Lubricating oils for engine turning device

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 °C=ISO VG 460 as lubricating oils for the turning device.

The list of lubricating oils for the engine turning device approved by the turning device manufacturer can be found in the end of this chap‐ ter.

02.2.6. Handling of oil samples

When taking fuel oil or lubricating oil samples the importance of prop‐ er sampling can not be over-emphasised. The accuracy of the anal‐ ysis results is significantly dependent on proper sampling and the re‐ sults will only be as good as the quality of the sample.

Use clean sample containers holding approximately 1 litre. Clean sample containers and accessories (IATA carton boxes for transpor‐ tation, ready made address labels, etc.) are available for example from Wärtsilä local network office. Rinse the sampling line properly before taking the actual sample. Preferably also rinse the sample bottles with the oil a couple of times before taking the sample, espe‐ cially if "unknown" sample bottles need to be used. Close the bottles tightly using the screw caps provided. Seal all bottles and record all the separate seal numbers carefully. Put the bottles to be sent for analysing in "Ziploc" plastic bags to prevent any spillage. Gently squeeze the "Ziploc" bag to minimise any air content prior to sealing. The background information for the fuel oil/lubricating sample is as important as the sample itself. Oil samples with no background infor‐ mation are of very limited value. The following data are essential to note when taking the sample:

● Installation name

● Engine type and number

● Engine operating hours

● Lubricating oil brand/fuel oil type

● Lubricating oil operating hours

● Where in the system the lubricating oil/fuel oil sample was taken

● Sampling date and seal number of the separate samples if seals are available

● Reason for taking and analysing the sample

● Contact information: Name (of the person who took the sample), telephone, fax, e-mail, etc.

Use for example the ready made "Oil Analyse Application" form, see Instruction Manual attachments .

Observe personal safety precautions when taking and handling fuel oil and lubricating oil samples. Avoid breathing oil fumes and mist, use respirator if necessary. Use strong, heat and hydrocarbon resist‐ ant gloves (nitrile rubber for example). Wear eye goggles if splash risk exists. Wear facial screen and protecting clothes if hot product is handled.

02.2.6.1. Lubricating oil sampling

Lubricating oil samples should be taken with the engine in operation immediately after the lubricating oil filter on the engine. Always take lubricating oil samples before adding fresh oil to the system.

02.2.6.2. Fuel oil sampling

Fuel oil samples can be drawn from different places in the fuel oil system. Fuel samples "as bunkered" or "before the engine" (after fuel oil separation and filtration) are perhaps the most common sample types. From the engines point of view the most important fuel oil sam‐ ple is naturally the one which enters the engine, i.e. taken after fuel oil separation and filtration. But if for example fuel oil separator effi‐ ciency needs to be checked samples should be taken just before and after the separator. It is not advisable to take samples from tank bot‐ tom drain valves, since these will probably contain high levels of water and sediment and thus the samples will not be representative of the bulk phase.

02.2.7. Dispatch and transportation

Place the bottle with the "Ziploc" bag inside the IATA carton box and fold the box according to the assembly instructions given on the box. Enclose a copy of the "Bunker Receipt", if available, before closing the last flap on the IATA carton.

Check the DNVPS Air Courier Directory and use appropriate label for the IATA carton box to ensure that the sample is forwarded to the nearest DNVPS laboratory. Complete the courier dispatch instruc‐ tions on the side of the IATA carton. Fill in the DNVPS universal ac‐ count number to prevent rejection from the courier company (DHL). Complete the Proforma Invoice Form and tape it to the outside of the IATA carton.

Call the air courier directly at the number as indicated in the Air Cou‐ rier Directory and request urgent pick-up, if necessary. When the

It is recommendable to handle the dispatching of the fuel oil and lu‐ bricating oil samples at site. The results will be achieved faster when the dispatching is handled at site and additionally it is illegal to carry fuel oil samples as personal luggage on normal aeroplanes.

Support with interpretation of the analysis results and advice on pos‐ sible corrective actions is available from Wärtsilä, if needed.

02.3.

Cooling water

In order to prevent corrosion, scale deposits or other deposits in closed circulating water systems, the water must be treated with ad‐ ditives.

Before treatment, the water must be limpid and meet the specification found in the end of this chapter. Further, the use of an approved cool‐ ing water additive or treatment system is mandatory.

Caution!

Distilled water without additives absorbs carbon dioxide from the air, which involves great risk of corrosion.

Sea water will cause severe corrosion and deposit formation even if supplied to the system in small amounts.

Rain water has a high oxygen and carbon dioxide content; great risk of corrosion; unsuitable as cooling water.

If risk of freezing occurs, please contact the engine manufacturer for use of anti-freeze chemicals.

Fresh water generated by a reverse osmosis plant onboard often has a high chloride content (higher than the permitted 80 mg/l) causing corrosion.

Caution!

The use of glycol in the cooling water is not recommended, if it is not necessary. Since glycol alone does not protect the engine against corrosion, additionally an approved cooling water additive must al‐ ways be used!

02.3.1. Additives

As additives, use products from well-known and reliable suppliers with vast distribution nets. Follow thoroughly the instructions of the sup‐ plier.

Caution!

The use of emulsion oils, phosphates and borates (sole) is not ac‐ cepted.

In an emergency, if compounded additives are not available, treat the cooling water with sodium nitrite (NaNO2) in portions of 5 kg/m3. To

obtain a pH value of 9, add caustic soda (NaOH), if necessary. Warning!

Sodium nitrite is toxic. Corrosion rate as a function of nitrite concentration

B

A

Corrosion r

ate

X ppm Nitrite Concentration To give full protection the Nitrite level should be kept above X ppm. The actual concentration is additive supplier dependent.

A permanent lower level will lead to an accelerated corrosion rate.

Fig 02-5 320260 V1

Nitrite based cooling water additives are so called anodic inhibitors and require proper dosing and maintenance in order to serve as in‐ tended. The nitrite of the additive is as such a salt and it will increase the conductivity of the water. The conductivity is on the other hand one of the main parameters affecting the corrosion rate once a cor‐ rosion process gets started, the higher the conductivity the higher the corrosion rate.

If the conditions (nitrite level, chlorides, pH, etc.) in the systems are such that the nitrite based additive is no longer able to protect the

in the areas that are not protected. The corrosion rate at the attacked areas will even be much greater than it would be with no additive at all present in the system, see schematic graph of the corrosion rate as a function of the nitrite dosage in Fig 02-5. Observe that the posi‐ tion of the curve peak on the x-axis (= dangerous condition for corro‐ sion) is not stable, but will shift depending on temperature, pH, chlor‐ ides and sulphates contents, etc. in the cooling water.

The table below shows shows examples of the most common cooling water additive types.

Summary of the most common cooling water additives

Additive Advantages Disadvantages

Sodium nitrite

- good efficiency, if dosage is con‐ trolled carefully

- small active quantities, 0.5 % by mass

- cheap

- suitable as additive except in air cooled heat exchang‐ ers with large soft solder surfaces

- toxic

- risk of spot corrosion when too low concentration Nitrite

+ borate

- no increased risk of corrosion at over doses

- innocuous for the skin

- tendency to attack zinc coverings and soft solderings - toxic: lethal dosage 3 - 4 g solid nitrite

- risk of spot corrosion when too low concentration Sodium

silicate

- not toxic

- harmless to handle

- not active when water velocity exceeds 2 m/s - commercial products very expensive

- increased risk of corrosion when too low concentration; spot corrosion - limited suitability Sodium molybdate - not toxic - harmless to handle

- more expensive than toxic additives

- increased risk of corrosion, if unsufficently dosed - can cause deposit formation (molybdates can collect to ferrous sulphates)

Organic and inor‐ canic synergistic

based

- not toxic - more expensive than sodium nitrite and molybdate based additives

- big active quantitives by mass

02.3.2. Treatment

When changing the additive or when entering an additive into a sys‐ tem where untreated water has been used, the complete system must be thoroughly flushed and if necessary chemically cleaned and rinsed before fresh treated water is poured into the system. If, against our recommendations, an emulsion oil has been used, the complete sys‐ tem must be absolutely cleaned of oil and greasy deposits.

Evaporated water should be compensated by untreated water; if trea‐ ted water is used the content of additives may gradually become too high. To compensate for leakage or other losses, add treated water. In connection with maintenance work calling for drainage of the water system, take care of and reuse the treated water.

The list of approved cooling water additives and treatment systems can be found in the end of this chapter.

Note!

Ask the supplier of the treatment product for instructions about treat‐ ment procedure, dosage and concentration control.

Most suppliers will provide a test kit for the concentration control. Additionally a frequent laboratory analysis of cooling water at 3 months interval is recommended to ensure safe engine operation. For further information and recommendations on cooling water treatment and analysis, see chapter 02B, Raw Water Quality.