The lubrication of marine diesel engines presents its own
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.
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.