Presentation on how monitoring of liner wear can prevent major expenses and catastrophic failure in slow speed marine engine.

1. Zainudin Yahya
Business Development Manager
Condition Monitoring Asia
Email: zainudin.yahya@parker.com
Evolution of Condition Monitoring

2. Parker Kittiwake
Backed by the power of Parker!
• Parker Kittiwake - The world
leader in onboard/online oil & fuel
condition monitoring
• Comprehensive product range for
testing & monitoring bunker fuels,
lubricant, scrape-down oils and
water
• Based near Southampton &
Portsmouth, UK
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3. Global Partners
Used across the worlds by oil companies, engine
OEMs, naval forces, shipping companies, offshore
contractors, power generators….
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4. Onboard testing = Faster results
• Tests performed onboard
• Results within minutes
• Higher specifications,
higher accuracy
• Powerful data analysis
tools
• Faster response times
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5. Products
DIGI Kits - Economical testing
• Viscosity Comparisons
• Water in Oil (+/-200ppm)
• TBN/TAN
• Insolubles (qualitative)
• Salt water test (No/No Go)
Oil Test Centres
• Viscosity, WIO, TAN, TBN, Insolubles
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6. Products
Comprehensive supplier
• Compatibility Oven
• Flash Point Tester
• Cloud Point Tester
• (Add here)
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7. Market demand, drives towards
online Condition Monitoring (CM)
• Class Societies encourage online CM - extends
period of certain 5-year survey items
• Proven: 60% of marine mechanical failures are
caused by human intervention
• Crews today have less experience of operating
machinery and its overhaul. Makers men are
increasingly used, exacerbating the problem
• Higher risks of quickly developing fault trigger
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8. Main engine – costly fault triggers
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!
• Trigger 1: Over/under lubricating = liner wear
• Trigger 2: Slow steaming = corrosive liner wear
• Trigger 3: Low sulphur fuel = catalytic fines induced
abrasive wear to piston & liner
• Trigger 4: Rough sea and a rolling moment may stir up
settled Cat fines in the daily service tank

9. Trigger 1: Optimised CLO feed rate
Over Lubricating:
• Increases wasted oil
• Build-up on cylinder rings
Under Lubricating:
• Scuffing – liner and rings
MAN B&W “Optimisation of CLO feed rate is necessary. Over-
lubrication increases abrasive wear.”
Wartsila-Sulzer “High cylinder oil feed rate can cause deposit build-
up, causing abrasive wear. Too low, also causes abrasive wear and
corrosive wear.”
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Calcium build up on Piston

10. Trigger 2: Slow Steaming Corrosive
Wear
• Slow steaming saves fuel
• The lower temperatures
cause sulphuric acids to
build up in the post
combustion process
• If not identified and the
correct action taken can
cause corrosive wear
• CCTK identifies and
allows corrective action
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Corrosion on Liner

11. Trigger 3: Catalytic Fines
• Low sulphur fuels are produced
using “catalytic hydrocracking”
using Aluminium Silicate (Al + Si)
catalyst to boost sulphur removal
• ISO 8217:2010 fuel standard
allow for Al + Si up to 60 ppm
• But OEM recommend maximum
of 15ppm!
• Particles are almost as hard as
diamond and abrasive.
• Cat fines will cause severe wear
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Abraded Liner Surface
Wear debris - piston rings

12. Trigger 4: Rough seas and rolling
movement
• DNV reported in 8-10 Dec 2010
• Despite having fuel separators,
filters and fuel on specifications, it
was found that during rough seas,
settled cat fines, stirred up and
co-mingle in a quantity above the
capacity of centrifuge separation
and filtration
• Within less than 100 hours -
engine worn out
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Cat fines wear

13. Triggers = damage = expensive
• Cylinder liner & piston
damaged are common
engine claims costly
repairs
• Repair cost >USD500K
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Cat fines wear

14. 24/7 Liner Wear Monitoring Solution
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15. Initial driver was CLO savings
• CLO savings = Current expenses on CLO x % savings
• Lowest reported with LinerSCAN is 0.6g/Kwh
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16. LinerSCAN – Raising a timely alarm
• 2010-13, MDT’s PrimeServ
reported 190 cases of liner wear
due to Cat fines > 50 cases/year
• 1.5 year study with K98ME MAN
B&W engine, which was monitored
with LinerSCAN
• LinerSCAN clearly identified the
moment abnormal liner wear was
triggered on 6 January 2011
• Various degrees of liner wear can
be monitored as it happened, from
low average below 200ppm, to mild
attack averaging at about 250ppm
and severe attack averaging at
above 1,000ppm
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Data from CIMAC Congress 2013: P51

17. LinerSCAN – Provides the
opportunity to prevent damage
• Under a controlled environment,
tank cleaning and improved
cleaning was done on 8th May
almost 4 months after the Cat fines
triggered wear began
• Within days LinerSCAN reported a
drop in wear rate to about 250ppm,
then after 6 days settled at below
200ppm
• LinerSCAN enables real-time
monitoring of liner wear!
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Data from CIMAC Congress 2013: P51

18. LinerSCAN References
• >300 sensors installed
• MAN B&W, Wartsila-Sulzer, MITSUI NYK,
Hanjin, MSC, CSAV, OOCL, Matson
• A.P. Moller Maersk: “Lubricating at lower
levels means an increased risk to liner,
however this can be mitigated by using
LinerSCAN.”
• Reederei F. Laeisz: “We’ve found the
LinerSCAN particularly useful for reducing
the risk of high wear in unfamiliar
environments.”
• Matson. “By monitoring the scrape-down oil
for ferrous wear, LinerSCAN can enable
immediate action.”
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19. Conclusions
• LinerSCAN originally offline tool to save CLO,
evolved to on-line with increased utility: CLO, damage
prevention, wear monitoring.
• Parker Kittiwake continue to develop new solutions to
meet customer demands with other solutions such as
• WaterSCAN – detects water contamination in
lube oil systems.
• ThrusterSCAN – detects metallic wear in
lubricated gear system such as thrusters.
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