Lubricating Oil Service &

Transfer System

MARINE DIESEL ENGINES II

 The Lube Oil System

 Lubricating oil for a marine diesel engine achieves two objectives; it

must cool and lubricate.

 The oil is taken from the drain tank (sump tank) usually underneath
the engine by a screw type pump. It is cooled, filtered and
supplied to the engine via the oil inlet pipe or inlet rail at a pressure
of about 4 bar.
Lubrication of Trunk Piston Engine

 On a medium speed 4 stroke engine the oil is supplied to the main

bearings through drillings in the engine frame to the crankshaft
main bearings.
 Drillings in the crankshaft then take the oil to the crankpin or bottom
end bearings.
 The oil is then led up the connecting rod to the piston or gudgeon
pin and from there to the piston cooling before returning to the
crankcase.
Lubrication of trunk piston engine

 Oil is also supplied to lubricate

the rocker gear operating the
inlet and exhaust valves, and to
the camshaft and camshaft
drive.

 The oil then drains from the

crankcase into the drain tank or
sump.
Lubrication of Trunk Piston Engine

 The cylinder liner must be lubricated as well. This is so there will be a

film of oil between the piston rings and the liner and also so that any
acid produced by combustion of the fuel is neutralized by the oil
and does not cause corrosion.

 Some of this lubrication will be supplied by so called "splash

lubrication" which is the oil splashed up into the liner by the rotating
crankshaft.
 Splash Type Lubrication
on Trunk Piston Engine

Cylinder liner
Piston rings

Oil is picked up by the webs

Gudgeon pin while rotating, and splashed
onto the piston and liner

Connecting rod
Crank pin, bottom end
bearing (rotatory
motion) Journal, journal bearing
(rotatory motion)

Web extension
Web
Oil
Two Stroke Crosshead Engine Lubrication

 On a two stroke crosshead engine lubricating oil is supplied to the

main bearings and camshaft and camshaft drive.

 A separate supply is led via a swinging arm or a telescopic pipe to

the crosshead where some of it is diverted to cool the piston
(travelling up and back through the piston rod), whilst some is used
to lubricate the crosshead and guides, and the rest led down a
drilling in the connecting rod to the bottom end or crankpin
bearing.

 Oil is also used to operate the hydraulic exhaust valves.

 Piston
Lubrication of crosshead engine
Piston rings
Piston skirt
Platform separating Piston rod
cylinder from crank case
Stuffing box

Crosshead, crosshead
bearing (reciprocating)
Oil pumped at
a certain
pressure Connecting rod

Crank pin, bottom end

bearing (rotatory
motion) Journal, journal bearing
(rotatory motion)
Web
Circulating Oil
(Lubricating and cooling oil)

 Rust and oxidation inhibited engine oils should be chosen.

 In order to keep the crankcase and piston cooling space clean of

deposits, the oils should have adequate dispersancy/detergency
properties.

 Alkaline circulating oils are generally superior in this respect.

 Circulating Oil System
 Pump (4) draws the oil from the bottom tank and forces it through the lub. oil cooler (5), the
filter (6), (with an absolute fineness of 50 μm (0.05 mm), corresponding to a nominal fineness
of approx. 30 μm at a retaining rate of 90%) and thereafter delivers it to the engine via three
flanges: Y, U and R.
 Y) Via the camshaft booster pumps, oil is supplied to camshaft bearings, roller guides
and exhaust valve actuators.
 U) The main part of the oil is, via the telescopic pipe, sent to the piston cooling manifold,
where it is distributed between piston cooling and bearing lubrication. From the
crosshead bearings, the oil flows through bores in the connecting rods, to the crankpin
bearings.
 R) The remaining oil goes to lubrication of the main bearings, chain drive and thrust
bearing.
 The relative amounts of oil flowing to the piston cooling manifold, and to the main bearings,
are regulated by the butterfly valve (7), or an orifice plate.
 Cylinder Liner Lubrication

 Larger medium speed marine diesel engines also use separate pumps
to supply oil under pressure to the cylinder liner.

 The oil is led through drillings onto the liner surface where grooves
distribute it circumferentially around the liner, and the piston rings
spread it up and down the surface of the liner.
 Cylinder Liner Lubrication

 Lubricating oil in the cylinder is different from the oil supplied to the
other bearings in two stroke crosshead engines.

 The cylinder oil contains additives to withstand the high temperatures

and contaminants from combustion products.

 The oil is slightly basic in nature to counter the acids formed from
combustion.
 Cylinder Liner Lubrication

 Scraper rings spread the oil over the liner surface.

 Lub. oil is usually injected between the two scraper rings.

 Oil is injected at a predetermined period during the downward stroke.

 Before starting, oil is pumped into the liner by manual priming methods.

 After starting, the oil pump is driven by the engine through a cam shaft.
 Cylinder liner
Compression rings

Scraper rings
Oil injection passage

Piston
Cyl. Liner Lubrication

Injection points

Cylinder oil
pump/lubricator

Handle

Camshaft
 Cylinder Liner Lubrication
What is Alpha Lubricator System?

The Alpha ACC (Adaptive Cylinder Oil Control) is

based on an algorithm controlling the cylinder oil
dosage proportional to the sulphur content in the fuel.
 Cylinder Liner
Lubrication
What is Alpha
Lubricator System?
 Cylinder Liner Lubrication
The Principle of the Alpha ACC

 The pump station supplies the Alpha Lubricators with 40-50 bar oil
pressure at normal service temperature between 30-60 C.

 The MCU (Master Control Unit) controls the oil injection by activating a
solenoid valve situated on the relevant lubricator.

 Timing is based on two signals from the angle encoder, a TDC cylinder 1
marker and a crankshaft position trigger. The Alpha Lubricator system is
normally timed to inject cylinder oil into the piston ring pack during the
compression stroke.
 Cylinder Liner Lubrication
The Principle of the Alpha ACC

 Alpha Cylinder Lubricating System.webm

 Cylinder Liner Lubrication
Four Factors Determine The Lubricating Oil
Feed Rate:

 Sulphur content in the fuel oil

 Alkali content in the cylinder lube oil
 Engine service life
 Engine load
 Cylinder Liner Lubrication
Four Factors Determine The Lubricating Oil
Feed Rate:
 A MAN B&W two-stroke engine requires extra attention and extra
lubricating oil during its first 2,500 running hours, the first 500 hours being
the most demanding period.
 The running-in periods are classified in three categories:
1. breaking-in (0-500 hours)
2. running-in, phase 1 (500-1,500 hours)
3. running-in, phase 2 (1,500-2,500 hours).
 The purpose of extra lubricating oil during the running-in period is to:
- help flush away wear particles
- build up oil film in a not yet run in cylinder.
 Cylinder Liner Lubrication
BN and Low-sulphur Fuel

 MAN Diesel recommends a minimum oil feed rate of 0.60 g/kWh for
any lubricating oil for hydrodynamic purposes.
 However, to avoid surplus alkaline additives in the cylinder, it is
generally recommended that the alkaline content in the lubricating oil
match the sulphur content in the fuel oil. This is particularly crucial
when operating on low-sulphur fuel for extended periods (more than
14 days).
 Low-BN oils should be chosen for low-sulphur fuels, and high-BN oils for
high-sulphur fuels.
 Cylinder Liner Lubrication
Why Alpha Lubricator System?

Significant savings on cylinder oil

Lower particle emission levels

Reduced combustion chamber wear

 Lube Oil System Components

 OIL TANKS
 FILTER
 OIL PUMPS
 COOLERS
 SEPERATORS
 PRESSURE AND TEMPERATURE MEASURING INSTRUMENTS
 SECURITY INSTRUMENTS
 Sump Tank

 The storage tank usually forms the bottom-most compartment of the engine.
 Oil from the sump is usually transported to the bearings by an engine driven
pump or an independently electric motor driven pump that transports the oil
to the journal bearings.
 Usually a strainer is provided on the suction side of the pump to prevent large
contaminant particles from damaging the pump and bearings.
 Lube Oil Coolers

Oil in
TG

PG
TG TG

Water in Water out

PG PG

PG
TG

Oil out

 Oil flows in the shell around the tubes and passes the heat to the water.

 The in/out temperatures of the oil and water are to be monitored.

 Lube Oil Filters

 Clean or particle-free separated oil usage is essential to provide

efficient lubrication for engines. Filters are used to remove the solid
particles, metals and carbon in oil.
 There might be duplex manual filters, magnetic filters, automatic back
wash filters and centrifugal oil filters equipped on engine room.
Lube Oil Filters
 Centrifugal By-pass Oil Filters

 Oil enters the centrifuge under pressure and

flows into rotor thru hollow rotor shaft.
 The oil pressure and flow is converted in
rotational energy as oil escapes through
Rotor jets, producing speed up to 8000 rpm.
 The resultant centrifugal force removes dirt
from engine oil, depositing it on the inner
wall of rotor in a dense cake form.
 Clean oil drains back to the engine oil by
gravity.
Centrifugal By-pass Oil Filters

 Full flow filter carries entire oil flowing to

various engine components, hence it has
coarse filter element of 30 to 50 µ to meet the
flow requirement of engine components). It
removes large particles, however fine
particles remain in the oil.

 Centrifugal oil cleaner is installed in bypass

line. It is a multi pass cleaning system, it
processes small quantity of oil continuously &
removes all the Particles present in the lube
oil down to1µ. Thereby achieving very high
level of oil cleanliness.
Cooling Oil Failure

 The piston cooling oil is supplied via the telescopic pipe fixed to a
bracket on the crosshead.
 From here it is distributed to the crosshead bearing, guide shoes,
crankpin, bearing and to the piston crown.
 Failing supply of piston cooling oil, to one or more pistons, can
cause heavy oil coke deposits in the cooling chambers.
 This will result in reduced cooling, thus increasing the material
temperature above the design level.
Cooling Oil Failure

 In such cases, to avoid damage to the piston crowns, the cylinder

loads should be reduced immediately, and the respective pistons
pulled at the first opportunity, for cleaning of the cooling chambers.
 After remedying a cooling oil failure, it must be checked (with the
circulating oil pump running) that the cooling oil connections in the
crankcase do not leak, and that the oil outlets from the crosshead,
crankpin bearings, and piston cooling, are in order.
Lubricating Oil Failure

 If the lub. oil pressure falls below the pressures stated in Chapter
701, the engine’s safety equipment shall reduce the speed to SLOW
DOWN level, respectively stop the engine when the SHUT DOWN oil
pressure level has been reached.
 Find and remedy the cause of the pressure drop.
 Check for traces of melted white metal in the crankcase and oil
pan.
 Feel over 15-30 minutes after starting, again level. one hour later,
and finally also after reaching full load.
Lubricating Oil Failure

Stop the engine, open the crankcase. Feel-over the moving parts by
hand or with a ‘‘Thermo-feel’’ on sliding surfaces where friction may
have caused undue heating. Feel:
 Main, crankpin and crosshead bearings,
 Piston rods and stuffing boxes,
 Crosshead shoes,
 Telescopic pipes,
 Chains and bearings in the chain casing,
 Camshaft bearing housings,
 Thrust bearing / guide bearing,
 Axial vibration damper.
Circulating Oil Treatment

 Circulating oil cleaning, during engine operation, is carried out by means of

an in-line oil filter, the centrifuges, and possibly bypass filter, if installed.
 The engine as such consumes about 0.1 g/BHPh of circulating lub. oil, which
must be compensated for by adding new lub. oil.
 It is this continuous and necessary refreshing of the oil that will control the
TBN and viscosity on an acceptable equilibrium level as a result of the fact
that the oil consumed is with elevated figures and the new oil supplied has
standard data.
 In order to obtain effective separation in the centrifuges, it is important that
the flow rate and the temperature are adjusted to their optimum.
Oil Deterioration

 Oil seldom loses its ability to lubricate, i.e. To form an oil film which reduces
friction, but it can become corrosive.
 If this happens, the bearing journals can be attacked, such that their surfaces
become too rough, and thereby cause wiping of the white metal.
 In such cases, not only must the bearing metal be renewed, but also the
journals (silvery white from adhering white metal) will have to be re-polished.
 Lubricating oil corrosiveness is either due to advanced oxidation of the oil
itself (Total Acid Number, TAN) or to the presence of inorganic acids (Strong
Acid Number, SAN).
 In both cases the presence of water will multiply the effect, especially an
influx of sea water.
Oxidation of Oils

At normal service temperature the rate of oxidation is insignificant, but

the following three factors will accelerate the process:

a) High Temperature
b) Air Admixture
c) Catalytic Action
a) High Temperature

 The temperature level will generally increase if the coolers are not
effective.
 Local high-temperature areas will arise in pistons, if circulation is not
continued for about 15 minutes after stopping the engine.
 The same will occur in electrical preheaters, if circulation is not
continued for 5 minutes after the heating has been stopped, or if the
heater is only partly filled with oil (insufficient venting).
b) Air Admixture

 Good venting of the bottom tank should be arranged.

 The total oil quantity should be such that it is not circulated more
than about 15-18 times per hour. This ensures that sufficient time
exists for deaeration during the period of ‘‘rest’’ in the bottom tank.
 It is important that the whole oil content takes part in the circulation,
i.e. Stagnant oil should be avoided.
c) Catalytic Action

 Oxidation will be considerably accelerated if oxidation catalysts

are present in the oil.
 In this respect, wear particles of copper are especially bad, but
also ferrous wear particles and rust are active.
 In addition, lacquer and varnish-like oxidation products of the oil
itself have an accelerating effect. Therefore, continuous cleaning is
important to keep the ‘‘sludge’’ content low.
 As water will evaporate from the warm oil in the bottom tank, and
condense on the tank ceiling, rust is apt to develop here and fall
into the oil, thereby tending to accelerate oxidation.
Signs of Deterioration

 If oxidation becomes grave, prompt action is necessary because the final stages
of deterioration can develop and accelerate very quickly, i.e. within one or two
weeks.
 Even if this seldom happens, it is prudent to be acquainted with the following
signs of deterioration, which may occur singly or in combinations.
 The sludge precipitation in the centrifuge multiplies.
 The smell of the oil becomes bad (acridor pungent).
 Machined surfaces in crankcase become coffee-brown (thin layer of lacquer).
 Paint in crankcase peels off, or blisters.
 Excessive carbon deposits (coke) are formed in piston cooling chambers.
 In serious cases of oil deterioration, the system should be cleaned and flushed
thoroughly, before fresh oil is filled into it.
Water in the Oil

 Water contamination of the circulating oil should always be

avoided.
 The presence of water, especially salt water, will:
 accelerate oil oxidation (tend to form organic and inorganic acids)
 tend to corrode machined surfaces and thereby increase the roughness of
bearing journals and piston rods, etc.
 tend to form tin-oxide on white metal
 In addition, freshwater contamination can enhance the conditions
for bacteriological attack.
Water in the Oil

 For alkaline oils, a minor increase in the freshwater content is not

immediately detrimental, as long as the engine is running, although
it should, as quickly as possible, be reduced again to below 0.2%
water content.
 If the engine is stopped with excess water in the oil, then once
every hour, it should be turned a little more than 1/2 revolution (to
stop in different positions), while the oil circulation and centrifuging
(at preheating temperature) continue to remove the water. This is
particularly important in the case of sea water ingress.
 Water in the oil may be noted by ‘‘dew’’ formation on the sight
glasses, or by a milky appearance of the oil.
Water in the Oil

 Its presence can also be ascertained by heating a piece of glass,

or a soldering iron, to 200-300 C and immersing it in an oil sample. If
there is a hissing sound, water is present.
 If a large quantity of (sea) water has entered the oil system, it may
be profitable to suck up sedimented water from the bottom of the
tank. Taste the water for salt.
 In extreme cases it may be necessary to remove the oil/water
mixture, and clean and/or flush the system, before filling up again
with the cleaned oil, or the new oil.
Check on Oil Condition

 As described in the foregoing sub-Sections, the on board

surveillance of oil condition involves keeping a check on:
 alterations in separated sludge amount
 appearance and smell of the oil
 ‘‘dew’’ on sight glasses
 lacquer formation on machined surfaces
 paint peeling and/or blistering
 ‘‘hissing’’ test
 carbon deposits in piston crown.
Check on Oil Condition

 In addition to the above, oil samples should be sent ashore for

analysis at least every three months. The samples should be taken
while the engine is running, and from a test cock on a main pipe
through which the oil is circulating.
 Kits for rapid on-board analyses are available from the oil suppliers.
However, such kits can only be considered as supplementary and
should not replace laboratory analyses.
Circulating Oil: Analyses & Characteristic
Properties

 Used-oil analysis is most often carried out at oil company

laboratories. It is normal service for these to remark upon the oil
condition, based upon the analysis results.
 The assessment of oil condition can seldom be based on the value
of a single parameter, i.e. it is usually important, and necessary, to
base the evaluation on the overall analysis specification.
 The report usually covers the following characteristics:
Circulating Oil: Analyses & Characteristic Properties
Circulating Oil: Analyses & Characteristic Properties
 Cleaning of Drain Oil from Piston Rod
Stuffing Boxes

 The oil which is drained off from the piston rod stuffing boxes is mainly
circulating oil with an admixture of partly-used cylinder oil and, as such, it
contains sludge from the scavenge air space.
 In general, this oil can be re-used if thoroughly cleaned.
 The drain oil is collected in tank No. 1. When the tank is nearly full, the oil is
transferred, via the centrifuge, to tank No. 2, and thereafter, via the
centrifuge, recirculated a number of times.
 Cleaning of Drain Oil from Piston Rod
Stuffing Boxes

 When centrifuging the stuffing box drain oil, the flow-rate should be
decreased to about 50% of what is normally used for the circulating oil, and
the preheating temperature raised to about 90 C. This is because, in
general, the drain oil is a little more viscous than the circulating oil, and also
because part of the contamination products consist of oxidized cylinder oil,
with a specific gravity which does not differ much from that of the
circulating oil itself.
 Finally, the centrifuged oil, in tank No. 2, should be filtered a number of
times through the cellulose fine filter, at a temperature of 60-80 C.
 Cleaning of Drain Oil from Piston Rod
Stuffing Boxes

 This will remove any very fine soot and oxidation products not taken out by the
centrifuging, and thus make the oil suitable for returning to the circulating system.
 Provided that the circulating oil is an alkaline detergent type, it is not necessary to
analyse each charge of cleaned drain oil before it is returned to the system.
Regular sampling and analysis of the circulating oil and drain oil will be sufficient.
 If, however, the circulating oil is not alkaline, all the cleaned drain oil should be
checked for acidity, for instance by means of an analysis kit, before it is returned to
the system.
 The ‘‘ total acid number’’ (TAN) should not exceed 2. If the TAN exceeds 2, the
particular charge of drain oil should be disposed of.
 Adverse Situations & Reasons

All pressure and temperature values in lubrication system have to be constantly monitored:

 Oil inlet pressure to engine LOW

 Filter may be choked blocking flow.
 Pump defective.
 Oil outlet temperature from engine HIGH
 Bearing may be running hot due to excessive friction.
 Leakage of gas from combustion space past piston rings.
 Oil outlet temperature from cooler HIGH
 Water flow may be restricted due to choked tubes.
 Surface of tubes maybe coated with dirt.
 Temperature of oil outlet from cooler too LOW (excess viscosity)
 Water temperature may be too low- restrict water flow by partially shutting valve.
 Other Maintenance & Problem Issues

With engine is shut down

 Oil filters should be cleaned regularly
 Cooler tubes to be cleaned
 Oil level in the sump is to be monitored regularly

Low level is indicative because of oil leakage somewhere in the

system
 Can be at the cooler (oil flowing into water side)
 At the pump
 At the valves
 Check constantly around the engine spaces for accumulation of oil
What are the contaminants in the lube oil ?

 Contamination of fresh Water (JW leaking)

 Contamination of SW (Cooler leakage)
 Contamination of fuel (Poor Atomization, Unburned Fuel)
 Oxidation products (High Exhaust Temperature, Burned Cyl.Oil,
Carbon from incomplete combustion)
 Products of fuel combustion
 Foreign mineral matters (Scale formation, Wear and tear)
 Biological contamination.
How to maintain lube oil on board ships?

 L.O onboard test is carried out regularly.

 Regular cleaned L.O line filter.
 L.O purifier should be run during ship is in sea
 Maintain L.O purifier performance
 Periodic batch purification must be carried out & cleaned L.O sump
tank once a year
 Maintain L.O temperature within limit
 Maintain good L.O cooler efficiency
 Keep good fuel combustion system
 Crankcase monitoring systems

 There are a number of methods by which conditions in a crankcase may

be monitored and these include temperature sensing of parts likely to
overheat, checking the temperature of the lubricating oil itself and
monitoring the metallic debris in the lubricating oil returns.
 Temperature sensing would require a large number of sensors to be fitted
to efficiently monitor a crankcase besides presenting practical difficulties
in fitting detectors to moving parts. However such sensing of main journal
bearings and cylinder liners where they enter the crankcase is common
practice. Monitoring of the temperature and of the metallic debris in
lubricating oil has the disadvantage that there is a delay before the
effects of abnormality are detected. One method which has, however,
found favour is that of oil mist detection.
 Crankcase monitoring systems

 The formation of oil mist or condensed oil vapour is largely dependent on

the relationship of oil vapour pressure and temperature the oil mist
increasing in quantity as the temperature rises.
 Oil mist detection is based on the principle that there is a non-linear
relationship between oil mist density and its opacity to light.
 The optical density of oil mists is fairly high and, with rising concentration,
the intensity of a light beam directed towards a photocell is reduced.
 Oil Mist Detector

o An overheated diesel engine can become a source of fire and extreme

havoc if periodic maintenance and proper practices are not carried out.

o Oil Mist is created in the crankcase when the lubricating oil is splashed
by moving and rotating parts of the engine. This oil mist reduces the flash
point of the oil, allowing it to catch fire in presence of a hot spot.

o It is important that this concentration of oil is kept under control and in

case its presence is detected, the engine should be stopped or the
speed lowered.
 Oil Mist Detector

o Oil Mist detectors are used for this purpose. Crankcase of each cylinder is
connected to the OMD, which continuously checks the air sample from
each cylinder. If the amount of mist increases, OMD raises an alarm.
 Oil Mist Detector
(Construction)

o Generally only only OMD is fitted in each engine. OMD doesn’t reduce or
prevent the formation of mist, but only give warning in case the
concentration rises above the level at which an explosion can take place.

o The arrangement of OMD consist of two tubes of equal sizes. Both these
tubes are places parallel to each other. At one end of each tube, a photo-
electric cell is fixed. Photo-electric cells generate an electric current when
light falls on their surface. The amount of electric current generated is
directly proportional to the intensity of light falling on it. The other ends of
both the tubes are sealed by fitting lens that allow light to pass through
them.
 Oil Mist Detector
(Construction)

o Equal intensity of light is

reflected on the photo-
electric cells using a lamp.
Light passes through the
lenses after being reflected
by mirrors. One of the tube
has an inlet and outlet
connection for introducing
oil mist.
 Oil Mist Detector
(Working)

o Out of the two tubes, one is called the reference tube and the other is
called the measuring tube. Measuring tube has a connection for oil mist,
which is extracted from the crankcase with the help of an electric extractor
fan. The reference tube is filled with clean air and is used as a reference for
measuring the level of mist in the measuring tube. Samples from each
cylinder is monitored by using a rotating selector valve, which connects
each cylinder in sequence to the OMD.
 Oil Mist Detector
(Working)

o If the concentration of Oil mist in the measuring tube rises, the intensity of
light reaching the photo-electric cell reduces. Now as both the tubes are
electrically connected, reduction in the generation of electric current will
induce an electrical imbalance between the two cells, which will lead to
ringing of the alarm.

o When Oil mist is detected, the rotating selector valve immediately stops to
indicate the cylinder with high concentration of mist.On indication of an
alarm, the engine should be slowed down or stopped to prevent damage
or explosion.
 Oil Mist Detector
(Maintenance)

o It is important to carry out routine maintenance of OMD to prevent false

alarms.

o The sensitivity of OMD should be checked on a regular basis.

o As all the samples contain a small amount of mist, the lenses and mirrors
tend to get dirty and thus require periodic cleaning.

o The extractor fan and the rotating valve should be checked to avoid
chocking of a particular sampling tube.
 Measures to be taken when Oil Mist has
occurred

o Do not stand near crankcase doors or relief valves - nor in corridors near
doors to the engine room casing.

1) Reduce speed/pitch to slow-down level, if not already carried out

automatically,
2 ) Ask the bridge for permission to stop.
3) When the engine STOP order is received, stop the engine and close the
fuel oil supply.
4) Switch-off the auxiliary blowers.
 Measures to be taken when Oil Mist has
occurred

5) Open the skylight(s)

6) Leave the engine room.
7) Lock the casing doors and keep away from them.
8) Prepare the fire-fighting equipment.

o Do not open the crankcase until at least 20 minutes after stopping the
engine. When opening up, keep clear of possible spurts of flame. Do not
use naked lights and do not smoke.

9) Stop the circulating oil pump. Take off/open all the lowermost doors on
one side of the crank case. Cut off the starting air, and engage the turning
gear.
 Measures to be taken when Oil Mist has
occurred

10) Locate the “hot spot”. Use powerful lamps from the start. Feel over, by
hand or with a “thermo-feel”, all the sliding surfaces (bearings, thrust
bearing, piston rods, stuffing boxes, crossheads, telescopic pipes, chains,
vibration dampers, moment compensator, etc. Look for squeezed-out
bearing metal, and discolouration caused by heat (blistered paint, burnt
oil, oxidized steel). Keep possible bearing metal found at bottom of oil tray
for later analyzing.

11) Prevent further “hot spots” by preferably making a permanent repair.

Ensure that the respective sliding surfaces are in good condition. Take
special care to check that the circulating oil supply is in order.
 Measures to be taken when Oil Mist has
occurred

12) Start the circulating oil pump and turn the engine by means of the
turning gear. Check the oil flow from all bearings, spray pipes and spray
nozzles in the crankcase, chain case and thrust bearing. Check for
possible leakages from pistons or piston rods.

13) Start the engine. After:15-30 minutes, one hour later, when full load is
reached:
- Stop and feel over
- Look for oil mist
Especially feel over (by hand or with a “thermo-feel”) the sliding surfaces
which caused the overheating.
THANK YOU FOR LISTENING