Marine Propulsion I August/September 2011 I 69www.mpropulsion.com

O ptimised engine settings are valuable

in ensuring compliance with emission

regulations and enhancing fuel

economy. The traditional mechanical indicator

gives a useful insight into engine performance

but is no longer adequate for fully optimising

the combustion process, suggests Selco.

Electronic mean indicated pressure (MIP)

systems are becoming the preferred tool in

replacing mechanical indicators, says the Danish

specialist, which offers its handheld EngineEye

high performance cylinder pressure indicator.

The instrument is designed for all engines with

an indicator cock whether running on heavy

fuel oil, marine diesel oil, natural gas or LPG,

its scope including providing information for

misfiring analysis and cylinder balancing.

Long-term pressure readings are facilitated

by sensor technology based on a GaPO4

crystal with excellent linearity and extremely

low thermal drift, Selco reports. The sensor

may be left measuring on the open indicator

cock for hours, enabling engine tuning while

continuously measuring.

A ‘safe pressure sensor’ design is cited as

another feature of the EngineEye. The patented

technology ensures that the sensor stays sealed

even in the unlikely event of a membrane

collapse, fostering uninterrupted operation of the

engine with maximum safety for the operator.

by Doug Woodyard condition monitoring

Advanced sensor serves MIP system

Elements of Selco’s EngineEye cylinder pressure indicating system

GL software smoothes machinery maintenanceDedicated condition-based maintenance

software for machinery developed by

Germanischer Lloyd under the banner

GL Machinery Manager is designed to cut

downtime and costs for ship operators.

Continuous condition monitoring of

machinery helps to control and benchmark

equipment performance, says GL, which is

co-operating with SKF in integrating assessment

results from the Swedish specialist's vibration

monitoring techniques for rotating auxiliary

machinery to enhance analysis.

By combining visual inspection results with

online and offline condition measurement, GL

Machinery Manager creates a single monitoring

platform for different application purposes.

Machinery conditions can be monitored fleet-

wide, with alerts enabling operators to decide

how and when to take appropriate action.

In addition, crews benefit from graphical

support and guidance in inspection routes;

measurements and recordings are easily

transferred to a central onshore database.

GL Maritime Software forms part of

Germanischer Lloyd’s new Maritime Solutions

unit which supports customers with software

solutions, management systems certification

and training as well as with consulting and

engineering services provided under the

FutureShip brand.

condition monitoring

70 I Marine Propulsion I August/September 2011 www.mpropulsion.com

Fluid monitoring supports engine care Engine fluids – fuel, lube oil and cooling water

– can be monitored for operators by MAN

Diesel & Turbo’s PrimeServLab service, which

has superseded the group’s Fluid Monitoring

Package introduced three years ago. An

increasing number of customers are reportedly

keen to benefit from OEM expertise, and

existing PrimeServLab clients invariably extend

the service agreement beyond the initial period,

typically one year.

MAN Diesel & Turbo’s own chemical

laboratory at its headquarters in Germany

specialises in analysing non-metallic materials

and engine fluids. In addition to all the

equipment required for the standard analysis

of operating fluids according to common

specifications – such as ISO 8217 for fuels – the

laboratory exploits more sophisticated facilities

for undertaking ‘forensic’ analyses.

The PrimeServLab service analyses operating

fluids at regular intervals over one year and

comprises five packages: a comprehensive fuel

analysis; a lube oil analysis; lube oil separator

control samples; fuel oil separator control

samples; and cooling water analysis.

Sampling intervals for each package can

be adjusted to best meet individual customer

requirements. The interval for the comprehensive

fuel analysis is typically adjusted to suit fuel

bunker logistics; and that for lube oil analysis is

monthly but adjustable to every three months

(as is common for the other three packages).

Considerable experience of engine fluid-

related issues and trouble-shooting acquired

over several decades at the Augsburg laboratory

enables its specialists to translate the

analyses into recommendations and practical

instructions. The aim is to ensure the sustained

high quality of the fluids in order to extend

engine availability and reduce the risk of

expensive damage.

Another objective is economical optimisation

of fluid usage. A mismatch between lube oil

and used fuel quality, for example, can result www.spminstrument.com/marine/

C o n d i t i o n M o n i t o r i n g t h e I n t e l l i g e n t W a y

State of the art instrumentation with global support

Reduction of downtime and cost savings

Early warning to prevent failures and breakdowns

Innovative solutions that meet Class requirements

Easy to use and understandPHOTO KMY

Built-in charge amplifier sensor technology

reportedly avoids the problems with special

plugs and cables associated with earlier systems.

The crank angle can be measured by a

newly-designed sensor belt with the highest

resolution and applicable to all shaft diameters,

which can easily be installed by the crew.

Automatic sensor recognition and automatic

synchronisation with PC software – where all

measurements stay read-only in the handheld

instrument – underwrite simple and safe use.

The need for reliable data ashore on the

engine condition for analysis and comparison

purposes is addressed by EngineEye software

which includes TDC and ISO correction. Data

is displayed graphically and will be available

trended by time. The information can be

compared with historical results or with other

reference values, and the data stored, printed

or e-mailed ashore for deeper diagnostics by

superintendents.

Ease of installation and no maintenance

requirements are highlighted by Selco

for a system that promises to help prevent

unplanned engine downtimes. Functionality

checks can be executed on board using standard

tools and no regular calibration procedure is

necessary, avoiding return of the instrument

to the manufacturer (although such a service

is offered). Selco’s handheld EngineEye system

Marine Propulsion I August/September 2011 I 71www.mpropulsion.com

in overly expensive oil costs or, worse, the need

for oil drains. Putting this into perspective,

MAN Diesel & Turbo points out that preventing

one lube oil drain is enough to pay for a

PrimeServLab service over several years that

can avoid damage for decades.

Since conventional analysis of operating

fluids is considered insufficient for maximum

reliability, PrimeServLab also undertakes fuel

analysis that includes calorific value and

screening for chemical waste as standard.

Fuel contamination in lube oil is another

concern, for which MAN Diesel & Turbo has

developed a method capable of identifying

contamination sources.

Efficient cleaning of fuel and lube oil is also

essential. Monitoring fuel and lube oil separator

efficiency is only possible by measuring particles

in samples taken before and after separation.

Unfortunately, says MAN Diesel & Turbo, the

standard lube oil analysis typically provided by

oil suppliers does not contain any information on

particle contamination. PrimeServLab, however,

applies a recently developed method to count

particles in oil and assess oil separator efficiency.

Cooling water is often disregarded as

a fluid and the measurement of corrosion-

inhibitor concentration is often performed

with simple and inaccurate onsite methods.

Cases are documented, MAN Diesel & Turbo

reports, where such methods have been applied

incorrectly or where results have not been

measured and instead a plausible number filed

on the control form.

Heavy corrosion is the inevitable result,

underlining why regular and effective cooling

water analysis is dictated to avoid unnecessary

and expensive damage.

Clients signing up for PrimeServLab’s service

are provided with sample bottles in pre-packed

cardboard boxes adjusted to the agreed scope

of the package. The samples from ships are

dispatched to the Augsburg laboratory which,

typically after two-to-three days, e-mails a

comprehensive report on its findings.

A five-year technical management contract

based on Wärtsilä’s Dynamic Maintenance

Planning scheme will cover six diesel-

electric LNG carriers operated by the Greek

management company Ceres LNG Services.

Some 24 Wärtsilä 50DF dual-fuel medium

speed main engines will be supported, taking

the total number of 50DF engines covered by

DMP contracts to 80.

Dynamic Maintenance Planning

promises shipowners a significant reduction

in operating costs by applying predictive

maintenance principles and optimising

engine performance.

“Wärtsilä’s DMP will enable our company

and customers to benefit from optimised

availability, increased lifecycle efficiency and

reduced maintenance costs for our engines.

Wärtsilä’s technology, global presence and

local support will help us to achieve this

task,” says Sallis Theofanis, Ceres LNG’s

technical manager.

Dynamic Maintenance Planning is based on

the condition monitoring system developed by

Wärtsilä. The operational data and parameters

of the engines are continuously fed into a

database and evaluated at the group’s

Condition Based Maintenance (CBM) centre.

Maintenance needs are then predicted based

on the actual condition of the machinery,

while the optimum operational parameters

can also be determined.

System flexibility, in conjunction with

annual visits and inspections on board, allows

the maintenance intervals to be amended

according to actual need.

The appropriate service work and spares

availability can be organised, fostering better

planning and avoidance of unnecessary costs

and downtime.

“The latest in condition monitoring

predictive maintenance and efficient

maintenance planning is combined with the

latest in engine technology to achieve a ›››

DMP scheme covers LNG carriers