Viscosity

Cross-Head Engine System : Viscosity limits -5% or +20% of new oil.

Outside these limits, corrective action is necessary.
01. HIGH VISCOSITY
Probable causes :
1. Accidental contamination with higher viscosity grade lubricant or fuel oil :
Check that there has been no accidental filling with a higher viscosity lubricant, and that there are no fuel leaks into
lubricant system.
2. High water contents :
See water content section.
3. High insoluble contents :
See insoluble content section.
4. Degradation/Oxidation of the lubricant :
High temperatures acting on the lubricant cab lead to oxidation of the oil. Check the correct engine operating
conditions are being followed, particularly
a) oil temperature in and out of engine
b) oil temperature in and out of cooler
c) oil charge volume
d) running interval since last oil change
Corrective actions :
After the possible cause of the high oil viscosity has been traced and any necessary corrective action taken to
prevent any further increase in the viscosity, then following action to restore the correct viscosity is required.
1. Cross head engine- Main system lubricant :
Sufficient new oil should be run into the system to bring the viscosity within limits. The amount of new oil required
can be determined by mixing a sample of new oil required can be determined by mixing a sample of the old oil with
new oil, until the viscosity stick indicates the mixed oils are within limits. By recording the volume of new and old oil
used to achieve the correct values, the volume of new oil required to be added to the system charge is then
determined.

02. LOW VISCOSITY

Probable causes :
1. Addition of a lower viscosity lubricant :
Check that there has been no accidental filling with a low viscosity lubricant.
2. Contamination by a low viscosity fuel :
Low viscosity is normally due to fuel entering the lubricant system.
Fuel contamination can be identified by measuring the flash point of the lubricant. If the flash point is low, indicating
fuel contamination, likely sources of fuel leakage should be examined and eliminated.
Likely causes of fuel leakage leading to high or low viscosity are
a) leaks in high pressure fuel pipes and connections.
b) leaks from fuel pump into lubrication system.
c) leakage at injector valves.
d) leaks at filters.
Corrective actions :
After checking the engine system and eliminating the probable causes of the low viscosity, the following remedial
action should be taken.
1. Cross head engine - Main system lubricant :
Sufficient new oil should be run into the system to bring the viscosity within limits.
The amount of new oil required can be determined by mixing a sample of new oil required can be determined by
mixing a sample of the old oil with new oil, until the viscosity stick indicates the mixed oils are within limits.By
recording the volume of new and old oil used to achieve the correct values, the volume of new oil required to be
added to the system charge is then determined

03. FLASH POINT

Fuel oil contamination can raise or lower the viscosity of the lubricant depending whether the fuel is distillate or
residual. Dilution by any fuel type will lower the flash point of the lubricant. Flash points of used lubricating oils are
usually determined by a closed cup method.
Flash points on new oils usually exceed 220℃. Flash point limits below 204℃ or if too wet to determine. It is
generally agreed that the flash point by Seta flash tester should not be allowed to drop bellow 180℃ which correlates
with 204℃ in ASTM D 92 (COC). The danger of reduced flash point, is that the oil may enter the explosive zone,
where explosions are caused by bearing hot spots, sparks from combustion, or mechanical failure.
Probable causes and corrective actions :
The comments below apply to light fuels contamination greater than 1.0% volume. Check fuel injection system
(lines, injectors, pumps) for leakages, malfunction and wear. Stop source of fuel ingress. Contact your Head Office
for advice on renewal of oil charge. And then, change oil partially or totally.

04. WATER CONTENT

The presence of water is first established by Crackle test. If crackle test result is positive, the amount is determined
analytically.
This test measures the percentage volume of water present in the sample of oil and should therefore represent the
amount of water present in the oil charge.
Dangers of High Water Content :
1. Bearing damage due to loss of lubricity of the oil.
2. Bearing corrosion.
3. Filter blocking.
4. Poor centrifuge operation.
5. Bacteriological growth.
6. Corrosion of ferrous engine parts.
7. Hydrolysis of the lubricant.
Sources :
1. Crosshead piston cooling water leakage, due to badly adjusted glands on stand - pipes.
2. Leaks in lubricating oil coolers or in the steam heaters of lubricating oil centrifuges.
3. Jacket cooling water leakage, usually only in trunk piston engines.
4. Condensation in storage tanks, sumps and holes in tank-tops.
5. Excessive quantities of water used in water-washing of R&O system oils in the centrifuge.
6. Inefficient centrifuge operation.
7. Leaks into sump tank from other double bottom tanks or bilges.
Corrective actions :
After rectifying the cause of the water contamination, the water should be extracted as soon as possible. This is most
efficiently performed by means of a centrifuge.
Different engine manufacturers have different water content allowances, but these may be summarized as below.
1. Cross head engines :
Below 0.2 vol% : Normal
0.2 ~ 0.5 vol% : Check for leaks and rectify.
Check centrifuge efficiency.
0.5 ~ 1.0 vol% : At earliest opportunity remove to renovating tank for treatment.
Over 1.0 vol% : Remove lubricant from engine immediately.
When the lubricant is removed from the engine, it should be put into a renovating tank. Here the water℃ can be
removed by setting and separation until it is suitable for further use.

05. TOTAL BASE NUMBER

This test is to monitor the alkalinity of engine oil, primarily in trunk piston engines, to ensure it is above the engine
manufacturer`s recommended minimum. The value is measured in units of mgKOH/g.

CROSSHEAD ENGINES
There are two types of system oils for slow speed crosshead engines.
1. Premium mineral oils (rust and Oxidation, R&O type) for use to engines with water-cooled pistons.
2. Alkaline oils for use to engines with oil-cooled pistons. R&O has a new TBN of 0 - 2, therefore TBN depletion is
hard to measure and not of major importance. Alkaline oils have a new TBN of 5 - 12, therefore TBN depletion is a
factor in the monitoring of used oil analysis. TBN in the used oil should not be allowed to fall below 50% of the new
value.
Probable causes for the change in TBN :
1. Oxidation of the lubricant due to high temperatures.
2. Contamination with cylinder oil drains.
Recommended actions :
A TBN value below the minimum allowable level can normally be corrected by taking the following action.
1. On engines with a small oil charge, change the oil.
2. On engines with a large oil charge, change only a portion of the oil to bring the charge within limits.
06. TOTAL ACID NUMBER
The test will generally only be carried out on Premium mineral oils from main engine crankcase systems. The TAN is
a measurement of the total acids present in the oil. In turbine oils these derive from oxidation (weak acids), in diesel
engine oils acidic products from fuel combustion may also be present (strong acids). The value is measured in units
of mgKOH/g. The corrective action limit is +0.5 mgKOH/g of the new oil value in the premium mineral oils.
Corrective actions :
The acid value of premium mineral oils for slow speed crosshead engines can be controlled as below.
1. Correct leaking pistons or load glands.
2. Discontinue manual addition of cylinder oil draining or other slop oils to the system.
3. Water wash the oil charge.
If the oil TAN has not dropped the O.K range after above action, the following action is required or change to alkaline
system oil.
1) On engines with a small oil charge, change the oil.
2) On engines with a large oil charge, replace sufficient oil to restore TAN to below the maximum value.

09. INSOLUBLE CONTENT

The insolubles test gives a quantative measure of the total insoluble material present in an oil.
The insoluble material in use lubricating oil may include as follows.
1. Products of combustion - carbon/soot.
2. Wear metals.
3. Ferrous corrosion products.
4. Oxidation/degradation products from the oil.
5. Airborne contaminant due to poor air filter.
The greater part of the insoluble material will usually be combustion products, which can be minimized by careful
attention to fuel pre-treatment and engine combustion conditions.
The stabilized level of insoluble present in an oil will depend on the balance achieved between the amount of
insoluble entering the oil, that removed by the filters or centrifuge and oil make-up

CROSSHEAD ENGINES
Insoluble contamination in this engine type is often by products of combustion. Good condition of the piston road
stuffing box is essential to keep this source of contamination to a minimum. It is now common practice to centrifuge
stuffing box drains and return the treated oil to the system. With oil cooled pistons, it is essential that the oil
temperature before and after the piston, is carefully monitored. If temperatures are allowed to rise too high,
oxidation may occur.
Recommended actions :
Allowance for insoluble vary with each engine manufacturer. The following may be used as a guide in conjunction
with the engine operating manual
1. Premium oils :
Below 0.5 wt% : Satisfactory
Over 0.5 wt% : Check performance of centrifuge, piston rod gland sealing.
Apply intensive centrifuging to the oil charge.
If insoluble level does not reduce and any fault found has been rectified, change oil partially or totally.
2. Alkaline oils :
Below 1.0 wt% : Satisfactory
1.0 - 2.0 wt% : Carefully examine oil temperatures, centrifuge and stuffing boxes. Apply intensive centrifuging to the
oil charge.
Over 2.0 wt% : As for 1.0 to 2.0 wt%, but if insoluble level does not reduce, change oil partially or totally.

Metallic elements
Engine manufactures do not publish control limits for wear metals. The level of wear metals in a lubricant is
dependent on the type of engine, the severity of service, the type of fuel being used, etc.
It is, therefore, not possible to compare wear metal results between engines.
The general industry practice is to measure wear metals at regular intervals.
Corrective action is taken when wear metals increase rapidly between analysis.

Whenever the main propulsion unit is not expected to be operated for some time, such as during a dry dock period,
the opportunity should be taken of using the system oil renovating or setting tank. A procedure suitable for all types
of system oils is as follow :
- Transfer the entire system oil charge to the renovating tank.
- Heat it to the appropriate temperature given above.
- Drain off any free water and sediments.
- Centrifuge it before returning it to the main propulsion system.