«é New Operation 0620-1/A1 Sulzer Diesel | «.. cial Measures before and after Operation RTA48T | Measures to be taken before Putting Out of Service for Extended Period In the event of the engine being put out of service for an extended period (several weeks), the following precautions hhave to be taken Itis recommended that the engine be run for some time on diesel oil instead of heavy fuel oil before shutting it down. Thisshould be done particularly when itis intended to work on parts of the fuel system during the shut-down period (see group 0270-1). ‘© The stop lever must be in the STOP position (in both the control room and at the engine). © Close stop valves on the starting air receivers. Bring on shutoff valve for starting air 2.03 in position CLOSED (closed by hand) and open the venting valve 2.21, Engage turning gear (inthis case the starting system. to the engine is vented), Check on the pressure gauges, whether no pressures is indicated. © The water andoil pumps should be kept running for at least 20 minutes after the engine has been stopped so that the cooled engine parts are brought t as even a temperature as possible, However, the engine must not be cooled down too much. © Close off the shipboard supply to the control air system © Open tthe indicator cocks on the cylinder heads. © Post-lubrication of the cylinders. Forpost lubrication rotate the crankshaft, by turning gear, by approximately three turns.For this the cylinder lubrication mustbe switched on (push button for PRE/POST-LUBRICATION in the con- trol room desk). This switch-on impulse produces lubrication for about 10 min. and corresponds roughly to a full tum of the crankshaft. * Close the stop valves on the fuel tanks. © Open the drains of the exhaust manifold and the exhaust gas silencer. ‘* Forthe chargeair coolers, themeasures recommended by the cooler manufacturers shouldbe followed. Whensuchis notavailable, werecommend thatthe coolersare completely drainedor thecooling water pump run daily for about30 minutes with the flow quantity regulating valves in the same position as for normal running conditions, © Keep cylinder cooling water at approximately room temperature (watch for frost risks). © Coverthe suction filterof the turbocharger airtight with a plastic sheet in order to prevent air circulation through the engine (cisk of condensed water formation). ‘© With the indicator cocks open and switched-on oylinder lubrication, turn the engine a minimum of two full ruras by ‘means of the turning gear at intervals Which should not be too long (Weekly in dry and daily in damp climates). At the ‘same time where possible, startup the oil pumps. Attention | ‘Theoilpressure cannotbe completely builtup if the exhaust valves are openorwithout airspring zr. Remedy all the damage and leaks discovered during the previous running period and the checks made after shut down. * Carryout any scheduled overhauls, observing the safety regulations (followthe information givenin the Maintenance Manual). © Should the engine be taken out of operation for a longer period of time, clean and conserve the engine thoroughly ‘both externally and internally, Tae cylinderrunning surfaces and pistons are to be lubricated especially thoroughly by operating the cylinder lubricating pumps, Furthermore, engine conservation instructions may be obtained for such ceases from the engine builders. Where the auxiliary engines and boilers are also put out of operation and there is the risk of fost, all the cooling sjs- tems have to be drained off completely (in such cases the empty cooling spaces have to be protected against corzo- sion), DIESEL UNITED-SULZER 1 96.10/DU,Ne Operation 0710-1/A1 Sulzer Diesel Operating Media RTA48T | Diesel Engine Fuels J. General ‘Basically speaking, all mineral fuel olls may be bumed in a diesel engine provided suitable measures are taken. Never- theless, the quality of the fuel will have a bearingon the frequency of overhaulsand the necessary effort required for the preparation of the fuel. Consequently, apart from technical reasons, it is primarily economic considerations which — depeading on the type, size and speed of the engine, as well as its application ~ determine the fuel quality margins. Gas oils and diese! ols distilates) can be used inall our engines, Whether a specific engine types suited torun onheavy fuel and up to what grade, can be found in the "NSD Quality specification for heavy fuel oils” (see table on page 3). In ‘ase of fuels with very low sulphurcontent caremust be taken, particularly when running-in new piston ringsandoylinder liners. ‘When operating with heavy fuel oils, special measures have to be taken end the installation must be adequate. ‘The attached table under section 2 summarizes the characteristic values of marine fuel oil available on the market. ‘When buakering, the fuel suppliers generally report only a few of the values listed in "NSD quality requirements”, fre- quently merely the density and maximum viscosity. This also handicaps the assessment of a fuel oil. ‘The supplier should, however, guarantee the stability ofthe fuel, ie. resistance to the formation of sludge. Furthermore, the fuel must not have any corrosive effect on the injection equipment. ‘Mixing of fue! oils from different supplies should be avoided as far es practicable, since there isa tisk of incompatibility difficulties if fuels having different compositions are mixed (for instance this may cause fouling of filters). ‘The followingtable under section 2 maybe used as. guide for firstclassification of fuels according to certain characteris- tic values, (continuation on page 2) DIESEL UNITED-SULZER 1 1995“2 0710-1/A1 Operation Mi Sulzer Diesel RTA48T 2. Summary of marine fuel oil characteristic values (This summary does not represent a quality specification) | This summary gives only a survey of available fuel oils but does not indicate th Regarding to the respective permissible limiting value, see NSD Quality requirements under section 3. tis not necessarily complete, other properties may also influence the engine performance. Marine Diesel Oil ean be pure distillates or may be blended, Some properties of blended oil may exceed the fuel qual- ity requirements for specific engine types. Properties Marine Gas Oil | MarineDiesel Ol | Intermediate Fuels | Bunker Fuel Oil Density at 15°C kg/m3| _§20...870 850...920 900... 991 ‘up to 1010 Viscosity at40°C mms (cSt) 15.7 414 ~ - at50°Cmm%s (cSt) - - 30... 420 up to700 High viscosity fuels must be heated to reduce the viscosity to the recommended value at engine entry. Pour point cl 6. +6 6.46 0.20 upto20 The fuclcan no longer be pumpedin the vicinity of the pour point and heating devices are necessary for tanks and pipes at corresponding ambient temperatures. ‘Sulphur % 02.2 02.42 1d T Ti5) During combustion the sulphur ofthe fuel burns to form sulphur oxides which inturn form : sulphuric acids. These acids are very corrosive to the cylinder liner walls and the piston rings primarily if temperatures of these components are below the dew point. The corro- sive attack can be combated by a cylinder oil with sutficient alkalinity, expressed by its BN (Base Number). Regarding the selectionof the BN in relation to the sulphur conteatofthe fuel, reference is ‘mace to instructions in group 0750—1. Experience shows that also an excessive BN can have detrimental effects such as forming hard deposits in the combustion chamber of the engine. Conradson carbon %| up t00.20 wp i025 uptoi8 upto 20 residue MCR Ahighconradson figure shows that the fuel tends to form deposits during combustion, and thus favours the fouling of nozzles, piston ring grooves, gas outlet ducts and scavenge ports [Ash content %|___upto0nt up to 002 wptoois uptoo2 ‘Ash grinds piston rings, cylinders and valves, and can also promote fouling and burn-off especially with a high vanadium and sodium content. The sodium content should be less than 1/3 of the vanadium content. % 0... 041 0.025 01.1 up to2 =40 40... 20 |Cetane number/index CCAT 350 880 Theinflammability of marine fuels (heavy fuel oils) isas of recently being judged the CAL (Calculated Carbon Aromaticity Index). Thisindex should not lieabove 870. Slow running engines are less sensitive inthis respect. For pure distillate fuels the CETANENUMBER is used as reference. This number should not lie below 30. Flash point c Min. © °C Note: suitability. DIESEL UNITED-SULZER:Operation 0710-1/01 izer Diesel RTA48T 3. Heavy fuel oil Diesel engine fuels include a variety of petroleum products ranging from gas oil to heavy fuel oil. Gas oil is produced fromcrudeoil by distillation and processing whereasfueloilis mainly the residue left after distillation ofthe crudeoil, To obtain the desired viscosity the residueis blended down with lighter, less viscous components, Modern refineries apply also so-called secondary conversion processessuch as visbreakingandcatalyticcracking to obtain a higher proportionof lighter products. These products are used as blending stocks for heavy fuel oil. Apart from distillate fuels, the designation forresidual type fuelisnot uniform and the following designations areinuse: Marine fuel oil light marine fuel oil, bunker fuel C Intermediate fuel, thin marine fuel oil, ight marine fuel oil. Marine fuels are usually differentiated by viscosity, whereby the viscosity is mostly indicatedin centistokes (cSt) at 50°C, The classification according to ISO or BSI standards and to the CIMAC as guiding principle is gradually gainingin im. portance, Ithas to be well noted that viscosity by itselfis not a quality criterion anymore. To evaluate the quality andsuitabilityofa fuel for use in a diesel engine, a number of characteristics such as listed in the fuel oil requirements table have to be considered as a whole. For assessing the inflammebility ofa diesel fuel so farsolely the CETANE number (established by a standardized engine test) or the CETANE index (established by calculation) have been utilized. This can according to definition only be the case for distillate fuels. Nowadays the so-called CCAI (Calculated Carbon Aromaticity Index) is recommended forma- rine fuels, The inflammabiliy is of particular importance for higher speed engines. Experience has shown that for slow- speed diesel engines the inflammability is of litle importance. ‘The use of fuel oils with properties approaching the maximum numbers requires very goodsupervision and maintenance ‘of the engine and, in particular, ofthe fuel treating equipment, With fuels of poor quality and inadequate fuel prepara- ‘Won, premature overhauling and added maintenance costs have to be faced. NSD "Fuel oil requirements” gives the fuel quality limits for bunkers and recommendations at the engine Inlet) Trem Unit Limitvalue | ‘Testmethod | Recommended value at the engine inlet Density at 5 °C kgm? [max 991° | 1503675 nex. 991 Kinematicviscosity )...... atS0°C] St max. 700 180.3104 aoc] — cst max. $5 1803104 13-217 Conradson carbon 2)... (MCR)} % (mim) | max 22 1s0 6615 max. 15 Sulphur eee Devccseerecee| 96 (anim) | max5.0 180 8754 max. 35 Ashcontent Decrees] % (im) | max. 0.15 Iso 6245, max. 0.05 Vanadium .. mghkg max.600 | no standard *) max. 150 Sodium ........ oe mghkg max.100 | no standard *3) max. 30 Aluminium + silicon... mykg max.80 | nostandard *3) max. 25 Sediment ........2)... % (mim) | max.01 (Shell) 0.05 Water content ....4).., % (WN) max. 1.0 180 3733 02 Flash point . eS min, 60 Iso2719 nin, 69 Pour point ..26..8..ceccseeeef °C max. 30 1803016 max.30 Asphaltenes cescssees| mim (%) - - max. 8 Notes !)... ® to NSD Quality requirements see under section 4 16St (centistokes) = *) The fuel should not inciude any added substances, used lubricating oils or chemical waste ete, *) Density up to 1010 kg/cm? can be accepted if the fuel treatment plant is suitably equipped to remove water from high-density fuel. +) Analysis by ICP or AES is recommended. DIESEL UNITED-SULZER 2) 1996“9 0710-1/A1 ‘Operation New or Sul Diesel RTA48T Before the fuelis fed into the engine system, some values such as viscosity, water and aluminium content must be further reduced by efficient fuel treatment, For the design of the fuel treatment plant, itisstrongly recommended to follow the relevant recommendations of New Sulzer Diesel (according te'section 4). The above fuel quality requirements correspond to the following standards: CIMAC Recommendations ... 1990 H55/K55 180 8217 . 1987 RMHSS BS MA100 1989 RMHSS 4. Notes to "Fuel oil requirements (heavy fuel oil)”: 4.1. Viscosity ‘The maximum admissible viscosity ofthe fuel that can be used in an installation is dependent on the heating and fuel preparation equipment. Asa guidance, the necessary preheating temperature for agiven viscosity may be taken from the viscosity-temperature diagram (group 0270-2) inthe engine Operating Manual, The recommended viscosity values of the fuel oil before engine are: 13 ~ 17 cSt (mm?/s); 60-75 SecRW1. 4.2. Conradson carbon residue (MCR), asphaltenes (compatibility / stability, SHF test) High levels of carbon and asphaltenes impair the combustion quality of the fuel end may cause increased wear and foul- ing of engine components. Asphaltenes also have a bearing on the compatibility and stability of blended fuels and can ‘cause problems of excessive sludge formation in the centrifugal separators. From experience, fuels with an asphaltene content of less than two thirds of the MCR number are considered asbeing less critica in that sense: Te minimize com- patibility problems, care should be taken to avoid mixing bunkers from different sources/suppliersinthe storage tankon board. Care must also be taken if fuel blending is intended to bring down the viscesity of the fuel by blending with a distillate type fuel (e.g. marine diesel oil). Paraffinie cistillate, when added to the heavy fuel oil, can cause the asphal- tenes to settle out, resulting in heavy sludge formation. For judging the stability ofa type of heavy fuel oil the SHF-test (sediment by hot filtration) is generally applied. Fora safe stability criterion, the fuel must not exceed 0.10% sediments in the hot filtration test (SHF). 4.3. Sulphur The alkalinity (BN) of the lubricating oil should be selected with regard to the sulphur level of the fuel in use For exemple when using fuel oil with a very low sulphur content, cylinder lubricatingoil with correspondingly lower BN istecommended. Indications for the selection of the BN of lubricatingoll in relation to thesulphurcontent ofthe fuel oil are found in the recommendations for lubricating oil. 44. Ash and trace metals Fuels ols with low contents of ash, vanadium and sodium are preferable. These components are detrimentalsince they tendtopromote mechanical wear, high-temperature corrosion and the formation of deposits in the turbocharger andon the exhaust valve, ‘Since sodium compounds (axides, sulphates) depress the melting point of the vanadium, which is very corrosive in the liquid phase, the sodium content should be as low as possible. With certain ratios of the vanadiun/sodium content, the compounds form a eutecticum with ¢ minimum melting point which must be avoided. The maximum sodium content must not exceed 100 ppm (mg/kg) to avoid fouling of turbocharger components. ‘The effect of high-temperature corrcsion and the formation of deposits can be counteracted by application of suitable fuel treatments, known as so-called ash modifiers, DIESEL UNITED-SULZER 1996 4New Operation 0710-1/A1 Sulzer Diesel RTA48T 45. Aluminium Aluminium occasionally appears in crude ofl as @ natural common impurity element. Ifit appears, however, ina larger percentage compounded with silicon in the fuel oil (.g. over 10 mg/kg) it can be regarded as an indicator of catalytic fines (cat. fines) as residues of catalytic cracking, Such residues ean enter marine fuel oilasaresult of errorsinthe refin- ing operation or else by using unsuitable blending components in considerable quantity in the process. ‘These catalytic residues from aluminium oxides appearas smell pelletsandcan cause extraordinary high wear on piston rings and cylinder liners. In order to eliminate these particles in the separator, the separator operation must be op! mized, ic, thethroughput must possibly be reduced to essthan 20% of aormal rate and the separating temperature kept as high aspossible (98°C). Experienceshowsthatwith correct operation of the separatorthe content ofe.g. 30mg/kg.can be reduced to ess than 10mg/kg, When judging the destructiveness of such residue, not only its ratio rag/kg) butaleo the size distribution and the shape of the pellets are relevant. In practice these criteria are, however, not easily kept under control. 46.Water “The water content ofthe fuel must be further reduced by careful purification, most effectively done by centrifuging and the use of proper draining arrangements on the settling and service tanks. A water content not exceeding about 0.2% volume after fuel treatment is an appropriate guiding value. “To achieve a good separating effect, the throughput should be reduced and the separator temperature kept as constant as possible, For recommended data, refer also to the separator Instruction Manual. 47. Flash point ‘The flash point isa value determined by the inspection authority for judging fire risks. For this, local rulings by the re- sponsible authorities must be additionally observed. The flash point is basically no quality criterion for diesel oil. 48. Pour point The lowest admissible temperature of the fuel must be about 5+-10"C above the pour point to ensure easy pumping. 49. Ignition quality (CCA) ‘The Caleulated Carbon Aromaticity Index (CCAI), as proposed by Shell, hasbeen suggested as a criterion for the ign tion quality of diesel fuels. Although there appear to be norigidly applicable limitsfor this quality, generally, a fuel with a CAI value not exceeding the number 870 may be considered as giving no trouble in this respect. The CCAL is not a criterion for other quality properties ofa diesel fucl. DIESEL UNITED-SULZER ae: 1996” New Operation 0720-1/A2 Sulzer Diesel) 0 yerating Media c RTA48T | Fuel Treatment, Fuel Oil System Heavy fuel oils, as they are supplied today for burning in diesel engines, require a careful treatment which makes the installation of e suitable plant necessary. According‘ present techniques the mosteffective cleaning of liquid fuels from solids and water is achieved by centrifugal separators. . 1, Treatment of heavy fuel oils, treatment plant, present-day treatment equipment end its use Heavy fueloilsare mostly contaminated with solids and water. Should uncleaned or insufficiently treated heavy fuel oil enter the engine, it can cause unacceptably rapid wear on engine componeats like piston rings, cylinder liners, fuel pumps, fuel valves etc, Furthermore excessive sediment can be formed in the combustion spaces. Particularly sodium in the fuel oil (which originates from seawater) leads to formation of deposits on pistons and in the turbocharger. For this reason, water must be separated carefully out of the fue! oil. ‘Settling tanks are used for the firststeps of treatment. However, they only effect a coarse separation, particularly offree water from the heavy fuel oil. To keep them eifective settling tanks must have the sludge and water, accumulating in the tank botiom, periodically drained off. ‘The main cleaning is effected by optimally dimensioned and correctly adjusted and operated centrifuges. Modern de- signs render superfluous the previously necessary adaptation of the gravity discs covarying densities of heavy fueloilsin use. Modern machines automatically expel the sludge from the centrifuge. For modem power plants, designed for burn- ing heavy fuel cls of the lowest grede, such centrifuges ere an absolute necessity. This applies in particular when heavy fuel oils with densities of 991 kg/m? and higher and with viscosities of 700 cSv/50°C must be used. Homogenizerscan improve combustion properties to some extent. They will, however, be of no help in the removal of solids from the fuel oil. They are therefore to be regarded solely as ausiliaries in the treatment plant. Filtershold back solids of a specified size and shape. Theycan, however, practically not hold backwater, Water willpartly even cause accelerated fouling of filters. ‘ay Asa result of experience we strongly recommend the use of modern centrifuges for the treatment of heavy fuel cls. The separating effect, ic. the cleaning effect depends on the throughput and on the viscosity of the heavy fuel oil. Asa ‘general rule, the smaller the throughput (m¥h or Itr/h) and the lower the viscosity of the heavy fuel oil, the better the separaiing effect. Itnecessitates heating the heavy fuel oll before it enters the centrifuge and maintaining the working temperature at a constant level within a tolerance of + 2°C. The minimum required heat-up temperature depends on the viscosity at 50°C of the heavy fuel oil in question. This temperature can be read off the viscosity/temperature dia- gram, please also refer to the instructions of the makers of your centrifuge. For design reasons the admissible heat-up temperature is limited to 98°C. For operation, the instructions of the centrifuge makers are to be followed in the first place. ‘Treatment of heavy fuel oil, heavy fuel oil and diesel fuel oil separation (see Fi; ‘The sludge removed by centrifuging mustbe removed periodically from the separator drum. In the case of elf cleaning centrifuges the sequence of the emptying process may be controlled automatically but even in such a plant the correct function and the frequency of proceedings must be kept in control by the operating personnel. Of utmost importance is the unimpeded drain of the sludge from the drum, so that unacceptably high back pressure docs not impair the function ofsepacation and thereby of cleaning the heavy fuel oll. This point must be absolutely assured in operation by periodical inspections, 2, Layout of the fuel oil system (see Fig. "B’) In the recommended standard plant the complete fuel system is kept under pressure to prevent the evaporation of any water in the fuel at the temperature required for the heavy fuel oil ‘At the corresponding position of the 3-way valve 21, heavy fuel is drawn from the daily tank 2 by the low pressure feed pump 23 which supplies it to the bufier unit 24. The booster pump 25 takes the fuel rom hereand deliversitio the engine fuel injection pumps 28 via end-heater 26 and filter 27. The rated capacity of the booster pump 25 is Several times higher than that of the engine fuel consumption rate. The fuel not consumed by the engine flows back to buffer unit 24. DIESEL UNITED-SULZER 1 19980720-1/a2 Operation New | Sul Diesel RTA48T ‘The required system pressureisset by the pressure regulating valve 31, the pressureat inlet to the fuel injection pumpsby pressure retaining valve 31a (adjusting value see group 0250-1). * ‘The pump 23 supplies only so much fuel irom the daily tank 2 as the engine consumes. The contents ofthe heavy fuel oil daily tank 2 mustbe heated, ifnecessary. However, the official safety regulationslimit the temperature to which itcanbe heated. (Only the fuel in thesystem between the buffer unit 4 and the fuel injection pumps must be heated to the required injec- tion temperature, This is done by the end-heeter 26. When necessary during preheating, the heating systems of the buffer unit 24 and the return pipe can be put on. “The installation should be so laid out with non-return valves that no heavy fuel oil can enter the diesel oil dally tank 3. Key to Illustrations: ’A’ Heavy fuel end diesel oil separating system °B Fuel system layout °C Fuel oil system of one cylinder 1. Heavy fuel oil settling tank 24 Buffer unit, heatable and insulated 2. Heavy fuel oil daly tank 25. Booster pump 3. Diesel oll daily tank 26 Ené-heater 4. Heavy fvel oil separator supply pump 27 Fuel filter, heatable 5. Heavy fuel and diesel oll supply pump 28 Fuel injection pump 6 Suction filter 28. Air overflow pipe 7 Heavy fueloil preheater 30 Bypass pipe 8 Three-way valve 31. Pressure regulating valve 9 Self-cleaning heavy fuel oil separator 31a. Pressure retaining valve 10 Selfcleaning heavy fuel oil / 32 Leakage pipe from fuel injection pump diesel oil separator 33. Leakage pipe from fuel pipe duct 20 Main engine 34. Fuel leakage monitoring 21 Three-way valve 35. Throttling disc (if needed) 22. Suction filter . 36 Return pipe 23 Low pressure feed pump I. Todiesel oll storage tank VI. To heavy fuel oil separator II From heavy fuel oil transfer pump VII To vent manifold II Draining/de-watering VIII. From diesel oil separator IV From diesel oil storage tank IX. From heavy fuel oil separator V. Toseparator sludge tank X_ From the transfer pump —©>- Flow indicator PI. Pressure gauge M- Heated & insulated pipes TL Thermometer SKK insulated pipes DAH _ Differential pressure alarm high ph. Pressure regulating valve DPI Differential pressure indication 8 Sight glass LAL Fluid level alarm, low -Q- Viscosimeter LAH Fluid level alarm high VAHL Viscosity alarm high DIESEL UNITED-SULZER0720-1/A2 Operation New Sulzer Diesel RTA48T DIESEL UNITED-SULZER 1996 220720-1/A2 Operation New Sulzer Diesel RTA48T © . Fuel pressure pipe Injection valve an ell i Priming viave \, Fuel distributor f igh pressure pipe | 5 ry v Delivery valve ‘Suction valve Pressure retaining vaive Injection pump g } Installation side Spill valve Fuel spill pipe Fuel suction pipe DIESEL UNITED-SULZER 4s 97.8.DUNM Operation 0740-1/A1 SI Diesel 6 .rating Media RTA48T | Charge Air and Compressed Air 1. Charge air ‘The air required for scavenging and charging of the cylinders is drawn in and compressed (see group 6500-1) by the turbocharger either from the engine room or from outside, depending on the installation. ‘The aspirated air must be as clean as possible, to keep the wear of cylinder liner, piston rings, compressor wheel of the turbocharger etc. small. For this purpose air filters are fitted to the suction part, which must be serviced and or cleaned respectively (see group 6510~1). Vibrationsin service can cause gaps to appear in the filter material through which un- filtered air is then sucked in. 2. Starting air/control air 2.1, Starting air ‘The starting air required for starting the engine (max.30 bar) is pumped into the starting air esselsby compressors. For starting the air enters the cylinder directly. It must therefore be clean and dry. The starting air vessels must be drained periodically of accuraulated condensed water (sce group 8018-1). 22, Control ai ‘The control air required for the engine control is taken from the shipboard system. ‘Tp safeguard "Stand By Supply” of control air supply unit(A], additional compressed air, branched off at reduced pres- sure from the starting ai, takes over in case the control air supply fails (see group 4003~2). DIESEL UNITED-SULZER 1¢ 1995New Operation 0750-1/A1 Sulzer Diesel) o erating Media RTA4B8T | Lubricating Oils 1. General ‘The engine has separete systems for lubricating certaia items, Eacheystem puts special demands on ts lubricantwhich ‘can best be fulfilled by 2 lubricating oil developed for that particular purpose. In principle, we recommend the use of ol types and not brands, We leave the choice of the oil brand up to the owner. 2. System oil ‘The system oil (bearing oil) provides lubrication forthe bearings and the running gear of the engine and via the cross- headlubricating oil pump 4 also for the crosshead assembly. In addition, italso activates the hydraulic control system of the engine (see group 8016~1). Formarine crosshead engines with oil-cooled pistons, an additive-type crankcase oil of the SAE30 viscosity grade must ‘be used as system oil, It must have aminimum BN of S and detergent properties. Good thermal stability, antifozm prop- erties and good demulsifying performance are further requirements. Approved oils are shown in the 'New Sulzer Diesel Oil List’ valid for the respective type of engine, or in the Engine Manual Supplied by Diesel United. Oil care Inorder to msintainthe lubricating oll always in good serviceable condition over along period oftime, effective oil treat- mentisabsolutely necessary. This is best achieved by a self-cleaning, centrifugal separator working as purifier in by-pass by circulating the oil from the oil tank through the separator. The system oil volume should be centrifuged 3 times per day through the separator operating at 40% through-put of itsrated capacity, Therecommendedoil temperature forthis ‘treatment is 85 to 95° Cunless otherwise advised by the oil supplier. Alkaline system oils must not be water washed! Solid contaminants (dirt) and water must be removed from the ol ia use as completely as possible. There is always the risk that water can enter the system and cause corrosive attack on engine parts particularly with sea water. Weter con tamination can also lead to bacterial infection ofthe oll resulting in loss of lubrication capability and heavy corrosion of thesystem. Good housekeeping is themost effective precaution against this, meaning in practice tokeep water outo!the cil. The water content of the lubricating oil should not exceed 0.2% by mass over an extended period of time. If higher ‘water contamination is observed, special measuressuch 2s intensified treatment in the separator or in @ renovating tank must be considered. Attention limits for selected oll parameters ‘To monitor th: good condition of the lubricating olin service, oil samples shouldbe taken and analysed on a periodical basis. The relevant instructions in the Maintenance Manual must be followed (see group 0900~1). ‘When monitoring the oil condition by routine analysis, itis recommended to make use of the services provided by all major oil companies. For the system oil maintenance in RTA-engines the following attention limits for selected oil characteristics can be applied as a guidance: Parameter Unit Limit Kinematic viscosity at 40°C ......... mms(eSt). max. 150 Flash point (PMCC) . XG + min, 180 Total insolubles .......... + mm (%) . below 0.5%" Base Number (BN) .. sere mgKOH/g .. max, 30 Water (distillation) .... mim (%) max 02 Acontent of total insolubles of up to 1% can occur under certain conditions and should immediately be attended to byiintense remedial actions. Recommended test method is IP 316/88, Tone of the limitsis reached appropriate remedial action should be considered to correct the situation. Such action can be intensified purification (reduction of through-put, adjustment of temperatures), treating ina renovating tank or par- tial exchange of the oil charge. It is advisable to consult also the oil supplier in such a case, DIESEL UNITED-SULzI 96.10/DU 10750-1/A1 Operation New izer RTA48T ‘These limits are set out asa guidance. The quality condition ofthe cil in circulation, however, cannot be fully judged by ‘one single parameter. Other oil parameters aswell must be used incontext io beable to find the cause ofthe problemand the appropriate remedy for correction. © Experienceshowsthatwith correctly designed installations and carefully performed oil care measures, generally enough safety margin to the mentioned values can be maintained. 3. Cylinder lubricating oil Under normal running conditions an alksline cylinder lubricating oil of SAE 50 viscosity grade with « minimum kine- matic viscosity of 18.5 oSt et 100°Cis recommended. The alkalinity of the oilisindicated by its Base Number (BN, unit mgKOH/). The alkalinity ofthe lubricating oil mustbe chosen with regard to thesulphur content ofthe fuel,the higher the sulphur content, the higher the lubricating oil's alkalinity (BN) must be. Remark | The "Base Number” (BN) was formerly known as "Total Base Number” (TBN). Only thename has changed, values remain identical. ‘The following relation is indicated for guidance: Fuel sulphur content (%): ss | below0.25 | 0.25-1 | 10-30 | over35 more than 70 BN of the lubricating oil (mgKOH/): | about 10 10-29 | 0 ‘When running the engine continuously on a fuel having a very low sulphur content, i. sulphur content below 0.5% by Weight, an excessively alkaline cylinder lubricating oil must be avoided. Such a combination can easily lead to scuffing of the piston ring and cylinder liners, particularly ater a piston overhaul (new rings). In practice, lubricating oils having a BN of about 10 ~ 20 and @ fuel sulphur content of 0.25 ~ 1.09% have proven successful in service. ‘The running-in of new pistonrings and cylinder linersshould notbe doneusing the standard high alkaline cylinderlubri- cating oil (BN70). For running-in the use of straight mineraloil (BN 0) shouldonlybe provided during the first few hours and only for fuel having a sulphur content up to 0.25%, Such oils under the influence of the higher temperatures now prevailing in modern highly loaded diesel engines, tend to form deposits on pistons and in the piston ring area. For this reason, straight mineral oils should be used only up to about 60% of CMCR. For running-inwe recommend theuse ofa lubricating oil with a base number (BN) of about 10 ~ 20, Increased cleanliness can be achieved by thesufficient deter- ‘gency anc dispersancy performance of the oils and have proven successful in service, It isimportant that their viscosity is of SAE 50 grade with a minimum of 185 eSt (mm/s) at 100°C. 4. Turbocharger oil (with independent lubricating system) For the selection and maintenance of the lubricating oil, the instructions contained in the turbocharger instruction manual are to be observed, Asa general recommendation, a good quality mineral oil of the rust and oxidation inhibited type also displaying good resistance to thermal degradation and antifoaming properties can be used. This is best achieved by the application of a premiumturbine oil. The viscosity should comply with ISO VG 68 or VG77/78 (i.e. 68t0 78 cSt at 40°C). Ifin the turbo- charger a fairly rapid discolouration of the lubricating oil is observed the roller bearingsshould be inspected for prema- ‘ture wear. On the other hand, over theservice time a gradual discolouration of the lubricating oil is causedby ageing and oxidation processes. 5. Hydraulic governor oil Arrust and oxidation inhibited oil having good air dispersion and antifoaming properties is recommended for use in the hydraulic governor. The viscosity at service temperature should be between about 25 and 60 cSt. In prectically every case thesame oilas isused inthe turbocharger may also be used here, Only clean oil maybe added. It is recommended to change the oil charge once a year. 6, Turning gear oil EP gear oil, FZG-test loading stage 12, Viscosity ISO VG 220. : DIESEL UNITED-SULZER 1995 26