REVALIDATION COURSE FOR ENGINEER OFFICERS

TRIBOLOGY IN MARINE APPLICATIONS

What is TRIBOLOGY?

The word tribology appeared in 1966. Tribology is a multidisciplinary

science dealing with friction, wear, and lubrication of interacting surfaces in
relative motion (as in bearings or gears). Tribology finds applications in all
industrial sectors including the aerospace, automotive, construction,
biomedical, textile, optical, mining, petrochemical, machinery& tools,
paper, transport, power generation, microelectronics, military, metallurgy,
agriculture and food industries. It is a so-called 'enabling technology' that
makes it possible to develop new products and processes.

Lubricants are divided into the following groups: gaseous, liquid, cohesive
and solid.
Among these, the gaseous lubricants are insignificant because construction
costs for gas or air lubrication are very high.
Lubricants should not only reduce friction and wear, but also dissipate heat,
protect surfaces, conduct electricity, keep out foreign particles and remove
wear particles.

Liquid lubricants
The advantages of lubricating oil, as compared to grease, are improved
heat dissipation from the friction point and excellent penetrating and
wetting properties. The main disadvantage is the complex design required
to keep the oil at the friction point and prevent the danger of leakage.
Liquid lubricants include fatty oils, mineral oils and synthetic oils.

Fatty oils are not very efficient as lubricating oils. Even though their
lubricity is usually quite good, their resistance to temperatures and
oxidation is poor. Mineral oils are most frequently used as lubrication oils,
but the importance of synthetic oils is constantly increasing. These offer
higher oxidation stability, resistance to high and low temperatures. And
long-term and lifetime lubrication. Anti-corrosion and special release agents
are special products which also fulfill lubrication tasks.

Cohesive lubricants
Cohesive lubricants are used when the lubricant should not flow off,
because there is no adequate sealing and/or when resistance against
liquids is required. The lubricant types play an essential role nowadays,
since it is possible to achieve long-term or lifetime lubrication with
minimum quantities. Cohesive lubricants include lubricating greases,
lubricating pastes and lubricating waxes. Their task is to protect surfaces,
conduct electricity and keep out foreign particles. Lubricating greases are
based on a base oil and a thickener, which imparts the cohesive structure
and one or more additives. They can be used for elasto-hydrodynamic,
boundary or partial lubrication.

Complex greases generally have a higher drop point, are more resistant to
oxidation, liquids and vapours. Synthetic thickeners are most resistant to
temperature. The main advantage of a lubricating grease over an oil is that
it remains at the friction point for a longer time and that less effort is
required in terms of design. Its disadvantage is that it neither dissipates
heat nor removes wear particles from the friction point.
Lubrication designed for the next
millennium
Modern machinery features higher production speeds, higher temperatures and increased
machinery
loading. So what has been happening to improve lubrication performance in hostile
running conditions?

Modern synthetic lubricants have fast become the accepted and most
effective means of raising performance characteristics of lubrication.
Designed to operate in a wide range of running conditions these products
offer features often lacking in standard mineral oils and greases.

Synthetic oils and greases have been available commercially for more than
45 years. They are chemically produced to capitalise on certain
characteristics unique to that molecule. The range of products is almost
infinite. However, each synthetic family has its own unique advantages and
disadvantages. The following are the more common synthetic base oils.
Polyalphaolefins ( PAO ), often referred to as synthetic hydrocarbons
(SHCs)
Polyglygol ( PAG )
Di-Ester
Polyol Ester
Phosphate Esters
Silicones
Halogenated Fluids
Fluorinated Fluids
Polyalphaolefin products generally offer most scope. PAO synthetic oils are
large
unbranched molecular chains manufactured by polymerisation of olefins, a
molecule not
dissimilar to basic ethylene. This process can be used to produce controlled
molecular
fluids with predetermined physical and chemical properties. This differs
greatly from
conventional refining of mineral oil, where large mixes of varying molecules
and
undesirable elements are refined to a set quality limit. Obviously, to extract
the desired
lubricants from crude oil we must take a compromise of desired and
undesirable
molecules. In extreme service conditions this is often the limiting factor in
successful use
of mineral oils.
The SHC product range has very similar compatibility characteristics to that
of mineral
oil. For this reason, SHC products have found favour as no complicated
changeover
procedures exist. Probably the main reason for introducing SHC technology
into
industrial lubrication systems, be they based on oil or grease, is to combat
downtime.
The implications of serious production downtime due to premature
component failure are
compounded during extreme running conditions. It has been recognised for
years that, as
the temperatures to which oils and greases are subjected approaches the
upper limits, a
rapid reduction in both lubricant life and component protection occurs.
It is now common to see bearings subjected to temperatures of in excess of
100°C. With
limited cooling effects, this has led to high bearing race temperatures and
reduced
lubricant efficiency.
The problem of running at such high temperatures is two-fold:
* Problems associated with the breakdown of mineral lubricants in service.
* Problems associated with inadequate oil film generation in service.
With high temperature applications such as circulation systems, the upper
limits for high
quality mineral oils have historically been set at approximately 110°C.
These products
will perform at temperatures beyond this, however product life is reduced
in all cases in
all applications, such as hydraulics, gears and turbines.

The main reason for this upper limit is oxidation. As bulk oil temperatures
are raised, or the mineral oil is subjected to localised overheating in areas
of low flow, then degradation of the oil takes place. This is normally viewed
as a darkening, with deposit formation in extreme cases. The deposits are
often seen in localised areas as carbonaceous material or lacquers.
A great deal of research into mineral base oils and stable high temperature
additives has led to improved mineral oils. However probably the most
success has been gained with the SHC oils and greases.
The natural ability of SHC products to perform at elevated temperatures
has long been recognised. Typically, the upper operating temperature for
continual operation is set in excess of 150°C, with greases performing
beyond 200°C. There is high resistance to oxidation, which is of course
accelerated at elevated temperatures. The ability to reduce thermal
degradation is a major achievement in reducing deposits and extending
filter life.
Figures often quoted give increases in oil charge life in excess of 400%.
Instances of blockages in oil circulation systems can lead to severe
starvation and ultimate failure of bearings and gears in service. As
temperatures are increased, oil temperatures within the bearings or gears
are increased with the increased risk of deposits. Although quality mineral
oils are designed to counteract these effects, if left unattended degradation
may occur. For this reason regular oil condition monitoring has been a focus
in systems to predict charge life in service. Use of SHC technology however
can be used to extend the service life of both oil and filters, reducing the
risk of blockages.
In any non-conforming surface, such as an anti-friction bearing or gear
mesh, it is possible to generate extremely high pressures in normal running
conditions. This rapid increase in pressure within load zones is responsible
for the sharp increase in oil viscosity due to pressure. The rise in
viscosity is so great that the lubricant performs as a glass-like solid in the
Hertzian contact area.
As the lubricant is now deemed a solid, the metal surfaces in the Hertzian
area deform and surface separation takes place. This is known as the
elastohydrodynamic condition (EHL) and it is desirable. If, however, the
running conditions or original lubricant viscosity are incorrect, metal/metal
contact occurs.

Factors affecting EHL conditions can include:

Oil viscosity at service temperature

Surface speeds
Surface geometry
Surface finish
Oil viscosity characteristics (viscosity index/viscosity lubricant parameter)

Once a surface geometry and finish have been selected, (for example, a
bearing or gear selected), these parameters are fixed. However, changes in
production will inevitably lead to changes in service temperature and
speeds. This is an area often neglected in practice, with a reduction in
component life being the result.
A number of options are open at this stage. A change in a viscosity grade
may cover the
conditions satisfactorily, hence a recent trend towards higher viscosity
products in some
applications. However, the more common method is to capitalise on the
natural high
viscosity index offered with SHC products. This high viscosity index (VI)
allows for
thicker oil films to be generated in service when compared to the more
temperature
sensitive mineral grades. This ability to maintain oil films even at elevated
temperatures
allows for reductions in wear with reduced surface distress.
Owing to high film strength and selective additives, the conventional metal-
to-metal
contact wear types are adequately catered for with the SHC products, but
in addition
fatigue protection is important. Fatigue rates are in part affected by the
shear forces
required to move the molecules over each other within the load zones.
These shear forces
are dramatically reduced in SHC fluids. Ultimately this is responsible for
increases in
fatigue protection of between 200% and 1000%. This reduces fatigue
defects in nonconforming
surfaces such as gears and bearings, leading to extended component
service
life.

By controlling the fluid within the load zones it is possible to reduce the
effects of both
pitting and spalling of surfaces. Many mineral lubricated gears and bearings
exhibit this
failure mode during routine condition monitoring.

An area of great interest has been studying the unique energy-saving

aspects of oils and
greases. Again looking to the uniform molecular structure, it is possible to
improve the
efficiency of certain machinery. Probably the most commonly documented
machinery is
the standard gearbox.

Comparing to a high quality mineral oil, use of an SHC of the same viscosity
can lead to
significant reductions in running temperature, often in excess of 10C°. The
implications
of this reduction can be extremely important. Not only is the operating
viscosity naturally
raised by reducing the temperature, but the oil film at operating
temperature is increased.
In extreme cases, this increases component service life due to reduced
wear.
By temperature reduction, the effects of oxidation and deposit formation
are also reduced
and in many cases completely eliminated. The reduction in temperature is
therefore partly
responsible for further drain interval extensions and increased filter life. In
extreme cases
it may also reduce seal leakage due to a higher operating viscosity.
However, an area becoming more evident is the reduction in energy
consumption.
Synthetic products can reduce energy costs by between 2% and 10%.
Increased wear protection
Increased fatigue protection
Reduced deposits
Increased filter life
Increased drain intervals
Wider operating temperatures
Compatible with mineral oil
Compatible with associated paints and seals
Energy savings
Synthetic Lubricant Compatibility
With Mineral Oil With Paints With Elastomer
Mineral oil excellent excellent excellent
SHC
(polyalphaolefin) excellent excellent excellent
Di-Ester Good moderate poor
Polyglygol Poor moderate poor
Phosphate Ester Fair very poor poor

Myths about lubricants

Don't believe everything you hear about selecting the proper lube for the
job
Here is a sampling of some of the myths, misconceptions and
misinformation
surrounding lubricants, as well as the underlying realities.
Because lubricants can be exposed to harsh operating conditions in many
applications, in
most cases, the benefits of a superior lubricant outweigh the costs.
(1) Myth: Inexpensive greases are cost-effective
Fact: Lubricants that cost less are often made with lower performing raw
materials and
may be manufactured with lower quality control measures. Lower quality
can lead to
problems, malfunctions and - ultimately - costly downtime.
(2) Myth: Adding more lubricant can't hur t
Fact: More bearings are ruined by over-greasing than by under-greasing.
Switch
lubricants instead. As grease is added, pressure builds within the bearing
housing,
especially in full or non-vented housings. Excessive pressure accelerates
the process of
oil "bleed" or separation from the thickener. If the separated oil drains away
and leaves a
bearing packed only with thickener, friction will cause the bearing to fail.
(3) Myth: Silicone lubricants are highly priced
Fact: Silicones are more stable, withstand a broader temperature range and
offer better
chemical resistance than their conventional counterparts, so often outlast
them.
To guarantee a lubricant will correctly meet the needs of an application, it is
important to
match the product to the job. There are four major operational variables in
an application:
load
environment
temperature
speed.

Determining whether a lubricant can withstand the load-carrying capacity

of an
application is critical to selecting the proper lubricant. Dispelling some of
the myths
about certain lubricants and their load-carrying characteristics may help
make specifying
the right product an easier task.
(4) Myth: Extreme pressure lubricants must be formulated with high
viscosity fluids
Fact: Solids and surface-active additives can replace high viscosity fluids.
Maintenance
lubricants that contain solids or surface active additives are available for
use in extreme
pressure, moderate-to-high load and speed applications. Some high
performance
synthetic greases, for example, withstand high bearing loads. They
lengthen lubrication
intervals in high load, high speed applications. High viscosity fluid greases
do not
provide these same capabilities.
(5) Myth: PTFE solves all extreme pressure lubrication problems
Fact: While PTFE is a good wear inhibitor, it is not the primary choice for
load-carrying
capability. Try molybdenum disulfide or graphite instead.
(6) Myth: All silicone-based lubricants are poor extreme pressure lubricants
Fact: True of most, but fluorosilicone-based bearing greases may be used,
for example, to
protect heavily-loaded roller bearings from high pressure, metal-to-metal
contact inside a
die roll.
(7)Myth: A harsh operating environment leads to frequent lubricant and
bearing
replacement.
Fact: Proper lubrication under harsh operating conditions lengthens
maintenance intervals
and decreases equipment replacement.
(8)Myth: All effective lubricants must be wet like an oil, or semi-solid like a
grease.
Fact: Dry, film bonded lubricants can be used as effective long term,
extreme duty
lubricants. Those containing molybdenum disulfide or graphite are very
high
performance lubricants.
(9)Molybdenum disulfide causes corrosion on metal
Fact: Well formulated, molybdenum disulfide products address corrosion
problems
effectively.

(10) Myth: The highest temperature rated grease is the best choice for all
applications,
because it covers the widest temperature range.
Fact: Lower-rated greases are more stable at lower temperatures.
(11)Myth: Mineral oil-based lubricants perform effectively and continuously
above
140°C.
Fact: Mineral oil-based lubricants have increasing volatility over 125°C.
(12)Myth: The higher the dropping point, the higher the operating
temperature of the
grease.
Fact: The dropping point of a lubricant is not a true measure of performance
at high
temperature. Based on the separation of the fluid from the thickener at
high temperatures,
the figure has a very limited relevance to a grease's melt point or functional
range. For
example, the realistic operating temperatures of petroleum-based greases
are up to 55C°
below their dropping points.
(13)Myth: Only fluid lubricants can be used on high speed bearings
Fact: Speeds approaching 1 000 000Dn have been achieved with some
newer, high
performing greases, which do perform well, even when high speed is
combined with high
load.
(14)Myth: The more molybdenum disulfide in a grease, the better
Fact: Excessive molybdenum disulfide in a grease can reduce its ability to
resist
separation.
How par t icles can act as catalys t s in oil oxidat ion:
Oxidation drastically affects the quality of a fluid. The following conditions
promote the
oxidation process:
* Presence of oxygen (aeration)
* Mechanical agitation
* High pressure
* High temperature
* Catalysts (water and metal particles)

Metals and various mechanical impurities act as catalysts in accelerating

oxidation. The
smaller the particle, the greater the surface area represented in the
population and the
more effective the catalyst.
Copper and steel particles are extremely active catalysts in oxidation
reactions, and the
resulting products actively corrode metallic surfaces in the system. Metal
particulatetype
catalysts cause rapid oxidation at the beginning of the process; then, it
proceeds at a
steady, but lower, rate to the end. Through-out the oxidation process, not
only do the
fluid and additives degrade, but other activity occurs. For example, a thin,
hard deposit
builds up on all working surfaces of the system, and elastomers are
solubilized because
the fluid constantly degrades and loses its compatibility with the system
materials.
Metal particle catalysts (stainless steel, copper, and low carbon steel)
significantly effect
the oxidation of hydraulic and lubricating fluids. Not only do these
particular metal
particles increase the oxidation rate, but they greatly increase
polymerization of the fluid,
creating products of high molecular weight. Even when oxidation inhibitors
exist initially
in the fluid, in the presence of metal catalysts, such inhibitors can be
quickly used up,
allowing oxidation reactions to accelerate

W ater contaminat ion and how it chemically reacts

with addit ives and component sur faces.
"Combined with a high operating temperature (above 140 deg. F), water
reacts with and
destroys zinc type antiwear additives. For example, zinc dithiophosphate
(ZDDP) is a
boundary lubricant that reduces wear in high-pressure pumps, gears and
bearings. When
this additive is depleted, abrasive wear accelerates rapidly. This will show
up as
premature component failures, resulting from metal fatigue and other wear
mechanisms.
"An inspection of failed components can point to another type of water
damage.
Aluminum and zinc alloys may have a whitish oxide coating. Bearings and
gear surfaces
may show signs of pitting. These are signs of corrosion damage. When
subjected to
water, a bearing will often fail long before reaching its full life expectancy.
Besides
corrosion, water contributes to shorter component life by lowering viscosity,
which
reduces the thickness of the fluid's lubricating film. When the film drops
below a critical
thickness, wear increases rapidly.
"The most obvious sign of water is rust and corrosion that show up on
metal surfaces.
The inside top surface of the reservoir is the first place this is likely to
appear. Unless the
reservoir is designed with a removable top, inspection of the inside surface
may be
difficult. It could require the insertion of a small mirror through a pipe plug
or other
access port, and illumination supplied by a flashlight. This discourages
frequent
inspections. The time it takes for rust to appear inside the reservoir
depends on the
surface treatment used to protect the metal. Usually, water does a lot of
damage to system
components before rust is noticed."

Electric Motor Bearing Lubrication Faces New Challenges

T he past 10 years have seen a quiet revolution in electric motor bearing
relubrication. Adherence
to fundamentally sound practices, such as ensuring work area cleanliness during
relube and
following electric motor OEM lube selection and relube interval recommendations,
has gained
acceptance as standard operating procedures. Accordingly, many lubrication-
related electric
motor bearing failures have been reduced.
As bearing relubrication methods have improved,
new lube-related challenges have emerged. These
include the practice of running motors at higher
speeds, which results in higher bearing temperatures,
and the increasing use of variable frequency drives in
electric motors, which can negatively affect both
bearing and lubricant.
To counter these new challenges, industry is
responding with solutions such as advanced
polyurea-based greases and hybrid bearings that
feature ceramic rolling elements. Hybrid bearings
have lower lubrication requirements than standard
steel bearings and are excellent in many lubed-for-life
electric motor bearing applications

New Long-L ife, L ow-Noise Gr ease

Although some electric motor bearings, such as those
used with vertical motors for submersible pumps, are oil-lubricated via a sump
system, the vast
majority of motor bearings are lubricated with grease. Greases are composed of a
base oil and a
thickener, which carries the oil between its lattice-like fibers. Base oils include
mineral and other
natural oils, and synthetic oils for high-temperature operation. Common thickeners
include
polyurea, lithium, calcium and sodium. Additives, such as antioxidants and antiwear
compounds,
are normally included in the mixture.
Recently, SKF selected an advanced rust-inhibiting, polyurea-based grease as the
standard fill
for its U.S. electric motor bearings. The new grease has a longer life expectancy
and better
quietness characteristics than the previously used polyurea grease. It is
compatible with other
polyurea-based greases and lithium greases, which are widely used in industrial
applications. To
Insulated bearings, such as the SKF
InsocoatTM bearings shown here, feature
ceramically coated outer rings. They
prevent potential bearing and lubricant
problems caused by electrical currents.

lubrication technicians and maintenance organizations, this means a reduced risk

of grease in
compatibility problems when relubricating.
There have also been improvements in bearing technology, providing electric motor
OEMs with
alternatives to all-steel bearings in some demanding applications. The use of
variable motor
drives is more prevalent today than in the past. These drives allow electric motors
to change
speeds and to operate more efficiently. But they can also cause electrical currents
to travel
through motor bearings. Strong electrical currents can damage bearing surfaces,
causing pitting
or spalling. Even currents not powerful enough to cause bearing damage can
produce localized
hot spots and burn the grease, destroying its effectiveness.
One potential solution is the use of hybrid bearings or insulated bearings in some
variable
frequency applications. Hybrid bearings contain ceramic rolling elements; insulated
bearings
feature a ceramic coating on the bearing outside diameter. Both hybrid bearings
and insulated
bearings are nonconductive and are designed to prevent current-related problems.
In addition,
hybrid bearings have lower lubrication requirements than steel bearings and can be
substituted
for steel bearings in some lubed-for-life applications.
Both sealed and shielded electric motor bearings are normally considered lubed for life. In
other words, the
life expectancy of these motor bearings is dependent on the life expectancy of their
lubrication. Motor
bearings without seals or shields, on the other hand, are usually designed to be
relubricated

The Effects of Water Contamination

In a lubricating system, the two most harmful phases are free and emulsified water.
In journal
bearings for example, the incompressibility of water relative to oil can result in a
loss of the
hydrodynamic oil film that in turn leads to excessive wear. As little as one percent
water in oil can
reduce the life expectancy of a journal bearing by as much as 90 percent. For
rolling element
bearings, the situation is even worse. Not only will water destroy the oil film
strength, but both free
and emulsified water under the extreme temperatures and pressures generated in
the load zone
of a rolling element bearing can result in instantaneous flash-vaporization causing
erosive wear to
occur
REVALIDATION COURSE FOR ENGINEER OFFICERS

Shell Strombus MP
Emulsifiable Lubricant for oil filled stern
tubes
where excessive leakage past the outer seal
is
experienced
Shell Strombus MP is designed specifically for oil-filled stern tubes, particularly in
the event of
leakage. It is mainly used for the lubrication of stern tube bearings and protection
of tail shafts in
systems incorporating lip seal stern tube glands, but also some face seals.
The vast majority of ships today are fitted with oil lubricated stern tubes. The stern
tube bearings
and the tail shaft are required to operate reliably, often in extreme conditions due
to vibration,
water ingress, flexing of the vessel’s structure, movement of the vessel in heavy
seas and with
variations of speed and temperature.
Shell Strombus MP was specifically designed to be compatible with Shell Strombus
T and with
diesel engine oils used for stern tube lubrication. It is also suitable for the
lubrication of the fin
shafts of certain retractable stabilisers.
____________________________________________________________________________
REVALIDATION COURSE FOR ENGINEER OFFICERS
Main Application
Stern Tubes where an emulsifying type of oil is required
_____________________________________________________________________________
Benefits of using Shell Strombus MP
A high level of lubrication and protection against corrosion in the presence of
water.
An emulsion which is sufficiently fluid to circulate around the stern tube bearing
oil
system.
No need to reduce the concentration of sea water emulsified in the oil until it is
over 20%.
Comparable performance to mineral oils normally used for stern tube lubrication.
Accepted by most leading seal and bearing manufacturers.
Suitable for stern tubes with circulatory systems.
Suitable for Viton or Nitrile seals.
_________________________________________________________________
Typical Physical Characteristics
Shell Strombus MP Test Result Units
Kinematic Viscosity 40 C IP 71 273 mm2/s
Density 15 C IP 365 0.900 kg/l
Flash Point Closed Cup IP 34 200 C
Pour Point IP15 -5 C
These characteristics are typical of current production. Whilst future
production will
conform to Shell's specification variations in these characteristics may
occur .
Additives for Grease
Chemical additives can significantly alter the performance of lubricating
greases. Factors
influencing additive selection are:
REVALIDATION COURSE FOR ENGINEER OFFICERS
Performance requirements (product application)
Compatibility (synergistic/antagonistic reactions)
Environmental considerations (product application, odor, disposal,
biodegradability)
Color
Cost
Most of the additives described are chemically active; that is, they produce
their effect
through a chemical reaction either within the lubricant medium or on the
metallic surface.
Chemically active additives include:
Oxidation inhibitors
Rust and corrosion preventatives
EP/antiwear agents
Structure modifiers and thickeners could also be included in this category,
as well as
polymers which improve adhesive and water-resistance properties.
Chemically inert additives, on the other hand, affect a physical property of
the grease
such as structure, rheology or water tolerance. Chemically inert additives
include:
Viscosity modifiers
Pour-point depressants
Antifoam agents
Emulsifiers
Demulsifiers
REVALIDATION COURSE FOR ENGINEER OFFICERS
Grease Additives
Surface Protective Additives
Additive
Type Purpose Typical Compounds Functions
Antiwear
and EP
Agent
Reduce friction and
wear and prevent
scoring and seizure
Zinc dithiophosphates,
organic phosphates, acid
phosphates, organic sulfur
and chlorine compounds,
sulfurized fats, sulfides and
disulfides
Chemical reaction
with metal surface to
form a film with lower
shear strength than the
metal, thereby
preventing metal-tometal
contact
Corrosion
and Rust
Inhibitor
Prevent corrosion
and rusting of
metal parts in
contact with the
lubricant
Zinc dithiophosphates,
metal phenolates, basic
metal sulfonates, fatty acids
and amines
Preferential adsorption
of polar constituent on
metal surface to
provide protective
film, or neutralize
corrosive acids
Friction
Modifier
Alter coefficient of
friction
Organic fatty acids and
amides, lard oil, high
molecular weight organic
phosphorus and phosphoric
acid esters
Preferential adsorption
of surface-active
materials
Performance Additives
Viscosity
Modifier
Reduce the rate of
viscosity change
with temperature
Polymers and copolymers
of methacrylates, butadiene,
olefins or alkylated styrenes
Polymers expand with
increasing temperature
to counteract oil
thinning
Protective Additives
Antioxidant Retard oxidative
decomposition
Zinc dithiophosphates,
hindered phenols, aromatic
amines, sulfurized phenols
Decompose peroxides
and terminate freeradical
reactions
Metal
Deactivator
Reduce catalytic
effect of metals on
oxidation rate
Organic complexes
containing nitrogen or
sulfur, amines, sulfides and
phosphites
Form inactive film on
metal surfaces by
complexing with
metallic ions
REVALIDATION COURSE FOR ENGINEER OFFICERS
oxidation rate sulfur, amines, sulfides and
phosphites
complexing with
metallic ions
Oxidation Inhibitors
Like lubricating oils, greases under oxidizing conditions yield unstable
materials called
peroxides. Once formed, peroxides quickly decompose to form other
materials which are
even more susceptible to oxidation. The process is a chain reaction which is
accelerated
by increased temperatures and which is catalyzed by certain metals —
particularly those
present in soap-based thickening agents
Bearings
The MC engines were originally designed with white metal bearings
for crosshead, crankpin and main bearings. The main bearings were
of the so-called thick shell design, whereas the crosshead and
crankpin bearings were of the thin shell design.
Thin shell main bearings
The development towards higher specific engine outputs has resulted in
the gradual introduction of the thin shell design for the main bearings,
too. All new engine types, small bore as well as large bore, introduced
since the late eighties, have thus been provided with a modern thin
shell bearing design, offering the possibility of using stronger lining
materials.
Sn40Al (tin­aluminium), which has been applied with great success on the
main bearings for the smaller two­stroke engines, has been introduced on
the S46­70MC­C engines, on which good
service has been experienced since the first engines of this type
entered service approx. two
years ago. On the small bore engines (26­42MC), the Sn40Al main bearings
have been in service for up to 30000 hours, with good results.
In addition to the above, an advantage of the thin shell design is the
reduced risk of fretting
corrosion between the main bearing saddle and shell when the bearing
housing is well designed.
Running­in on testbed and during sea trials has in a number of cases
caused light seizure of Sn40Al main bearing shells on the S­MC­C
engines. This seizure can be avoided either by prelubrication with
grease or high­viscosity oil, or by PTFE­coating of the running surface
of the shells.
The Sn40Al bearings have been introduced on the engine with the same
well­proven specific load level as that for white metal bearings.
However, the stronger bearing metal will provide the possibility to
increase the specific load in the future, whereas today it is solely
used to enhance the safety margin.
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Thick shell main bearings

The design of the thick shell bearings has been updated in order to
ensure reliable performance. The major updates are summarised in the
following. Optimum Lemon Shape (OLS) shells,
Fig. 1, have been introduced to increase the minimum oil film thickness.
Elasto­hydrodynamic bearing analysis shows that the minimum oil film
thickness is increased by 30­40% compared to the previous standard.
Furthermore, service experience has confirmed that OLS­shells are less
sensitive to development of fatigue cracks in the bearing metal.
Vertical guide pins, Fig. 2, have been introduced in order to guard
against misalignment between the upper and lower shells, which otherwise
might create an oil scraper­edge.
A further design update involves the introduction of stricter symmetry
tolerances at the sidewise guides for the main bearing cap. Adherence to
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these tolerances will prevent bulges in the shells caused by nonsymmetrical
positioning of the main bearing cap.
Alignment aspects in relation to main bearings
In the past few years, difficulties have been experienced in aligning
the crankshaft of large diesel engines, in particular in large tankers.
Traditionally, crankshaft alignment on large tankers, as well as on
other vessels, has been performed based on a precalculated vertical
position of the
bearings, as well as of the main engine as such and, possibly, also
involving an inclination of the entire main engine.
Upon completion of the precalculated alignment procedure, it has been
the normal practice to check the alignment by means of a bearing load
check (normally a so­called jack­up test) and by
measuring crankshaft deflections. Such checks are normally carried out
either in a dry dock or afloat alongside at the yard in a very light
ballast condition.
Owing to repeated cases of bearing damage, presumably caused by a lack
of static bearing loads in normal operating conditions (ballast and
design draught), we have introduced modified
alignment procedures for bedplate and shafting (crankshaft and
propulsion shafting) as well as modified vertical offsets of main
bearing saddles.
The modified bedplate alignment procedure is described in a new quality
specification in which the so­called sag of the bedplate is introduced
in order to counteract hog caused partly by hull
deflections due to loading down of the vessel, and partly by
deformations due to the heating­up of the engine and certain tanks. Fig.
3 shows bedplate deformations measured by the piano­wire method, on the
topflange of the bedplate on the exhaust side and on the camshaft sid of
a 7S80MC installed in a VLCC. For this engine, a bedplate sag of 0.4 mm
was the aim during alignment in dry dock.
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As can be seen in the diagrams, no major change was recorded between
alignment conditions in dry dock and in the afloat condition. Therefore,
our quality specification allows for bedplate
alignment and the pouring of chockfast supporting chocks in dry dock for
vessels where shipyards have such experience. Previously, we recommended
aligning afloat.
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Furthermore, it is seen that when the engine is in hot ballast and in
hot design draught conditions, an optimal compromise with respect to
bedplate alignment in service conditions is obtained withthe pre­chosen
sag of 0.4 mm during alignment. In the quality specification, we have
included
recommendations for bedplate sag for all engine types in the MC/MC­C
programme. The quality specification also contains guidelines for the
shaft alignment procedures necessary to obtain an equal bearing load
distribution among the main bearings in operating conditions on large
vessels.
Furthermore, in order to facilitate this optimum load distribution among
the main bearings, the previously mentioned offsets in the bedplate at
the main bearing saddle have been introduced
in the aft end of all MC/MC­C engines.
Fig. 4 shows deformations as a result of staybolt tightening for the two
alternative designs of staybolts:
A: The traditional long ‘single’ staybolts used until a few years ago on
all major two­stroke engine makes
B: The short ‘twin’ staybolts introduced on newly designed MC/MC­C
engine
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Both designs cause deformation of the main bearing bore. However, as can
be seen, the twin staybolt design causes much smaller deformations.
Apart from ovalising of the main bearing
bore, the tightening of staybolts results in elevation of the bore. This
elevation is much smaller on engines with twin staybolts. They have
introduced offsets for some main bearing bores to counteract different
elevation caused by staybolt tightening, especially in the aft end of
the
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engines where the thrust bearing structure provides extra resistance to
this elevation. Furthermore, offsets have been introduced at main
bearing bores where staybolts are omitted, i.e. on some designs where
the aftmost main bearing bore (the so­called journal bearing position)
does not have staybolts adjacent.
Service improvements
Service improvements resulting from the use of thick shell main bearings
can be illustrated by the service history of a large series of container
vessels equipped with S70MC engines. In positions where damage occurred,
the following modifications were introduced:
1: Optimum Lemon Shape shells with vertical guide pins
2: Offset journal bearings
3: Re­alignment of the shaft line on one (1) vessel
As will be seen in Fig. 5, modifications have significantly improved the
main bearing condition.
3 month moving average
Damage index
Fig. 5: Container vessel series (8 ship)Main bearing, thick shell design