General
The suppliers and types of lubricants required for all purposes are specified in the vessel's lubrication schedules.
Modern lubricants have a high price, and the company's expenses for oils are high. The Chief and Second Engineer are directly responsible for daily consumption and must do everything possible to avoid unnecessary waste.
Lubricating oils must meet different conditions in different applications. These requirements are typically achieved through refining techniques and the use of additives.
To maintain the quantities and characteristics of the oils, it is necessary that the two grades are never mixed.
When receiving new bulk materials or pumping oil from drums, the chief mechanic must be given detailed instructions to ensure that any hose is properly connected to the filling lines.
The drums must be stacked correctly.
Pressuring an oil drum with compressed air to pump oil is very dangerous and should not be allowed.
Cylinder Oils
The most important function of this oil is to minimize wear on the cylinder liner and piston ring. These oils have a high TBN, indicating their ability to neutralize acids produced during combustion. The correct cylinder oil consumption rate will be given for each boat by the engine manufacturer in terms of gms/BHP-HR. It is vital that this standard is maintained and monitored by a senior engineer.
Crankcase Oil (sailor looking for work)
Detergent/dispersant additives are used in crankcase oils for long-haul piston engines that burn residual fuel. Together they reduce corrosive wear and deposits in the annular area. They also have good antioxidant and thermal properties.
other varieties
The properties of hydraulic, turbine and other brands of oils used on ships are contained in the oil manufacturer's manual. These grades should only be used in accordance with the oil company's lubrication schedule.
Treatment
The chief mechanic must ensure careful attention to the handling of lubricating oils and make every effort to extend their service life.
Main engine lubricating oils must be continuously centrifuged.
Instructions for processing auxiliary engine lubricating oil will be sent to the vessel based on the recommendation of analysis of submitted samples. It should be kept in mind that oil that does not meet the specification should not be put into further use.
centrifugal separator (sailor looking for work)
It is absolutely essential that centrifuges are kept and used in a clean and efficient condition. Regular checks must be made to ensure that machines are running at the correct speed. Low speed will result in poor performance and loss of oil. The selection of gravity discs in centrifugal separators should be made according to the specific gravity of the oil being centrifuged. Wrong selection will result in poor performance and loss of oil. When centrifuging other S.G fuel types, the manufacturer's manual should be consulted to obtain the appropriate disc.
When reassembling disk stacks after cleaning, you must ensure that the disks are in the correct order.
Optimum temperatures for effective centrifugation should be based on both the manufacturer's instructions for centrifugal separators and any specific instructions specific to the oil supplied. This is usually around 75oC to 85oC.
Oils containing detergents or alkaline additives should not be washed with water unless specifically instructed to do so.
Oil Samples
Samples should be taken from the circulating oil and from the oil discharged by the purifiers at intervals specified in the maintenance schedule. The most appropriate time to take samples is during one of the last watches before entering the port where they are to be disembarked. Supplier containers of the oil to be used, with a label showing the origin, opening hours, position and date. Any special comments that are deemed relevant during subsequent analysis should be reported. Samples must be delivered to the appropriate oil supplier.
Microbiological degradation of bast oils (sailor looking for work)
Microorganisms grow in the water associated with the lubricant or in the cooling water of the engine, and therefore this phenomenon is characteristic of “wet engines”. Consequently, organisms form sludge and can feed on or break down the oil's additives and therefore degrade the lubricity of the oil. They change the viscosity of the oil, increase acidity and reduce demulsifying properties. Some can produce hydrogen sulfide, which results in rapid and severe corrosion that can be significant within a few days. Corrosion due to exposure to the oil and additives usually occurs within a few weeks.
Visual signs of a microbial attack are confirmed by the presence of one of the following:
Persistent problems with demulsification in the main engine oil.
The slimy appearance of the oil, the mucilage tends to stick to surfaces.
Rancid or even sulfurous smell in the crankcase.
Increasing oil acidity.
Brown, gray or black deposits, especially on thin and thin plates.
Quick filter blocking.
Rapid corrosion of newly treated surfaces.
The importance of detecting microorganisms before the above conditions are achieved cannot be overemphasized.
Water in oil
Water in lubricating oil has several effects:
This can lead to emulsification and poor lubricating properties of the oil.
Oil/water emulsions can also cause white hardening, as evidenced by darkening of the surface.
metal bearings
Water can also cause severe corrosion of polished surfaces due to the formation of dilute acids.
Regular cleaning of waste or sump tanks will reduce the risk of acid buildup. The presence of water may also contribute to the development of bacterial infection (see section 3.7.8).
Lube oil bunkering (seaman looking for work)
The dangers that arise when mixing different types of oil are very great. Under no circumstances should you mix different types of oil. Extreme care must be taken when bunkering lubricating oil. Connections on both the ship and the tanker must be checked to ensure they are compatible with the contents of the individual compartments of the tanker. Calibration glass or pressure gauges must be checked. Normal bunker procedures should be followed.
