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Casualty Information

Information from DNV to the maritime industry No. 5 August 2006

Cracked rubber diaphragm


Seawater causes contamination of main engine
lubrication oil
Ship type: Any Size (grt): Any Year built: Any

Course of events
Engine room bilges became flooded due to a leaking sea water
pipe. Proper actions were not taken when the alarm sounded, so
the leakage was first discovered when water had reached the
engine room floor plates. Consequently, the leakage was stopped,
bilges emptied and the ship resumed its voyage.
Shortly after resuming the voyage, the main engine stopped
due to low lubrication oil pressure. The lubrication oil was
analysed and contamination with seawater was identified. The
engine was not re-started before the sump tank was cleaned and
new lubrication oil added, because possible damage to engine
bearings was considered as a potential consequence. This resulted
in the vessel drifting for approximately 24 hours.

Extent of damage
The lubrication oil was heavily contaminated with sea water, and
could not be cleaned up by the separator within reasonable time
to continue the voyage. The lubrication oil was therefore
replaced.
Extent of damage to the main engine bearings is not known.

Probable cause
During bilge flooding, sea water had entered into the lubrication
oil sump tank through a cracked rubber diaphragm.
The rubber diaphragm is the flexible connection between the Lubrication oil sump tank
engine crankcase and the lubrication oil sump tank in the hull.
One purpose of having it is to prevent contamination from enter-
ing the sump tank from the engine room.
A rubber diaphragm may crack due to the long term exposure Fig. 1: Main engine rubber diaphragm positions (red circles).
to forces from the movement of the engine relative to the hull.
>>
Casualty Information No. 5 August 2006

Lessons to be learned

n Rubber diaphragms are very important for keeping the lubrica-


tion oil system intact, and should get sufficient focus by the
engine room crew at times when available for inspection, by
example when the lubrication oil sump tank is subject to clean-
ing.

n If the engine room should become flooded, lubrication oil for


the engine is to be checked for contamination. If found con-
taminated, the rubber diaphragms are to be checked for cracks
and the lubrication oil system is to be handled as necessary in
order to resume acceptable lubrication oil quality.

n Watch keepers should be proactive and investigate the cause of


every alarm in the engine room.

Fig. 2: Rubber diaphragm position from tanktop.


Note: Diaphragms are only accessible from the crankcase for inspection
and after having removed grating and shielding plates.

Print: GAN Grafisk


Design: Coor Graphic Communications 0608-004

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Casualty Information is published by DNV Maritime, Maritime Technology prevention of similar occurrences in the future. The information included is
and Production Centre (Dept. for Ships in Operation). not necessarily restricted to cover ships classed with DNV and is presented,
without obligation, for information purposes only.
Det Norske Veritas
NO-1322 Høvik, Norway Queries may be directed to Det Norske Veritas AS, Maritime Technology
Tel: +47 67 57 99 00 and Production Centre (Dept. for Development, Learning&Support),
Fax: +47 67 57 99 11 NO-1322 Høvik, Norway. Fax: +47 67 57 99 11. E-mail: mtpno351@dnv.com

The purpose of Casualty Information is to provide the maritime industry © Det Norske Veritas AS. This publication may be reproduced freely on
with ‘lessons to be learned’ from incidents of ship damage and more serious condition that Det Norske Veritas AS (DNV) is always stated as the source.
7,000/ 8-2006

accidents. In this way, Det Norske Veritas AS hopes to contribute to the DNV accepts no responsibility for any errors or misinterpretations.

www.dnv.com/maritime

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