Marine Oil

The lubrication of marine diesel engines presents its own particular problems.

 These arise from the sheer size of the engines, their high efficiencies and the fuel they burn.

Cylinder bore diameters can be in excess of 1 m and their high efficiency is achieved with firing pressures of 150 bar resulting in liner temperatures of over 200 °C.

The fuels burned include poor quality residual fuels with viscosities of 100 cSt at 80 °C, sulphur contents of 4% or more and carbon residues of up to 22% wt. In addition, the crankcase oil charge is simply topped up and only drained if excessively contaminated.

 

Keywords:

Diesel Engine   ,  Base Number  ,  Pour Point  ,  Marine Diesel Engine   ,  Ring Wear 




Until recently, any article concerning the lubrication of marine engines      
would have included a section on steam turbines but, due to the rapid
escalation of fuel prices in the late 1970s, their use has been virtually dis-
continued. The improved design and efficiency of modern marine diesel
engines means that steam turbines are no longer used even for cruise
vessels or large (250 000 tonnes) crude oil carriers.
Marine lubrication includes the use of ancillary grades such as hydraulic
oils, compressor oils, gear oils, grease, etc. Their application is covered in
chapters 8 and 11 but a sound knowledge of these and other grades is
required by anyone connected with marine lubrication.
The supplier of marine lubricants is faced with considerations not always
applicable to other lubricating oils. Any given marine lubricant has to be
available at the same quality, at relatively short notice and at literally
hundreds of ports throughout the world. In addition, the ship operator fre-
quently requires advice on lubrication and related problems, together with
a used oil analysis service.