Focus choosing optimum lubricant solution for your operation by Fathom Maritime Intelligence

FOCUS

FATHOM

2014 EDITION

CHOOSING OPTIMUM LUBRICANT SOLUTIONS FOR YOUR OPERATION

New - Onboard Cold Corrosion Test Kit

Do you really know whatâ&#x20AC;&#x2122;s happening within your engineâ&#x20AC;&#x2122;s cylinders? Recent changes in operating conditions to reduce fuel costs and modified engine designs have lead to increased issues with liner wear. Parker Kittiwake's new Cold Corrosion Test Kit allows a fast and accurate measurement of only the corroded iron content within used scrapedown oil. Combined with an online or offline measurement of the metallic content, along with residual base number (BN) testing, give the full picture of operating conditions within the cylinders, allowing informed decisions to be made on feed rates, saving costs, minimising liner wear, damage and potential down time.

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kittiwakesales@parker.com

CONTENTS CHAPTER 1

Why it Pays to Understand Lubricant Issues ........................................2 Lubricant Chemistry – The Basics ......................................................................................................................3 The Base Oil.......................................................................................................................................................4 Mineral Base Oils...............................................................................................................................................4 Synthetic Base Oils ............................................................................................................................................4 Biodegradable Oils ............................................................................................................................................4 Paraffinic Mineral Base Oils...............................................................................................................................5 Naphthenic Base Oils ........................................................................................................................................5 Additives............................................................................................................................................................5 Lubricant Applications - Engine Oils ..................................................................................................................6 Lubricant Applications - Ancillary Oils ...............................................................................................................6

CHAPTER 2

What is Right for your Operation?.......................................................9

Putting the Process Together.............................................................................................................................9 Getting the Best Deal ......................................................................................................................................10 Changing from One Supplier to Another.........................................................................................................10 The Importance of Lubricant Supplier Selection .............................................................................................11 The Buyer Behaviour Quadrant.......................................................................................................................11 Upgrading Your Oils.........................................................................................................................................13 Key Challenges – Lubricant Use and ECAS.......................................................................................................13 NOx and CO2 Emissions – Regulation and Slow Steaming ...............................................................................14 2013 US Vessel General Permit .......................................................................................................................14 Tailoring Lubricants to Ship Requirements ......................................................................................................15

CHAPTER 3

Cylinder Oil Lubrication.....................................................................19 Fuel Sulphur Content and Lubricants: What are the Issues and Why?............................................................19 The Importance of the Base Number ..............................................................................................................20 Slow Steaming and Cylinder Oils: The Relationship ........................................................................................21 Acting on the Effects of Slow Steaming ...........................................................................................................22 Used Oil Analysis .............................................................................................................................................22

Environmentally Acceptable Lubricants.............................................31 Regulation .......................................................................................................................................................31 The Jargon Explained.......................................................................................................................................31 Why Regulate?.................................................................................................................................................32 Classifications Under the Vessel General Permit.............................................................................................32 Technical Considerations .................................................................................................................................34 EALs and Stern Tube Seals ...............................................................................................................................35 The Cost of EALs ..............................................................................................................................................35 EAL Performance .............................................................................................................................................37 Recognition......................................................................................................................................................37 Water Lubrication............................................................................................................................................38

CHAPTER 4

...............................40 A Snapshot of the Market: Manufacturer Profiles

WELCOME We are proud to present the second edition of our publication ‘Choosing Optimum Lubricant Solutions for Your Operation’ Optimising lubricant solutions to minimise cost, engine wear and ship downtime is a vital part of the shipping efficiency puzzle. Lubricants can represent as much as 30 percent of an overall ship’s operating costs (the average is 26 percent). As technology and legislation changes, lubrication needs start to become more complex, so this figure is likely to change. The new Environmentally Acceptable Lubricants requirements, as enforced through the United States 2013 Vessel General Permit (US 2013 VGP), have also introduced further complexity that owners and operators must navigate around to ensure compliance.

What Information Can You Expect In this publication you will find key chemical and technical facts that should factor into your lubricant decisions clearly explained as well as a variety of non-technical information regarding regulatory frameworks, the challenges of Emission Control Areas (ECAs), the US 2013 VGP, the supply network and more. To guide you through the myriad of different options we have compiled manufacturer profiles that are designed to give you a broad overview of the different options currently available on the market and provide an insight into your chosen manufacturer’s suite of products - in particular the cylinder oils and EALs. We have also included a useful guide to lubricant testing which will help you navigate through the options that can be incorporated as a vital part managing your lubricants.

Why the Publication is Essential for Your Operations Good choices are based on good information. In a world of volatile operational costs, profit margins can be slim and do not leave any room for error. One way of limiting your exposure is by ensuring that all ship operations are as efficient as they can be. This certainly holds true for lubricants; by eliminating over-lubrication and optimising correct level of lubrication significant savings can be realised. When you consider the optimisation of engine conditions and minimisation of maintenance and wear, these savings can be even more significant. A good understanding of the importance of optimised lubrication solutions is an investment that is guaranteed to pay dividends!

Alison Jarabo 2014

LUBRICANT CHEMISTRY - THE BASICS THE BASE OIL MINERAL BASE OILS SYNTHETIC BASE OILS BIODEGRADABLE OILS PARAFFINIC MINERAL BASE OILS NAPHTHENIC BASE OILS ADDITIVES LUBRICANT APPLICATIONS - ENGINE OILS

CHAPTER ONE

WHY IT PAYS TO UNDERSTAND LUBRICANT ISSUES

LUBRICANT APPLICATIONS - ANCILLARY OILS

HY IT PAYS TO UNDERSTAND LUBRICANT ISSUES

There are substantial reasons why a ship owner/operator should be informed with regards to what is happening in the world of marine lubricants.

The principal reasons that a ship owner/operator must consider are described below. Machinery Protection: First and foremost lubricants are required to minimise friction in moving parts of machinery and can

significantly extend the life of machinery. There are a multitude of moving parts in any marine engine, therefore there needs to be a method of reducing destructive frictional forces caused through the movement of parts during operation. These frictional forces cannot be completely eliminated, but they can be significantly reduced by the addition of appropriate lubrication. Investment in suitable machinery lubrication can mean less ongoing mechanical issues. Not only this, but with changing engine types and ship operating profiles, expensive mechanical issues such as liner scuffing, bore polishing and cold corrosion are occurring with alarmingly increasing regularity.

Cost: Lubricants now represent a significant cost to ship operators. This cost is estimated to be approximately 20-30 percent of operating costs, and this figure is reportedly rising. Careful control of lubricant volumes used can make a real difference to costs. Not only this, it can extend the life of the machinery, however it must be noted that when it comes to lubricants more is not necessarily better.

Regulation: The regulation of the shipping industry and its impact on the environment is increasing. For example, the United

States 2013 Vessel General Permit (US 2013 VGP) is now enforcing the use of biodegradable lubricants for all oil-to-sea interfaces within US waters.

LUBRICANT CHEMISTRY THE BASICS Lubricants are a blend of base oils (typically over 90 percent) and additives. The percentage of additives can be as high as 28 percent in cylinder oils. The principal objective of lubricants is to introduce a layer of fluid between moving metallic parts, thus reducing friction. There are three different conditions that lubricants can be in:

A perfect or thick film lubrication – A constant thick film of lubricant between two moving surfaces without any break. Boundary lubrication – A film of only a few molecules thick between surfaces. Imperfect or partial film lubrication – When the two surfaces are in partial contact due to an imperfect film of lubricant. 3

The Base Oil

Mineral Base Oils

The base oil determines the main characteristics of a finished lubricant. Base oils are usually either fully mineral or fully synthetic but can also be a blend of both.

Mineral base oils are derived from the distillation of crude oil stock and are colourless, odourless, light hydrocarbon mixtures.

Synthetic Base Oils These are chemically engineered synthetic base oils with the molecular formula carefully built from simpler substances to give the precise properties required. Sometimes, highly refined mineral oils can be called synthetic.

INFORMATION OF INTEREST

The same base stock can be used for very different lubricants with the addition of the particular additives giving the differing characteristics.

They are more expensive as the development of the product is far greater than with a mineral base oil. Synthetic base oils have a superior performance to mineral oils. They can offer greater protection and longer drain intervals if used in the correct application. Their viscosities are in the range of the lighter high VI mineral oils. However their VI and flash points are higher and their pour points are considerably lower which makes them an excellent option for extreme service in very hot or cold environments There are many types of chemically engineered oils including: • Polyalphaolefin (PAO) typically used for engine oils, air compressor oils, gear oils. • Polyalkylene glycol (PAG) typically used for gear oils, gas compressor oils. • Dibasic Acid Ester (Diester) typically used for air compressor oils. • Polyoester typically used for refrigeration compressor oils. • Alkyl benzene typically used for refrigeration compressor oils.

Biodegradable Oils Biodegradable lubricants, also known as Environmentally Acceptable Lubricants (EALs) are synthetic or natural (vegetable based) base oils. Broadly, the term ‘biodegradable’ is used to describe oils that break down into natural compounds over time. However, it must be noted that there is no exact meaning of ‘biodegradable’ and this can therefore be somewhat misleading. EALs are discussed in more detail in chapter 3

Chapter 1

Paraffinic Mineral Base Oils These oils have good thermal and oxidation stability and a good viscocity index (VI) - the measure of the oil’s viscocity changes with temperature. They are the most common type of base oil and used for many lubricants including engine oils. The performance is determined by the manufacturing process. Group I base oils cost the least moving up to Group III which are the most expensive • • •

Group I base oils have the simplest refining process - the viscosity index is from 80 to 120. Group II base oils are manufactured using a more complex process that gives the lubricant superior oxidation stability. The VI is 80 to 120. The use of Group II base oils is growing. Group III are the purest base oils manufactured using severe refining processes. As a result of the production oxidation stability, low temperature performance and volatility are better than either Group I or Group II. The VI of Group III base oils is greater than 120.

Lubricants that use these base oils are sometimes marketed as semi-synthetic, synthetic, or as containing synthesised hydrocarbons due to the highly refined process involved.

INFORMATION OF INTEREST

Due to their superior performance qualities Group II and Group III base oils are becoming increasingly popular irrespective of the price differential. After all, a slightly higher lubricant expense is nothing compared to the added expense of unscheduled downtime and engine strains.

Naphthenic Base Oils These are derived from naphthenic crude. They typically have a low VI. They naturally have low pour points and so are typically used for refrigeration lubricant. Their poor thermal and oxidative stability (combined with a low VI) means that they are not really used as high performance fluids.

Additives Additives are the chemical compounds blended to give the finished lubricant the performance characteristics required for the particular application. Some additives will influence viscosity and lubricity whilst others may address contaminant control or chemical breakdown control. Some additives will allow the lubricant to perform better under severe conditions, such as extreme pressures and temperatures, and high levels of contamination and so forth. Essentially, additives alter the physical or chemical attributes of the oil and include: • Emulsifiers. • Anti-foams. • Extreme pressure (EP) additives. • Anti-oxidants. • Friction modifiers. • Anti-wear additives. • Pour point depressants. • Corrosion/rust inhibitors. • Tackiness additives. • Demulsifiers. • Viscosity index improvers. • Detergents. • Dispersants.

Chapter 1

LUBRICANT APPLICATIONS - ENGINE OILS

Engine Oils

Engine Duty

Fuel

Typical Viscosity

Two-stroke slow-speed crosshead cylinder oil

Propulsion

Typically residual - high & low sulphur

SAE 50

L i n k e d t o f u e l Mineral base oil - majority consumed in service. Viscosity and sulphur, operational additive technologies chosen to counter corrosive wear, and profile(e.g.slow teaming) prevent metal-metal contact between piston rings and cylinder and lubricant supplier walls. Lubricant also keeps piston ring pack clean. offer.May be a single BN universal oil or range from 40 to 80.

SAE 30

Low BN (e.g. 5) - gives some alkalinity reser ve if combustion products e nte r c ra n kca s e v i a leaking piston rod glands and detergency keeps crankcase clean.

Mineral base oil - lubricates crosshead and crankshaft bearings. Typically large volume of oil in the system, but consumption is minimal in a well-maintained engine. Oil is used to cool underside of piston crowns therefore must have good thermal and oxidation stability. Crankcase oil should have good water shedding properties in case of contamination (e.g. from cooler leak). Also load carrying capability for lubricating gears. (Engines without camshafts require oil with hydraulic capability.) Must be low foam.

Two-stroke slow-speed crosshead system

Base Number (BN)

Performance Requirements

Four-stroke medium-speed trunk piston

Propulsion or power generation

Residual â&#x20AC;&#x201C; high or low sulphur, or distillate (marine diesel or gas oil)

SAE 30 or 40

BN linked to fuel sulphur. BN range from 10 to 55

Mineral base oil - a single oil lubricates both cylinder and crankcase components, therefore needs to have all of the key attributes outlined above. Detergency and dispersancy is required to keep components clean and combustion related matter in suspension to prevent deposits. Some oil is consumed in service â&#x20AC;&#x201C; low consumption can result in BN depletion.

Four-stroke high-speed

Propulsion, power generation, ancillary

Distillate (0.1% sulphur gas oil)

Typically multigrade e.g. SAE 15W/40

BN range from 10 to 15

Mineral, semi-synthetic or synthetic base oil, for high power to weight ratio engines, often with automotive and off-highway heritage. A single oil lubricates both cylinder and crankcase components. Typically lubricants must meet specifications of US and European institutions (API and ACEA) and manufacturers (e.g. Cat, Cummins, MTU, Volvo).

LUBRICANT APPLICATIONS - ANCILLARY OILS

Ancillary oils Engine Duty

Typical Viscosity

Base

Performance Requirements

Air compressor

Multiple - engine starting, control & instrumentation

ISO VG 32-150

Mineral or synthetic

Must prevent build-up of deposits from degraded lubricant on the discharge side of the compressor and have a high auto-ignition temperature to prevent fires from oil carried into downstream pipework. Oils require thermal and oxidation stability, water shedding, anti-corrosion, low foam and anti-wear properties.

Gear

Multiple - deck equipment, engine room and thrusters

ISO VG 68-680 Multigrade for applications with automotive origins e.g. SAE 80W/90

Mineral or synthetic or biodegradable (e.g. blend with synthetic esters)

Must be able to cope with a wide range of operating conditions and temperatures. Oils contain extreme pressure additives. Require oxidation stability, low pour point, water shedding, anti-corrosion and low foam properties. Need to be able to cope with high temperatures in applications such as centrifugal separators.

Hydraulic

Multiple - deck equipment power transmission, controllable pitch propellers

ISO VG 15-150

Mineral or biodegradable Must be able to cope with a wide range of operating conditions and (e.g. blend with synthetic temperatures. Oils contain anti-wear additives. Require oxidation stability, esters) low pour point, water shedding, anti-corrosion, low foam, and air release properties. May contain a VI improver to give a wider working temperature range.

Refridgeration

Multiple perishable provisions, air conditioning, cargo

ISO VG 32220 (some non-standard viscosity grades)

Mineral or synthetic

Wide variety of lubricants depending on the refrigerant, the type of refrigeration plant and compressor and the temperature range. Oils need to be able to cope with high temperatures at the compressor and low temperatures in other parts of the system. i.e. be thermally stable. Most (but not all) need to be miscible (mix) with the refrigerant. As oil can be carried to low temperature areas of the refrigeration system, the pour point and wax-forming tendency must be low. Must also be compatible with sealing materials to prevent leaks.

Chapter 4

WHAT IS RIGHT FOR YOUR OPERATION? PUTTING THE PROCESS TOGETHER

CHANGING FROM ONE SUPPLIER TO ANOTHER THE IMPORTANCE OF LUBRICANT SUPPLIER SELECTION THE BUYER BEHAVIOUR QUADRANT UPGRADING YOUR OILS KEY CHALLENGES – LUBRICANT USE AND ECAS NOx AND CO2 EMISSIONS – REGULATION/SLOW STEAMING

CHAPTER 2

GETTING THE BEST DEAL

2013 VESSEL GENERAL PERMIT TAILORING LUBRICANTS TO SHIP REQUIREMENTS

Chapter 2

WHAT IS RIGHT FOR YOUR OPERATION?

‘PUTTING THE PROCESS TOGETHER’

There are of course challenges to face when choosing and implementing the best lubrication solution for your operations. Examining a number of key parameters and exploring these with suppliers is key to choosing the optimised lubricant solution for your operation. The buyer behaviour quadrant, provided on page 4 of this publication, is somewhat of an over simplification, but nonetheless useful for considering how lubricant decisions are being made currently within an organisation and opening the potential of introducing fresh approaches. In reality the right product, in the right place, at the right price is key as well as a number of other factors. However, part of ‘putting the process together’ is considering what lubrication methods, products and suppliers you are currently using and whether you should change your approach. You may not need to, but until the analysis is performed you do not know if you are doing the best for you operation. One question to consider is - will it be beneficial to change to more ‘advanced’ lubrication solutions in order to future-proof your operations? However, in order to do this the support from the suppliers of such advanced products must be taken into account and researched carefully. Can you take advantage of any support available from the suppliers when choosing their products? The following are of specific importance and the primary purchasing driver should be taken in to account: •

Service and distribution: Is there a supply network that is suitable for the operating profile of the ship(s)? Will the product be available in enough relevant ports?

•

Technical specification and performance quality: Will they be sufficient for your needs? Are you protecting your machinery sufficiently?

•

OEM recommended products: Are they approved by the OEM? Will you invalidate any guarantees if you use them?

•

Customer support: What is the support network provided? What is the speed and quality of supply and technical response? This can be particularly relevant in the event of delivery being needed at short notice

•

Comprehensive product range: Is there a wide enough product range to meet the variety of lubricants required by the ship?

•

Supplier reputation: Does the supplier have a good reputation within the industry? Can you access case studies and testimonials about the supplier and their product?

•

Lubricating oil analysis service: Whilst independent services are available, it may be preferred to use a supplier that provides their own analysis service.

•

Technical service and support: e.g. provision and updates of lubrication schedules to show what lubricant is to be used where. This can be particularly important for a newbuilding, when a ship is changed from one lubricant supplier to another or when new machinery is fitted.

Often, busy Technical Managers will prefer not to manage multiple suppliers and product solutions for different areas of the ship, thus one supplier for all required solutions can be advantageous.

GETTING THE

Chapter 2

BEST DEAL

The best time to get the best deal to fit business needs is during the contract negotiation. The negotiation of the best deal can be achieved through considering a number of points: • The uplift in supplier hub ports to get the best prices. A key question to consider is whether the supplier network fits with fleet movements. In addition to the cost of the lubricant itself, the cost of additional services should also be considered: e.g. what are the delivery charges, do any special stock arrangements have to be made, what are the cost implications? •

Making like-for-like comparison of offers from different suppliers; this will be both in the products on offer but also the pricing.

•

Understanding the level of customer service that is behind the product/brand name. This would include the lead time for deliveries, maximum/minimum quantities that can be delivered, method of delivery (e.g. barge or tanker drums), out of hours availability of personnel, the lubricating oil analysis programme on offer, and the availability of important ancillary lubricants as well as the main grades.

CHANGING FROM ONE

SUPPLIER TO ANOTHER

If a decision is made to change from one supplier to another there are important questions that should be considered regarding the actual changeover process. Changing suppliers is a fundamental change that may include the following aspects: • What are the lubrication schedules to change and distribute? In other words, what is the level of technical service to assist with the changeover and afterwards. •

Do the products meet OEM recommendations? This should always be considered, or at a minimum, whether or not the lubricant meets the required specification.

•

Can the new supplier offer confirmation of compatibility with the previously used oils? The compatibility of the new oils with the existing oils will allow for a smooth changeover period.

•

Is there crew and staff training provided to enable the end-users to adapt their habits and develop their understanding of the new product? This is particularly important when it comes to learning new brand names and where each of those brands should be used on the ship. The brand names can be very similar and crew confusion can be understandable with sometimes only a number separating different oils.

•

How can management of existing stocks onboard be handled and run down? Also how can the old product be phased out in favour of the new product with minimal disruption?

•

What is the ordering process required to establish the new lubricating oil on the ship?

•

Will there be the development of an accompanying oil analysis programme to initiate the change, measure for results and maintain the desired results?

Finally it is important to ensure you can put into place a chain of communication between the operator and lubricant supplier in the event of problems. There are low volumes of lubricants in air compressors, centrifugal purifiers and turbochargers, so it is technically relatively easy to upgrade these systems with nothing more than drain, clean, flush, and recharge. Changing over large volume systems such as a stern tube, stabiliser, controllable pitch propeller system or a thruster is more challenging however, and may only be possible in drydock. Enough time must be allowed for a full review before the ship reaches drydock.

THE IMPORTANCE OF

LUBRICANT SUPPLIER SELECTION

It is not always simple to change lubricant suppliers. For example, prior cleaning of machinery may be necessary and differing makes of lubricant are not necessarily compatible with one another. It is therefore very important to choose a lubricant and a supplier with the long-term future in mind.

THE BUYER

BEHAVIOUR QUADRANT

Four factors that invariably will feature heavily in any operatorâ&#x20AC;&#x2122;s decision-making process are: price, technical aspects, service and support. Please refer to the matrix on page 12. The end result will be a mix of all of these factors. However, there may be one factor influencing the decision-making process significantly more than others. In order to ensure that the best lubricant solution for an operation is being used, periodic review of the selection of supplier and market should be undertaken.

KEY POINTS TO CONSIDER 1. Consider what the primary driver in lubricant buying currently is. 2. Examine whether other factors should/could positively influence the decision-making process.

Once buying criteria are identified:

3. Talk to your current supplier. Find out what they suggest best meets your criteria, find out what they can do better for you. 4. Conduct a market review. Compare your supplier against others. You may be still buying on the same criteria you always have but may find that the market has changed, or that you could get more for less. 11

WHAT IS YOUR PREDOMINANT BUYER BEHAVIOUR? PRICE-LED Driven by a desire for the lowest cost solution. Technical performance and support are very much secondary to price. The lubricants are a commodity rather than a science contributing to successful operations. If decisions are heavily price led, it is usually an indicator that an operator has low(er) technical expertise and consequently little interest in products. Note: A price-led approach can actually result in further expense in the long term. A failure to provide machinery with suitable lubrication solutions can lead to excessive wear, corrosion, cold corrosion, deposit formation. Ultimately it can result in unscheduled downtime and the replacement of parts.

SERVICE-LED Product availability and delivery reliability of maximum importance. In this instance it is actually consistency of performance in terms of supply and commercial matters (e.g. invoicing) that are considered to be the marker of the best supplier. These targets and goals will often be monitored against KPI’s and if these are reached and the supplier performs, a very long-standing relationship can form. Note: It is important to remain up-to-date on what lubricants can be supplied as well as where they are supplied. Those with the most reliable service networks are often the larger manufacturers and thus access will be available to some of the more technically advanced solutions.

or price.

SUPPORT-LED

The support and assurance from the supplier on lubricant operations as a whole is of absolute key importance, not just the product and/

Support-led decision-makers can be fairly traditional and riskaverse operators. They may have little technical knowledge regarding lubricants. There is often a long-standing relationship with the supplier and trust is placed in them. Operational support can also be an important factor when choosing advanced solutions as even technically knowledgeable operators may seek reassurance that their lubricant is beneficial and no harm is being done. Note: It is more important than ever to understand the ‘ins and outs’ of lubricants. Reliance on a historical relationship can allow historical costing patters and use patterns to be developed. Ensure this is still reviewed on a regular basis to get the best deal and the right lubricants.

TECHNICALLY-LED Decisions formed on the basis of a desire to extend and protect machinery life. Price will factor but it is more a comparison between ‘peer products’. It may be a more expensive strategy in the short term with Capex initially looking higher. However, they can provide significant operational and mechanical gains. Technically-led decision-makers tend to understand at least the basics of the tribology behind their product choices and ensure that their choices are approved by the Original Equipment Manufacturer (OEM) rather than simply meeting a specification. Premium products such as synthetics may be used. Technicallyled buyers are also more open to new lubricant solutions and services. Note: To get the best out of the higher performance products it is often worth the additional investment in support services such as scrapedown analysis to identify optimum feed rates etc.

Chapter 2

UPGRADING

YOUR OILS

The motivations behind upgrading from mineral oil based lubricants to synthetic oil (in other words, highly processed, refined products that have very good stability) or biodegradable oil can be driven by a number of factors. The switch to synthetic oils will be driven by: the need for better protection of equipment; longer drain periods; lifecycle cost reduction; reduction in downtime, maintenance, and servicing. The switch to biolubricants – or EALs – will be due to: environmental policy; corporate social responsibility; environmental regulation such as the US 2013 VGP. The upgrade to synthetic oils or biolubricants may also be a solution when mineral oil has difficulty with the operating conditions. In this instance the lubricant supplier may work with the equipment supplier or the latter may recommend the switch directly. When changing lubricant type it is more important than ever to confirm the changeover procedure and the compatibility between the grades.

KEY CHALLENGES

LUBRICANT USE AND ECAS

(EMISSION CONTROL AREAS)

Although there are many lubricants required on a ship, the cylinder oil lubricant is one of the most significant (when operating slow-speed crosshead engines). The lubricant required and fuel sulphur content are highly entwined when it comes to cylinder oil lubrication. The introduction of restricted sulphur content fuels has a direct impact on lubricants. The less sulphur content in the fuel, the less sulphuric acid by-products that are produced and thus the less alkalinity that is required to neutralise them and vice versa. Owners and operators have had three choices until recently depending on their predominant operating profile:

• For fuel with a sulphur content of over 1 percent and up to the sulphur cap of 3.5 percent a BN 70 or above lubricant should be used. • If a ship is to remain using low-sulphur fuel oil (LSFO) for a period of longer than two weeks, the lubricant should be a lower BN lubricant (a BN40 or a BN50). • Alternatively a multi fuel sulphur content oil solution could be used (which utilises more complex chemistry than just BN number according to the manufacturers) and is suitable for use with both highand low-sulphur fuels. In order to make correct decisions, a ship’s operating pattern and fuel sulphur content should be discussed with the lubricant supplier and engine builder to confirm the appropriate cylinder oil grade(s) and feed rate.

NOx AND CO2 EMISSIONS

Chapter 2

REGULATION AND SLOW STEAMING

An emerging problem, particularly in newer engine types developed to respond to the reducing NOx requirements and CO2 requirements, is cold corrosion in cylinder liners. This is caused by the liners operating at temperatures below the acid dew point. The acid that forms can attack the cylinder liner and cause extensive damage. The practice of slow steaming can also catalyse the problem of cold corrosion. Cold corrosion is an emerging problem in engines modified for part load and low load operation to enable efficient slow steaming. It is important to understand these issues and choose the best BN lubricant accordingly. Manufacturers have been changing recommendations rapidly in light of new advisories from OEMs. Further explanations of cold corrosion and slow steaming are provided in Chapter 3.

2013 US VESSEL

GENERAL PERMIT

The US Vessel General Permit is a set of regulations that lays out the requirements that the Environmental Protection Agency (EPA) has introduced to the industry in order to minimise pollution in US waters whilst nonetheless allowing for trade.

The revised VGP, effective as of 19 December 2013 requires that where technically feasible, all oil-to-sea interfaces must use EALs. This regulation affects any ship that operates in US waters. For further information, please refer to Chapter 3.

Chapter 2

TAILORING LUBRICANTS

TO SHIP REQUIREMENTS

General Cargo Main Propulsion

Ancillary Machinery

• Turbocharger: Turbine Oils, Turbocharger and Rotary Compressor Oils. • Main engine: Trunk piston engine oil for heavy fuels, trunk piston engine oils for oil and diesel. • Governor: Turbine Oils, Turbocharger and Rotary Compressor Oils. • Reduction gearbox: Mineral gear oils, trunk piston engine oil for heavy fuels, trunk piston engine oils for oil and diesel. • Controllable pitch propeller: EAL hydraulic and gear oils, hydraulic oils, gear oils. • Stern tube: EAL stern tube oil or mineral stern tube oil.

• Fuel and lubricating oil purifiers: Synthetic gear lubricants. • Engine room crane: Gear oils, multi-purpose lubricant. • Thermal oil boiler: Heat transfer oil. • Air start compressor: Synthetic or mineral oil air compressor oils.

Steering Gear • Steering gear: Hydraulic oils,multi-purpose lubricant. • Rudder carrier bearing: multi-purpose lubricant.

Hotel/Catering Services •

Provisions refrigeration compressors: Synthetic or mineral refrigeration oils • Air conditioning compressors: Synthetic or mineral refrigeration oils.

LUBRICANT REQUIREMENTS BY SHIP AREA

Emergency Machinery

• Bow thruster: EAL stern tube lubricants, gear oils.

• Fast rescue craft engine: twostroke outboard engine oil. • Fast rescue craft davit: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant. Emergency generator: multi-grade • engine oil. • Lifeboat engine: multi-grade engine oil. • Lifeboat launch system: multi-purpose lubricant.

Power Generation

Deck Machinery

• Auxillary engine: Trunk piston engine oil for diesel and gas oil, trunk piston engine oil for heavy fuel oils.

• Provisions crane: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant. • Fairleads: multi-purpose lubricant. • Mooring winches: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant. • Pedestal fairleads: multi-purpose lubricant. • Accommodation ladders: EAL gear lubricants and mineral gear oils, multi-purpose lubricants. • Cargo cranes: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant.

Thrusters

Main Propulsion

Ancillary Machinery

• Turbocharger: Turbine Oils, Turbocharger and Rotary Compressor Oils. • Main engine: Cylinder Oils, Crankcase lubrication.

• Engine room crane: Gear oils or multi-purpose lubricants. • Fuel and lubricating oil purifiers: Gear lubricants. • Air start compressors: Synthetic or air compressor oils.

Turning Gear • Turning gear: Gear oils or multi-purpose lubricants. • Stern tube: Stern tube oil (in some cases, crankcase oil is allowed). • Shaft bearings: Crosshead engine crankcase oil.

Steering Gear • Steering gear: Hydraulic oils, multi-purpose lubricant. • Rudder carrier bearing: Multi-purpose lubricant.

Hotel/Catering Services • Provisions refrigeration compressors: Synthetic or mineral refrigeration oils. • Air conditioning compressors: Synthetic or mineral refrigeration oils.

LUBRICANT REQUIREMENTS BY SHIP TYPE (TANKER)

Power Generation • Turbocharger: Turbocharger and rotary compressor oils, turbine oils. • Governors: Turbocharger and rotary compressor oils, turbine oils.

Emergency/Back up Machinery

• E m e r g e n c y g e n e r a t o r : Subject to manufacturer recommendation, the requirements of the emergency generator should be similar to the main usual engine and should therefore have cylinder oils accordingly. • Lifeboat engines: See above; also consider multi-grade engine oil. • Lifeboat davits: EAL gear lubricants, gear lubricant and multi-purpose lubricant.

Deck Machinery • Mooring winches: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant. • Pedestal fairleads: Multi-purpose lubricant. • Winch and anchor wind lasses: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant.

Main Propulsion

Ancillary Machinery

• Turbochargers: Turbocharger and rotary compressor oils, turbine oils. • Shaft bearings: Trunk piston engine oil for heavy fuels, trunk piston engine oils for oil and diesel. • Control pitch propellers: EAL and mineral based hydraulic oils. • Governers: Turbine Oils, Turbocharger and Rotary Compressor Oils. • Stern tubes: EAL and mineral based stern tube oil, crankcase engine oil may be allowed. • Main engines: Trunk piston engine oil for heavy fuels, trunk piston engine oils for oil and diesel. • Reduction gear boxes: Trunk piston engine oil for heavy fuels, trunk piston engine oils for oil and diesel, gear oils.

• General service air compressor: Turbocharger and rotary compressor oils. • Air start compressors: Synthetic and mineral compressor oils. • Lubricating oil purifiers: Synthetic gear lubricants. • Instrument air compressor: Turbocharger and rotary compressor oils. • Watertight doors: Hydraulic oils. • Fuel oil purifiers: Synthetic gear lubricants. • Thermal oil boiler: Heat transfer oil. • Fin stabilisers: Hydraulic oil, EALs, multi-purpose lubricants.

Steering Gear

LUBRICANT REQUIREMENTS BY SHIP TYPE (FERRY)

• Steering gear: Hydraulic oils, multi-purpose lubricant. • Rudder carrier bearings: Multipurpose lubricant.

Thrusters • Bow thrusters: EAL stern tube lubricants, gear oils.

Power Generation • Turbochargers: Turbocharger and rotary compressor oils, turbine oils. • Auxiliary engine: Trunk piston engine oil for diesel and gas oil, trunk piston engine oil for heavy fuel oils. • Governors: Turbocharger and rotary compressor oils, turbine oils.

Hotel/Catering Services • Provisions refrigeration compressors: Synthetic or mineral refrigeration oils. • Air conditioning compressors: Synthetic or mineral refrigeration oils.

Emergency/Back up Machinery • Emergency generator: multi-purpose engine oil. • Emergency air compressor: multi-purpose engine oil, synthetic or mineral compressor oils. • Fast rescue craft engines: two-stroke engine oil. • Fast rescue craft davits: EAL hydraulic lubricants, gear lubricants, multi-purpose. • Evacuation systems: Gear oils.

Deck Machinery • Pedestal fairleads: Multi-purpose lubricant. • Fairleads: Multi-purpose lubricant. • Mooring winches: EAL hydraulic and gear oils, hydraulic oils, gear oils, multi-purpose lubricant.

CYLINDER OIL LUBRICATION FUEL SULPHUR CONTENT AND LUBRICANTS: WHAT ARE THE ISSUES AND WHY? THE IMPORTANCE OF THE BASE NUMBER SLOW STEAMING AND CYLINDER OILS: THE RELATIONSHIP

USED OIL ANALYSIS

ENVIRONMENTALLY ACCEPTABLE LUBRICANTS REGULATION THE JARGON EXPLAINED WHY REGULATE? CLASSIFICATIONS UNDER THE VESSEL GENERAL PERMIT

CHAPTER 3

ACTING ON THE EFFECTS OF SLOW STEAMING

TECHNICAL CONSIDERATIONS EALS AND STERN TUBE SEALS COST OF EALS EAL PERFORMANCE RECOGNITION WATER LUBRICATION 18

Chapter 3

YLINDER OIL LUBRICATION

The purposes of cylinder oil are manifold - it acts as a lubricant building up an oil film between piston rings and the cylinder liner; it cleans through the inclusion of additive(s) containing detergency agents; and it acts as a neutralising agent to the sulphur that is contained in fuel.

FUEL SULPHUR CONTENT AND

LUBRICANTS : WHAT ARE THE ISSUES? Until recent years, cylinder oil lubrication has been relatively straightforward. However, the introduction of regulations which limit the sulphur content of fuel, the advent of widely practised slow steaming, and increasing product costs have added extra dimensions of complexity. The global sulphur cap for heavy fuel oil is 3.5 percent, however it varies in certain waters around the world: •

Emission Control Areas (ECAs): Maximum 1 percent sulphur content, to be reduced to 0.1 percent in 2015. The areas include Baltic, North Sea and North Americas and Caribbean.

•

EU Directive: 0.1 percent sulphur content fuel for ships ‘at berth’ in EU ports.

•

The California Air Quality Board (CARB): Maximum 1 percent sulphur in California regulated waters with a reduction to 0.1 percent in 2014.

•

Outside of ECAs: Sulphur content of up to 3.5 percent, which will be reduced to 0.5 percent in 2020 subject to a review to be completed by 2018. In European waters outside of ECAs the reduction to 0.5 percent will take place in 2020 without review.

Currently, the most commonly selected sulphur compliance method is fuel switching. Fuel switching is the practice of changing the fuel supply from the regular fuel to fuel that has a lower sulphur content. This process must be completed before entry to an emissions regulated zone, and then the fuel can be ‘switched’ back to the regular fuel after the ship has left the zone.

Why Does This Affect Lubricant Use? One of the purposes of a lubricant is to act as a neutralising agent to the sulphur that is contained in fuel. As a rule of thumb, the BN of the lubricant must be matched to the sulphur content of the fuel. The BN is what has been traditionally used as the measure of the potential of a lubricant to neutralise the acidic products. This can mean that lubricant switching may be necessary if ships are to operate for extended periods of time (generally considered to be over two weeks) on a different fuel to the one to which the sulphur content of the cylinder oil lubricant is matched.

THE IMPORTANCE OF

Chapter 3

THE BASE NUMBER

Acidity products are formed through the process of combustion in the engine. Upon combustion, the sulphur contained in the fuel reacts with oxygen to form sulphur dioxide and sulphur trioxide. These two compounds then react with water to create sulphurous and sulphuric acids. The sulphuric acid, if unneutralised, will go on to corrode the cylinder liner.

The BN is what is often referred to as the ‘alkalinity’ or ‘base’ of a lubricant, however it is actually the quantity of acid – expressed in terms of the equivalent number of milligrams of alkaline potassium hydroxide – that is required to neutralise all alkaline constituents in one gram of sample. Typically the base consists primarily of calcium carbonate (limestone- CaC03). For example: A BN of 70 for a typical cylinder oil means that a quantity of acid equivalent to 70 milligrams of potassium hydroxide is required to neutralise the alkaline additives present in one gram of this cylinder oil. Higher BN oils are able to essentially absorb more of this acidity than lower BN oils. Additionally, more acid is produced when combusting high-sulphur fuels. The remaining BN in a used scrape-down oil is known as the residual base number and it is recommended by engine OEMs that the level of this is tested onboard on a regular basis to ensure that enough “headroom” remains in the used oil. A careful balance is required to reach the optimum conditions between fuel sulphur content and the cylinder oil. The OEM recommendations will vary and the OEM must be consulted for each specific engine type. Most of the lubricant suppliers now offer up to 100 BN lubricants to the maritime market.

A BN Too High?

Excess alkalinity i.e. there is a higher ’alkalinity’ (or BN number) than is required to neutralise the sulphuric acid by-products of combustion, is likely to lead to an un-depleted base. The un-depleted base (calcium carbonate) can form hard deposits which can have a number of undesirable impacts. •

Fouling of the piston crown that results in: - Bore polishing where by the cross hatch scoring on the liner wears out; - A loss of oil control and therefore lubricant between the piston rings and liner, causing metal-to-metal contact and scuffing (adhesive wear).

•

As wear increases there is an increase of blowby as the cylinder oil has difficulty providing a gas seal. Exhaust gases pass the piston rings causing soot and ash deposits to build up. Rings can stick in their grooves and break, wear can accelerate rapidly with a loss of performance and breakdown.

A BN Too Low?

A shortage in ‘alkalinity’ i.e. the cylinder oil does not have sufficient alkalinity (or BN number) to neutralise the sulphuric acid byproducts of combustion, leads to excessive corrosion by the un-neutralised acid. In the worst case scenario of corrosive wear there can also be adhesive wear i.e. metal-to-metal contact and scuffing as oil control is lost.

Chapter 3

SLOW STEAMING AND

CYLINDER OILS: THE RELATIONSHIP

The practice of ‘slow steaming’, or even ‘super slow’ steaming, the latter defined by sailing at a speed of 15 knots or less, is being adopted as a regular operating procedure by the shipping industry in response to heightening fuel bills.

Most ships practicing slow steaming have engines and machinery that were originally specified to run at a higher design-specified load. Slow steaming means the ship’s engines are running at a lower rate but cylinder pressures are higher. These conditions can cause stress on the machinery. It has been demonstrated that the reduced load of slow-speed two-stroke engines can have detrimental effects on the engines, including engine fouling, sub-optimal component temperatures and high sulphuric acid formation. Added to this, the rapid movements within engines mean that separate engine components are in contact with one another at any given moment for only minute fractions of time. Slow steaming can increase wear because lower movements mean increased surface-to-surface contact on any given component. If this is not properly managed the financial benefits of the fuel savings can be negated by machinery problems and failures. Whilst ship engines and machinery should be able to operate at all load ranges between 10 percent contract maximum revolutions (CMCR) and 100 percent CMCR, the long-term effect on the engine, the moving parts and elements such as effects on lubricant oils must be considered. Whilst controlled corrosion actually allows for more efficient lubrication by allowing the lubricant to adhere to micro-pockets in the cylinder liner, long-term uncontrolled corrosion can be disastrous.

Cold Corrosion

A major implication that must be considered when running engines at lower loads and higher rates is a process called ‘Cold Corrosion’. Running engines at low loads, often well below the load points for which the engines were designed, means the engine runs at lower temperatures. This increases the scope for acidic corrosion because not only do the lower temperatures affect the ways in which the fuel combusts, when water is involved in the process, leading to the production of more sulphuric acid. But cylinder liner wall temperatures are more likely to drop below the ‘dew point’ of sulphuric acid that is formed as a result of the combustion process. Therefore even with a low-sulphur fuel, the engine environment is significantly more acidic than usual and a lubricant that would have been suitable for a fuel with a given sulphur content under normal operating conditions may no longer be suitable.

Running engines at low loads, often well below the load points for which the engines were designed, means the engine runs at lower temperatures - this increases the scope for acidic corrosion.

ACTING ON THE EFFECTS

Chapter 3

OF SLOW STEAMING

It is extremely important to optimise lubricant solutions when adopting the practice of slow steaming. The key to protecting an engine and associated machinery is to know exactly what is happening inside and what the optimum feed rate is at any given time. Remember - More is not more. Even though increased feed rates are recommended by OEMs for slow steaming, over-lubricating can be as damaging as under-lubricating and is expensive and wasteful. Also even with low-sulphur fuels, slow steaming will nonetheless produce a more acidic engine environment than under normal operating conditions; adjust your lubrication choices and feed rates accordingly. The following points can be considered when planning mitigation strategies against the effects of slow steaming: •

Regular used cylinder scrape-down oil analysis can continue to monitor the health of the cylinder liner.

•

High performance lubricants can offer better protection against the increased stress of slow steaming.

•

Automated lubrication system can deliver precise, well distributed cylinder oil giving both improved protection as well as delivering lowest appropriate feed rates.

•

Use a lubricant that is OEM approved for slow steaming.

•

Metallic wear measurement equipment is being increasingly offered by the lubricant suppliers, for example Exxon’s Mobiguard Scrapedown Monitor, Shell’s Onboard Alert and others offered by specialists such as Parker Kittiwake. This type of equipment monitors metallic wear within cylinders and allows for feed rate optimisation of scrape-down oil.

USED OIL

ANALYSIS

Used oil analysis (UOA) is now strongly recommended by both OEMs and Oil Majors, and is a key tool in optimising lubricant usage in ships. By implementing a UOA programme successfully, owners and operators can: • • •

Improve equipment reliability through early diagnosis and potential faults. Reduce maintenance and repair costs. Lower the total lifetime cost of lubrication through ensuring the machinery is optimally lubricated without waste.

In particular, with the rising advert of cold corrosion issues, the advice it can offer is invaluable.

Onboard or Onshore?

Ship owners and operators now have the benefit of being able to analyse used oil either onboard, via lab testing, or through a combination of both. It should be noted that sample results obtained onsite may not necessarily be as detailed when compared to samples sent to the laboratory, but for the key parameters, such as water in oil and residual BN, onboard testing provides rapid results so that instantaneous decisions can be made.

Chapter 3

How often to Sample?

Sampling on a regular basis establishes a credible historical trend of machine performance. Exxon Mobil advise the following: • • •

Always follow the OEMs recommended sample intervals for your equipment. Follow the guidelines of classification societies. In the absence of OEM guidelines, refer to the tables below for general guidance in establishing initial sample frequency:

The table below describes the recommended sample frequencies for different Marine Propulsion Equipment areas.

Sample Point

Frequency

High-Speed Diesel Engines

250-500 hours

Medium-Speed Diesel Engines

1,000-2,000 hours

Slow-Speed Engines System Oil

1,000-2,000 hours

Gas Turbines

250-500 hours

Steering Gear Hydraulics

500-2,000 hours

Reduction Gears

250-500 hours

Cam Shaft Systems

250-500 hours

Thrusters

500-500 hours

Stern Tubes

1,000-2,000 hours

The table below describes the recommended sample frequencies for different Marine Supporting Equipment areas.

Sample Point

Frequency

Auxiliary Engines

500-1,000 hours

Turbochargers

1,000-2,000 hours

Compressors (Air/Refrigeration)

3 to 6 months

Purifiers

1,000-2,000 hours

Deck Hydraulics

3 to 6 months

Deck Gear Drives

3 to 6 months

There are a number of reasons why lube oil tests are carried out: • • • • • •

To monitor the deterioration of oil with time. To check for contamination with other oil, water and bacterial attack. To avoid damage to the lubricating part of the machinery. To determine any leak or source of contamination of oil. To understand the performance of the supplied lube oil. To monitor degradation of machinery condition and wear

Test Parameters – Collecting the Sample

A lubricant sample can be taken and quickly tested onboard. Obtaining a representative lubricating oil sample is one of the most important parts of a scheduled oil analysis program. If safe, take a sample while the system is running. If not, take a sample within 15 minutes after shutdown. If it is possible do not take samples from the bottom of the tank – this makes sure you get a true representative sample of the lubricant and is not after contaminants and wear particles have settled out. There are a number of parameters that can be tested which the table below explains: Note: Double Annular Combustor (DAC) is a continuous ring without separate combustion zones around the radius. The combustor has two combustion zones around the ring; a pilot zone and a main zone. i.e. a turbocharger.

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Chapter 3

LUBRICANT ANALYSIS LABORATORY TEST EXAMPLE TABLE KEY X

Normal test

Condition test

Fuel Specific test; Distillate Fuel engines receive Gas Chromatography (i.e., Mobilgard 12 series, Mobilgard ADL series, Delvac series), Residual Fuel engines receive Flash Point (i.e., Mobilgard M series)

TBNS

Total Base Number (TBN) Specific test for scrape-down samples only. If sample’s TBN is below 10, run Strong Acid Number (SAN) test.

Product Specific test; Synthetic oils receive Total Acid Number (TAN) test and Mineral oils receive Oxidation by IR test

Lab Specific test run only at Pernis laboratory

NOTE: The following test slates are only run at Pernis laboratory: 1) Engine w/ DAC 2) Scrape-down

ENGINE OILS Viscosity @ 100°C Water, Disp. (Infrared)

Engine X X

3) Hydraulic w/ SAN/TAN/pH 4) Grease

Engine w/DAC L L

Karl Fisher, Water Total Base Number Flash Point (SETA) Oxidation Soot Fuel Dilution by Gas Chromatography Analytical Ferrography Particle Quantifier

X FS X X C

L FS L L C

C,L X

C,L L L

Detecting Asphaltene Contamination

Metals Aluminium Boron Chromium Copper Iron Lead Nickel Silicon Sodium Tin Vanadium Zinc Potassium Molybdenum Silver

X L

C,L L TBNS, L

Strong Acid Number Compatibility

Scrape-down L

C,L X X X X X X X X X X X X C X X X

C,L L L L L L L L L L L L L C, L L L L

L L L L L L L L L L L L C, L L L L Source: ExxonMobil

Viscosity @ 40°C

X C

PS X C PS

Viscosity @ 100°C Karl Fischer, Water

X C

X L C,L X

C,L X X

C,L L L L L L

C,L X X

Total Base Number Flash Point (Closed Cup) Oxidation

Particle Quantifier Particle Count (4µm, 6µm,14µm)

X X L

C,L X X

C,L X X X X X X X X X X X X

C,L L L L L L L L L L L L L

C,L X X X X X X X X X X X X

X X X

L L L

X X X

Insolubles Analytical Ferrography

Strong Acid Number Total Acid Number

C,L X X X X X X X X X X X X

L C,L X X X X X X X X X X X X

X X X

Micro Carbon Residue Compatibility Metals Aluminium Boron Chromium Copper Iron Lead Nickel Silicon Sodium Tin Vanadium Zinc Potassium Molybdenum Silver

Grease

Viscosity @ 40°C Degassed Water, Hot Plate

Fresh Oil Tank

Steam Turbine

Hydraulic w/ SAN/TAN/pH Gear Drive

Circulating – Heat Transfer Circulating – Stern Tube Hydraulic

Circulating

Gas Turbine

Gas/ Refrigeration

NON-ENGINE OILS

Air Compressor

Chapter 3

C,L X X X X X X X X X X X X PS X X X

L L L L L L L L L L L L L L L

Certain test parameters are only required for specific applications and so this allows the user to minimise the number of parameters tested for depending on the oil type and application.

Sponsored by Parker Kittiwake The following section breaks down the various tests for oil analysis and the equipment that is available.

Viscosity

The viscosity of an oil is the most important property and is fundamental to providing optimum film strength, with minimal frictional losses, preventing metal-to-metal contact, scuffing, micro welding and wear of sliding surfaces. Viscosity may fall due to: • Fuel dilution. • Topping up with incorrect oil grade. • Shear of polymer additives. Viscosity may increase due to: • Excessive soot loading (insoluble content). • Water in the oil. • Filtration system malfunction. For all oils, ageing caused by oxidation and thermal degradation may lead to thickening and increased viscosity.

Equipment: • •

ViscoStick – a simple comparison of the viscosity of used oil with that of new oil. Rolling Ball viscometer – Heating the oil to a specified temperature (40°C for lube oils, 50°C for fuel oils) the rolling ball viscometer provides a direct readout of a lubricants viscosity in cSt, allowing accurate analysis of changes to be made.

Water in Oil

Water can enter lubricating oil from a number of sources including condensation, leakage and malfunction of oil treatment systems. Issues with water in the oil include: • Corrosion. • Cavitation. • Compromise stability of additive packages. • Encourage growth of microbes, yeasts, moulds and bacteria that could clog filters. • Displaces oil at contact surface – reduces effectiveness of lubricant. Water is the biggest enemy of oil and can easily enter without any warning. Even regular lab testing may not be sufficient for raising the alarm.

Equipment • • •

Digi Cell – Allows a quick onboard test of water content of system lube. The onboard test utilises reagents to give an indication of the percentage of water in oil. WaterSCAN – Total Water in Oil – Provides continuous real-time, high accuracy online measurements of total water and soot levels in your oil. 24/7 protection where water ingress could cause significant damage in a short time frame. Moisture Sensor – tells you exactly how dry your oil is and ensures that your oil is always below the saturation point before free and emulsified water starts to form.

Total Base Number (TBN)

Diesel engine oil is exposed to acidic combustion products and must be neutralised with alkaline additives before they can corrode engine parts.

Equipment •

Digi Cell – allows a simple comparison of residual BN to be made against a known BN of a new oil. Once calibrated against new oil, the residual BN of the used scrape-down oil can be easily measured.

Sponsored by Parker Kittiwake The following section breaks down the various tests for oil analysis and the equipment that is available.

Insolubles

These are a build-up of combustion related debris and oxidation products which include: • Fuel ash. • Carbon and partially oxidised fuel. • Oil oxidation products. • Spent lubricant additive. High levels of insolubles will increase the oil viscosity, wear of bearings and running surfaces as well as cause blockages to oil ways and filters.

Equipment •

An indication of levels of insoluble can be obtained by performing a simple dispersion test using blotting paper. The spreading of the drip gives an indication of the dispersion characteristics of the oil, the opacity that of the level of insolubles present.

Particle Content

Particulate contamination in hydraulic fluids can cause rapid wear of seals pumps and other critical components. Contaminants can enter from a number of sources including: • Top up oil. • Surrounding air. • Generated internally within the system.

Equipment •

Optical Particle counters to measure the ISO or NAS codes of the hydraulic fluids. These can either be offline or inline in a permanent installed system. Switching manifold blocks are also available to measure multiple hydraulic circuits using a single particle counter.

Wear Debris

Analysis of the amount of wear within systems can help predict the health of equipment by studying the wear particles within the lubricant oil in a non-intrusive manner.

Equipment •

Monitoring Wear

The liner is one of the most crucial and costly components of a ship’s engine and monitoring wear not only extends its life but also protects against considerable financial pain.

Equipment • •

LinerSCAN - uses magnetometry to quantify the iron in used cylinder oil, reporting changes caused by abrasive wear and even routine inspection, and highlighting periods of increased physical or thermal stress. LinerSCAN allows 24/7 monitoring for instant notification of issues. Wear debris monitors (such as the Shell Onboard Alert or the Exxon Mobil Mobiguard Monitor) allow offline measurement of the amount of iron in used scrape-down oil. This allows lubrication feed rates to be optimised and can also give an indication of other issues such as high levels of cat fines in bunker fuels etc.

Sponsored by Parker Kittiwake The following section breaks down the various tests for oil analysis and the equipment that is available.

COMMON SOURCES OF WEAR METALS IN OIL Iron (Fe)

Indicates wear originating from rings, shafts, gears, valve train, cylinder walls, and pistons in some engines.

Nickel (Ni)

Secondary indicator of wear from certain types of bearings, shafts, valves and valve guides.

Molybdenum (Mo)

Indicates ring wear. Used as an additive in some oils.

Chromium (Cu)

Primary sources are chromed parts such as rings, liners, etc., and some coolant additives.

Aluminium (Al)

Indicates wear of pistons, rod bearings and certain types of bushings.

Tin (Sn)

Lab Specific test run only at Pernis laboratory

Silver (Ag)

Wear of bearings which contain silver. In some instances, a secondary indicator of oil cooler problems, especially when coolant in sample is detected.

Copper (Cu)

Wear from bearings, rocker arm bushings, wrist pin bushings, thrust washers, other bronze and brass parts. In some transmissions, wear from discs and clutch plates. Oil additive or anti-seize compound.

Sodium (Na)

Coolant additive; used as an additive in some oils.

Silicon (Si)

A measure of airborne dust and dirt contamination, usually indicating improper air cleaner service. Excessive dirt and abrasives can greatly accelerate component wear.

Boron (B)

Coolant additive; used as an additive in some oils.

Phosphorous (P)

Antitrust agents, spark-plug and combustion chamber deposit reducers.

Zinc (Zn)

Antioxidants, corrosion inhibitors, anti-wear additives, detergents, extreme pressure additives.

Calcium (Ca)

Detergents, dispersants, acid neutralizers.

Barium (Ba)

Corrosion inhibitors, detergents, rust inhibitors.

Magnesium (Mg)

Dispersant - detergent additive, alloying metal.

Feed Rate

On and offline condition monitoring equipment can help optimise lubricant feed rate. Depending on trade, load, running hours and other factors the addition of real-time monitoring is becoming a vital tool for cylinder lube oil feed rate.

Equipment â&#x20AC;˘ â&#x20AC;˘

Wear debris monitors (such as the Shell Onboard Alert or the Exxon Mobil Mobiguard Monitor) allow offline measurement of the amount of iron in used scrape-down oil. This allows lubrication feed rates to be optimised and can also give an indication of other issues such as high levels of cat fines in bunker fuels etc. LinerSCAN - Cylinder oil feed rate can be optimised for liner life and scuffing detected within seconds, allowing corrective action before wear becomes critical. If high levels of metallic wear are found, lab analysis for more details reports is recommended.

Cold Corrosion Monitoring

Due to recent changes in operating regimes (such as slow steaming) and engine design, the issue of cold corrosion has recently become a significant issue in some engines. Sulphur in the HFO results in the formation of sulphuric acid when combined with water in the combustion process, literally eating cylinder liners away from the inside. Traditional lab testing by ICP only gives a figure for the total iron in the used scrape-down samples (which consists of both metallic iron measured by magnotometry methods and also non-ferrous iron - Fe2+ and Fe3+ compounds). Onboard lab tests previously available also only gave a figure for this total iron. New test methods recently launched now allow a combination of magnometry and a test only measuring the Fe2+ and Fe3+ compounds, thus giving the operator a much greater understanding of operating conditions within the cylinder chamber.

Sponsored by Parker Kittiwake The following section breaks down the various tests for oil analysis and the equipment that is available.

Decisions to either increase or decrease the feed rate, increase the BN of the oil used etc. can now be swiftly and accurately made onboard the ship, without waiting for lab analysis results.

Equipment

Parker Kittiwakes patent pending Cold Corrosion Test kit is available and gives a rapid (< 5 minutes per test) indication of the amount (in PPM) of FE2+ and Fe3+ compounds in the scrape-down oil. Used in collaboration with magnotometry to give the metallic component, accurate decisions can be swiftly made onboard.

Test Kits

Various combinations of onboard test kits are available, depending on the requirements of the ship and the approach to proactive testing. Some crew view the testing of lubricants onboard as yet another task that they are asked to perform, failing to see the value of rapid and accurate information on the condition of their engines. Those with a more proactive approach understand the longer-term benefits of fully understanding the operating conditions of their engine and the impact that poor lubrication can have on engine life. Basic multi parameter test kits are available that measure a few simple parameters e.g. Parker Kittiwakes Digi Test Kit, allowing measurement of water, BN, insolubles, basic viscosity etc. Similar kits are often provided to ships by their oil suppliers, allowing them to carry out comparable tests and feed the results back to the oil companies for recommendations on feed rate adjustments. Those with a more proactive approach may take onboard testing to the next level, utilising electronic test labs that allow multiple parameters to be tested to an accurate level onboard. One such example of this is the Parker Kittiwake Oil Test Centre (OTC) or cabinets. Kits such as this are deployed widely around the world by navies and other military, where uptime is critical. The ultimate protection is provided by permently installed sensors, providing 24/7 protection and alarms of any issues immediately, not just at the next offline test interval. Such sensors include Parker Kittiwakes LinerSCAN and WaterSCAN systems, for wear metal and combined water and soot monitoring respectively.

PARKER KITTIWAKE

WWW.KITTIWAKE.COM

Condition Monitoring and Predictive or Proactive Maintenance systems and instrumentation providing the earliest indication of failure for capital plant and equipment. Parker Kittiwake have grown from a small UK based supplier to a leading player in the CM equipment space. Further details are provided in this section with headlines of: • • • • •

3 manufacturing sites (Parker Kittiwake, Parker - Holroyd and Parker - Procal) Worldwide customer base served by global technical support centres. 19 years of sustained and profitable growth underpinned by a high level of R&D investment (circa 7-10% T/O) to maintain and build our market position. On-Line, On-Site and Off-Site monitoring solutions for In-service lubricants, greases, bunker fuels, exhaust emissions, wear metals, vibration and structural analysis, gas and valve leakage. Sampling systems and worldwide logistics for large UOA and other fiscally secure sampling systems.

Parker Kittiwake condition based maintenance products provide early indication of fault or failure in your plant equipment and machinery through or condition based monitoring system, which includes: • • • • • • • •

In-Use or In-Service oil & grease analysis. Ferrography and magnetometry for wear metals. Fuel sampling and testing for quality and quantity. Exhaust gas emissions for NOx, SOx, CO2 and many other pollutants. Condition monitoring vibration, acoustic emissions, poor lubrication. Gas and valve leakage. Water and effluent testing, chemical dosing and sampling. Structural monitoring for cracks and fatigue.

Chapter 3

NVIRONMENTALLY ACCEPTABLE LUBRICANTS

REGULATION The original United States Vessel General Permit came into force at the start of 2008 and on 28 March 2013 the US Environmental Protection Agency (EPA) issued a revised VGP which came into force on 19 December 2013. Lubricants, not previously regulated, are now included in the US 2013 VGP, which states that: “All ships greater than 79 feet must use an Environmentally Acceptable Lubricant (EAL) in all oil-to-sea interfaces, unless technically infeasible”. The US EPA describes EALs as: “Lubricants that have been demonstrated to meet standards for biodegradability, toxicity and bioaccumulation potential that minimise their likely adverse consequences in the aquatic environment, compared to conventional lubricants.” The US 2013 VGP also sets out rules for technology-based effluent (outflowing) limits for all ships as well as regulating other specific ship discharges.

THE JARGON

EXPLAINED

“Use an Environmentally Acceptable Lubricant (EAL) in all oil-to-sea interfaces” In essence, EALs, or ‘biolubricants’ as they are often known, must be used in all applications whereby the lubricant and sea come into direct contact. This would include such areas of the ship as the paddle wheel propulsion, stern tubes, rudder and thruster bearings, stabilisers, azimuth thrusters, propulsion pod lubrication and wire rope and mechanical equipment that are subject to immersion.

‘Unless technically infeasible’ This language is referring to: • Pre-lubricated equipment such as some wire rope. • When there is no EAL available that meets the manufacturer’s lubricant specifications either on the market or at that specific dock. • If the process of switching over that needs to be performed at the next drydocking. The use of non-compliant lubricant must be recorded in the ship’s Annual Report and its usage justified.

Chapter 3

WHY

REGULATE?

The majority of ships traversing the oceans operate with oil-lubricated stern tubes and use lubricating oils in a large number of applications both on deck and submerged under the waterline. These include stern tube bearing, thruster gearboxes, and horizontal stabilisers which all have pressurised lubricating oil systems that maintain higher pressures than the surrounding sea – ensuring no/minimal amounts of seawater can enter the oil system. However due to the high pressures, lubricating oil may leak into the sea. This is traditionally considered part of normal ‘operational consumption’ of oil. However, the discharge of petroleum-based lubricant has been shown to have substantial impact on the aquatic ecosystem.

CLASSIFICATIONS UNDER THE

VESSEL GENERAL PERMIT

Lubricant manufacturers will be able to provide confirmation if they offer lubricants that meet the US 2013 VGP standards. It is imperative that this is checked as not all ‘bio’ lubricants will necessarily comply.

Biodegradability

The US EPA has very specific definitions of what constitutes an EAL and the term ‘biodegradability’. Sections of EALs; EPA 800‐R‐11‐002 November 2011, with specific reference to biodegradability. • Biodegradability is a measure of the breakdown of a chemical (or a chemical mixture) by micro-organisms. • Primary biodegradation is the loss of one or more active groups in a chemical compound that renders the compound inactive with regard to a particular function. • Primary biodegradation may result in the conversion of a toxic compound into a less toxic or non-toxic compound. • Ultimate biodegradation, also referred to as mineralization, is the process whereby a chemical compound is converted to carbon dioxide, water, and mineral salts. In addition to primary and ultimate biodegradation, biodegradation is also defined by two other operational properties: inherent biodegradability and ready biodegradability: • A compound is considered inherently biodegradable so long as it shows evidence of biodegradation in any test for biodegradability. • Readily biodegradable is an operational definition that some fraction of a compound is ultimately biodegradable within a specific timeframe, as specified by a test method In addition to possessing a certain percentage of readily biodegradable material, an EAL must also demonstrate low toxicity to aquatic organisms. Appendix A to the US 2013 VGP defines biodegradability as: • Lubricant formulations that contain at least 90 percent weight in weight concentration (w/w); • Grease formulations that contain at least 75 percent (w/w) of a constituent substance or constituent substances (only stated substances present above 0.1 percent shall be assessed) that each demonstrate either: 1. The removal of at least 70 percent of dissolved organic carbon; 2. Production of at least 60 percent of the theoretical carbon dioxide; 3. Or consumption of at least 60 percent of the theoretical oxygen demand within 28 days.

Chapter 3

Bioaccumulation

The propensity of a substance to bioaccumulate is another property of a lubricant that is considered in the qualification of a product as an EAL. • Bioaccumulation is the build-up of chemicals within the tissues of an organism over time. • The longer the organism is exposed to a chemical and the longer the organism lives, the greater the accumulation of the chemical in the tissues. • If the chemical has a slow degradation rate or low depuration rate within an organism, concentrations of that chemical may build-up in the organism’s tissues and may eventually lead to adverse biological effects Currently, the majority of lubricant base oils (mineral oils) have the lowest biodegradation rate, a high potential for bioaccumulation, and a measurable toxicity towards marine organisms.

Test Methods

Acceptable test methods include: •

OECD Test Guidelines 301 A-F, 306, and 310, ASTM 5864, ASTM D-7373, OCSPP Harmonized Guideline 835.3110, and ISO 14593:1999

•

For lubricant formulations, the 10 percent (w/w) of the formulation does not need to follow the biodegradability requirements, with 5 percent allowed to be outright non-biodegradable (but not bioaccumulative).

•

For grease formulations, the 25 percent (w/w) of the formulation that need not meet the above biodegradability requirement, the constituent substances may be either inherently biodegradable or non-biodegradable, but may not be bioaccumulative.

•

Acceptable test methods to demonstrate inherent biodegradability include: OECD Test Guidelines 302C (>70 percent biodegradation after 28 days) or OECD Test Guidelines 301 A-F (>20 percent but <60 percent biodegradation after 28 days).

Beware of “Environmentally Safe” Lubricants

Current products that claim to be “environmentally safe” may not necessarily meet the stringent requirements by the EPA for EALs • • •

“No-Sheen” lubricants that are promoted as “inherently biodegradable” should be queried. “Food Grade” oils and greases may not meet the testing standards for bioaccumulation or chronic toxicity. Oils and greases with a specific gravity > 1.0 will not be allowed in unless they also achieve the environmental standards.

Deck Washdown and Runoff

The US 2013 VGP also strongly encourages the use of EALs in all above deck equipment. Ship owners/operators are required to minimise oily discharge from machinery and spills on deck by using coamings or drip pans and disposing of the waste in proper containers, regardless of lubricant type. The US 2013 VGP also advises that ship owners/operators must minimise deck washdowns while in port. At this time, EPA has not mandated that ships must use EALs for their deck applications, however, it strongly encourages the use of such lubricants. This is in fact an indication that the next iteration of the VGP may mandate the use of EALs for all above deck equipment although it has not been explicitly stated. In 2008, the use of EALs for oil-to-sea interfaces was simply strongly encouraged.

TECHNICAL

Chapter 3

CONSIDERATIONS

Biodegradability and Base Oil Selection

Because the majority of a lubricant is composed of the base oil, the base oil used in an EAL must be biodegradable. The three most common categories of biodegradable base oils are: • Vegetable oils. • Synthetic esters. • Polyalkylene glycols.

Vegetable Oils

Hydraulic Environmental TriGlyceride (HETG) oils use vegetable-based ﬂuids that are readily biodegradable, but performance is most suited to cool and dry operating conditions. One of the issues with vegetable based oils is that they only have a limited life expectancy when exposed to heat. They can also become unstable when exposed to wet environments or contaminated with water. Vegetable oils can certainly be used instead of mineral oils in the very wide application field of open lubrication systems. For closed lubrication systems such as gearboxes, hydraulics and engines however, vegetable oils are unsuitable because of their sensitivity to ageing and high temperatures. Vegetable oils used for too long cause deposits and lacquering that can cause premature failure of machine components. Under high temperature operating conditions, vegetable oils can polymerise so rapidly that a viscosity class ISO VG 32 fluid turns into a sticky mass. If accidentally released into natural waterways, vegetable oils float on top but do not form the feared rainbow coloured film characteristic of mineral oils. They rapidly decompose on the water surface, but can still be located.

Synthetic Esters

Hydraulic Environmental Ester Synthetic (HEES) fluids are readily biodegradable. Synthetic esters also perform well in standardised oxidation tests, which determine the life of the lubricant under test conditions. When new, clean, cool and dry, synthetic esters offer excellent performance. Synthetic esters can be specifically tailored for their intended application, they have many performance advantages over pure vegetable oils, and are used as the base oil in lubricants for many ship applications, including hydraulic oil, stern tube oil, thruster oil, gear lubricant, and grease. In machine service, the acids that are present in the chemical reaction can cause rust and wear, seal degradation and corrosion to yellow metals. Ester-based fluids must be maintained in a cool, dry state to obtain maximum performance.

Polyalkylene Glycols

Hydraulic Environmental PolyGlycol (HEPG) oils, or Polyglycols (PAG), are synthetic lubricant base oils, typically made by the polymerisation of ethylene or propylene oxide. Although they are made from petroleum-based materials, PAGs can be highly biodegradable, particularly the water soluble PAGs. The biodegradability of HEPG fluids depends on the ratio of propylene to ethylene oxides. The higher the molecular weight, the lower the biodegradability of the fluid. HEPG fluids come in a broad viscosity range and have an operating temperature range of -20°C to 80°C. PAGS are not suitable as stern tube lubricants because currently they are highly corrosive to the stern tube seal and therefore EAL synthetic esters are restricted to saturated esters that have good resistance to oxidation, hydrolysis and good performance under low temperatures.

Chapter 3

EALS AND

STERN TUBE SEALS

One of the main issues with the conversion to EALs is that many conventional rubber (seal) materials are not compatible with the new EALs. Not only this but EALs will also absorb more water than mineral oils, so water intake control is critical to maintaining lubrication capacity and to keep the risk of corrosion and bacterial growth under control. Whilst there has not been widespread information published on this, seal manufacturers have been performing their own tests and should be able to supply a list of compatible oils and seals. The target life however is only 2.5 years which may not be compatible with a ship’s docking intervals. New seals are starting to be released to the market however these have longer target lifecycles such as the Wärtsilä Bio Seal Ring which has a lifetime of at least five years.

THE COST

OF EALS

Lubricants account for 20 percent to 30 percent to the running costs of most ships, so any factor that has the potential to add a premium to this is another challenge ship operators and managers must contend with in order to optimise the profitability of their ships. One of the most comprehensive sources of information on the cost differential between traditional lubricants, sourced from cost data and retailers of marine lubricants and EALs, was provided via extensive market research performed by the US EPA prior to introducing the final US 2013 VGP. The principal findings of this market research were: • On average EALs are 38 percent more expensive than conventional (e.g. mineral-based) lubricants. • This difference is not always present in so much as some EALs appear to be priced similarly as synthetic lubricants. • Industry representatives indicated synthetic-based lubricants tend to be significantly more expensive than mineral-based lubricants (twice to four times more expensive). • The interviewees’ experiences also suggested EALs from vegetable sources are 10 percent to 50 percent more expensive than conventional lubricants. That said, the purchase prices of EALs are guarded closely by manufacturers and it is generally very difficult to obtain publicly available cost information from EAL manufacturers. Operating costs for using environmentally preferable lubricants are expected to increase modestly relative to conventional products, although there can be efficiency gains from longer life (e.g. reduced corrosive properties, enhance water contamination performance). However, the benefit of using environmentally preferable lubricants can be considerable in terms of reduced environmental impacts. Many countries, primarily in Europe, encourage the manufacture and consumption of EALs. Owners are encouraged for the switch with tax exemptions on environmentally acceptable base oils, taxes on mineral oils and subsidies to consumers to cover the price difference between conventional and EALs.

EAL

Chapter 3

PERFORMANCE

The use of EALs is one way that ship operators can achieve real cost saving benefits through superior performance, whilst minimising their environmental impact. EALs offer certain performance advantages. When formulated with vegetable oils, these lubricants exhibit better lubricity, which means reduced friction and wear, a high viscosity index and high flash points for improved safety. Even though per unit biodegradable lubricants cost more, this initial cost may be offset by the extended fluid life and reduced machinery downtime relative to conventional lubricants. For example Vickers Oils claim that one of their customers was able to run bio-hydraulic fluid in a crane following 1,760 hours usage, whereas previously he had to change the conventional mineral hydraulic fluid every 400 hours. Longer change intervals means lubrication is simplified, the need to interrupt operations lowered and less lubricant is used, potentially reducing running costs.

RECOGNITION Corporate Social Responsibility, Reporting and Compliance Programmes The use of EALs highlights to the industry and indeed wider society the efforts that the maritime sector is making to reduce its environmental impact and innovate whilst still supplying the world’s global shipping needs.

One of the main drivers for the use of biolubricants is the pressure on companies to be accountable to shareholders and the general public for their emissions and pollution. Corporate Social Responsibility (CSR) is an incredibly important part of today’s business world and the use of EALs can have highly beneficial for improving a company’s CSR. CSR goals have long been a driver for the industry. It is due to this desire that operators have focused on developing environment reporting and compliance programmes outside the context of government-ordained legislative frameworks. Both regulation and CSR are two strong drivers, the third main driver is mitigating accidental spill penalties by the use of EALs. While significant spills with readily biodegradable fluids are still reportable events, the resultant costs associated with the incident are usually minimised. Using these lubricants can potentially save an operator thousands of dollars in terms of fines, clean-up costs and downtime.

Class Notations

The benefits of using EALs, and the confidence which has been gained in their performance, is already recognised by the appearance of a growing number of regulatory requirements and commercial initiatives mandating or incentivising the adoption of EALs. Examples include: • IMO Guidelines for Ships Operating in Arctic Ice-Covered Waters: “Sterntube bearings, seals and main propulsion components located outside the hull should not leak pollutants. Non-toxic, biodegradable lubricants are not considered to be pollutants.” • DNV Environmental Class - Clean Design notation: authorises the use of biodegradable lubricant (under controlled conditions) in the sterntube bearing. • RINA additional Class Notation Green Plus: requires use of “biodegradable” lubricants. • Clean Shipping Index: measures the environmental profile of ships, and awards more points for use of EALs in sterntubes, external hydraulics, thrusters and CP propellers. • Baltic Sea Position: “Biologically degradable oil is an alternative to conventional mineral based oil”.

Chapter 3

WATER

LUBRICATION

Approximately 60 years ago, most large ship propeller shaft bearings were water-lubricated and had a hard material called lignum vitae as their bearing material. Commercial ship owners then shifted to oil-lubricated systems because they allowed shafting to stay in service longer without being removed. However with an increasing awareness of environmental issues and new legislation a number of companies have been developing water-lubricated systems once more in order to comply with the US 2013 VGP. With these systems, seawater is used as the lubrication medium in place of oil.

According to a study conducted by Dagmar Schmidt Etkin of Environmental Research Consulting, each shipboard stern tube has operational discharges of 1 to 7 gallons of oil per year. If all stern tubes in all ships fitted with them leaked, between 34 and 64 million gallons of stern tube lubricating oil would enter the ocean each year. Accidental discharges can also occur from seal wear, propeller contact, ropes or fishing line wound around the shaft, as well as marine growth and debris. Today, over 700 commercial ships are using a seawater-lubricated system that uses no oil – meaning full compliance with the US 2013 VGP. Currently, the US EPA recommends that all newbuild ship operators endeavor to use seawater-based systems for their stern tube lubrication to eliminate the discharge of oil from these interfaces to the aquatic environment. Water-lubricated bearings avoid oils and grease lubricants altogether. Seawater is pumped into the bearing and it simply discharges back into the sea. There is no aft seal, only a forward seal to prevent seawater from entering into the engine room. Proven materials and new designs of non-metallic bearings now offer performance similar to metal shaft bearings. The seawater lubricates and dissipates heat from shaft friction and provides equal performance when compared to oil lubricants. These bearings are a viable alternative to the environmental risk of oil-lubricated ones. In most cases, you cannot just replace the mineral oil with seawater or other oil-based EAL’s. Oil-based EAL’s need to be compatible with the sealing materials to ensure leakage is controlled – ship owners will need to check with their seal supplier and it may be necessary to upgrade the sealing rings or upgrade to a new seal. Oil-based EAL’s may impact on the seal wear life meaning increased maintenance costs. Typically, costs of oil-based EAL’s are 3-5 times more expensive than mineral oils. If you are using a sophisticated air seal, commonly promoted as a non-polluting aft seal, you are still required to use an oil-based EAL, as it is not possible to guarantee that oil leakage will never occur. Fishing nets and ropes can still damage the seals allowing leakage to occur. Recently, both Lloyd’s Register (LR) and Bureau Veritas (BV) have modified their rules for water-lubricated propeller shaft systems that would allow the shaft to remain in place if monitoring conditions are met. With the SCM notation from LR, the shaft does not have to be withdrawn for inspection until the ship reaches 18 years from the date of build. Improvements in water-lubricated material technologies have resulted in greater choice of materials which can now offer improved and predictable bearing wear life with zero risk of oil pollution from the stern tube. Companies that offer water-lubricated stern tube bearings: • • • •

Thordon Bearings Ltd. – COMPAC Propeller Shaft Bearing System. Wärtsilä Envirosafe. Kemel Company – Water-Lubricated Stern Tube Seal, Water-Lubricated Stern Tube Bearing. Duramax Marine – Johnson Cutless Water-Lubricated Bearing Systems.

AEGEAN CASTROL MARINE CHEVRON EXXON MOBIL GULF OIL MARINE KLÃ&#x153;BER LANOPRO LUKOIL ROCOL SHELL TOTAL LUBMARINE VICKERS OILS

CHAPTER 4

SNAPSHOT OF THE MARKET: MANUFACTURER PROFILES

Chapter 4

AEGEAN Aegean Marine Lubricants is a global bunker supplier based in Greece. Aegean have been trading marine lubricants for more than 16 years. Following the acquisition of a state-of-the-art blending plant in 2007, the company offers a private range of lubricants which fall under the ALFA brand name.

Cylinder Oil Products

The ALFA range consists of high performance mineral and synthetic lubricants and greases, which meet the specifications and requirements of the major OEMs. According to Aegean, the major advantage of their product range is the expertise it relies on: the company claims to be the first independent petroleum company which is both an international bunker supplier and global producer-supplier of marine lubricants. This unique combination of technical and commercial know-how is said to lead to a high quality offering.

ALFACYLO 570

A supreme quality, high performance cylinder oil of SAE 50 viscosity grade, recommended for use in slow-speed crosshead marine diesel engines burning heavy residual fuel oils. The product provides effective protection of the cylinder liners and piston rings. Application: Recommended for use in slow-speed crosshead marine diesel engines burning heavy residual fuel oils.

ALFACYLO 540 LS

A high performance cylinder oil of SAE 50 viscosity grade, specially intended for use in slow-speed crosshead marine diesel engines burning low-sulphur fuels, operating at high thermal and mechanical loads. Application: Use in slow-speed crosshead marine diesel engines burning low-sulphur fuels, operating at high thermal and mechanical loads.

WWW.AEGEANOIL.COM

CASTROL MARINE

Castrol Marine is a worldwide supplier of marine, domestic and industrial lubricants with over 100 years of experience and a presence in over 100 countries and over 825 ports. The Castrol brand is part of BP’s group of companies, but has retained its separate identity.

Dedicated Research Facilities

Castrol Marine operates a Technology Centre at Pangbourne, where their R&D takes place as well as where new product is tested for adherence to the relevant technical and environmental performance standards. The testing facilities bench-test and analyse all of Castrol’s products under strict field conditions within controlled environments.

Number of Ports Supplied: 825

Number of Countries Supplied: 80

Customer Support

Castrol operates a worldwide network of ‘liquid engineers’ who provide technical and operational support to their customers.

CONTINUES OVERLEAF 41

Chapter 4

Castrol Marine has also developed Castrol Academy, a self-learning and assessment tool comprising eleven technical training modules to help marine engineers and crews develop skills and improve knowledge. It combines print-based modules with interactive DVDs and e-learning materials and assessment.

Parent Group

The Castrol brand is part of BP’s group of companies, but has retained its separate identity.

Cylinder Oil Products

Castrol offers the Cyltech range of cylinder oil lubricants, designed specifically for ships that operate on low-sulphur fuels. The company believes that each ship should use a single cylinder lubricant that is based on that ship’s predominant operating conditions, as opposed to a universally applicable solution. In recognition of this, the Cyltech range spans BNs from 40 - 80. While 40 BN cylinder oils are more suited to ships permanently operating in Emissions Control Areas, those oils with a BN of 70-80 are said to be better suited to ships regularly slow steaming and on international trade routes. Even though OEMs confirm that there is no need to change the cylinder lubricant if operating in an ECA for around 10 – 14 days, Castrol states that, from their experience, using a high BN product for longer than 10-14 days is often acceptable – especially when slow steaming. Castrol’s have been very emphatic that ships should use a single cylinder lubricant that is based on that ship’s predominant operating conditions, as opposed to a universally applicable solution and have never brought a universal solution to market. The Cyltech range spans BNs from 40 - 80.

Cyltech 40SX

A high detergent, premium 40 BN marine diesel engine cylinder lubricant for two-stroke crosshead engines running on low-sulphur fuels. Cyltech is suitable for prolonged operation on low-sulphur fuel (distillate or heavy fuel < 1.5 percent S). In many cases it is suitable for fuels of up to 2-2.5 percent sulphur; however corrosion sensitive engines should select higher BN oils, especially for prolong operation at sulphur levels of above 2.7 percent. It is also suitable for in-service running-in (distillate or heavy fuel). Sea trials and Test bed breaking-in. Application: two-stroke crosshead engines running on low-sulphur fuels.

Cyltech 70

Is a premium marine diesel engine cylinder lubricant developed to provide superior performance at the higher temperatures and pressures in modern engines.

Cyltech 80 AW

Is a premium marine diesel engine cylinder lubricant with a BN of 80 and Anti-Wear technology. The product provides advanced protection against corrosive wear of cylinder liners and piston rings of large two-stroke engines, especially when the ships are operating under slow steaming conditions. Application: all types of crosshead engines operating on high-sulphur residual fuel, typically above 3 percent.

WWW.CASTROL.COM

CONTINUES OVERLEAF 42

Chapter 4

EAL Products

Castrol Marine has been offering their bio range of lubricants for the last six years, with the BioStat, BioBar and BioTac product ranges launched in 2008. Castrol states that their products contain more components derived from renewable resources than conventional mineral oils, which means they are less likely to cause damage to the marine environment. The Bio Range has also undergone full marine environmental testing in relation to ‘OSPAR’ criteria: the Oslo and Paris Conventions for the protection of the marine environment of the North-East Atlantic. The products have been registered with the Norwegian authorities for use in offshore applications.

BioBar Range

BioBar 22, BioBar 32, BioBar 46, BioBar 68, BioBar 100 The BioBar range contains selected additives ensuring good oxidation stability, good anti-corrosion and anti-wear properties and low aquatic toxicity. The combination of base oils used in BioBar endows it with a very high viscosity index and an extremely low pour point as well as giving excellent compatibility with elastomeric seal materials. The careful choice of the saturated synthetic ester enables the product to operate up to +120°C system temperature. The products in the range are distinguished by their BN number. Application: hydraulic systems and hydrostatic transmissions incorporating gear pumps, vane pumps, radial pistons or axial piston pumps and motors.

BioTac MP

BioTac EP2 is a multi-purpose EP grease based on a combination of Lithium Complex thickener technology, biodegradable base oil and an optimised performance additive system to impart corrosion protection, oxidation stability and load carrying capability. The inclusion of polymer technology enhances the adhesive properties of the grease, improving water resistance and thus reducing the potential for contamination of both the open deck and the marine environment. BioTac MP has been registered according to OSPAR (Oslo and Paris Convention) requirements and approved by the UK regulators for use offshore. It therefore meets the requirements for being an EAL under the US 2013 VGP. Application: rolling and plain bearings of relevant engine room equipment, as well as wire rope lubrication.

BioStat

Biostat contains selected additives ensuring good oxidation stability, good anti-corrosion and anti-wear properties and low aquatic toxicity. The combination of base oils used to BioStat endows it with a very high viscosity index and an extremely low pour point as well as giving excellent compatibility with elastomeric seal materials. The careful choice of the synthetic base oils enables the product to operate in a wide system temperature. Applications: Stern tube, reduction gear, thrusters, spur, helical and planetary gear units, couplings, rolling and sliding bearings.

WWW.CASTROL.COM

Chapter 4

CHEVRON Chevron is one of the largest suppliers of marine lubricants in the world, with their lubricants available at over 600 ports globally. Their product ranges have gained approvals from, or meet or exceed the performance requirements of, key global OEMs. In 2012, Chevron Marine Lubricants signed cooperation agreements with Gazpromneft Lubricants of Russia that will result in an improved supply network and greater choice of marine lubricants for ship operators and managers.

Number of Ports Supplied: Over 600 Cylinder Oil Products

Taro Special HT 100 is Chevronâ&#x20AC;&#x2122;s new cylinder oil solution meeting the requirements of new design engines, especially when slow steaming at low loads. Taro Special HT 100 combats the effects of cold corrosion, providing excellent wear protection and piston cleanliness.

Taro Special HT 100

A high performance 100 BN cylinder lubricant optimised to combat the effects of cold corrosion, especially when slow steaming at low load, in new design two-stroke marine engines operating on heavy fuel oil. It is blended from highly refined, paraffinic base oils and carefully selected additives to provide excellent ring wear protection, liner wear protection and piston cleanliness in slowspeed crosshead engines. Application: Taro Special HT 100 has been developed specifically for high-pressure and high-temperature applications.

EAL Products

Chevron holds an agreement with RSC Bio Solutions (formerly known as Terresolve Technologies, Ltd.) to supply their customers with Environmentally Acceptable Lubricants. Chevron supplies the following products from RSC Bio Solutions which was formed in 2010 by the owners of Radiator Specialty Company (RSC), a 90-year-old company that houses, among others, the LIQUID WRENCH and GUNK brands:

EnviroLogic 100 Series (115, 122, 132, 146, 168, 1100)

Application: Marine hydraulic systems operating in environmentally sensitive areas, such as marine construction, dredging and pile driving industries.

EnviroLogic 3000 Series (3015, 3022, 3032, 3046, 3100)

Application: Mobile or marine hydraulic and propulsion systems operating in environmentally sensitive areas.

EnviroLogic 200 Series (200, 210, 215, 222, 232, 246)

Application: Suitable for a wide range of applications, particularly ideal in those instances where exposure of oil to the environment is an issue.

EnviroLogic 200EP Series (200EP, 210EP, 215EP, 222EP, 232EP)

Application: A wide variety of marine applications where incidental exposure of oil to the environment is of concern.

EnviroLogic 268

Application: Wire ropes, cables & chains.

EnviroLogic 268A

Application: Heavy duty wire rope, cable and chain lines.

EnviroLogic 268B

Application: Heavy duty chain drives.

EnviroLogic 802

Application: Industrial equipment applications.

WWW.CHEVRONMARINEPRODUCTS.COM

WWW.RSCBIO.COM

Chapter 4

EXXONMOBIL The ExxonMobil marine fuels and lubricants offering extends across ferries, containerships, cruise ships, dredging vessels, seismic vessels and tankers and bulker carries, with a heritage of manufacturing marine lubricants that extends over 100 years.

Cylinder Oil Products

ExxonMobil offers a comprehensive range of marine cylinder oils including Mobilgard 570 - a slow-speed cylinder oil -Mobilgard 300 - a slow-speed system oil - Mobilgard M Series – high performance medium-speed engine oils - and Mobilgard ADL Series – an advanced oil for engines operating on distillate and marine diesel oil (MDO) fuels. ExxonMobil marine fuels and lubricants only offer synthetic lubricants

Mobilgard 5100

The latest innovation within the range is Mobilgard 5100, a 100 BN cylinder oil designed to mitigate the effects of cold corrosion - a phenomenon that occurs when the engine’s cylinders operate at conditions below the acid dew point, creating the potential to cause significant liner wear - in new design two-stroke marine engines operating on heavy fuel oil. Application: Marine crosshead engines

Mobilgard 570

A premium quality, extra high performance, marine diesel engine cylinder oil. Application: Mobilgard 570 has been developed for marine crosshead engines designed for increased power and fuel efficiency.

Mobilgard 560 VS

A premium, high-performance cylinder oil, which provides outstanding wear performance for slow-speed engines at both high and low fuel sulphur levels. Application: Marine crosshead engines designed for increased power and fuel efficiency. Mobilgard 560 VS has also demonstrated excellent performance in earlier engine designs and during slow steaming operation.

EAL Products

The Mobil SHC Aware family of high-performance synthetic EALs were introduced to ensure compliance with the US 2013 VGP.

Mobil SHC Aware H Series

Environmentally acceptable hydraulic oils. Application • Marine controllable pitch propeller systems and fin stabilisers • Deck equipment, marine and mobile equipment operating in environmentally sensitive areas • Systems where readily biodegradeable and minimally toxic fluids may be required • Circulation systems where mild extreme-pressure characteristics are desired

Mobil SHC Aware™ Grease EP 2

Environmentally acceptable multi-purpose grease. Application: Rudder stock, Towing notch interface, General deck grease applications.

Mobil SHC Aware™ ST Series

Environmentally acceptable stern tube oils. Application: Marine stern tube systems and fin stabilizers, Certain controllable pitch propeller systems, Systems where readily biodegradable and minimally toxic fluids may be required, Marine and mobile equipment operating in environmentally sensitive areas, Circulation systems operating in mild-to-moderate service conditions.

WWW.EXXONMOBIL.COM

Chapter 4

GULF OIL MARINE Gulf Oil Marine Limited is part of the Gulf Oil International Group and was founded in 2008. The parent company â&#x20AC;&#x201C; Gulf Oil International - was founded in 1901 and has built a strong reputation in the manufacturing and supply of refined lubricants and specialty products. Gulf Oil Marine currently offers a wide range of lubricants in more than 900 ports and 80 countries worldwide. Gulf Oil Marine teams offer 24/7 support and solutions to all ships and are experts in local regulation worldwide. They are able to inform clients of any issues that they may encounter and endeavouring to supply their customers on time in full wherever they are.

Number of Ports Supplied: Over 850

Number of Countries Supplied: 75

Cylinder Oil Products GulfSea Cylcare EHP 5055

An extra high performance Marine Cylinder Lubricant (MCL) designed for the latest generation technology of slow-speed crosshead diesel engines operating with higher pressures, temperatures, longer strokes, and on a wide range of residual fuels having sulphur content in the range of 1 percent to 3.5 percent by weight. Application: The latest and most highly rated slow-speed crosshead marine diesel engines operating on heavy fuels with sulphur content in the range of 1 percent to 3.5 percent by weight (compliant to MARPOL regulation).

GulfSea Cylcare DCA 5070H

A superior quality Marine Cylinder Lubricant designed for all slow-speed two-stroke engines operating on residual marine fuels. This Marine Lube is specially developed for Main Engines operating at high cylinder pressures & temperatures and long piston strokes. Application: Recommended for the cylinder lubrication of all, and particularly the most recent, slow-speed crosshead two-stroke marine diesel engines operating on residual marine fuels with sulphur contents in excess of 1 percent.

GulfSea Cylcare DCA 5040H

Designed for modern slow-speed two-stroke Marine Diesel Engines using low-sulphur Heavy Fuel Oil (LSFO). Application: Cylinder lubrication of the latest, highly rated slow-speed crosshead marine diesel engines operating on lowsulphur heavy fuels with a maximum sulphur content of 1.5 percent.

GuldSea Cylcare 5085

Designed for the latest range of modern slow-speed two-stroke Marine Diesel Engines using high-sulphur Heavy Fuel Oil (HFO). Application: Recommended for cylinder lubrication MAN Mk 8.2 and Mk 9 engines and Wartsila RT-Flex & W-X engines operating on residual fuels with sulphur contents in excess of 1 percent where cold corrosion is not evident.

GulfSea Cylcare 50100

Designed for the latest range of modern slow-speed two-stroke Marine Diesel Engines using high-sulphur Heavy Fuel Oil (HFO). Application: Recommended for cylinder lubrication of MAN Mk 8.2 and Mk 9 engines and Wartsila RT-Flex & W-X engines especially for the more severe characteristics of de-rated engines adjusted to operate inside the power/speed envelope for the engine range and using residual fuels with sulphur contents in excess of 1 percent.

EAL Products

GulfSea BD Hydraulic Oil 32, 46, 68, 100

A range of US 2013 VGP compliant, biodegradable, high performance hydraulic fluids. Ester based, these fluids are zinc-free and exhibit high anti-wear performance.

GulfSea BD Sterntube Oil 68, 100, 220

A range of US 2013 VGP compliant, biodegradable lubricants developed for use in sterntube applications.

GulfSea BD Gear Oil 68, 100, 150

High performance EP biodegradable gear oils. They exhibit high anti-wear and micro-pitting properties.

GulfSea BD EP2 Grease

A US 2013 VGP compliant, biodegradable EP2 Lithium/Calcium grease. It exhibits high load carry properties and can be used wherever an NLGI 2 grease is required.

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Chapter 4

KLÜBER Klüber has been manufacturing high performance lubricants for more than 80 years and is one of the world’s leading manufacturers of speciality lubricants. The company offers around 2000 different speciality lubricants overall. Most products are developed and made to specific customer requirements, with offerings for virtually every industry and every application.

Parent Group Freudenberg Group

EAL Products

Klüberbio AG 39-602

Contains greater than 60 percent of renewable raw materials, resulting in reduced environmental impact in the event of discharge into water. The product has good adhesion to surfaces and water resistance, and leads to long relubrication intervals. The product’s anti-corrosion and anti-wear additives also ensure longer component life and reduced wear. Klüberbio AG 39-602 meets the biodegradability, minimally toxic and non-bioaccumulative standards established by the US 2013 VGP. Application: Open pinion gears and wire ropes

Klüberbio LG 39-700

A brown-coloured, adhesive open gear lubricant with a base oil coming from 100 percent renewable resources. The biodegradability of the base oil acc. To OECD 301 B is ≥ 60 percent after 28 days is > 70 percent. L-103 test, biodegradability of the grease after 21 days is > 70 percent. Application: Developed for the lubrication of open pinion gears on anchor handling winches and sliding surfaces which are operating in cold climates and environmentally sensitive areas.

Klüberbio M 72-82

Is a fully synthetic and readily biodegradable special grease classified in water pollution category 1. Its biodegradability acc. to OECD 301 F is > 60 percent after 28 days. Klüberbio M 72-82 is very resistant to water, protects against corrosion, shows a good load-carrying capacity and ageing resistance. Application: Can be used wherever there is a risk of the lubricant contaminating the soil or water. It is therefore recommended for applications in water treatment plants, hydroelectric power plants, installations in ports, paper mills, etc., to lubricate rolling and plain bearings, chains, joints, open drives, ropes, racks and gear rims.

Klübersynth GEM 2-220 / 320

GEM 2 oils are high-performance gear oils with a synthetic ester oil as base oil. They achieve a scuffing load capacity >= 14 in the FZG test acc. to DIN 51 354, pt. 2 (A/16,6/90), which is better than the CLP requirements. A micropitting test was performed acc. to FVA No. 54, which yielded a micropitting resistance > 10. Application: GEM 2 oils may be used for the lubrication of spur, bevel and worm gears as well as the associated machine elements such as sliding and rolling bearings. Furthermore, they are particularly suited for applications where leaking or dripping lubricant might pose a hazard to the environment.

CONTINUES OVERLEAF

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Chapter 4

Klüberbio Z 2-5

A thin-bodied, fully synthetic, rust-removing agent with excellent penetration properties. This special penetrating oil provides reliable lubrication and corrosion protection without formation of unwanted gum or residues.Biodegradability in accordance with CEC-L-33-A-93 is > 70 percent after 21 days. Application: Reliable lubrication of chains, bearings, springs, sliding points wire ropes, locks, hinges, antennas and joints. Application of a thin lubricating film reduces friction and wear considerably. Cleaning agent - Removes residues and bitumen on large girth gear and pinion drives when changing lubricants and provides good corrosion protection.

Klüberbio RM 2-100, 2-150

Klüberbio EG 2 oils are a readily biodegradable gear oils based on synthetic ester. Their biodegradability acc. to OECD 301 F is ≥ 60 percent after 28 days. The oils are rated as non-toxic according to the tests OECD 201(EC50), OECD 202 (EC50) and OECD 203 (LC50). In all three tests, EC50/LC50 is > 1000 mg/l. Klüberbio EG 2 oils contain >90 percent of renewable raw materials and comply with the European ECO label. Application: developed for the lubrication of propeller bushes made of white metal and propeller shaft seals. They comply with the oil specifications of leading manufacturers of propeller shaft seals and passed their approval criteria.

Klüberbio EG 2-100, 2-150

A brown-coloured, adhesive open gear lubricant with a base oil coming from 100 percent renewable resources. The biodegradability of the base oil acc. To OECD 301 B is ≥ 60 percent after 28 days is > 70 percent. L-103 test, biodegradability of the grease after 21 days is > 70 percent. Application: Klüberbio EG 2 oils were developed for the lubrication of ships’ gearboxes, particularly for thrusters and rudder propellers. They comply with the oil specifications of leading thruster manufacturers. Klüberbio EG 2-150 can be used in gears with wet-running multiple disc clutches made by Ortlinghaus-Werke GmbH.

Klüberbio LR 9-32, 46, 68

Klüberbio LR 9 oils are readily biodegradable, eco-friendly hydraulic fluids based on synthetic ester oils. Their biodegradability acc. to OECD 301 B is >= 60 percent after 28 days. Klüberbio LR 9 oils contain >90 percent of renewable raw materials and comply with the European ECO label. Application: Klüberbio LR 9 oils are intended for applications in mobile hydraulic systems, e.g. in the marine and offshore industries as well as for use in the building and water engineering sectors. They are also preferred in stationary hydraulic equipment operating in ecologically sensitive environments.

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Chapter 4

LANOPRO Lanopro manufactures a range of lubricants and corrosion inhibitors based on a stable emulsion of lanolin and vegetable oils. The company offers products for several sectors within the maritime industry and their key clients are in the offshore market.

Number of Countries Supplied: 14 EAL Products

Lanopro Wire Grease 50-70 G

A bio-degradable lubrication and protection for steel ropes. The product is a premium grade coating and lubricates the steel ropes between the strings to avoid friction that can damage the steel rope. The product forms a protective shield which protects against harsh conditions and corrosion. It also lubricates between the individual strings to avoid friction that can damage the steel rope. The grease will not crack or peel, and will prevent mildew while offering unbeatable weatherproof protection and excellent resistance under the most demanding conditions. Application: Steel Ropes

Lanopro EP Grease 53

A modern high performance biodegradable grease for marine applications and for forestry, agricultural, and construction vehicles. The grease is easily pumpable down to 0°C in most modern centralised lubrication systems despite its high base oil viscosity. The grease is an anhydrous, calcium thickened, lubricating grease based on biodegradable esters. The grease contains antioxidants, corrosion inhibitors and EP/AW additives. Application: Marine Applications

Lanopro Wire Oil 20-30 G

A light blue, semi-thick liquid grease with excellent penetration and corrosion resisting properties especially developed to protect wire ropes. Lanopro Wire Oil 20-30 G is an oil product which is completely non-toxic and does not create an environmental footprint. Application: Suitable for wires and chains on i.e, tower cranes, mobile cranes & dockside cranes. Also suitable for other open applications where it is necessary with good lubrication and penetration.

LANOPRO LUBE PASTE 51-70 G

A biodegradable lubepaste reinforced with amorphous silica gel compound which gives excellent results for lubrication, penetration, and corrosion resistance properties. Application: The product is suitable for all moving parts without high pressure (i.e, doors, hatches, slowly moving parts etc.), or as a sliding paste. Also suitable for other open applications i.e chains, steel ropes, drilling tools, etc., where there is necessary with good lubrication and protection.

LANOPRO UNIVERSAL GREASE 54

A modern high performance biodegradable grease for both industrial and automotive applications. The product’s all-round properties make it the primary choice for various types of bearing applications especially in cases with “lost lubrication”. The product is a lithium complex thickened lubricating grease based on biodegradable esters. The grease contains antioxidants, corrosion inhibitors and, EP/AW additives based on bismuth technology. The complex soap structure also gives the product a high degree of mechanical stability. Application: Industrial and automotive applications

Lanopro 20-10 G

A light brown, semi-dry, thin film lubricant with excellent penetration and corrosion resisting properties. Lanopro 20-10 G is an oil product which is completely non-toxic and does not create an environmental footprint. It is a premium grade oil formulated for frequent use in harsh conditions, whilst minimising lubricant build up and abrasive particle contamination. Application: Wires and chains on i.e, tower cranes, mobile cranes & dockside cranes.

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Chapter 4

LUKOIL Lukoil Marine Lubricants was founded in 2007. Their aim was to establish a new marine lubricants organisation that had outstanding operational and technical service and was based on a deep knowledge of marine lubricants. Lukoil currently market their products to more than 20 countries internationally and claims that their lubricants division controls the manufacture of more than 40% of all lubricants produced in Russia â&#x20AC;&#x201C; around 1.2 million tonnes by volume.

Number of Ports Supplied

Offer a full range of marine products in all major ports around the globe.

Cylinder Oil Products

NAVIGO 50 MCL, NAVIGO 70 MCL, NAVIGO 70 MCL AW, NAVIGO 100

NAVIGO MCL is a range of alkaline marine cylinder lubricants for all slow-speed marine two-stroke diesel engines, including lowsulphur applications, highly rated large bore engines and engines running at optimised feed rates. The range are all suitable for fuels with sulphur contents in excess of 0.5 percent weight. NAVIGO 100 MCL can help to optimize wear rate and operational cost depending on fuel quality and engine design. Application: Slow-speed marine diesel crosshead engines running on residual fuel.

NAVIGO 40 MCL

Optimised for low-sulphur fuel with sulphur content up to 1.5 percent weight but can be used up to 3.5 percent fuel sulphur content. Application: All low-speed marine two-stroke diesel engines, including low sulphur applications, highly rated large bore engines and engines running at optimised feed rates.

EAL Products

PLANTOSYN 32 HVI, 46 HVI, 68 HVI

These oils are environmentally acceptable high-performance hydraulic and lubricating oils based on saturated synthetic esters. Application: Can be used in all applications in mobile and stationary hydraulic units where the use of biodegradable synthetic ester based hydraulic oil according to ISO 15380 HEES is recommended.

PLANTOGEAR 100S, 150S, 220 S, 320 S

PLANTOGEAR S products are environmentally acceptable industrial gear oils based on special saturated synthetic esters which guarantee high ageing resistance and excellent wear protection offering good lubricity and solvency. These products have high scuffing protection and the selected antiwear/extreme pressure additive system guarantees the wear protection of bearings due to good FE8 roller bearing wear test results. Application: This product range can be used as universal CLP industrial gear oils, spur, bevel, planetary and worn gears and in environmentally sensitive areas.

PLANTOGEAR 2 S (EAL)

An environmentally friendly grease based on lithium soap and rapidly biodegradable, synthetic ester of renewable raw materials. This product is approved with the Ecolabel and contains additives to improve oxidation resistance, EP properties, and corrosion protection. Application: PLANTOGEAR 2 S (EAL) is used for lubrication of plain and roller bearings where water and earth are at risk.

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Chapter 4

ROCOL ROCOL is part of ITW, a multi-national US owned, Fortune 150 company. Rocol develop, manufacture and market technically advanced industrial lubricants and line marking systems to industries worldwide. Rocol are based in Leeds, UK.

Parent Group

ITW (Illinois Tool Works Inc.)

Dedicated Research Facilities

ROCOL has an extensive Research and Development department based at the head office in Leeds comprising of industry leading lubrication chemists and tribologists

Number of Ports Supplied:

ROCOL supplies docks and ports globally both directly and through distribution channels

Number of Countries Supplied: ROCOL is a global supplier

Customer Support

ROCOL has both highly experienced customer support and despatch teams who receive over 9,000 orders per annum taking over 22,000 calls a year. An EDI enabled ordering system offers global despatch by road, sea or air with hazardous trained, compliant staff and hauliers.

Lubricant Testing Service:

Testing to ISO, IP, ASTM, DIN and OEM standards & specifications.

EAL Products

BIOGEN WIRESHIELD

Features and benefits include: • US 2013 VGP compliant. • Biodegradable. • Minimal Eco-Toxicity. • Non–Bioaccumulative. • Outstanding corrosion protection. • Highly resistant to water wash-off. • Does not drip or fling off due to the pseudoplastic rheology. Shear or agitation causes a reduction in the dynamic viscosity of BIOGEN WIRESHIELD allowing maximum penetration and increasing pumpability during automatic application. The lubricant returns to grease consistency when shear is removed optimising wash-off and fling-off resistance. Application: BIOGEN WIRESHIELD is optimised for high performance under arduous conditions whilst minimising environmental and ideal for equipment such as winches, hoists, drag lines, cranes and ships. It is also ideal for large chains, tethers, steel armoured and ROV umbilicals.

BIOGEN ROPE GUARD

A high performance wire rope lubricant manufactured from biodegradable and renewable raw materials. The product is designed to be broken down into harmless substances by the action of microorganisms should it be released into the environment. The solventfree, semi-fluid lubricant penetrates to the core of the rope in order to provide lubrication and corrosion protection. Application: Designed for complete lubrication and corrosion protection of most types of wire ropes, particularly where overapplication or spillage can contaminate the environment.

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Chapter 4

SHELL Shell has been active in developing marine fuels and lubricants since the beginning of the 1900’s, having opened its first dedicated marine testing facility in the 1920s. The company has a commitment to innovation and the Shell Group invests around USD $1.1 billion a year in research and development. More than 8,000 technical experts are employed to focus on developing innovative products, and Shell operates a dedicated Marine and Power Innovation Centre (MPIC) in Hamburg, Germany.

Number of Ports Supplied: 510 Number of Countries Supplied: 40 Cylinder Oil Products Low-speed Engines Shell Alexia S4

High-performance SAE40 cylinder oil for slow-speed, crosshead diesel engines. This lubricant is a wide-range cylinder oil with a BN of 60 and is designed to help simplify operations on board and reduce costs through decreased feed rates and increased wear protection. The company state that over 3,400 vessels have loaded with Shell Alexia S4 and over 18,000,000 operating hours have been clocked in Shell’s customer engines. Application: slow-speed, crosshead diesel engines Shell Alexia S5 and Shell Alexia S6 are now available across these key locations: • Busan, South Korea • Fujairah, UAE • Houston, USA • Rotterdam, the Netherlands • Singapore • Hong Kong • Philippines • Taiwan • Japan • Major locations in China. Availability will extend to Belgium, Brazil, Germany, Italy, South Africa, Spain and Taiwan by mid-2014.

Shell Alexia S5

SAE50 cylinder oil for two-stroke slow-speed diesel engines running under conditions of high oil stress. The oil has a BN of 80 and is suitable for use with engines burning residual fuel with Sulphur levels >1 percent. The product uses an advanced Triple-Action Technology to help protect the latest new and modified high-performance engines against cold corrosion. Application: Two-stroke slow-speed diesel engines running under conditions of high oil stress.

Shell Alexia S6

SAE50 cylinder lubricant for two-stroke slow-speed diesel engines running under conditions of extreme oil stress. The oil has a BN of 100 and is suitable for use with engines burning residual fuel with sulphur levels >1 percent. The product uses an advanced Triple-Action Technology to help protect the latest new and modified high-performance engines against cold corrosion. Application: Two-stroke slow-speed diesel engines running under conditions of extreme oil stress.

Shell Melina S 30

Advanced multifunctional crankcase system lubricant for low-speed marine diesel engines. The oil has a BN of 5. Application: Low-speed marine diesel engines

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CONTINUES OVERLEAF 52

Chapter 4

Medium-Speed Engines Shell Argina S 40

Lubricant for medium-speed diesel engines operating on lowsulphur residual, blended, distillate or dual fuel conditions. The oil has a BN of 20.

Shell Argina T 30

Lubricant for highly rated, medium-speed diesel engines operating on residual fuel under moderate oil stress conditions. The oil has a BN of 30.

Shell Argina T 40

Lubricant for highly rated, medium-speed diesel engines operating on residual fuel under moderate oil stress conditions. The oil has a BN of 30.

Shell Argina X 40

High-Speed Engines Shell Rimula R3+ 30

Mono-grade, heavy-duty diesel engine oil. The oil has a BN of 9.

Shell Rimula R4 L 15W-40

Low emissions, multi-grade, heavy-duty diesel engine oil. The oil has a BN of 10.6.

Shell Rimula R4 X 15W-40

Multi-grade, heavy-duty diesel engine oil. The oil has a BN of 10.5.

Shell Rimula R6 M 10W-40

Maintenance saving â&#x20AC;&#x201C; fully synthetic, heavy-duty diesel engine oil. The oil has a BN of 15.9.

Lubricant for highly rated, medium-speed diesel engines operating on residual fuel under high oil stress conditions. The oil has a BN of 40.

Shell Rotella DD+ 40

Shell Argina XL 40

Premium SHPD (super high performance diesel) lubricant. The oil has a BN of 17.

Lubricant for highly rated, medium-speed diesel engines operating on residual fuel under very high oil stress conditions. The oil has a BN of 50.

Heavy-duty, diesel two-stroke engine oil. The oil has a BN of 8.

Shell Sirius X 40

Shell Gadinia 30

Lubricant for medium-speed, marine diesel engines operating on distillate fuels. The oil has a BN of 12.

Shell Gadinia 40

Lubricant for medium-speed, marine diesel engines operating on distillate fuels. The oil has a BN of 12.

Shell Gadinia AL 30

Advanced lubricant for medium-speed, marine diesel engines operating on distillate fuels and where liner lacquering is a potential problem. The oil has a BN of 15.

Shell Gadinia AL 40

Lubricant for medium-speed, marine diesel engines operating. The oil has a BN of 15.

Shell Melina 30

Multifunctional crankcase system lubricant for low-speed marine diesel engines and non-turbocharged diesel engines operating on distillate fuels. The oil has a BN of 8.

Shell Mysella S3 N 40

High-performance engine oil for four-stroke spark-ignition engines requiring a low ash oil to meet the latest emission requirements. The oil has a BN of 5.

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Chapter 4

TOTAL LUBMARINE Lubmarine is the worldwide marine lubricants network of oil major Total, one of the world’s largest oil and gas companies. Lubmarine offers a wide range of lubricants for the international shipping industry, from synthetic auxiliary lubricants to cylinder and engine lubricants as well as a biodegradable range. The company works with a range of partners to manufacture finished lubricants in over 100 countries.

Number of Ports Supplied: Over 1000 Number of Countries Supplied: 100 Customer Support:

Full-scale marine lubrication services which involved: • A global network of qualified technical experts. • Services tailored to specific requirements. • Practical analysis kits for predictive maintenance. • Efficient online tools to optimise daily operations.

Cylinder Oil Products TALUSIA UNIVERSAL

A universal cylinder oil suitable for use in engines running both high- and low-sulphur fuels. Its patented formulation is specially designed for the cylinder lubrication of slow-speed two-stroke diesel engines when running with fuel having a large range in level of sulphur. Application: Covers the special operational needs when using fuel with a sulphur level between 0.5percent and 4.5 percent.

TALUSIA UNIVERSAL 100

A cylinder oil specially designed for the cylinder lubrication of slow-speed two-stroke diesel engines. Its formulation is based on the modern chemistry used in TALUSIA UNIVERSAL. Application: Covers the special operational needs of the fuel optimized and Tier II compliant new engine designs.

TALUSIA LS 40

Marine oil designed for the cylinder lubrication of slow-speed two-stroke diesel engines when running with low- sulphur fuel. Application: Covers the special operational needs when using so called low-sulphur fuel.

TALUSIA HR 70

Especially formulated for the cylinder lubrication of slow-speed two-stroke crosshead diesel engines. Application: Engines operating on intermediate or heavy fuels with a high sulphur level.

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CONTINUES OVERLEAF 54

Chapter 4

EAL Products

BIONEPTAN

Synthetic biodegradable oil for stern tubes. Application: Recommended to lubricate sliding rolling bearings from stern tube in order to minimize environmental impacts.

CARTER BIO

High performance EAL for enclosed gears. Application: High performance EAL lubricant developed for gear and bearing lubrication. Designed to replace mineral gear oils for gearboxes operating in environmentally sensitive areas.

BIOHYDRAN TMP

Synthetic biodegradable hydraulic oil for hydraulic circuits. Application: Suitable for any hydraulic system operating in severe conditions that requires a fluid with good wear control, a high viscosity number and good long-term stability. Particularly recommended when there is a danger of contaminating water, forests or special environments: offshore operations, dredging, fishing and so on.

BIOMULTIS EP 2

High-performance extreme pressure biodegradable lithium grease. Application: A multipurpose grease for thruster and rudder bearings and deck equipment. Developed for loss lubrication with very high environmental constraints.

BIOMULTIS SEP 2

Multipurpose extreme pressure biodegradable lithium/calcium grease. Application: Recommended for lubricating all equipment working under difficult conditions of temperature, humidity or pressure. A multipurpose grease specially formulated for lubricating bearings and smooth journals working under high loads, gearing, racks and reduction drives exposed to shocks, vibration or water flushing.

BIO ADHESIVE PLUS

An exclusive biodegradable calcium grease developed by the Total research Center. Application: Designed to cope with lubrication under difficult conditions of temperature or humidity. An adhesive biodegradable grease specially formulated to lubricate metal cables, wire ropes and winches.

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Chapter 4

VICKERS OILS Vickers Oils is a UK-based company founded in 1828, which has been serving the marine industry with mineral based lubricants for more than one hundred years. The company has a history of being pioneering with biodegradable lubricants, being the first to make these commercially available to the global marine market with the launch of the HYDROX BIO stern tube oil in 2002.

EAL Products ECOSURE HSE 32

A biodegradable, high performance and anti-wear hydraulic fluid. This HEES fluid is based on fully saturated esters and uses stateof-the-art ashless, zinc-free technology. Application: Used in hydraulic applications in sensitive environments, especially marine, where there is the potential for fluid loss to occur and is typically used in water tight doors, ramps, platforms, davits and cranes.

ECOSURE HSE 46

A biodegradable, high performance and anti-wear hydraulic fluids. This HEES fluid is based on fully saturated esters and uses stateof-the-art ashless, zinc-free technology. Application: Used in hydraulic applications in sensitive environments, especially marine, where there is the potential for fluid loss to occur and are typically used in CPPs, water tight doors, ramps, platforms, davits, cranes, winches, capstans and some designs of stabilisers.

ECOSURE HSE 68

a biodegradable, high performance and anti-wear hydraulic fluid. This HEES fluid is based on fully saturated esters and uses stateof-the-art ashless, zinc-free technology. Application: Used in hydraulic applications in sensitive environments, especially marine, where there is the potential for fluid loss to occur and is typically used in CPPs, winches, capstans and some designs of stabilisers.

ECOSURE HSE 100

BIOGEAR XP 68, 100,

Biodegradable, high performance, extreme pressure (EP) gear oils with excellent anti-wear and micro-pitting performance. The product is designed for use in sensitive environments where there is a potential for fluid loss to occur, for example from thrusters and some CPP designs. It is based on fully saturated synthetic esters with a high degree of renewability. Application: Thrusters

HYDROX BIO 68, 100, 220

Absorb any sea or fresh water entering the sterntube to form a fluid and stable emulsion, thereby reducing the risk of free water being present. The emulsion is stable and continues to provide the required lubrication and corrosion protection. Application: Biodegradable lubricant developed primarily for use in sterntube applications where elastomeric lip seals and circulatory oil feed systems are fitted.

BIOGREASE EP2

A Lithium/Calcium thickened lubricating grease based on renewable, biodegradable, fully saturated esters. It is designed for use in sensitive marine environments, has a biodegradability of greater than 60 percent in the 28 days OECD 301B test and is proven to be practically non-toxic to marine organisms. Application: Used in a variety of marine applications which demand a NLGI 2 grease and works effectively at temperatures ranging from -25Â°C to +130Â°C. The EP additives provide excellent load carrying properties.

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SEAWATER LUBRICATED BEARIngS ARE A BEnEFIT To US ALL

COMPAC SEAWATER LUBRICATED PROPELLER SHAFT BEARING SYSTEM Seawater is an EAL (Environmentally Acceptable Lubricant) for Thordon stern tube bearings… and it’s FREE! Zero risk of pollution and fines No AFT seal required means reduced operating costs No oiled seabird feathers and no sheen (compared to mineral and biodegradable oil leakage) Proven technology in over 600 commercial ships The COMPAC propeller shaft bearing system is proven technology that is in service around the world ensuring no oiled feathers for seabirds everywhere. For more information visit: www.ThordonBearings.com/COMPAC *Certain conditions may apply. Please contact Thordon Bearings Inc. for further information.

ZERO POLLUTION | HIGH PERFORMANCE | BEARING & SEAL SYSTEMS To contact your local distributor, please visit: www.ThordonBearings.com