Kon Wai SengMarine Lubricants Field EngineerAsia Pacific South

March 2017

ExxonMobilMarine Lubricants

• Cylinder Lubrication Basics• Industry Trends• OEM Guidelines• Cylinder Condition Monitoring

(CCM)

Agenda

2

Cylinder Lubrication Basics

• Reduce friction

• Reduce wear

• Reduce temperature

• Carry away contaminants and debris

• Reduce corrosion

Function of Cylinder Lubrication

4

Sulfur(from Fuel)

Reducing Corrosion

5

Sulfur Oxides (SO2, SO3)

Water

Oxygen

Sulfurous and Sulfuric Acid

Base Number (BN)• Ability to neutralize acid

↑ Sulfur

↑ Oxygen

↑ Water

↑ Cylinder lube oil BN

Industry Trends

Regulatory emissions changes – All shipsSulfur oxide (SOx) emissions directly linked to fuel sulfur content:• Emission Control Areas (ECA) regulation• IMO Global Sulfur Cap regulations

Source ExxonMobil

2008 2010 2015

1.00

0.10ECA

2012 2020

3.50

0.50

4.50

GlobalFuelSulfur %

Year

Buy compliant fuel:

• MGO / MDO – 0.10 and 0.50% sulfur

• Residual fuel oil – 0.50% sulfur

Install Scrubbers (Exhaust Gas Cleaning System, EGCS):

• High Sulfur Fuel Oil (HSFO) ≤ 3.50% sulfur

2020 Options – All ships

8

MAN view of future fuels

Source:

Fuels and Lubes Mix

10

25 - 40 BN

0.1% ECA 0.5%

70 - 100 BN

≤ 3.5%Fuels S range

Lubes BN range

Regulatory emissions changes – New ShipsNitrogen oxide (NOx) emissions:• Tier I and Tier II apply to global waters • Tier III apply to new ships operating in North America and US Caribbean Sea

Carbon dioxide (CO2) emissions• Energy Efficiency Design Index (EEDI) apply to new ships

New Engine Design

• Longer Stroke (up to 4.2 meters)

• Larger Propeller

• Higher air flow, higher pressures in cylinder

• Electronic control of fuel injection and exhaust valve timing

1

1

2

23

3

4

4

Operational change:

• Higher air flow• More fuel burned per stroke

• Higher pressures• Dew point (temperature below which

water begins to condense) increases • Water condensation on cylinder liner

Impact on Engine Operation

13

• Slow steaming introduced in 2009 – 2010 to reduce fuel consumption

• Drag increases quadratically with increase in speed

• Lower speed leads to lower fuel consumption

Low / Part Load Operation (Slow Steaming)

14

Liner Temperature VS Dew Point

Small area with water condensation issue

Large area with water condensation issue

Cold Corrosion Cause

• Lower cylinder liner temperatures

• Higher pressures - raise the water dew point

• Increased condensation on liner wall

• Result: Sulfuric acid

Cold Corrosion Effects

• Corroded liner surface in pattern of cooling bores after < 1,000 hours

• Black deposits indicative of localized corroded areas

1

1

2

2

Source: ExxonMobil

Cold Corrosion Video

Corrosive Engine Type

MAN Diesel & Turbo Wärtsilä• Mark 8 and later type• Mark 7 and earlier type with

fuel optimization modification

• RTA• RT-flex• Generation X (WX)

19

• OEM / maker fuel optimization modifications for low / part load operation:• Turbo Charger Cut Out• Variable nozzles on exhaust turbine• Exhaust gas bypass• Electronic engine tuning• Slide Fuel Valves

• 2% fuel cost savings but more corrosive

Test your Understanding

20

What is the lubricants BN range for operating in Heavy Fuel Oil (HFO) between 1.5%S and 3.5%S ?

Answer: BN 70 - 10021

What is the name of the problem in engines caused by lower liner temperatures, increased dew point, and increased condensation on liner walls.

Answer: Cold Corrosion22

OEM Guidelines

MAN’s Requirements

24

Source: MAN Diesel & Turbo Service Letter SL2015-604/DOJA

Source: MAN Diesel & Turbo Service Letter SL2014-587/JAP

ExxonMobil’s MAN Recommendations

25

Source: ExxonMobil

Wärtsilä’s Requirements

26

Source: Wärtsilä Technical Bulletin RT-161, Issue 2, 21 Sep 2015

ExxonMobil’s Wärtsilä Recommendations

27

Source: ExxonMobil

Sweep Test (MAN Guidelines)

28

Source: ExxonMobil

Goal: Shorten feed rate familiarization period

• Start at feed rate of 1.4 g/kWh

• Take scrapedown samples after 24 hours

• Reduce feed rate in steps of 0.2 g/kWh

• Repeat process until 0.6 g/kWh if results allow

• Operate in steady load and 2.8%-3.5% sulfur fuel

0

5

10

15

20

25

30

35

40

45

50

0

100

200

300

400

500

600

700

0.6 0.8 1.0 1.2 1.4

Sweep Test (MAN Guidelines)

29

Iron (ppm)Residual TBN (mg/KOH/g)

Feed Rate (g/kWh)Suitable feed rate factor

What’s next?Continue drain oil analysis

OEM Guidance – Drain Oil Analysis

30

Source: MAN Diesel & Turbo Service Letter SL2014-587/JAP

Source: Wärtsilä Data & Specifications RT-138_A1 Appendix 1, 3 Jan 2017

Source: Wärtsilä Technical Bulletin RT-161, Issue 2, 21 Sep 2015

MAN Wärtsilä

Test your Understanding

31

What is ExxonMobil’s cylinder lubricant recommended for an RT Flex engine operating with fuel between 1.5%S and 3.5%S ?

Answer: MobilGard 510032

What is recommended to be performed on an ongoing basis to monitor the cylinder condition?

Answer: Drain oil analysis33

Cylinder Condition Monitoring (CCM)

Cylinder Condition Monitoring

35

Main Engine Cylinders

Used Cylinder Oil Samples

ExxonMobil’s database

Corrosion Check Kit (Onboard

Corrosive Iron)

MobilGard Monitor (Onboard Abrasive

iron)

DIGI Cell(onboard TBN)

SIGNUM Laboratory

(Full Analysis)

Ship’s Engineer Input• Engine Hours• Feed Rate• Engine Load• Fuel Sulphur• Fuel Cat Fines• Lube Oil Consumption

CCM Report

Scrapedown Oil Sampling Procedure

36

1. Close the drain valves

2. Open sampling line briefly to blow out remaining oil or sludge

3. Close drain and sampling line for minimum of about one hour

1

1

2 2

3

3

Scrapedown Oil Sampling Procedure

37

1. Open sampling valve briefly to drain off a small amount of oil from the sampling line. Dispose of this oil.

2. Collect samples from each cylinder in clean containers to prevent contamination between cylinders

3. Close sampling valve

4. Reopen drain valve

4

5

4

6

7

67

MobilGard Monitor (Onboard Abrasive Iron)

38

Avoid Wind / DraftAvoid Sunlight, lamps, heat source

2 metersMagnetic objects

(metal, large power cables, electrical machinery, power

transformers)

Sample at ambient temperature

DIGI Cell (Onboard TBN)

39

Calibration / Check Calibration TBN Test

Add Reagent TBN to lower line Add Reagent TBN to lower line

Add fresh oil Add used oil

Replace lid and start Replace lid and start

Pressure X buildup in Cell Pressure Y buildup in Cell

Difference between Pressure X and Pressure Y determines TBN results

• Color of oil sample is altered indicating concentration of non-ferrous iron

• Color is compared against a reference color wheel

Corrosion Check Kit (Onboard Corrosive Iron)

40

• Alpha Adaptive Cylinder oil Control (ACC) lubricator

• ACC Setting unit: g/kWh x S%• Mk 7 and older : 0.20 – 0.34• Mk 8 and newer : 0.20 – 0.40• Min Feed Rate : 0.60 g/kWh

• Sulfur dependent lubrication feed rate

Feed Rates - MAN

41Source: MAN Diesel & Turbo Service Letter SL2014-587/JAP

Measurement / settings to submit for

• Better trending• Better feed rate optimization determination

Feed Rates - MAN

42

Actual Feed Rate (g/kWh)

ACC Setting (g/kWhS%)

• Load dependent lubrication feed rate

Feed Rates - Wärtsilä

43

Engine LoadSpec

ific

Feed

Rat

e as

% o

f Act

ual F

eed

Rat

e

Actual feed rate at 100% CMCR

Max allowed: 1.2 g/kWh

Min allowed: 0.6 g/kWh

Pulse Lubricating System (PLS)CLU1 Lubricator Panel

Measurement / setting to submit• Better trending • Better feed rate

optimization determination

Source: Tekomar Engineering Ltd

MobilGard Monitor Log Book

44

• Engine Maintenance Information

• Operating Parameters / Conditions

• Onboard measurements

Test your Understanding

45

When collecting scrapedownsamples, what needs to be done after first closing the drain valve?

Answer: Open sampling line briefly to blow out remaining oil or sludge

46

List the three onboard monitoring equipment and what it measures.

Answer: MobilGard Monitor – Abrasive IronDIGI Cell – Residual TBNCorrosion Check Kit – Corrosive Iron

47

CCM Report

48

Contains observations, and recommendations

Iron vs TBN (onboard) for overview of current condition of engine

Total Iron vs Residual TBN onboard

49

Residual TBN

Total Iron Content

Lack of BN to neutralize sulfuric

acid formation

Excess BN causes deposit formation

Higher Iron implies Higher Wear

Lower Iron implies Lower Wear

Safe

Alert

Danger

Impact of Excessive BN

50

Source: MAN Diesel & Turbo Source: MAN Diesel & Turbo

Severe Top Land Deposits

Source: MAN Diesel & Turbo

Source: MAN Diesel & Turbo

Liner Polish / Hard Contact Marks

Monitoring and Optimizing

51

Over-lubrication

Under-lubrication

Cat Fines (Al + Si)

52

Cold Corrosion

53

Specific units affected by cold

corrosion

5432 67

90

1222

2

2580

0

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0

5000

10000

15000

20000

25000

30000

35000

40000

100 150 200 250 300 500 1000

Liner Hours SpentIncremental Maintenance CostLiner Wear Rate / 1000 hours

Correlation Between Iron Content and Liner Life

54

Line

r Wea

r Rat

e (m

m /

1000

hou

rs)

Line

r Hou

rs S

pent

(Hou

rs

Incr

emen

tal m

aint

enan

ce c

ost /

100

0 ho

urs

(USD

)

Per cylinder for a 700mm bore MAN engine

Iron Content (ppm)

• Feed rate optimization

• Extend liner life and time between overhauls

• Arrest cold corrosion

• Detect and mitigate effects of high cat-fines in fuels

Key Benefits of CCM

55

Operators of

700+Vessels have trustedMobilGard CCM

Excess of

200,000scrapedown test results since 2002 to compare a customer’s sample

• Onboard sampling frequency:• In stable conditions Every 500 engine hours (~1 month)• Feed rate change After 48 hours• Fuel bunker change After 48 hours

• Lab sampling:• Frequency Every 1,000 engine hours (~3 to 4 months)• Procedure:

1) Collect scrapedown samples in white cap bottles, and carry out onboard testing2) Transfer samples to red cap bottles, and send samples to lab for testing

• Ensures onboard equipment is calibrated, and onboard data is consistent with lab data.

Sampling Frequency

56

Test your Understanding

58

What could be the result if feed rates remain high, and residual TBN are also high?

Answer: Deposit formation

59

In stable conditions, what is the recommended sampling frequency for onboard testing?

Answer:Every 500 engine hours(~ once/month)

60

When collecting samples for lab testing, is it still necessary to perform onboard testing on the same samples before sending to the lab?

Answer: Yes61

Success Story – Costamare Shipping

• Vessel : Cosco Yantian• Engine : MAN Diesel & Turbo 12K98MC MK7• Engine load : 10 – 40%• Lubricant : MobilGard 570

Achievement:• Engine maker’s guidance to replace piston ring after 16,000 hours• CCM enabled piston and liner life extension to more than 55,000 hours

Success Story – JPO Tucana

• Vessel : JPO Tucana• Engine : Wärtsilä 7RT-flex96C• Engine load : 30 - 48%• Fuel Sulfur : 2.50 – 2.81%

Achievement:• Mobilgard 570 Feed Rate of 1.10 g/kWh• Mobilgard 5100 Feed Rate of 0.65 g/kWh

Success Story – Pacific International Lines

• Vessel : Kota Sabas• Engine : Wärtsilä W6X72• Engine load : 35 - 65%• Fuel Sulfur : 2.30 – 2.80%

Achievement:• Mobilgard 570 Feed Rate of 1.30 g/kWh• Mobilgard 5100 Feed Rate of 0.70 g/kWh

Success Story – Hapag-Lloyd

• Vessel : Colombo Express• Engine : MAN Diesel & Turbo 12K98ME• Engine load : 20 - 30%

Achievement:• Mobilgard 570 ACC Factor of 0.27 – 0.30• Mobilgard 5100 ACC Factor of 0.20

Success Story – HTM Shipping

• Vessel : M/V Jia Da• Engine : MAN Diesel & Turbo 5S60MC MK6• Lubricant : MobilGard 570

Achievement:• Feed Rate reduction : 1.06 to 0.72 g/kWh• No increase in engine wear rates

Questions?

Thank you