The impact of IMO Sulphur Cap 2020 on 2-stroke engine technology
With the shipping industry facing increased environmental legislation and operational costs, today’s shipowners and operators are demanding more efficient solutions that deliver clear results. The IMO rules on Sulphur in fuel oil is no exemption.
How is the industry dealing with it so far?
Register for both webinars on December 8 and December 9 and join Wärtsilä, WinGD, Lloyds Register and Lukoil on this thorough discussion of the IMO Sulphur cap impact into 2-Stroke engines technology and its operational experience. The panel of experts will cover other topics like hybrid fuels & bunker analyses, lubrication cylinder, market drivers specifically in the Middle East & Asia and some other recommendations which support both environmental strategy and economical needs.
Webinar topics day 1, December 8:
- 2-Stroke portfolio update on Dual Fuel/ LNG technology
- Review on Hybrid Fuels & Bunker analyses during 2020 and recommendations by Lloyds Register
- Live Q&A session
Webinar topics day 2, December 9:
- Operational Experience from fuels compliant to IMO's Global Sulphur Cap 2020 and their impact on 2-Stroke engine performance by Wärtsilä
- How cylinder lubrication is affected by IMO's Global Sulphur Cap 2020 and new cylinder oils?
- Live Q&A session
Q&A session results
Q: Are we required to measure the chorme ceramic coating thickness on the piston rings? What is the significance? Is there any limit value and what action to be taken in case the coating thickness is less than the minimum value?
A: The cc-coating is intended to be a very wear resistant coating. The wear however is dependent on piston running conditions. If the coating is worn down with no break-out, sharp edges, spalling, scuffing or other adverse conditions, the limit for the CC-coating thickness is 0.05 mm for the top ring, and 0.02 mm for the lower rings. For detailed information see technical bulletin RT-135 issue 3.
Q: What is the average wear rate of liner? Which is confirmed by scarpe analysis and feed adjusted?
A: Under normal piston running conditions the liner wear rate is less than 0.05 mm/1000h
Q: Its understood that the new fuel requires monitoring. How the cylinder oil feed rate be adjusted and maintained?
A: The recommended feed rate is 0.6 - 1.2 g/kWh. As a starting point after running-in we recommend 0.9 g/kWh. The feed rate optimisation should then be done based on piston underside drain analysis and visual inspections.
Q: With TBN 40 oil is really good for this VLSFO.
A: The recommended BN range for VLSFO is quite wide, ranging from 40 to 80 (WinGD/Wartsila RT-161 lubrication guidelines). The required BN is depending on several conditions and should based on scrape down analysis and consultation with the oil supplier.
Q: ICU step 3 upgrade - is it available for 96 bore engine? As mentioned for medium bore engines only. If not then what is plan for the same?
A: For the 84 and 96 bore engines, Wartsila introduced a retrofit solution called "FuelFlex ICU"
Q: Plauteau honing of cylinder liner will disappear and the surface will get glazed after some operating hours. Do you consider the cylinder liner honing is beneficial in the maintenace scheme?
A: Honing is the last machining step in the process of manufacturing a new liner in order to remove any possible broken hardphase and obtain the correct surface roughness. Once a liner is in service re-honing is only required in case the running surface is getting damaged due to e.g. scuffing, but definitely not as a regular maintenance item.
General Manager, Sales Excellence & Coaching, Wärtsilä
Head of engine development & technology, R&D, WinGD
Global Operations Manager for FOBAS, Lloyds Register
Technical Manager 2-Stroke, Middle East & Asia, Wärtsilä
Technical and Marketing Manager, Lukoil