTRACTED TO LUKOIL:
• The system oil used will be AURELIA TI 4030. This is a 30 BN oil, SAE 40 grade. This is to
be used only after the existing oil on board has been consumed completely. Totes have been
provided to transfer remaining 40 BN oil before stemming the new TI 4030 grade.

SP 098 Cylinder Oil Dosage

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Approver: Director, Marine Standards

A. FLAT RATE OF 0.55 / 0.60 GMS/KWH INDEPENDENT OF HFO SULPHUR

GUIDELINES FOR ADJUSTMENT OF CYLINDER OIL FEED TO A FLAT RATE OF

Running in procedure (Old liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)

1. LOAD: From 50% to maximum load step-wise over 5 hours.

2. LUBRICATION (Scrubber and non-scrubber vessels):

MAN/DAROS/FEDERAL MOGUL/GOETZE RINGS:

MES TYPE ‘b’ RINGS WITH ALUCOAT:

Breaking in procedure (New liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)

1. LOAD: From 50% to maximum load step-wise over 16 hours.

2. LUBRICATION (Scrubber and non-scrubber vessels):

Non- Scrubber vessels:

4 ring pack for MC engines:

B. CYLINDER OIL DOSAGE GUIDANCE FOR MARK 7 ME ENGINES IN OUR FLEET.

Running in procedure (Old liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)

1. LOAD: From 50% to maximum load stepwise over 5 hours.

MAN/DAROS/FEDERAL MOGUL/GOETZE RINGS 4 RING PACK:

Breaking in procedure (New liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)

1. LOAD: From 50% to maximum load stepwise over 16 hours.

2. LUBRICATION (Scrubber and non-scrubber vessels):

4 ring pack for ME Mark 7 engines:

Running in procedure (Old liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)

1. LOAD: From 50% to maximum load stepwise over 5 hours.

MAN/DAROS/FEDERAL MOGUL/GOETZE RINGS – 3 RING PACK

Breaking in procedure (New liner and new rings), whether on MGO/ULSFO/VLSFO/HFO)

1. LOAD: From 50% to maximum load stepwise over 16 hours.

2. LUBRICATION (Scrubber and non-scrubber vessels):

3 ring pack for S-ME engines

COATING AND RING THICKNESS MEASUREMENT APPLICABLE TO ALL

The procedure for Elcometer coating thickness measurement is on board all

New lubrication guidelines for MC engines running on VLSFO

New lubrication guidelines for ME engines running on VLSFO

NOTE: DUE TO VESSELS HAVING THEIR OWN UNIQUE STORAGE / SETTLING /

MAIN ENGINE CYLINDER OIL FOR VESSELS CONTRACTED TO LUKOIL:

MAIN ENGINE CYLINDER OIL FOR VESSELS CONTRACTED TO TOTAL:

AUXILIARY ENGINE SYSTEM OIL FOR VESSELS CONTRACTED TO LUKOIL:

AUXILIARY ENGINE SYSTEM OIL FOR VESSELS CONTRACTED TO LUKOIL:

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