Home || Diesel engines ||Boilers||Feed systems ||Steam turbines ||Fuel treatment ||Pumps ||Valves ||Refrigeration ||

Fuel Oil Systems - Heavy oil separation control & Fuel Tanks guideline

How clean oil can be discharged in a separation process ?
: Changes in refinery techniques are resulting in heavy fuel oils with increased density and usually contaminated with catalytic fines. These are small particles of the catalysts used in the refining process. They are extremely abrasive and must be removed from the fuel before it enters the engine. The generally accepted maximum density limit for purifier operation is 991 kg/m3 at 15 deg C.

In the ALCAP separation system the separator has no gravity disc and operates, to some extent, as a clarifier. Clean oil is discharged from the oil outlet and separated sludge and water collect at the periphery of the bowl. When the separated water reaches the disc stack, some water will escape with the cleaned oil. The increase in water content is sensed by a water-detecting transducer in the outlet .

The water transducer signal is fed to the MARST 1 microprocessor which will discharge the water when a predetermined level is reached. The water will be discharged from sludge ports in the bowl or, if the amount is large, from a water drain valve.

The ALCAP system has also proved effective in the removal of catalytic fines from fuel oil.

Fuel oil separation control

General Safety and good practice with regard to Fuel Oil Systems and pipelines

This procedure shall ensure that full and proper maintenance is carried out to accepted and safe standards.

Leakage from fuel pressure systems are a serious fire hazard. The PMS is required to include the following checks:

Fuel pump restraining bolts must be proven tight by testing with a torque spanner at frequent intervals. Please include such a test in your PM system with an interval of 3 months.

The supports and retaining devices of the low pressure fuel system must be checked at regular intervals and be proved tight and providing adequate restraint. The lining of such devices must also be examined for wear and renewed if they provide insufficient support. Please include such a test in your PM system with an interval of 3 months.

Flexible pipes must be closely examined and renewed if signs of material cracking or deterioration are evident. Extra care must be exercised in the tightening of these pipe connections to ensure that they are not twisted when re-installed. All gasket and seal ring materials, and any jointing compounds used must comply with the requirements of the engine manufacturer.

Compression fittings are to be carefully examined and tightened (but not over-tightened), in accordance with the manufacturer’s specification. Copper piping must be heat treated (annealed) and sufficient supports fitted to prevent vibration All component locking devices, such as spring and tab washers, locking wires, etc. must be present and currently fitted.

Spray or deflection plates and insulation must be correctly replaced after maintenance to reduce the possibility of fire in the event of fuel leakage. The installed system is to be inspected at regular intervals for the level of vibration present and evidence of fatigue stresses to welded or brazed pipes and connections.

De-Sludging & Cleaning of Fuel Tanks

It is essential that all fuel tanks are regularly "de-sludged" using the sludge cocks provided. They must never be operated by artificial means. The presence of water in appreciable quantities must be immediately brought to the attention of the Chief Engineer.

This is to be carried out at four hourly intervals on a conventional watchkeeping vessel. Prior entering a bad weather area and whilst in heavy weather conditions, the frequency of draining must be increased.

On vessels operating for periods of time with unmanned engine room spaces, the interval between sludging during the manned period is to be four hours.

For the unmanned period, this is to be detailed by the Chief Engineer in the Night Order Book, however it is to be not less than three times during that period i.e. at commencement of the unmanned period, during the late evening inspection of the Engine Room spaces, and at the end of the unmanned period. All other double bottom and/or deep bunker tanks are subject to Classification inspection and would normally only be inspected on a 60 month frequency.

Each Service and Settling fuel tanks, on a rotational basis, are to be emptied at intervals not exceeding 36 months or at Dry Dock. This is for the purpose of sighting the internal condition, in particular any build up of sludge, solids and other contaminants. Manual cleaning is to be done if applicable, during a safe period at a safe location, with suitable notice to the Master. Testing of all float alarms where applicable should be done at this time.

It is strictly forbidden to enter a fuel tank unless the appropriate "enclosed space entry permit" conditions have been complied with and the permit issued. Known contamination with solids such as "Catalytic Fines" can only be dealt with by taking the tank out of service, isolation, and subsequent manual cleaning. The opportunity must be taken when tanks are cleaned to test any heating coils fitted, and check/overhaul all the tank mountings including examination of vent pipes for obstruction etc.

Heating of sludge oil tanks, waste oil and oily water bilge tanks in order to extract water

Care must be taken when using internal heating coils. The heating of a water/oil mix from any such oil or sludge tank must be deemed as a critical operation .

While preparing the checklist, it should be kept in mind that any heating of the sludge/oil water mix will expand the volume of the liquid and may cause an overflow of the tanks. A maximum filling level for such tanks must be identified that leaves a safety margin for this expansion. This level should be recorded on the checklist. Operations must be recorded in the ORB

Related Info:

Fuel oils treatment for marine use -The refining process for crude oil

Fuel oil separation process

Marine fuel oil treatment - use of filters and strainers

Lubricating oils treatment for marine use

Marine fuel oil Microbiological infestation

Mixing of heavy fuel oil and marine diesel oil using blenders

Lubricating oil centrifuging for marine use

Fuel oil centrifuging for marine use -Function of purifiers

Marine machineries - Useful tags

Marine diesel engines ||Steam generating plant ||Air conditioning system ||Compressed air ||Marine batteries ||Cargo refrigeration ||Centrifugal pump ||Various coolers ||Emergency power supply ||Exhaust gas heat exchangers ||Feed system ||Feed extraction pump || Flow measurement || Four stroke engines || Fuel injector || Fuel oil system || Fuel oil treatment ||Gearboxes || Governor || Marine incinerator || Lub oil filters || MAN B&W engine || Marine condensers || Oily water separator || Overspeed protection devices || Piston & piston rings || Crankshaft deflection || Marine pumps || Various refrigerants || Sewage treatment plant || Propellers || Power Plants || Starting air system || Steam turbines || Steering gear || Sulzer engine || Turbine gearing || Turbochargers || Two stroke engines || UMS operations || Drydocking & major repairs || Critical machinery || Deck machineries & cargo gears || Control and instrumentation ||Fire protection ||Engine room safety ||

Machinery is about working principles, construction and operation of all the machinery items in a ship intended primarily for engineers working on board and those who working ashore . For any remarks please Contact us

Copyright © 2010-2016 Machinery All rights reserved.
Terms and conditions of use
Read our privacy policy|| Home page||