Graded Unit Project Fuel Purification Final Report Online Submission (1)

Graded Unit: Fuel

Purification

System

Final Design Date: April 2016

2016

STEVEN BRADY

5/5PB 30140732

FUSILIER FUELS LTD.

Graded Unit: Fuel Purification System

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Executive Summary

This report was commissioned by the client to provide them with a new design for a Fuel Purification

System for a new marine vessel.

The report draws attention to the best options available for fuel and lube oil purification in a marine

environment, the new regulations involved in commissioning such a design, the features that must be

included for the design to work, an estimated cost and all the calculations used within the process of

choosing the design which will be available in the appendices.

There were three alternative solutions for fuel purification units and after an extensive evaluation

process throughout this report one was chosen as the best option, Alfa Laval. The reasons are all

mentioned within this report. Overall Alfa Laval are seen as not only a possible choice for the design but

also commercially viable, profitable for the client and the best technical solution for the system.

Acknowledgements

Although the documentation provided was all written and put together by myself, it must be noted that

acknowledgements need to be made to the following people for the help with any random questions I

had pertaining to this document

John McInally, Lecturer, City of Glasgow College

Robert Thresher, 2nd Engineer, Global Marine

Aleksandr Nikolajenko, 2nd Engineer, Guardline

Jonny Tailford, 3rd Engineer, Global Marine

Fiachre Hoey, 3rd Engineer, Princess Cruises

Sean Ross, 3rd Engineer, Hansons Dredging

Keith Phillips and Jon Christmas, Sales and Tech, Alfa Laval


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CONTENTS

Abbreviations Page 4

Project Summary Page 5

Project Deliverables Page 7

Summary of Purification

Process Page 10

Main Components Page 11

Main Engine Page 11

Auxiliary Engine Page 12

Oils Page 13

HFO Page 13

LO Page 13

DO Page 13

Purifier Manufacturers Page 15

Alfa Laval Page 15

Mitsubishi Page 17

Westfalia Page 18

Decision Matrix Page 20

Purifier Selection Page 22

HFO Page 22

LO Page 23

DO Page 24

System Diagrams Page 25

HFO Page 25

LO Page 26

DO Page 27


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CONTENTS Continued

Room Layouts Page 28

Layout 1 Page 29 Layout 2 Page 29 Layout 3 Page 30 Decision Matrix Page 31

Piping Page 33 Ventilation Page 33 Sludge Tank Page 35 Electrics Page 36

Cable Sizes Page 36 Lighting Page 36 Emergency Lighting Page 37 Electrical Isolations Page 38

Maintenance Facilities Page 39 I-Beam Page 39 Trolley/Chain Block Page 39 Maintenance Area Page 42

Fire Safety Page 43 Fire Detectors Page 43 Fire Extinguishers Page 43 Fixed Systems Page 44 Room Protection Page 46

Verification Strategy Page 47

Cost Estimations Page 50

Novel Feature Page 51

Knowledge and Skills Gained Page 52

Evaluation Page 53

Mind Map

Appendices Gantt Charts

Bibliography

Progress Reports Project Proposal Technical Specification


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Abbreviations

COGC – City of Glasgow College

FSS Code – International Code for Fire Safety Systems

HFO – Heavy Fuel Oil

IEC – International Electro technical Commission

IMO – International Maritime Organisation

ISO – International Organization for Standardization

LO – Lube Oil

LSFO – Ultra Low Sulphur Fuel Oil

MARPOL - International Convention for the Prevention of Pollution from Ships

MCR – Maximum Continuous Rating

MDO – Marine Diesel Oil

SDOC – Specific Diesel Oil Consumption

SFOC – Specific Fuel Oil Consumption

SOLAS – Safety of Life at Sea


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Fuel Purification System: Final Design

Prepared for City of Glasgow College and MAERSK

By Steven Brady, Project Manager

Fusilier Fuels Ltd.

Project Summary

MAERSK shipping company have contacted Fusilier Fuels Ltd. and has asked for the design

of an entire fuel purification system for their brand new ship the MAERSK Braveheart. The

objective of this document is to provide the client with the final design for the project, the

reasoning behind the design choices through calculations and regulations and to give the

client an estimated cost of the project. This entire project will be overseen and assessed by

the City of Glasgow College (COGC) for the Project Manager Steven Brady to complete his

HND in Marine Engineering.

This design will incorporate 3 different purification methods. A Heavy Fuel Oil (HFO)

purification method, a Lube Oil(LO) purification method and a Diesel Oil(DO) purifications

method. The HFO system will consist of two purifying units, the LO system will also consist

of two units and the DO system will consist of one purification unit. The purification systems

will all operate in partner with a large 2 stroke marine engine designed for deep sea vessels.

The companies being looked at for the purification units are Alfa Laval, Westfalia and

Mitsubishi who are all world leaders in supplying marine fuel purification units. They offer

brand new and top of the range products and, combined with their extensive knowledge

and expertise in design, should be exactly what the client is looking for. Throughout this

report the products will be compared to see what unit would be best for this design and

justification for the choices made will be shown with research and calculations.

The client has explained that they would like this design completed in an efficient and timely

manner with dates given through the hand in schedule provided by the client.

To ensure a sense of order throughout this project it has been made clear by Fusilier Fuels

Ltd. that a Gantt chart will be used to keep details on the progress of the project and to be

used as a tool to monitor where the project team needs to focus at certain times


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throughout the project. It will also help serve as a verification strategy for the client for the

timeous completion of the project.

Throughout the entirety of the project a logbook will also be getting updated to help verify

the project team’s progress. It will be written in a personal diary format and will be

published with the final design.

Safety is key when thinking about the design of system like this on board a marine vessel.

The project team will be looking at several safety aspects of the system, such as fire

systems, isolations, etc. to provide the client with the safest design possible.

Throughout the project it must also be mentioned that several maritime organisations will

be mentioned such as the Lloyd’s Register Classification Society who are primarily

concerned with the safety of the vessel and the vessels structural integrity. Lloyd’s Register

provide independent assurance to companies that work within the transportation sectors,

with their main goals being the safety of life, property and the environment. They are seen

is the world leaders in assessing ships to internationally recognized standards.

Another organisation mentioned frequently is the International Maritime Organisation

(IMO). The IMO was created by the United Nations and is a specialised agency that is

responsible for the safety and security of shipping and the prevention of marine pollution by

ships. They create a lot of the legislation and regulations that will dictate what will happen

with the design process.


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Project Deliverables

For this design to be successful it was found that certain deliverables must be attained

throughout the entirety of the project:

System Diagrams –

o Heavy Fuel Oil – this must include all of the components for the HFO system

such as the purifiers, service and settling tanks and all other components.

Must inlcude detailed descriptions for the system.

o Lube Oil – this must include all of the components for the LO system, both

the main engine systems and the auxiliary engine systems. Must include all

sump tanks, purifiers and renovating tanks. Detailed descriptions to the

system to be included.

o Diesel Oil – again this must include all of the components necessary for the

running of the DO system. Including the service and settling tank, purifier and

any other components. Descriptions will also be included.

The size of any tanks will be included and the calculations shown in the appendix

System Selections –

o One main option will be selected and two other fall back options shall be

chosen for the client. The decision will be shown by rational description to

the client during this design.

The Gantt Chart will accompany the final design. Keeping track of time taken to

complete the work.

A mind map of the entire project will be included in both the proposal and the final

design.


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Design of the Purifier Room –

o Free Volume of the room – this calculation must accommodate for the

purifiers and other associated machinery within the room itself

o Access for proper operations in the room and high performance of the

system also to be accommodated in this process

o Ventilation to and from the room must be calculated and then a drawing

made for the placement of vents within the room

o Tanks – System drawings will be made for the orientation of the tanks and

caluclations made for the capacities

o Components list made for every component within the purifier room. This

will also include detailed descriptions on the components as to give the client

a firm idea of how it all fits into place.

o Plan drawings will be included with the design as to give the client the right

orientation of everything within the room

o Calculations to be made for wiring for the motors within the purifier room

o Maintenance and overhaul facilities to be accounted for within the room.

This will include lifting equipment and calculations, cleaning facilities for the

cleaning of purifiers and storage areas for the spares and tools.

o Luminaries – This will involve calculating the luminaries necessary in the

room and drawing a plan for the luminaries within the room. These will

adhere to SOLAS requirements

Safety –

o Fire Safety-


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Fire Isolations – all fire isolations will be installed within SOLAS

requirements

Quick Closing Valves to be noted on the plan for the tanks

Fixed fire fighting systems to be chosen and detailed rational

descriptions to be given

Fire protection insulation

Fire detection and alarm systems will be selected

o Electrical isolations to be selected and descriptions to be included

o Risk Assessment to be provided with regards to the instillation of the plant

and when the plant is running

Estimated Project Cost-

o Will not include engine costs, that will be dealt with by the client.

o Will include purifier cost, component costs and design costs. Instillation costs

will be added by a contractor.


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Summary of Purification Process

This section is just to give an overview of the purification process to give anyone outside of

the technical fields an idea of what the system is necessary for.

The purification of fuel process on board marine vessels is used to remove impurities and

solids from the oil. It is done in the form of a centrifuge system. Clean oil is crucial for the

safe, reliable and economical operation of virtually all kinds of equipment that use the oils

for either fuel or lubrication. Clean oil reduces wear and corrosion on all equipment

installed downstream, thus helping to avoid breakdowns and cutting back on downtime

throughout a plant or installation. Solids within the fuels has been known to cause serious

damage to engine plants so it is of the upmost importance that the fuel be clean to the best

possible standards.

The function of a purifier unit is to separate different density liquids and solids i.e. fuel, lube

oil, water and sludge. The purifier works on the principal of centrifugal force. Lower density

liquids (oil) remain on the inside as the bowl rotates whereas higher density liquids (water)

and solids are forced to the outside to be discharged.

Oil is fed into the purifier through the inlet pipe where it flows to the bottom of the bowl, it

then travels up through the disk stack where the centrifugal force forces and water and

solids to the outside of the bowl for discharge. The rotation of the bowl forms an oil and

water interface which lies outside of the bowl stack but inside of the outer circumference of

the top disk. The position of the interface is governed by the gravity disk. The clean oil then

flows to the paring chamber where it is pumped back to the sump/tank. The separated

water is discharged through the drain. The separated solids build up on the outside of the

bowl until the discharge cycle begins. The bowl opening water slides the bowl downwards

opening the discharge ports and the sludge is discharged to the sludge tank.

The benefits of clean oil include lower operating costs due to a reduction in the

consumption from the plants, lower disposal costs and improvements in the quality of work

from the plants using the oils.


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Main Components

Main Engine

The client has chosen the MAN B&W 8G95ME – C9 as the main propulsion for the MAERSK

Braveheart. The engine technical particulars are as follows:

Model MAN B&W 8G95ME-C9

No. of Cylinders 8

Stroke (mm) 3460

Bore (mm) 900

MCR Output (kw) (100%) 61,830

Shaft Speed (rpm) (100%) 80

MCR BHP 84,065

Fuel SFOC (g/kWh) 166

Fuel Consumption (m3/hr) * 10.357

LO Nominal Required Capacity of

Separator (l/kwh)

0.136

LO Throughput (m3/s)** 2.34x10-3

FO Nominal Required Capacity of

Separator (l/kwh)

0.23

FO Throughput (m3/s)*** 3.95x10-3

*Fuel Consumption Calculations are in Appendix 1

**LO Throughput Calculations in Appendix 1.1

*** FO Throughput Calculations in Appendix 1.2


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Auxiliary Engines

The client has chosen two Auxiliary engines for the MAERSK Braveheart, they are as follows:

Model MAN B&W 8L27/38

No of Generators 2

No. of Cylinders 8

Stroke (mm) 380

Bore (mm) 270

MCR Output at 60Hz (kw) 2800

Shaft Speed at 60Hz (rpm) 720


Fuel SDOC (g/kwh) 186

SLOC (g/kWh) 0.6

Fuel Consumption DO (m3/hr)* 0.5981

*DO Consumption Calculation is in Appendix 2


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Oils

All oil based fuels must not have a flash point that is less than 60oC. This is to keep in

accordance with the SOLAS Chapter II-2 Part B Regulation 4

MARPOL Annex VI Chapter 3 – Regulation 18 also states that Fuel Oil must confirm to

certain standards.

HFO

Heavy Fuel Oil which is used in the Main Engine is pumped on board from a bunker barge

and is transferred through the bunker station to the storage tanks at either side of the

vessel. From the storage tanks the HFO transfer pump will transfer the fuel to the settling

tank where it will be heated. The purifier feed pump will then draw the fuel from the

settling tank to the purifier centrifugal separator, purification unit, where any solids and

impurities will be removed and clean oil will then be produced. The clean oil produced will

normally passed through an extra heating system and a viscometer, before being pumped

through to the HFO daily service tanks. From the service tank the feed pump transfers the

fuel to each cylinder before fuel injectors spray the fuel in the form of a fine misty spray into

each cylinder and, due to the purification unit doing a good job, the clean oil will create

perfect combustion.

LO

Lubricating oil is essential for the engines to run for any period of time as it will protect the

working mechanical mechanisms from damage through harsh metal to metal contact. Good,

clean LO will improve the efficiency of the ships main engine and the Generators. The LO

running through the engine is not only for the crankshaft, but also for all bearings, journals,

slippers and guides. Like HFO and DO, LO must be brought to a certain temperature and

viscosity prior to its usage. LO is stored in the Sump Tanks where it is drawn through a series

of suction strainers, filters and heaters before it is purified and delivered to the Engine.

DO

Diesel Oil will go through the same purification process as the HFO on board the vessel and

is also procured through the same means, Bunker Barge. The only difference between DO

and HFO is that diesel will for emergencies on board. The main reason for this is the cost of

DO compared to that of the HFO. However although the vessels main engine will be run by

HFO, it is also possible to run it using Diesel Oil, so consideration must be given to this prior


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to installation. Diesel Oil is pumped to the Diesel Oil Settling Tank and then pumped

through the DO purification unit via the DO Purifier Feed Pump. It will then be pumped

through to the DO Service Tank.


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Purifier Manufacturers

In this section the selection of which Purifiers to use in this design will be rationalised

descriptively. All three manufacturers mentioned in this section were able to cope with the

clients technical specifications. The choices of manufacturers are made below:

1. ALFA LAVAL

Alfa Laval have been around since 1883 with over 1900 patents under their name. This

makes them one of the most reputable companies in the entire world. They work with

separation, heat transfer and fluid handling technologies for heavy industries involved in

food and water supply, pharmaceuticals, energy and environmental protection. Their

company is well distributed globally which for international shipping gives us an extremely

practical solution.

The range Fusilier Fuels felt were best suited to the design were the Alfa Laval S and P Flex

Range. The differences between the two being that the P flex models are conventional and

use manually controlled gravity discs which process oils of a maximum 991 kg/m3 at 15oC.

This allows for more finely defined oils such as DO or LO to run through the separator.

The S Flex range use the Alfa Laval Clarifier and Purifier (ALCAP) technology which will

automatically adjust for the nature of the oil being put through the separator. This means

that oils of a maximum density of 1010 kg/m3 at 15oC can be processed through the

separator. Factors like the oils density, viscosity, temperature or feed flow rate can affect

the oil-water content interface with a much denser oil so this system is very useful for the


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processing of HFO. It will use a water transducer when the clean oil reaches the outlet which

will operate the flow control disc.

Although different in process both the S and P Flex range are very energy efficient, this

meaning that they have a low environmental impact in comparison with other brands,

which will help MAERSKs company image, and also save the company money in the long

run.

Alfa Laval sell both ranges as a modular unit, which would include the preheaters, feed

pumps, changeover valves and control cabinets. They are available for customer

customization meaning they can put the maximum of 4 units together in line. This means

that the piping arrangements and cabling are much more simplified when it comes to the

instillation of the product. The feed water, air and oil all will only need one connection

running through the system. Alfa Laval are the only manufacturer found through extensive

research with this option for customization.

The costs of the purifiers in terms of the units themselves is quite high, but not the highest

out of the manufacturers on this list and in the long run the savings made with Alfa Laval are

quite high.

These Long running costs include:

Lowest power consumption – with a smaller, lighter bowl designed for lower speeds, the

power demand is reduced on the motor.

Less oily waste and less HFO/LO losses – with a unique discharge control system operated

by the EPC 60 process controller the oil that is usually wasted on other models is in fact

saved. This also helps reduces the environmental impact of the system.

Maintenance – Less frequent maintenance is required and fewer parts are needing

replaced. This is done with less metal to metal contact throughout the system.


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2. MITSUBISHI

Mitsubishi, or now Samgong-Mitsubishi, are one of the bigger manufacturers on this list.

Not only do Mitsubishi deal in big industry but they deal in everyday products also. They

have over 60 years of experience in industry technologies and have now teamed with

Samgong Ltd. to create oil purification units for heavy industry.

Their Samgong-Mitsubishi’s “Selfjector” series are a brand of purifiers produced specifically

for marine applications. These purifiers are commonly found on ships due to the amount of

vessels that are produced in South Korea which are almost exclusively fitted with purifiers

and other ancillary equipment manufactured by Samgong-Mitsubishi.

The Selfjector series features the G-HIDENS system. As opposed to the conventional method

of directly measuring the water content of purified oil, the G-HIDENS purifier is capable of

detecting water in the oil accumulated in the purifier bowl, thereby preventing water from

mixing in with purified oil.

One of the positives of these purifiers is the price. As a unit the initial costs are quite low but

because they do not make a modular configuration available it means there will be much

higher costs on the instillation of the units.

This model will also mean that because of the non-modular configuration there will be more

space taken up by the units meaning higher costs overall.

Through a lot of research it has been found that these purifiers are highly reliable but the

maintenance on the purification units can be very tricky. Engineers have stated that when


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an overhaul or minor maintenance is required it can be quite time consuming and very

difficult due to the amount of threaded parts used in the unit.

The company is very poor in global distribution meaning that for the shipping industry this is

highly unpractical. The access to spare parts and technicians is very poor meaning a lot of

down time if the unit was to fail.

3. WESTFALIA

GEA Westfalia are another highly reputable company with over 120 years of experience with

producing separators, decanters, homogenizers, valves, etc. for various industries. One of

the areas they focus on is the marine sector. For this they produce engineering solutions for

bilge water, oil, seawater and sludge.

The separator looked at from GEA Westfalia is the Westfalia CatFineMaster series. This

product was first introduced in 2014 and is now in application in the marine industry for

purification of fuel oil, lube oil and hydraulic oil. The main feature of the CatFineMaster is

that it is the first marine fuel separator unit engineered to the mechanical specifications that

ensure maximum cat fine removal and maximum fuel quality in every situation possible.


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Catalyst fines – cat fines for short – remain in marine fuels during refining, as a part of the

mandatory cracking practice and the aim of reducing sulphur levels to ecological standards.

Unfortunately, cat fines are highly abrasive and difficult to remove from on-board fuel even

with diligent cleaning and purification procedures. Embedding in engine parts, they cause

wear and destruction. This unit provides maximum removal of these qualities in the fuel,

meaning less damage to engine parts throughout the entirety of the system.

Due to the international distribution of GEA Westfalia as a company the spare parts and

specialized technicians needed, if there were maintenance required, are readily available

globally.

Using the same technologies as the EagleClass range with a high G force for separation

these units are highly efficient in separation. They are designed for automated separation

usin the ‘unitrolplus’ system Westfalia used on their EagleClass separators previously. This

consists of sensors which will monitor the sludge and water content at the outlets, and then

adjusting the solenoid valves accordingly. The temperature is also automatically controlled

by the ‘ViscoBoosterUnits’ technology which controls not only the temperature but the

viscosity and pressures of the oils to meet the engines specifications. It can have three

different modes activated automatically creating the finest fuels possible or creating a fuel

specific to the vessel. The functions are “Maximum CatFine Separation”, “Maximum Cost

Saving” and “Optimum Bowl Cleaning”.

Westfalia offer a modular design option for instillation, they can manufacture the design in

their factory and then fit it as an entire unit on board the vessel. This means less space used

and optimum design required for less pipe fittings.

The CatFineMaster, although not long in production and in use, comes with good reviews

with engineers claiming the system is quite easy for maintenance and reliable.

The cost of these units is very high, for first instillation but the savings in cost overall for

maintenance, engine maintenance and power efficiency are so good that it is hard to argue

with the instillation price.


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Decision Matrix A Decision Making Matrix will be used to choose the manufacturer that best suits the needs of the client. The Decision matrix will consist of a table of information. That information includes factors that affect the choice of the manufacturer such as cost and reliability and then they will be weighed up against the importance of that factor between 1 to 5 (1 being the lowest and 5 being of highest importance). A number will then be placed in each factor for each manufacturer between 1 and 5 (1 being poor and 5 being excellent in this instance). Once the numbers have been put down for each factor by each manufacturer the manufacturers number will be multiplied by the importance factor and then all factors will be added together to create a total number. The manufacturer with the highest number will be chosen.

Factors Importance Alfa Laval Mitsubishi Westfalia

Unit Price 5 4 2 4

Instillation Cost 3 5 3 4

Reliability 5 5 5 5

Ease of Maintenance 4 5 3 5

Spares and Technician Availability 4 4 2 5

Environmental Impact 4 5 5 5

Ease of Use 3 5 4 4

Overall Weight 2 4 4 4

Size of the System 3 5 2 4

Need for Ancillaries 2 4 3 5

TOTAL 162 116 159


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The Decision Matrix has shown that Alfa Laval would be the best choice for the client’s

needs with a total score of 162.

*All the maths is in APPENDIX 3


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Purifier Specifications

HFO

Now that the Manufacturer has been selected for this design it is now time to find out

which models would be best used in the system for this design. Alfa Laval designed the S

Flex Range specifically for HFO purification in a marine environment. For this system, due to

the total fuel consumption of 10,357* litres per hour from the main engine it was necessary

to pick a purification unit that had a flow capacity to match that. The S976 was by far the

best option for this system as it has a flow capacity range of 10,000 to 15,000 litres per

hour. Although it is possible to achieve almost 145% of the required amount of purified oil

through one of these units alone, it is still absolutely necessary to make sure there is a stand

by purification unit available in this system. This is in preparation in case one purifier needs

to have any maintenance done or if one unit should break down.

The Alfa Laval S976 Flex Series self-cleaning centrifugal separator technical Specs are as

follows: (Alfa Laval, 2015)

Name Alfa Laval S976

Dimensions (mm) 1766 x 1250 x 1525

Flow Capacity (l/hr) 10,000- 15,000

Main Supply Voltage 3 phase, 440V

Control Voltage 1 phase, 230V

Weight (kg)

1490

Frequency (Hz) 60

Control Air (bar) Min 5 bar, Max 8

Water Pressure (bar) Min 2 bar, Max 8

Heater Type EHM 100 (Electric)

Feed Pump Type ALP 0075

*Calculations in Appendix 2.3


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LO

The manufacturer for the LO purification units will also be Alfa Laval, it means that the manufacturer is going to be dealing with the entirety of the system and will make the system more efficient and will save the client money. It also means that the system would be using all of the same control panels, making it user friendly. The LO purification system will also consist of an S Flex range Purifier due to the large quantities of LO necessary for this system to run at full efficiency. The total capacity from this system of LO is at: Total LO requirement from both the Main Engine and Aux. Engines = 9,672.82 Litres/hour*. This is due to the size of the main engine being as large as it is and the two generators also having quite a large capacity for lubrication. The Alfa Laval S966 Flex Series self-cleaning centrifugal separator technical specs are as follows: Name Alfa Laval S966


Flow Capacity (l/hr) 8,000 – 10,700



Weight (kg)

893

Frequency (Hz) 60



Heater Type EHM 100 (Electric)


Calculations in APPENDIX 2.2


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DO

Although the main engine and auxiliary engines will be running at all times on HFO there will

need to be a DO purification unit in case the ship goes into Emission Controlled Areas where

the ship is not allowed on HFO.

For this we would need a purifier that runs through the total DO amount for both the Main

Engine and the Auxiliary Engines:

Total DO = 11.53 + (2 x 0.526) = 12.13 m3/hr = 12130 litres/hour*

With this in mind we would need a purifier with this capacity for MDO.

The choice made below is again an Alfa Laval Purifier, S Flex range, due to the large capacity

of MDO needed for the system to run efficiently. This means the system will all work nicely

together and the instillation will be much easier.

Name Alfa Laval S956


Flow Capacity (l/hr) 9,500 – 12,700



Weight (kg)

728

Frequency (Hz) 60



Heater Type CBM (Electric)


*Calculations in APPENDIX 2.4


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System Diagrams In this section there is a description on each piping arrangement that is designed for each of

the oil systems provided. The diagrams will be referenced from the Appendices so it is

advised that while reading the description to follow the diagram referenced.

HFO

Please make reference to APPENDIX 4 - Drawing 1A

The HFO will be introduced into the system when it is pumped into the settling tanks from

the fuel tanks on board. In the settling tanks there will be vast amounts of water or minerals

that will drain off in the tank due to gravity.

From this point the HFO will leave the tanks via the Quick Closing Valves (QCVs) 1 or 2 which

will be fitted at the lowest possible point on the tank to make sure that there is a maximum

pressure throughout the system. The reason that there is QCVs fitted at the inlets and the

outlets of the fuel tanks, settling and service tanks are in case of an emergency such as fire.

This gives the crew a chance to isolate the tanks from a remote location as to stop any injury

or death occurring on board.

After leaving the tank the fuel will pass through a duplex filter, this is to remove large

impurities within the oil and maintenance is very easy on these filters. They just have to be

isolated and bypassed quickly for cleaning. The oil will then enter the purifier modules, one

running and the other on stand-by in case of maintenance or performance dips in the

system.

The purifier module will consist of the pumps, pre heater, valves and the sensors included in

the dotted line areas. The system starts with the oil being pumped through the horizontal

gear pump then travelling through the electric pre heater which will heat the oil so it is at

the right viscosity to travel through the purifier. The pre heater is controlled by a

temperature sensor which will automatically control the oils temperature before passing

into the purifier itself. The oil will be heated to roughly 95oC which will aid in separation

through the purifier. There are also pressure sensors throughout the module which will be

used to detect pressure drops across the system, this will help the engineers find any

blockages or malfunctions through the system. The 3 way valve can be used to recirculate

the HFO to the Settling Tanks if there is a need to bypass the purifier.

Once the HFO has travelled to the purifier the purification process mentioned above will

begin. Sludge will be drained during the automatic intervals set by the control panel and the

sludge will pass from the purifier module to the sludge tank. Clean oil will be separated out

and pass through to the Service Tanks. From the Service Tanks the oil will go through to the


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Fuel Booster unit and then the Main Engine. There will be an overflow line fitted to the

Service Tanks which will then feed back into the Settling Tanks. Stops any waste through the

system. There is also a sampling point fitted to the Purifier module.

LO

Please make reference to APPENDIX 4 – Drawing 2A

Lube oil will leave the main engine and generator sump tanks and to the purification

modules. The idea would be that one sump will be purified at a time, hence the isolation

valves are available at each sump. This will stop any contamination between the different

lube oil systems.

From here the LO will flow through to the duplex filters, same as the HFO system, these are

to take out any impurities early before going through the modules. The lube oil will then

pass through the purifier and usually go back through to the correct destination at the sump

tank the oil was taken from. The idea would be that the engineer would need to isolate the

other sump tanks and open the valves to the correct tank when that is needing clean oil.

There are changeover valves connecting the inlet and outlet of the purifier modules, these

will be closed or open depending on which purifier is in service.

When the oil reaches the module it will be pumped through the electric heater which will

heat the oil to roughly 80-85oC which is lower than that of the HFO. There are pneumatic 3

way valves to lead the oil to the renovating tank if need be. This tank is used for the storing

of oil when any heavy maintenance is needing provided on any of the main parts of the

system.

After the oil has left the renovating tank it will have to repeat the process of going through

the filters in case there is carry over of impurities from the renovating tank. The oil will then

pass through the purifiers and any other water or unwanted minerals in the oil will be

separated out. The oil will then run back to the tanks where necessary. The tanks will be

topped up manually from the LO storage tanks, but this is not part of this system.

There are Quick Closing Valves again in this system for emergency reasons, same as stated

before in the HFO section. The purifiers are also fitted with pressure and temperature

indicators and a sample point.


27

DO


The DO system is the simplest of the three. It is very similar to the HFO system but only has

one purification module in the system. It is not really essential but it is recommended not

only by the manufacturers for performance improvement but regulations state that within

ECA’s around the world the main engine and generator plants must run on Ultra Low

Sulphur Fuels (ULSF) and DO is the better of them.

The system works very simple, the DO leaves the settling tank through the QCV placed again

at the lowest point possible to gain the maximum pressure possible in the system. The oil

will then pass through the duplex filters, again to filter impurities and then through the

purifier module. The globe valves at either end of the module will isolate the purifier if

maintenance is required. Again the oil goes through the pump to the heater where it will be

heated slightly as DO does not need to be heated too much for the viscosity to be perfect

for separation. There is yet again a pneumatic 3 way valve to recirculate the oil back to the

settling tank, a drain to the sludge tank and a sampling point fitted in the system. Once the

oil runs through the purifier module then the clean oil will travel to the DO Service Tank

where it will then run to the engines clean. The Service Tank is fitted with an overflow line

to head back to the Settling Tank to again stop wastage in the system.

The QCVs are fitted once again for safety reasons, the same as mentioned above for the

HFO and LO systems.


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Room Layouts This section of the project will be dealing with how the components are configured when

installed in the room. The design will be incorporating many different aspects that were

mentioned in the technical specifications. There will need to be ease of maintenance, piping

simplicity, fire safety, tank arrangements, ventilation and evacuation plans. The instillation

costs will be estimated below but will be rough as the client has not decided which

instillation company to deal with.

There will be three different designs described below with reference to the drawings and

then a decision making matrix once again will decide the best design out of the three.

The purifier schematic is below:

And all the S flex range purifiers can be put into a customized position where all purifiers are

together, this will cut down on piping materials and make the instillation process much

easier.

The design will look similar to this:


29

Room Layout 1


Room Layout 1 was the most spacious of the three drawings. It has a footprint of 39.1m2

and this in turn allows for a lot of space for maintenance on the purifier modules. The

purifiers are all connected in a custom design from Alfa Laval as mentioned earlier.

Obviously due to the width difference of the two HFO purifiers the purifiers are all

connected in an L shape. There is quite a bit of space on all sides of the purifiers, this allows

for a fair bit of personnel access, even whilst there is maintenance being provided on any of

the purifiers. The sludge tank is placed underneath the modules and deck panels. There will

be a small lid on the tank to view safely the amount in the tank. Also due to the purifiers

being close together and the tanks being underneath there would be slightly less piping

needed in the instillation process.

The maintenance area consists of a storage area, a worktop for working on and storing

underneath and a sink to clean any of the necessary equipment properly and to a high

standard. There is also a storage are for spares onto the bulkhead.

There are also two exits to this room which are required for fire safety. The first is a door

which will be the main entrance to the room, the other is a protected ladder and hatch

which can be used if someone is in the maintenance area when a fire breaks out. There are

two fire extinguishers in this room, one by the door and the other by the emergency ladder

exit. This means a fire can be tackled by the nearest exits which is regarded as the safest

practice possible.

Due to the way the purifiers are sitting and where the maintenance area sits in the room the

I-Beam could be fitted in a straight line allowing for very efficient and quick maintenance.

Room Layout 2


Room Layout 2, is a little smaller than Layout 1, with a footprint of 34m2, uses the same

purifier customization as room layout 1. It has the purifiers sitting in an L position.


30

The differences are that the maintenance area sits directly in front of the purifiers meaning

that the I-Beam may need to be fitted in a sort of U bend formation. Also with the

maintenance area sitting directly in front and with the room not being as wide then there is

less room for access if maintenance is being provided on any of the purifiers. It also means

that there is a lot of unused space behind the purifiers.

The sludge tank sits slightly more forward in Layout 2, with it sitting in front of the purifier

modules. This would possibly make it easier to access the tank but also using slightly more

piping than Layout 1.

Access is the same with one door facing the purifiers, this would allow for quick inspections

in passing for rounds. There is also an emergency exit hatch at the back of the purifier room

if a fire was to break out. There are fire extinguishers near both exits as to make tackling the

fire easier and more effective.

Room Layout 3


Like Layout 2, Room Layout 3 is a little smaller than Layout 1. This Layout has a footprint of

34.5m2 and is smaller length wise rather than width. It again has the same purifier module L

shape in the design but like Layout 2 lacks the space that Layout 1 gives when talking about

maintenance and access of personnel.

Layout 3 has the maintenance station sitting again in front of the purifier modules but unlike

keeping the spares on the bulkhead at the side it puts the spares on the bulkhead nearest

the entrance to the room. This can make a store check easy but could open the rubber o

rings to a temperature difference from the door if stupidly left open. This could warp them

slightly. Again the I-Beam would have to be fitted in a U bend also.

The entrance is in the corner of the room but the escape hatch has been moved closer to

the forward bulkhead. The fire extinguisher is placed near the entrance for tackling the fire

from the door but the other fire extinguisher is awkwardly place away from the exit, this will

be for anyone doing maintenance, this gives them a chance to grab the extinguisher and

head for the exit.

The sludge tank is moved behind and underneath the purifier modules, this is like Layout 1

and will provide less pipe in the instillation.


31

Layout Decision Matrix Using a Decision Matrix once again the final room layout will be chosen. It will be like the

previous matrix although slightly smaller.

The Decision matrix will consist of a table of information. That information includes factors

that affect the choice of the layout, such as piping complicity and the footprint area, and

then they will be weighed up against the importance of that factor between 1 to 5 (1 being

the lowest and 5 being of highest importance). A number will then be placed in each factor

for each layout between 1 and 5 (1 being poor and 5 being excellent in this instance).

Once the numbers have been put down for each factor by each layout the layouts number

will be multiplied by the importance factor and then all factors will be added together to

create a total number. The layout with the highest number will be chosen.

Factors Importance Layout 1 Layout 2 Layout 3

Footprint 4 5 3 4

Piping Complicity 4 5 3 4

Maintenance Access 5 5 5 4

Tank Access 3 3 4 3

Evacuation Safety 5 5 5 4

I Beam Instillation 2 5 4 4


Total 121 103 101


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The highest Score is Room Layout 1, this will be the final design layout for the purification

room on the MAERSK Braveheart.


33

Piping Pipes are known as the silent ‘workers’ of the vessels. They convey fluids or allow air to

enter or to leave a space and are the means through which many control systems on board

operate. They go unnoticed until pipe failure tends to occur and a machine stops, a space is

flooded or oil is spilled. Pipes will penetrate almost every enclosed space on board. There is

no system on a ship that has such enormous potential to cause fire, pollution, flooding or

even total loss. For this reason, the choice of piping is extremely important.

It is required on merchant shipping vessels for the fuel systems that the piping on board be

made of mild steel or other fire resistant materials. Due to cost steel is the best option for

the purifier room. It is a strong and yet versatile metal and can be bought in vast amounts

for rather low prices.

It is calculated in APPENDIX 5 as to what diameter the pipes should roughly be used for each

system. This comes down to the flowrate used in the manuals from Man B&W.

The thickness of the pipes will be compared to the table put forth by Lloyd’s Register for the

classification of piping on ships.

For the HFO system a pipe diameter of roughly 46.3mm should be used.

For the LO system a pipe diameter of roughly 22.9mm should be used.

For the DO system a pipe diameter of roughly 37mm should be used.


34

When instillation is in process it is advised that the pipe alignment be as straightforward as

can be with a minimum of complication as to minimize the amount of “locked in” stress as

possible. Again it should be mentioned that since they are carrying flammable liquids it

would be best to have as little joints as possible.

Ventilation Capacity of the System In IMO Regulations 2009 it states that “As far as practicable, purifiers and associated components should be placed in a separate room, enclosed by bulkheads having effective construction and rooms should be provided with an independent mechanical ventilation or a ventilation arrangement which can be isolated from the machinery space ventilation” Annex 3.1.1 (IMO 2009) This requires that adequate ventilation of machinery spaces such as the purifier room be of high importance. It should not just be for the crews comfort. Within rooms like the purifier room there is a high likelihood of oil vapour accumulating, this would pose not only a fire risk but also a risk of oxygen depletion for personnel within the engine room. Making sure that there is an adequate ventilation system will also ensure that machinery operates at maximum efficiency no matter what climate changes happen around the vessel. Using the Calculations in APPENDIX 7, specifically APPENDIX 7.2 where the calculated safe ventilation flowrate is 7741.8 m3/hour. Using this flowrate to then find the correct ventilation system required and using a well-known manufacturer in the shipping industry will give this room a great flow of air. The manufacturer chosen to provide the room with fans for the ventilation system is Vent Axia power-line fans. The reason Vent Axia were chosen were because their fans are robustly constructed from galvanised sheet steel and the system is proven to be some of the most reliable in the industry. The model chosen is the Axia LCA1003416 due to its large capacity of air charge. The LCA1003416 has a maximum capacity of 82,800m3/hour and can handle the safe capacity of this room with no problems whatsoever. Its flowrate can be customised to meet the system requirements demanded for this room. It does this using a manually controlled adjustable impeller and can be used in a range of temperatures from -35oC to 56oC and in 95% humidity. (Vent Axia website) This will be of serious benefit in deep sea going vessels due to the environmental challenges ships face. Pictured to the right is the Vent Axia LCA1003416


35

System Layout

Please make reference to APPENDIX 7.4 – Drawing 7A

Looking at the plan view of the room layout it is shown that the inlet section of the

ventilation system is in blue. This will be placed above head height and behind the purifier

modules to provide the system with good air circulation. There are 4 duct outlets sitting

behind the machinery providing the room with air. On the other side of the room sitting in

front of the purifier modules is the extraction side of the ventilation system. This is shown in

the drawing in Red. There are four extraction ports fitted to the duct. They will be placed

lower than the inlet section of the ventilation due to the oil vapour build up in the room. Oil

vapour tends to be heavier than air so will sit lower in the room, this would make this

position best for the outlet section.

All Ventilation systems come under the ISO 9001 and 14001 and all environmental Policy

put forth by the British government.


36

Sludge Tank All of the purifier modules used in this design work on the principal of automatic sludge

discharge. This will be happening on continuous operation of the machinery. The sludge that

is separated from the HFO, LO or DO will discharge from the separator to a sludge tank

below the room deck.

In MARPOL it explains what calculations must be done to calculate the capacity of sludge

tanks. It is mentioned in Annex 1, Regulation 10.15.

The capacity of the sludge tank for this system is 81.40 m3 *

The Regulation also states that if the vessel has an incinerator fitted then this volume should

in fact be 50% of this value so for this system a Sludge Tank with a capacity of 40.7m3 or for

ease of construction

*Calculations in APPENDIX 8


37

Electrics

Cable Sizes

One of the most important aspects of the system is the cable sizes for the power cables that

will supply power to the purifier motors. Using a cable with the wrong rating could spell

disaster for the vessel. This is due to a risk of overheating and then ignition of fire. This is

why it is so important that the correct cable rating is calculated.

The rating calculated for this system has been calculated as 36.90A *

This figure must be taken as the minimum rating that the cable chosen must exceed. A

company that would be advisable to use would be BATT CABLES, they supply a cable that

would be perfect for this system.

The BATT BS5467 SWA/PVC Cable IEC 60502 600/1000V

Name BS5467 SWA/PVC Cable

Operating Temperature 0 - 90 Core No. 3 Size (Square Meter) 6 Current Rating 69

When choosing the cable it was deemed that a cable was needed that had a safety factor

that was between the values of 1.5 – 2.0. This cable has a safety factor of 1.86 which means

it meets the criteria expected. This cable is also armored and made of PVC material, this

means it will be more damage resistant in an engine room where a room can reach higher

temperatures and has a higher chance of not being physically damaged by anything being

dropped on it or hitting it.

*All Cable Calculations to be found in APPENDIX 9.1


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Lighting Please make reference to APPENDIX 9 – Drawing 8A

It is absolutely essential for the safety of the crew working in the purifier room that it be

illuminated adequately. The levels for illumination on ships were first put forward by the

IMO in 1998 and since then the UK Government stated in the Safe Working Practices that

they agreed with the number put forward by the IMO. They believe that the lighting levels

for engine rooms be 22 dekalux which is 220 lux. As the purifier room is situated in the

engine room this is the level of illumination expected in the room for the safest possible

environment for the crew to work.

The next thing to look for when selecting lighting fixtures for a shipping vessel is making

sure that the fixture can handle the environment. Due to the purifier room being in the

engine room it is seen as a hazardous environment so the light fitting must be able to

handle this. For this reason the fixture chosen is the RS Pro – XN258/HF light fitting from RS

Components. It is a hazardous area light fitting so would suit this room. The technical

specifications are below:

Name RS Pro – XN258/HF

Type Anti-Corrosive Temperature Classification T4 Wattage 2 x 58 Lamp Type Flueroescent Length 1620mm Width 170mm No of Bulbs 2

The number of lights needed for this room will be 4.12 lights, due to this number it would be

safe to round up to 5 lights. Just because personnel safety is of the highest importance in

the shipping industry.


39

Emergency Lighting In addition to the main illumination there needs to be emergency exit signs installed into

the purifier room. The emergency lighting needs to still illuminate even in the event of

complete power failure. The model chosen is the RS Pro - NA8/NM3/L19 by RS Components.

The Technical Specifications of the light fixture are as follows:

NAME RS PRO - NA8/NM3/L19

TYPE Down Arrow LAMP TYPE Fluorescent WATTAGE 8W TEMPERATURE CLASSIFICATION T5 LENGTH 420mm WIDTH 221mm DEPTH 58mm

These lighting fixtures will be placed above the exits and a graphic bought with an Up arrow

for the emergency ladder hatch exit to be put over the light fixture there.

Electrical Isolations In case of an emergency, shutdown isolation buttons (in red) will be necessary on all of the

electrical equipment. The Purifier modules come with emergency shutdowns and brakes on

the bowls, it is not advised to do so as it could damage the equipment but in emergencies

damage to equipment trumps the loss of human life.

The room will have an electrical isolation button at the outside of the room, this will be in

case of an emergency which will involve needing to electrically isolate the room. The usual

reasons for this could be flooding or fire.

All Electrical Equipment meets the Electrical Standards and approved codes of practice set

forth by the Health and Safety Executive of the British Government, the highest standards in

the industry.


40

Maintenance Facilities


All machinery used in industry has to at some point have maintenance done to it, whether it

be regular maintenance that is advised by the manufacturer of the item, regular

maintenance ordered by the chief engineer or even surprise maintenance when a piece of

machinery breaks down for whatever reason. Purifiers have a lot of moving parts within

them therefore will need regular maintenance, these are known as overhauls. During these

overhauls it is usually necessary to move heavy components and doing this with manpower

alone is dangerous and could result in severe injury. For this reason it is advised to install a

means of lifting by some form of mechanical arrangements.

I-Beam An I-Beam is a feature of many engine rooms, it is a strong solid steel beam that is designed

to run above the machinery so that a trolley can run along it. The I-Beam will usually be

configured so as to make the job easier on the crew doing the maintenance. It will run in a

path that is designed to help.

In this design it has been decided that the I-Beam would be best to run directly above the

purifiers running straight from the door with a slight curve at the HFO purifier. There is then

a direct straight over the purifiers to make for easier lifts until a slight curve at the end of

the DO purifier then ending at the maintenance area. This would make overhauls a much

more efficient and easier task.

Trolley and Chain Block Now the I-Beam needs equipment for it to be useful and the equipment needed is a travel

trolley to sit on the beam and the appropriate chain block to lift the purifiers up.

The purifier modules in the room are heavy but the heaviest one there is the HFO purifier

which weighs in at 1490kg which means the equipment needs to be able to lift that at the

maximum for the safest working practice to occur.

The best equipment suited for the job is the Tiger Push Travel Trolley which will sit on the I-

Beam and run the equipment up and down the steel beam. It has a maximum lifting

capacity of 2000kg so it can more than handle the HFO purifier modules and will have no

problem lifting the LO and DO purifiers if necessary. It can be found at the LES store if a

supplier needs found.


41

The Chain Block is also available from that store. It is the Tiger 2000kg Chain Block. This

means that both the trolley and the chain block have a safety factor of 1.34 which is more

than enough for regular overhauls.

They are both tested to meet the EC Declaration of Conformity.


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Maintenance Area

At the end of the I-Beam there is a maintenance area for the purifier modules when there

are overhauls taking place. This is an area where all the pieces of the module can be placed

without having pieces all over the decking. This area will consist of a worktop that will be

clear for the purifier module components to be placed on it, underneath will be some

shelves where common cleaning equipment can be sat for the components can be taken

apart properly without damage. This would stop people scraping at components with

screwdrivers constantly.

Next to the worktop and shelfed area there will be a rather large sink, this means that the

sink can be filled with proper de greasing liquid or cleaning liquid that means the discs can

be sat in there and soak properly before being scrubbed clean. A lot of vessels do not have

this area and will end up with plastic boxes by the purifier but this sink will stop anything

having to be sat on the deck. This will, in the long run, save the company money on

damaged components or components being lost into the bilges. It also means that the

company puts the crew first, an area which makes an overhaul safe and easy makes for

happy and efficient working. The idea is to make overhauls easier and stopping any mistakes

made by engineers who may drop or damage equipment.

Further down the wall is a section for storing spares. This is a good way of keeping a room

organized and clutter free. Simple things such as o rings and spare components that are not

as heavy can be stored here for quick and efficient overhauls.

If the company truly want an efficient cleaning system for the purifier modules then Alfa

Laval offer a Clean In Position (CIP) cleaning module which can be plugged into the

separators and will flush them through with cleaning agents. The speed at which the

cleaning agents are pushed through make for a nice clean finish. This is not a necessity but it

would help strengthen the longevity of the modules lifespans as it is designed by the exact

same technicians and engineers who made the modules.


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Fire Safety Please make reference to APPENDIX 10 – Drawing 10A

The most important thing about working at sea, as stated earlier, is the Safety of Life. This means that everything must be done to assure that no one loses their life or is injured whilst working at sea. The biggest cause of death and injury at sea is fire. There is a multiple of factors that cause this but in this day and age it should not be happening. This design will incorporate up to date technologies to assure the safety of all the lives of the crew and to limit the spread of fire as much as possible.

Fire Detectors First of all, preventing a fire is only possible if the fire is known about. This is possible with

the instillation of fire detection equipment. Not only is it a good idea but it is law, SOLAS

states in Chapter II-2, Section 7 that;

“An efficient and effective fire detection system should be fitted in all machinery spaces

which are periodically unattended or which are under manned supervision from a control

room. It is strongly recommended that each system should employ two different types of

detector and it is preferable for at least one flame detector to be included”

For this reason there has to be two types of detectors in this room. The room will have

smoke and flame detectors installed, this means that if one does not work then the other

will detect the fire.

Scott Safety UK Ltd. provide some of the best smoke and flame detectors known to the

marine industry. They also provide manually operated fire alarms that can be placed outside

of the room so crew can trip the fire detection system if the automatic system has not

picked up on the fire, for whatever reason.

Fire Extinguishers Fire Extinguishers are some of the most important firefighting media a seafarer can use, this

can stop a small fire turning into a big one. Within this purifier there are certain types of fire

likely to occur, Class B (ones which involve flammable liquids) as the entire system is

purifying fuel, and Class E (Electrical Fires) from the systems electrics.

The reason that the correct fires must be identified is that tacking the fire with the wrong

medium could make a bad situation even worse. For instance if there is an oil fire starting

and you use a water extinguisher to tackle the fire, the oil will react with the water and

spread the fire, also a water extinguisher on an electrical fire is natural selection at its best.

This means that it would always be best practice to make sure the correct firefighting


44

medium is available and that the wrong medium is not anywhere near-by. Panic causes

confusion and you do not want someone picking up the wrong medium by accident.

With this information the best firefighting medium is dry powder or foam. IMO Fire Safety

Systems Code suggests these two mediums also. On this recommendation it is suggested

that two 4.5kg dry powder extinguishers would best be fitted where the extinguishers are

shown in Room Layout 1. It is suggested that a 45litre foam applicator is placed in the room

also but best practice would be to have that just outside the door for fighting the fire at the

door in case of escape.

The foam will smother the fire and the dry powder separates and breaks up the fire, thus

extinguished by either medium in the safest manner possible.

Fixed Firefighting Systems Fixed firefighting systems depending on the medium can either stop a fire from starting or

can snuff a fire that is too dangerous for the crew out very quickly.

In this design it is believed that two fixed systems would be best for the safety of the crew.

A fire suppression hi-fog system and a CO2 firefighting system are the two chosen for this

design.

Hi-Fog System

Hi-Fog firefighting systems are a ground breaking firefighting system that rapidly tries to get

the fire under control and suppresses or extinguish it by discharging an extremely fine water

mist at high velocity that will effectively cool the surrounding temperature and thus

minimize any heat-related damage to the room. In this room the sprinkler heads will sit

above the purifiers and be set to a temperature between 57-141oC. The temperature will be

defined after an ambient temperature is set by the client on their vessel. The sprinkler


45

heads burst and spray out microscopic droplets of water which suppress the fire. The Hi-fog

system is highly effective in neutralizing a fire. It will cause a small amount of damage to the

electrical systems but nowhere near as much damage as a fire or a traditional sprinkler

system. Marioff systems are the best in the business and they are familiar with marine

environments so they would be the best supplier for this system.

CO2 System

When a fire becomes far too dangerous for the crew to tackle from the engine room there is

the CO2 firefighting system. This system is highly effective in extinguishing all classification

of fires but needs to be used as a last resort. The reason for this is that the high

concentration of CO2 destroys the oxygen in the room and therefore is toxic to any person

in the room.

The CO2 system in the purifier room will be in addition to the main CO2 system for the

entire vessel. To do so there will need to be three additional bottles added to the system to

accommodate the purifier room.*

The piping must also be of small-bore hot-dipped galvanised mild steel piping that is

designed to withstand the surge pressures and low temperatures that occur with the

release of CO2.


46

*Calculations for this are in APPENDIX 10

Room Protection

The engine room is specifically made with A60 bulkheads, decks and doors this means that

the purifier room will be built with these too. The term "A” class means that bulkheads,

decks and doors must resist the passage of the fire (integrity) for 60 minutes. An A60 fire

item must do this and also prevent an increase of 140/180°C of heat on the cold side for 60

minutes.

The prevention of fire does not stop at the bulkhead or doors, there must also be a system

in place to isolate the ventilation system inside the room. Heat, smoke and debris can travel

through the ventilation system and fire will then move through the vessel. Installing fire

dampers where the ducting meets the bulkheads, inlet and outlet, that are also made of an

A60 standard is the best move for this design. Making them automatic is the best option,

this means that putting a temperature sensor at them can shut them down before a fire

even has a chance to get out of hand. They would also be manual in case of a malfunction in

the system. Not only will it stop the spread of fire but it will also stop the fire taking in

oxygen from other areas of the vessel.

Quick Closing Valves are fitted to the oil tanks, these are controlled manually from local and

automatically from another safer area of the vessel.


47

Verification Strategy

APPENDIX 11 contains all of the theory used to complete this section

After the systems are all installed into the purifier room and the entire thing is completed,

tests must all be made of the equipment and the systems to make sure that they all perform

within the expected parameters. It is also to check that the system operates safely and

according to all regulations set forward by the IMO, Lloyds and all Quality Standards.

All these tests will take place during the pre-sea trials and sea trials by specialist technicians.

Lloyd’s Register call this a Condition Assessment Program (CAP) and this program covers hull

assessment, machinery assessment and cargo systems assessment. A CAP takes 3 months

and every time the vessel passes one of the tasks in the program the company is given a

certificate for each one and these certificates add up to make the vessel cheaper to insure.

Test Purpose Method Completed

Pressure The purpose of this is to make sure there are no leaks throughout the system. Tanks should be checked also when filled to the top.

The method is to gradually bring the pressure up to the full pressure of the system. Then all lines should be traced to check for leaks. Best pay attention to the flanges and the joints in the piping. Valves must be checked also

Electrical equipment

To make sure that all electrical systems are in working order and nothing is overheating which could cause a fire. This also means making sure nothing trips the system.

Motors, Cables and heaters all to be tested. The resistance insulation in the electrical systems need to have the values verified by the use of a megger tester.

Lights To make sure that the lighting is adequate within the purifier room.

The room will be tested by a light meter. This must be done throughout the entire room and the amount needs to be the legal requirement of 220 lux.

Smoke detectors

To make sure the smoke detectors are in working order and have the ability to detect smoke.

The smoke detectors must be tested using an aerosol spray that meets the fire industry standard, to simulate smoke in the detector.


48

Flame detectors

To make sure the flame detectors are in working order and have the ability to detect flame.

The flames detectors must be tested using a special torch that meets fire industry standard. The torch emits a light frequency that simulates flames in a fire.

Quick closing valves

To make sure the Quick Closing Valves close off completely and register on the system.

The valves operations must be tested locally and remotely. This may be a two person job.

Ventilation To make sure the ventilation system is working correctly.

Check the fan motor for excessive vibration or noise. Check with thermometers after a period of running to make sure temperatures are correct. Make sure air is passing through all of the ducts and make sure the extractor is running correctly also.

Vent Fire Dampers

To make sure the fire dampers are in correct working condition

Closing off the fire dampers manually and remotely should check to make sure the system is in working condition. Fire Dampers are tested to the highest ISO standards possible before being fitted to make sure they work.

Purifiers To test the purifier module and make sure it meets all the specifications required.

The purifier must be started according to manufacturer’s guidelines. All parameters must be inspected with the engineer keeping an eye out for any excessive vibration, noise or leaks from the bowl. All control functions must also be tested.

Purifier Motor

To test that the purifier motor is in working order and not overheating.

Run the purifier up to full speed paying particular attention to the motor. Using a vibration scanner to get all the correct readings to make sure the parameters meet the guidelines set forth by the manufacturer.


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Emergency Stops

To test that the emergency stop mechanisms actually stop the machinery intended.

Run the purifiers up to top speed and then activate the emergency stop. The stop time must be timed by an engineer to make sure the shutdown is adherent to manufacturers guidelines.

Preheater To test the preheater is in correct working order.

Run up the system and then make sure the preheater is working within the manufacturers parameters.

Feed pump To make sure that the feed pump is delivering the correct capacity.

Run up the system and take a vibration scan of the pump to make sure it is within parameters. Also check the pressures and make sure they are also within parameters. The tanks must be monitored also to make sure the pump is delivering the correct amount as put forth by the manufacturer.

Drains

To make sure the save-alls and drains are in working order.

Check all save-alls and drains, make sure there are no blockages or leaks.

General Safety

This is to make sure that the purifier room meets the Health and Safety Standards put forth by the British Government. General safety issues to be considered.

Inspect every aspect of the room to be ensured of its safety certification. Hazards must be addressed and remedied as quick as is possible. Hazards to watch for are trips, head injury risks, any hot surfaces, etc.


50

Cost Estimations The Cost estimations below are taken from research and also from e-mailing Keith Phillips and Jon Christmas at Alfa Laval, they never sent out a receipt but gave rough estimations for me to get a rough idea of the cost. The estimations given were in Euros so the exchange rate at the current time was taken into account. Exchange Rate April 2016 – 1 Euro = 0.79 GBP Item Price (£) Quantity Estimated Total Cost (£)

HFO Purifier Modules – Alfa Laval S976

118212.92 2 236425.84

LO Purifier Modules – Alfa Laval S966 94570.34 2 189140.68

DO Purifier Modules – Alfa Laval S956

78808.61 1 78808.61

Frame Customization 30,000 1 30,000 Valves 500

(average) 50 25000

Tanks 2500 11 27500 Ventilation System 5000 1 5000

Cables (Per one metre) 1.35 150 202.50 Light Fittings 144.43 5 722.15 Emergency Exit Signs 10.19 2 20.38 Trolley 115 1 115 Chain Block 188 1 188 Smoke Detectors 290 2 580 Flame Detectors 320 2 640 Dry Powder Extinguisher 15.54 1 15.54

Foam Extinguisher 45L 900 1 900 Hi-Fog System 30000 1 30000

Co2 Bottles 180 3 540 Total 625798.70

Piping costs were not added. Below is the price range per 3m for the piping. This would be

added later.

£9.89 – £23.26 per 3m


51

Novel Feature In my experience as a cadet on three different types of shipping vessels I have found a few

features missing from the Fuel Purification systems on board. Personally I feel that some of

these might be useful for all using the system. If the client can find a manufacturer who can

create them then it would be advised to do so.

Alarm for Blocked Water Ports

It would be advised to create a transducer on the outlet side of the water port that could

detect the flow, or lack thereof. Maybe something that could detect in increase in pressure

inside the chamber. The problem found was that a lot of LO was being lost to sludge

discharge.

Adding a Magnetic Flow Straightener in the piping

Magnetic flow Straighteners can be used to reduce swirl and asymmetrical flow profiles

created by elbows in the piping, valves and any other disrupters in the pipe. Sometimes

adding long straights of piping is impractical, un-feasible or uneconomical. A Flow

conditioner, referred to as a straightener, could be cost effective and a solution to reducing

consumption over all within the system.

Back Pressure control from Engine Control Room (ECR)

In experience it has been shown that controlling the flow is a possible option from the ECR.

The problem with this is that when you change the flow you need to then go and adjust the

back pressure for the purifier. This can sometimes mean changing the flow in the ECR and

then running down two flights of stairs to manually change the back pressure. If there was

some way of changing both from the ECR there would be time saved for the engineer to

focus on more important tasks needing completed.


52

Knowledge and Skills Gained The task was given at the beginning of this project to design a fuel purification system for a

sea going vessel. The fuel purification system was to operate in cooperation with a large 2

stroke engine. The Project Deliverables were the customer’s requirements and they are

found at the beginning of this project. Now at the end of this report it is safe to say that all

those objectives were met for the client as best as possibly can be.

Throughout this project I personally have grown as an engineer and manager, learning new

pieces to add to my knowledge and brand new skills I never knew I would have. These things

are all listed below:

Project Management

Time Management

Drawing Software

Technical Research

Finance Research

Verification Strategy Theory

Further knowledge of the purification system as a whole

How to contact suppliers

Metallurgy on board ships

Rules and Regulations I had no idea about

Greater understanding of how the Hi Fog system works

Floorplan drawing software

Understanding the need for Quality Assurance and Certificates of Conformity’s

Technical Specification writing and understanding

Assessing performance of a system

Breaking down a project

Breaking down a system

Ventilation systems and the calculations


53

Evaluation Mentioned previously are the knowledge and skills I have learnt during this project but this

section is the overall Evaluation on the project.

Project Management - First of all it is safe to say my knowledge in Project

Management has expanded by the bucket loads. I have learnt how to look at a

project in smaller parts, which makes it less daunting as a task. Putting all these

smaller parts together to create a cohesive piece of work was also a very tough skill I

had to learn. It was easy to do each part individually but to make sure it had

reference to previous sections or drawings was very difficult but I persevered and

got through it.

Gantt Chart - I had no idea before this project what a Gantt Chart was. Now not only

do I understand what a Gantt chart is, I now know how to create one in quite a

stylish manner.

Research Skills – At the start of this project I had quite good research skills, or so I

thought, and I thought this project was so big that I would be in the library, reading

books, searching the internet and emailing my ship contacts all the time. It turned

out quite differently, I found myself only really immersing myself in the internet and

books throughout the technical specifications section as that was the real beefy

section of this entire project. Once the regulations were all picked out I found it

quite easy to find the calculations set forth by these bodies. What made my research

skills extremely good was being able to go back into what we had learnt throughout

our college phases to find calculations to make decisions on this system. This for me

was the toughest aspect of the project.

System Drawing and Floor Plans – I had not looked at engineering drawing software

since high school and that was over 8 years ago. No matter what anyone says about

things, if you do not use specialized skills for quite some time you will take a lot of

time to get back to where you were. I understood this and also understood I would

never be that good so I had to research a good drawing software plan that did most

of the work for me. I found Edraw Max and for this I was so thankful. It had

everything and anything it didn’t have I could make in the programme. This took a

huge weight off my shoulders as this was the section I was dreading the most, I could

have done it manually but it would have looked terrible. Relearning how to do these

drawings and plans is a skill I hope I don’t forget.

Formal Writing – As shown from this section of the report I am not a very formal

person. This project has forced me to reassess how I write reports and technical

design portfolios. For me this was another very difficult task as I have written and

talked this way for several years. To reassess and change that has been a mighty big


54

task but I personally feel that I have done quite a good job of it. I had to look at

examples of report writing to do this. Taking note of what was written in manuals

and engineering books to try and sound more professional.

Purifier System – This aspect has been quite easy for me, not in a bragging way but

because I believe I had a good knowledge base on this system. I worked very hard

whilst at sea to understand the systems on board and was very lucky to have an

extremely helpful 2nd Engineer Robert thresher who also helped me come up with

topics for the purifier manufacturer Decision Matrix. Although this section was not

necessary I believe it helps to have two contingency plans in this design as you never

know what could happen. The system diagram for me was only going to work one

way as on all three different types of ship, that I sailed on, had this exact design on

the diagram. It made sense for me to make it this way.

The Project as a whole – I worked very hard on this project, harder than I have ever

worked on anything in my entire life and the truth is that I hope it makes the top

criteria. It helps that my classmates have asked me for advice throughout the project

and helps with my confidence in the subject. I doubt I will make their

acknowledgements but I am actually not upset as I really enjoyed this. It opened up a

part of my mind that I had left dormant for so long. The part of my mind that just

loves problem solving and this project was a problem needing solved from start to

finish. No budget meant you made your own, and depending on the type of person

you are you chose an economical project or an expensive lavish one. I opted for Alfa

Laval, they are the most well-known purifier modules in the business. They are not

cheap but they are not the most expensive for sure. They are widely available

meaning parts are cheap and the truth be told it was the best choice for saving

money in the long term and that’s what shipping is about. Saving a company money

so they can still be around in 100 years.

At first I doubted my own ability and was intimidated by the task set in this project. I

have never done anything like this in my entire life, using skills I had not even learnt

yet. Over time that fear diminished with each page I typed out.

Overall I believe this project has been educational and a success. I now have a

respect for the designing stage of the systems on board of the ships we work on. It is

incredible how much goes into one aspect of such a large thing. I feel I have further

my knowledge in project management and my skills on making economical, smart

and effective decisions.

Mind Map This mind map was given in the Project Proposal

Mind Map Revised This mind map below is the final mind map for the project.

APPENDICES APPENDIX 1

Fuel Consumption Calculation

Cl (Fuel Consumption – m3/hr) = C (Specific Consumption – g/kwh) x P (Power – kw) x (1 / ρ

(Density of Fuel – kg/m3)

Assume 100% Load

Specific Consumption = 166 kg/kWh

Power = 61830 Kw

Density = 991 kg/m3 (estimation used on recommended Fuel from manual RMH 380)

Fuel Consumption = 0.166 x 61830 x 1/991

= 10.357 m3/hr

= 10357 litre/hr

Daily Consumption = 10.357 x 24 = 248.568 m3/day

258.568 x 0.991 (density) = 246.33 m3/day = 246330 litres/day (approx.)

APPENDIX 1.1

Throughput Calculation

Throughput (m3/s) = (Centrifuge (l/kwh) x Power (kW)) / (3600 x 1000)

Centrifuge value taken from Section 7.05 of the MAN B&W Manual for the Main Engine

LO Centrifuge = 0.136 l/kWh

Power = 61830 Kw

LO Throughput = (0.136 x 61830) / (3600x 1000)

= 2.34 x 10-3 m3/s

APPENDIX 1.2

Centrifuge Value taken from Section 7.05 of the MAN B&W Manual for the Main Engine


1

FO Centrifuge = 0.231 l/kWh

Power = 61830 Kw

FO Throughput = (0.231 x 61830) / (3600 x 1000)

= 3.95 x 10-3 m3/s

APPENDIX 1.3

Main engine lubrication oil purification requirement:

To calculate the main engines lubrication requirement this calculation is required

LO Purification (litres/hour) = Power (kW) x LO Centrifuge (l/kWh)

LO Purification = 61830 x 0.136 = 8408.88 litres / hour

APPENDIX 1.4

DO Consumption on Main Engine

Cl = C x P x 1/ρ

Specific Consumption = 166 kg/kwh

Power = 61830 Kw

Density = 890 kg/m3 (estimation used on recommended Fuel from manual RMH 700)

Fuel Consumption = 0.166 x 61830 x 1/890

= 11.53 m3/hr

= 11530 litres/hour

Daily Consumption = 276.72 m3/day = 276720 litres/day


2

APPENDIX 2

Generator Fuel Consumption Calculation

Cl (Fuel Consumption – m3/hr) = C (Specific Consumption – g/kwh) x P (Power – kw) x (1 / ρ

(Density of Fuel – kg/m3)

Assume 100% Load on generator

Specific Consumption = 186 kg/kWh

Power = 2800 Kw

Density = 991 kg/m3

CI = 0.186 x 2800 x 1/991

= 0.526 m3/hr = 12.61 m3/day

= 526 litres/hr = 12624 litres/day

This number is per Engine so total consumption would be for two generators running:

12.61 x 2 = 25.22 m3/day = 25220 litres/day

APPENDIX 2.1

Auxiliary engine lubrication oil purification requirement:

According to the MAN B&W manual, to calculate the lubrication oil purification rate

required for the generator engines, the following equation has to be used:

𝑄 = 𝑃 × 1.36 ×𝑛

𝑡

Q = required operational flow (litres/hour)

P = Maximum Engine Power (kW)

n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 [l/kW]

or 1 [l/HP] (for HFO = 6)

t = Separating time per day (usually accounted as 23.5 hours and 0.5 hour given for sludging

time on separator)

Q = 2800 x 1.36 x 6/23.5 = 972.26 litres/hour


3

On board cargo vessels the number of engines running simultaneously must be taken into

account. The Power demand average of many of these vessels is around 40 – 50%, if we use

the average of 43% of the total power of the three auxiliary engines combined then we will

be looking at 1.3 times the total power of one of the auxiliary engines.

So

972.26 x 1.3 = 1263.94 litres/hour

APPENDIX 2.2

Total LO purification requirement from both the Main Engine and Auxiliary Engines:

Main Engine LO Requirements + Auxiliary Engine LO Requirements = Total LO Requirement

8408.88 + 1263.94 = 9672.82 litres/hour

APPENDIX 2.3

Total FO Purification Requirement from both the Main Engine and Auxiliary Engines:

Main Engine FO requirements + Auxiliary Engine FO Requirements = Total FO Requirement

10357 + 1052 = 11409 litres/hour

APPENDIX 2.4

DO Total for M/E and Aux/E

Cl (Aux Engines) = 0.186 x 2800 x 1/890 = 0.585 m3/hr = 585 litres/ hr

Total DO = 11.53 + (2 x 0.526) = 12.13 m3/hr = 12130 litres/hour


4

APPENDIX 3

Decision Matrix Maths

Factors Importance Alfa Laval Mitsubishi Westfalia

Unit Price 5 20 10 20


Reliability 5 25 25 25

Ease of Maintenance 4 20 12 20

Spares and Technician Availability 4 16 8 20

Environmental Impact 4 20 20 20

Ease of Use 3 15 12 12

Overall Weight 2 8 8 8

Size of the System 3 15 6 12

Need for Ancillaries 2 8 6 10

TOTAL 162 116 159


5

APPENDIX 4

SYSTEM DRAWINGS

All of these system drawings were selected as the most appropriate system layouts as

moving any valves meant the system not working.

DRAWINGS:

Drawing Symbol Index

1A . HFO SYSTEM

1B. HFO SYSTEM PARTS LIST

2A . LO SYSTEM

2B. LO SYSTEM PARTS LIST

3A . DO SYSTEM

3B. DO SYSTEM PARTS LIST


6

DRAWING SYMBOL INDEX

Double Bottom Tank

Heater

Quick Closing Valve Non Return

3 Way Valve

Quick Closing Valve

Purification Unit

Duplex Filter Cock

Globe Valve

Pneumatic Valve

Pressure Indicator

Single Wall Tank

Temperature Indicator

Pump

Hand Operated Gate Valve Non Return Valve

Heater 1

PI

TI

Pump 1

Item No. Component Material Quantity

QCV 1,2,3,4 Non Return Quick Closing Valves

CS 4

QCV 5,6,7,8 Quick Closing Valves CS 4

V15 V16 Hand operated Gate Valves

CS 2

Globe Valves CS 2

Hand Operated Gate Valves

CS 4

Pump ALP 0075 1

Heater EHM 100 1

Pressure Indicators 8

Temperature Indicators

2

Tank Sludge Tank SS 1

Double Bottom Tank Settling and Service SS 4

3 Way Valve 3 Way Control Valve SS 2

Pneumatic Valves CS 2

Sample points Cocks SS 2

Purifier S976 2

Piping Diameter 46.3mm

GRADED UNIT PARTS LIST 1B

STEVEN BRADY HFO SYSTEM


QCV 1 Non Return Quick Closing Valves

CS 1

QCV 2 Quick Closing Valves CS 1

V 10,11,12,13,14,16 Hand operated Gate Valves

CS 6

V 17,19,20 Hand Operated Gate Non Return Valves

CS 3

Globe Valves CS 2

Hand Operated Gate Valves

CS 4

Pump ALP 0075 1

Heater EHM 100 1



2






Purifier S966 2

Piping Diameter = 22.9mm SS


STEVEN BRADY LO SYSTEM


1 PARTS LIST 2B


QCV 2,4 Non Return Quick Closing Valves

CS 2

QCV 1,3 Quick Closing Valves CS 2

Hand operated Gate Valves

CS 1

Globe Valves CS 1

Pump ALP 0115 1

Heater CBM 1



1






Purifier S956 1

Piping Diameter = 37mm


DO SYSTEM STEVEN BRADY


2

APPENDIX 5

Pipe Calculations

Flow rate Velocities taken from Manuals

HFO – V= 0.6 m/s-1

LO – V = 1.8 m/s-1

DO – V = 1.0 m/s-1

APPENDIX 5.1

HFO Pipe Diameters

Q = Volumetric Flow rate = 11.409/3600 = 3.17x10-3 (usually a large V with a dot)

Area = Q (Volumetric Flow rate) / v (Velocity)

= 3.17x10-3/ 0.6 = 5.28x10-3

Radius = √Area/ π

= √5.28x10-3/π = 0.02313

Diameter = 2 x Radius

= 2 x 0.02313= 0.0463m = 46.3mm roughly

APPENDIX 5.2

LO Pipe Diameters

Q = 9672.82 litres/hour = 9.67 m3/hour = 8.41/3600 = 0.002336

Area = Q/v = 0.002336/1.8 = 0.001297 Radius = √A/π = √0.001297/π = 0.01147 Diameter = 2 x Radius = 2 x 0.01147 = 0.0229m = 22.9mm roughly


3

APPENDIX 5.3

DO Pipe Diameters Q = 12130 litres /hour = 12.13 m3/hour = 12.13/3600 = 3.37x10-3

Area = Q/v = 3.37x10-3/1.0 = 3.37x10-3

Radius = √A/π = √3.37x10-3/π = 0.0185 Diameter = 2 x Radius = 2 x 0.0185 = 0.037m = 37mm roughly

APPENDIX 6

Room Layout Drawings

Index

4A Room Layout 1

5A Room Layout 2

6A Room Layout 3

Appendix 6.1

The Maths behind the Room Layout Decision Matrix:

Factors Importance Layout 1 Layout 2 Layout 3

Footprint 4 20 12 16

Piping Complicity 4 20 12 16

Maintenance Access 5 25 25 20

Tank Access 3 9 12 9

Evacuation Safety 5 25 25 20

I Beam Instillation 2 10 8 8


Total 121 103 101


1


2

APPENDIX 7

Ventilation

In Lloyd’s Register Chapter 21 Section 10 it states that the ventilation system must be

capable of 30 charges of air per hour.

APPENDIX 7.1

Volume of the Purifier Room

Volume = Length x Width x Height

= 4.6 x 8.5 x 4.4

= 172.04 m3

APPENDIX 7.2

Ventilation Flowrate

Ventilation Flowrate = Volume of Room x Charges of air per hour

= 172.04 x 30

= 5161.2 m3/hour

This would be the legal requirement of air needed but with companies now playing it safer

than years before it is wise to try and make sure the room is ventilated by a factor of 1.5.

So…

Safe Ventilation Flowrate = Legal Flowrate x Safe Factor

= 5161.2 x 1.5

= 7741.8 m3/hour

APPENDIX 7.3

System Layout

7A Vent System Layout

APPENDIX 8

Sludge Tank

In MARPOL it explains what calculations must be done to calculate the capacity of sludge

tanks. It is mentioned in Annex 1, Regulation 10.15

“1. For ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank

capacity (V1) should be calculated by the following formula:

V1 = K1CD (m3)

where: K1 = 0.01 for ships where heavy fuel oil is purified for main engine use, or 0.005

for ships using diesel oil or heavy fuel oil which does not require purification

before use,

C = daily fuel oil consumption (tonnes); and

D = maximum period of voyage between ports where sludge can be discharged

ashore (days). In the absence of precise data a figure of 30 days should be

used. “

Previously the HFO system consumption was shown in m3 and litres

So using further calculations to find the tonnes/day for the entire system

APPENDIX 8.1

Total HFO Calculations in Tonnes

Rough calculations show that 11409litres/hour = 11.306 tonnes/hour

11.306 x24 = 271.34 tonnes/day

APPENDIX 8.2

Using the calculation set forth by MARPOL we can say that:

V = KCD

= 0.01 x 271.34 x 30

= 81.40 m3


1

APPENDIX 9

System Layout

8A Lighting System Layout

9A I-Beam Layout

APPENDIX 9.1

Cable Calculations

The first thing needing done is the calculation of the Line Voltage. This is shown with

VL = V (Supply Voltage to system) /√3

Where

V = 440V

VL = 440/√3

= 254.034V

Then the next step is to calculate the apparent Power. This is done with the formula

kVA = P (Rated Power of motors) / Pf (Power Factor of the ship)

Where

P = 7.5 kW (This is for all purifiers)

Pf = 0.8

kVA = 7.5 / 0.8

= 9.375 kVA

The last step after that is to calculate the line current. This is done by

IL = kVA / VL

= 9375/254.034

= 36.90 A

APPENDIX 9.2

Lighting Calculations

Watts to lumens calculation formula

The luminous flux ΦV in lumens (lm) is equal to the power P in watts (W), times the luminous

efficacy η in lumens per watt (lm/W):

ΦV(lm) = P(W) × H(lm/W)

So


2

lumens = watts × H

or

lm = W × H

LIGHT TYPE

TYPICAL LUMINOUS EFFICACY (LUMENS/WATT)

TUNGSTEN INCANDESCENT BULB 12.5 – 17.5 HALOGEN LAMP 16 -24 FLUORESCENT LAMP 45-75 LED LAMP 30-90 METAL HALIDE LAMP 75-100 HIGH PRESSURE SODIUM VAPOR LAMP 85-150 LOW PRESSURE SODIUM VAPOR LAMP 100-200 MERCURY VAPOR LAMP 35-65

Using this table we can say that the fluorescent lamp uses a luminous efficacy of around 60

therefore:

Lm = W x H

= 58 x 60

= 3480 lm

So calculating the number of lights we need to use the lumen method.

The lumen method uses the following equation:

N = (E x A) / ( F x UF x MF)

Where

N = number of lights required

E = required level of illumination of the room (lux)

A = Area of the room (m2)

F = Light given off from each bulb (lm)

UF = Utilization factor for bulb distribution (set at 0.4)

MF = Maintenance Factor for deterioration of bulbs (taken as 0.75)

Therefore:

N = (220 x 39.1) / ( (3480 x 2) x 0.4 x 0.75)

= 4.12 Lights


1

APPENDIX 10

System Layout

10A Fire Plan

Drawing Index

Smoke Detector

Flame Detector

Extinguishers

Escape Ladder

Fire Alarm

Emergency Exit

Emergency Phone

Hi Fog Sprinkler Head

Firefighting System Calculations

To add the purifier room to the vessels purifier system the number of additional CO2 bottles

that are required to be added to the system to accommodate the room must be calculated.

The Fire Safety Systems Code Chapter 5, section 2.2.1.2 shows how to calculate this:

“For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a

minimum volume of free gas equal to the larger of the following volumes, either:

40% of the gross volume of the largest machinery space protected, excluding the

casing

35% of the gross volume of the largest machinery space protected, including the

casing (IMO, 2001)

It goes on to state in chapter 5, section 2.2.1.4 that “For the purpose of this paragraph the

volume of free carbon dioxide shall be calculated at 0.56 m3/kg” (IMO, 2001). “


1

The Volume of the room was calculated earlier in APPENDIX 7.1

Volume = 172.04 m3

40% of the room volume:

Volume x 0.4 = 172.04 x 0.4 = 68.816 m3

To calculate required mass of CO2:

68.816 / 0.56 m3/kg = 122.89kg

To calculate how many 45kg CO2 cylinders are required:

122.89 / 45 = 2.7 bottles

Rounding up to three means that three additional bottles will be required to accommodate

the purifier room into the system

APPENDIX 11

VERIFICATION STRATEGY THEORY

To complete a verification strategy it is first best to understand the theory behind how we

get round to creating a verification strategy for an engineering system. The theory it is based

on is the verification action theory. The diagram below explains the process of understand

what it is you are reference to or the element (item in the system) that you are going to

verify. You then pick the verification action to put the item through which would then define

what you expect before it is installed on ship. Then you run it through after it is installed on

the ship and as you already have the parameters or definitions you will get an obtained

result. You compare the two and it will tell you whether or not the system is working.

The definition of a verification action applied to an engineering element includes the following:

Identification of the element on which the verification action will be performed

Identification of the reference to define the expected result of the verification action (see

examples of reference in Table 1)

The performance of a verification action includes the following:

Obtaining a result by performing the verification action onto the submitted element

Comparing the obtained result with the expected result

Deducing the degree of correctness of the element

Regulations and Standards It is important to note the regulating bodies and works cited within this booklet, for further

referencing or studying to be made for the project by the project team. Below are the

regulatory bodies cited in this report.

SOLAS

MARPOL

Lloyd’s Register

IMO

ISO

Electrical Standards by Health and Safety Executive

Fire Systems Safety Code

International Code for the application of fire test


12

Bibliography Websites Used:

www.alfalaval.co.uk

http://www.gea.com/global/en/productgroups/centrifuges-

separation_equipment/index.jsp

http://www.kakoki.co.jp/english/products/

https://www.dieselnet.com/standards/inter/imo.php

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/282659/c

oswp2010.pdf

http://marine.man.eu/docs/librariesprovider6/technical-papers/tier-iii-two-stroke-

technology.pdf?sfvrsn=12


Rules_and_Regulations_for_the_Classification_of_Ships.pdf

http://www.imo.org/en

http://www.marpoltraining.com/MMSKOREAN/MARPOL/

https://www.dnvgl.com/maritime/

http://www.batt.co.uk/industry2

www.shipserv.com

http://www.marioff.com/

http://www.liftingequipmentstore.com/

http://sebokwiki.org/

www.steeltubedirect.co.uk

http://www.viscopedia.com/viscosity-tables/substances/bunker-oil-marine-fuel-oil/

http://www.alfalaval.co.uk/

http://www.gea.com/global/en/productgroups/centrifuges-separation_equipment/index.jsp


http://www.kakoki.co.jp/english/products/


https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/282659/coswp2010.pdf


http://marine.man.eu/docs/librariesprovider6/technical-papers/tier-iii-two-stroke-technology.pdf?sfvrsn=12





https://www.dnvgl.com/maritime/

http://www.batt.co.uk/industry2

http://www.shipserv.com/

http://www.marioff.com/

http://www.liftingequipmentstore.com/

http://sebokwiki.org/

http://www.steeltubedirect.co.uk/

http://www.viscopedia.com/viscosity-tables/substances/bunker-oil-marine-fuel-oil/


12

Documents Used:

IMO, (2001), FSS Code, London: IMO Publishing.

IMO, (2009), Guidelins For Measures To Prevent Fires In Engine-Rooms, London: IMO

Publishing.

IMO, (2014), SOLAS Consolidated Edition, 2014, London: IMO Publishing.

MAN B&W, (2011), MAN B&W G95ME – C, MAN B&W.

MAN B&W, (2014), L27/38 Project Guide – Marine, MAN B&W.

Maritime and Coastguard Agency, 2015, International Management Code for the Safe

Operation of Ships and for Pollution Prevention

Taylor, D.A, 1996, Introduction to Marine Engineering, 2nd edition, Oxford, Butterworth-

Heinemann

MSC/Circ.834, 1998, IMO

Alfa Laval. (2015). Flex separation systems, P-separators 626/636 - Alfa Laval.

Alfa Laval. (2015). Flex separation systems, S-separators 921–987


12

Graded Unit: Fuel

Purification

System

Progress Report 1 Covering dates: From 04/01/2016 to 29/01/15

2016

STEVEN BRADY

FUSILIER FUELS LTD.


12

Contents

Research Completed….Page 2

Next Jobs…………………….Page 3


12

Research Completed

During the period of 04/01/2016 to 29/01/2016 I have carried out the following research:

MAN B&W website as I have chosen the engine

MAN B&W 8S90ME-C9 2 stroke slow speed engine

Emailed Alfa Laval for product guide as their website is not very detailed

Researched software for this project – Inventor Pro, SmartDraw, AutoCad, Edraw

Max

Installed Microsoft office for my home laptop, using Microsoft project in college for

my Gantt charts and also using mindmaple for my mind maps back home.

Have completed roughly 50% of the project proposal and am on track to get that in

on time

Looked up new IMO regulations regarding NOx emissions to see if this will interfere

with our designs, it turns out it kind of does, but the engines can be fitted with new

parts to stop that

Auxiliary Engines – MAN B&W 7L27/38’s – medium speed engines

The three manufacturers chosen for my fuel purification units

Alfa Laval

Mitsubishi

Westfalia

Next jobs

I plan to now carry on with the following deliverables:

Start system Diagrams to be completed for the system design

Complete rough Gantt chart for project

Complete mind map for project

Select all systems equipment

Capacity of the tanks must be decided

Lighting to be decided


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Fire isolations to be noted

Fixed firefighting systems and detection to be designed

Metallurgy to be studied to make the right decision for valves and pipes

All costs to be noted and reported to the customer

Regular Progress reports to be handed in

Maintenance and Overhaul facilities need to be considered

A risk assessment to be provided

Focus on time management and keep delivering to the customer on time

Cost estimations for equipment

Finding specifications for my chosen engine

Fuel Calculations


12

Graded Unit: Fuel

Purification

System


2016

STEVEN BRADY

FUSILIER FUELS LTD.


12

Contents




12

Research Completed

This has been handed in 4 days earlier than the proposal and business case.

During the period of 29/01/2016 to 26/02/2016 I have carried out the following

research:

Proposal submitted on the 15/02/2016

Business Case submitted on the 15/02/2016

System design diagrams have been researched as the team needed a revise in their

knowledge of industry standards

Gannt Chart completed

Mind map completed for proposal and business case

System equipment selected:

- The Alfa Laval S976 Flex Series self cleaning centrifugal separator

- The Mistubishi SJ-H series self cleaning centrifugal separator

- The Westfalia OSE - 80 self cleaning centrifugal separator

Some of the fixed fire fighting systems have been decided:

- Hi Fog

Progress Report 1 was handed in on the 29/01/2016

Engine choice was changed after conversation with the client. They felt the option

they had chosen before was not meeting their needs to be environmentally

conscious.

Engine is now the Man B&W 8G95ME-C9

The Auxiliary Engines are still the same as before.

Fuel Consumption was roughly estimated at:

o 166 g/kwh

o 10263.8 l/hr

o 255m3/day

Software costs were submitted in the proposal

Engine specs found

Risk Assessment made for business case but not yet for main design


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Time Management is on point at this moment in time

Schedule table made for hand in dates

Deadline Date

Progress Report(s) 1 29/01/2016

2 26/02/2015

3 28/03/2016

4 18/04/2016

5 26/04/2016

Proposal Submission 15/02/2016

Specification Submission 29/02/2016

Final Design Submission 09/05/2016

Evaluation Submission 16/05/2016

Presentation 23-30/05/2016

Cost estimations were found for each manufacturer. The costs below were costs per

purifying unit:

o Alfa Laval £48,000 per unit

o Mitsubishi £80,000 per unit

o Westfalia £50,000 per unit

Client is happy with communication from fusilier fuels ltd and that everything is on

track

Next jobs


System Diagrams to be completed for the system design

Select the rest of the systems equipment

Capacity of the tanks must be decided


12

Lighting to be decided


The Fixed firefighting systems and detection to be decided and designed



Regular Progress reports still to be handed in




12

Graded Unit: Fuel

Purification

System


2016

STEVEN BRADY

FUSILIER FUELS LTD.


12

Contents




12

Research Completed


During the period of 26/02/2016 to 28/03/2016 I have carried out the following

research:

Proposal submitted on the 15/02/2016

Business Case submitted on the 15/02/2016

PID Submitted



System design diagrams have been researched as the team needed a revise in their

knowledge of industry standards

Gannt Chart completed and being updated as the project progresses

Decision Making Processes researched and Decision Making Matrix chosen to be

best option

Mind map completed for proposal and business case

System HFO Purifier equipment selected:

- The Alfa Laval S976 Flex Series self cleaning centrifugal separator

- The Mistubishi SJ-H series self cleaning centrifugal separator

- The Westfalia OSE - 80 self cleaning centrifugal separator

Some of the fixed fire fighting systems have been decided:

- Hi Fog

Engine choice was changed after conversation with the client. They felt the option

they had chosen before was not meeting their needs to be environmentally

conscious.

Engine is now the Man B&W 8G95ME-C9

The Auxiliary Engines are still the same as before.

Fuel Calculations Completed

Lube Oil Calculation Completed

Diesel Calculations Completed

Software costs were submitted in the proposal


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Time Management has had issues, hard copy progress report 2 was handed in on

time, electronical later.

Schedule table still being met for all the hand in dates otherwise

Updates on the Cost estimations were found for each manufacturer. The costs below

were costs per purifying unit:

o Alfa Laval £48,000 per unit

o Mitsubishi £80,000 per unit

o Westfalia £60,000 per unit

Client is happy with communication from fusilier fuels ltd and that everything is on

track

Decision Matrix table was set up, no numbers input as of yet

Executive Summary, Project Summary, Purification Process Summary and

Manufacturer sections written on final design

Next jobs


System Diagrams to be completed for the system design, a start has been made

but problems with software have left it static at this moment in time. By the next

progress report the client will know if this is still on track.

Select the rest of the systems equipment in particular the Lube Oil and Diesel Oil

Purifiers

Capacity of the tanks must be calculated and decided upon

Lighting to be calculated and also the type decided


The Fixed firefighting systems and detection to be decided and designed



Regular Progress reports still to be handed in




12

Graded Unit: Fuel

Purification

System


2016

STEVEN BRADY

FUSILIER FUELS LTD.


12

CONTENTS




12

Research Completed



Systems Diagrams completed

Software used was Edraw Max

Systems done – HFO, LO, Do

Room layouts Finished also, 3 done

Decision matrix completed

Piping calculations done

Metallurgy studied and mild steel the chosen material

Piping calulations completed

Ventilation Chosen Vent Axia

Ventilation calculations completed

Sludge tanks calculated according to MARPOL regs

Fire Safety started

Fixed systems chosen, hi fog and Co2

Detectors chosen, smoke and flame needed due to regulations

All maintenance section completed

Chain block and trolley selected for I beam

I beam layout chosen

Lighting Calculations completed

Lighting chosen

Lighting Layout completed

Emergency lighting and isolations complete

PID, all sections bar the cost section completed

Next jobs


Fire section still to be completed

Layout to be completed, might do a fire evacuation plan for extra work

Verification strategy to be completed

Sections thought of are – Pressure Test, Electrics, Fire Detectors, Lights, QCVs, Vents,

Fire Dampers, Motors, Pumps, Drains, Safety features, Isolations, Purifiers??

Also Evaluation section needs started

Novel Feature?? Not sure what to choose but will work very hard to find one

Final document still needs put together

Gantt Chart needs updated with resources and costs

Section 4 of PID needs done to complete the document


12

Graded Unit: Fuel

Purification

System


2016

STEVEN BRADY

FUSILIER FUELS LTD.


12

CONTENTS




12

Research Completed


Systems Diagrams completed

Systems diagrams done – HFO, LO, Do

Room layouts Finished also, 3 done

Decision matrix completed

Piping calculations done

Piping calculations completed

Ventilation completed

Sludge tanks completed

Fire Safety section completed

Fixed systems chosen, hi fog and Co2

All maintenance section completed

Lighting Calculations completed

Lighting Layout completed

Emergency lighting and isolations complete

PID, all sections bar the cost section completed

Fire Evacuation Plan completed

Verification Strategy complete

Evaluation Completed

Novel Features Completed

Final Document Pieced together

Gantt Charts completed

PID Completed, costs updated

Next jobs


Hand in all Documents

Submit Electronic Copies Online


12

Graded Unit: Fuel

Purification

System

Proposal

2016

STEVEN BRADY 30140732 5/5PB

FUSILIER FUELS LTD.


12

CONTENTS

1. Project Brief……………Page 2

2. Description of Task….Page 3

3. Objectives………..……..Page 3

4. Planning…………………..Page 7

a. Engine Specs…........Page 7

b. Research……………...Page 8

5. Deadline Dates.………Page 9

6. Mind Map……….……..Page 10

7. Projected Costs……...Page 11

8. Research Resources.Page 11

9. Client Review…………Page 12

Abbreviations…………….Page 13

References………………..Page 14


12

Fuel Purification Design Proposal



Fusilier Fuels Ltd.

1. Project Brief

It is known that MAERSK are one of, if not thee, biggest shipping company in the world at

the moment. They have therfore come to Fusilier Fuels Ltd to provide them with an Oil

Purification Design for their newly built ship the MAERSK Braveheart.

Being Project Manager at Fusilier Fuels Ltd and still at college finishing my HND and PD in

marine engineering, this project has been handed to me to further my skills and knowledge

on the subject as a whole. The project will be not only given to MAERSK for their new build

but handed in to City of Glasgow College for review.

The client has asked that the design be related to their specified two stroke slow speed

marine engine (which will be indentified as just “the engine” pretty regularly throughout

this document) and two electrical generators. The design must include Heavy Fuel Oil (HFO),

Diesel Oil (DO) and Lube Oil (LO) purification systems.

The design will consist of two HFO purifiers which must be capable of performing as

clarifiers, two LO purifiers and a DO purifier.

For this design MAERSK have stated that the Braveheart will have three phase 440 Volts AC

supply at 60Hz as to give us a good way of calculating any pumps or any other electrical

equipment.


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2. Description of Task

This proposal document is going to be used as a strategy for tackling the final design portion

of this project and all the relevant information that has been researched. The research will

take place over the sea phase and the 5th college phase.

The information included within this document are:

A list of all the items to be delivered to the client

A rough delivery schedule for the deliverables to the client

An outline specification of the fuel purification systems limits and parameters

A schedule of payment for the amount and time that it has taken for the team to get

this project completed

3. Objectives

To complete this project both efficiently and affectively then there must be objectives with

which to satisfy the brief previously mentioned in the proposal. Below are the following

deliverables for this project:

System Diagrams –

o Heavy Fuel Oil – this must include all of the components for the HFO system

such as the purifiers, service and settling tanks and all other components.

Must inlcude detailed descriptions for the system.

o Lube Oil – this must include all of the components for the LO system, both

the main engine systems and the auxiliary engine systems. Must include all


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sump tanks, purifiers and renovating tanks. Detailed descriptions to the

system to be included.

o Diesel Oil – again this must include all of the components necessary for the

running of the DO system. Including the service and settling tank, purifier and

any other components. Descriptions will also be included.

The design of any tanks will be included

System Selections –

o One main option will be selected and two other fall back options shall be

chosen for the client. The decision will be shown by rational description to

the client during this design.

o Main Engine selection has been made by the client but the Auxiliary engines

are still to be decided. Once decided then the system diagrams can begin.

The Gantt Chart will accompany the final design. Keeping track of time taken to

complete the work.

A mind map of the entire project will be included in both the proposal and the final

design.

Design of the Purifier Room –

o Free Volume of the room – this calculation must accommodate for the

purifiers and other associated machinery within the room itself

o Access for proper operations in the room and high performance of the

system also to be accommodated in this process

o Ventilation to and from the room must be calculated and then a drawing

made for the placement of vents within the room


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o Tanks – System drawings will be made for the orientation of the tanks and

caluclations made for the capacities

o Components list made for every component within the purifier room. This

will also include detailed descriptions on the components as to give the client

a firm idea of how it all fits into place.

o Plan drawings will be included with the design as to give the client the right

orientation of everything within the room

o Calculations to be made for wiring for the motors within the purifier room

o Maintenance and overhaul facilities to be accounted for within the room.

This will include lifting equipment and calculations, cleaning facilities for the

cleaning of purifiers and storage areas for the spares and tools.

o Luminaries – This will involve calculating the luminaries necessary in the

room and drawing a plan for the luminaries within the room. These will

adhere to SOLAS requirements

Safety –

o Fire Safety-

Fire Isolations – all fire isolations will be installed within SOLAS

requirements

Quick Closing Valves to be noted on the plan for the tanks

Fire evacuation plans will be drawn up for the room

Fixed fire fighting systems to be chosen and detailed rational

descriptions to be given

Fire protection insulation

Fire detection and alarm systems will be selected


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o Electrical isolations to be selected and descriptions to be included

o Risk Assessment to be provided with regards to the instillation of the plant

and when the plant is running

Estimated Project Cost-

o Will not include engine costs, that will be dealt with by the client.

o Will include purifier cost, component costs and design costs. Instillation costs

will be added by a contractor.

A floor plan will be given for the final construction of the purifier room.


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4. Planning

a. Engine Specifications

I have decided that the best option for the client is to go with the

MAN B&W 9G90ME-C9 for the Engine plant.

MAN B&W 8G95ME-C9

Stroke (mm) 3460

Bore (mm) 900

MCR Output (kw) 61,830

MCR BHP 84,065


b. Research

Regulations:

First thing that has been noticed before anything had begun on this project is that there is a

need for Ultra Low Sulphur fuels in certain Emission Controlled Areas (ECAs). The new

International Maritime Organisation (IMO) emission standards or well known as the Tier I-III

regulations state that in these ECA’s Ultra Low Sulphur Fuel is a must as of January 2016.

For engine designers this means that their engines now need to hit these requirements:

An 80% NOx-cycle value reduction, compared to the Tier I level

A 150% mode cap on each load point in the cycle (the “not to exceed limit”)

Tier III applies when operating the engine in a NOx emission control area. This is to

drop the NOx levels from ships.


12

Man B&W are aware of the changes in regulations so they provide an option to add an SCR

(Selective Catalytic Reduction) Reactor to their engines. Due to the design of a large

container vessel the client may well want to enter these areas. This has therefore put

forward the fact that there may be need to add this engine part to sustain entering these

areas.

It may add to the costs projected so more research will be required during the design stage.

Design Specs:

The client has not specified which auxiliary engines they require with this as of yet. What

the design team will require will be the engine models and numbers. It would be beneficial

for the project team to know the electric requirement of the vessel, in kw or class and

capacity would work. It would give the project team a more accurate account of what is

required from the engine, both in terms of fuel or lube oil. This could mean that inaccurate

information would be provided and this could spill over into production or design costs.

The Design team will look at three different manufacturers of marine oil purification

systems as to give the client a varied choice in the design. The project team will pick a

design they see fits the mould the best for the vessel and all aspects will be considered to

suit the client, such as cost, technical specifications, etc. but the client will see all three

options to show the design team are doing what is in their best interests. The three

manufacturers being looked at are:

Alfa Laval

Mitsubishi

Westfalia


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5. Deadline Dates

Deadline Date

Progress Report(s) 1 29/01/2016

2 26/02/2015

3 28/03/2016

4 18/04/2016

5 26/04/2016

Proposal Submission 15/02/2016

Specification Submission 29/02/2016

Final Design Submission 09/05/2016

Evaluation Submission 16/05/2016

Presentation 23-30/05/2016

32

Graded Unit:

Fuel Purification System

Software

Research

Plan

Objectives

Gantt Chart

Mind Map

Regulations

Engines

Purifiers

Costs

Mind Mapping

Written Documents

Technical Drawings

MARPOL

LLOYDS

COSWP

MAN website

Alfa Laval

Edraw Max

Microsoft Office

Microsoft Project

Materials

Purifiers

List Objectives

Allocate Time

Allocate Costs

Fire Safety

Regulations

Meeting needs of customer

Metallurgy

Engine Choice

Lighting

3 Purifiers

Capacity of Tanks

System Diagrams

Ventilation System

Isolations

Fixed systems

Detection

Room

Purifiers

Lighting

Fire Fighting/ Detection

Sludge Tanks

Dipping Arrangements

Pipes

Valves

Financially

Business

Environmentally

Technically

MAN

Mitsubishi

GEA

System Design

AL -35000 to 50000

MAN B&W 8S90ME-C9

MAN 7L27/38 x 2

AutoCad?

Inventor Pro?

SmartDraw?

6. Mind Map

Within this proposal I have attached a copy of the mind map for this project. If there are any changes they will be mentioned in the

final design and the client will be informed.

0

7. Projected Costs

This Rough Order of Magnitude (ROM) will provide the client with a basis as to what the

estimated costs of the design are.

ROMs will usually come with a percentage of accuracy and for this specific ROM there will

be a roughly +- 40% as there may still be some research that may need to be done and the

contingency plan costs are not set in stone.

When the costs are updated the client will be informed, this way they are constantly kept in

the loop.

Item Cost

Software £4034 Training for Software £1500 Research £3750 Regulation Research £225

Planning £1875 Development £7500 Contingency Plan £3000

Subtotal £21884 VAT @ 20%* £4377

Total Estimated Cost £256261

*Business tax rate provided by HMRC February 2016

8. Research Resources

Due to MAERSK using Windows throughout their fleet the client has requested the software

used be windows compatable software.

List of software used for this project:

Microsoft Word

Microsoft Project

Edraw Max

Microsoft Powerpoint

AutoCad


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Microsoft Visio

SmartDraw

Due to the fact this project also requires me getting to information requiring regulations and

engine, purifier particulars I have contacted the companies regarding using their

information online. Fusilier Fuels will also be using the IMO website to gain any information

we don’t already have.

Due to the fact that the Project Manager, me, is also a cadet access to the College Library

has been confirmed as a possibility so information may also come from there.

9. Client Review

This proposal was created to produce a brand new fuel purification system for a container

vessel for the MAERSK shipping company. By selecting this design you, the client, will be

selecting a contempary, upmarket design that will meet your needs to keep you at the top

of the market for another 100 years.

This design will be within the new regulations stated previously and will keep the working

condition of their vessel at a high for years to come and keep the waste to a minimum,

which will keep with MAERSK’s goal of environmental conservation.

The design of the room will be efficient to help with maintenance, meaning the vessel will

not be out of action for too long if maintenance is needing to be done on the unit. This will

cut losses across the board.

The entire design process will be completed with regular feedback to the client throughout

the process. This covers both design and cost implications.


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Abbreviations

HND – Higher National Diploma

PD – Professional Diploma


LO – Lube Oil

DO – Diesel Oil

ECA – Emission Controlled Areas

IMO – International Maritime Organization


ROM – Rough Order of Magnitude

NOx – Nitrogen Oxide (in this case emissions)

HMRC – Her Majesty’s Revenue and Customs

BHP – Brake Horse Power


Kw – Kilowatt


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References

http://marine.man.eu/two-stroke/project-guides

MAN B&W G95ME-C9.5-TII.pdf


http://www.gea.com/global/en/productgroups/centrifuges-

separation_equipment/index.jsp

http://www.mkkeurope.com/



http://www.imo.org/en/Pages/Default.aspx

SOLAS: consolidated edition 2009

http://strikingprojectmanagement.com/project-estimation/

http://marine.man.eu/two-stroke/project-guides




http://www.mkkeurope.com/



http://www.imo.org/en/Pages/Default.aspx

http://strikingprojectmanagement.com/project-estimation/


12

Graded Unit: Fuel

Purification

System

Technical Specification Date: 04/03/15

2016

STEVEN BRADY

5/5PB 30140732

FUSILIER FUELS LTD.


12

CONTENTS

Project summary……………….Page 3

Main Components……………..Page 4

Main Engine..………...Page 4

Auxiliary Engines….…Page 5

Fuels……………………....Page 5

Service Tanks…….…...Page 8

Sludge Tanks……….....Page 8

HFO/LSFO Purifier.….Page 8

LO Purifier………..…….Page 9

MDO Purifier……..…..Page 9

Heaters……………..……Page 9

Pumps………………..…..Page 10

Valves………………..…..Page 10

Piping………………..……Page 10

Electrical Wiring…....Page 11

Operating Environment…..…Page 12

Inclination of Ship.….Page 12


12

CONTENTS Continued

Room Requirements…Page 12

Lighting…………………….Page 13

Noise………………………..Page 15

Ventilation………………..Page 15

Fire Regulations.…………………..Page 16

Fire Detection…………..Page 16

Fire Containment……..Page 16

Fire Fighting……………..Page 17

Means of Escape………………….Page 18

Maintenance………………………..Page 19

Regulations and Standards…..Page 20

Bibliography…………………….…..Page 21

Abbreviations………………….……Page 22


12

Fuel Purification Design Proposal



Fusilier Fuels Ltd.

Project Summary

MAERSK shipping company have contacted Fusilier Fuels Ltd. and has asked for the design of an entire

fuel purification system for their brand new ship the MAERSK Braveheart. This design will in corporate 3

different purification methods. A heavy fuel oil(HFO) purification method, a lube oil(LO) purification

method and a diesel oil(DO) purifications method. The purification system will operate in partner with a

large 2 stroke marine engine designed for deep sea vessels.

The objective of this document is to provide the client with a technical specification that suits the

requirements the client has provided. The technical specification document will provide the client with

the parameters which components and vicinities will satisfy. The defining parameters are a combination

of the requirements of the client, the rules and regulations in place in the shipping industry and those

given by the City of Glasgow College(COGC) who are overseeing the design due to my involvement with

the professional diploma course.


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Main Components

Main Engine

The client has chosen the MAN B&W 8G95ME – C9 as the main propulsion for the MAERSK Braveheart.

The engine technical particulars are as follows:

Model MAN B&W 8G95ME-C9

No. of Cylinders 8

Stroke (mm) 3460

Bore (mm) 900

MCR Output (kw) (100%) 61,830

Shaft Speed (rpm) (100%) 80

MCR BHP 84,065


LO Nominal Required Capacity of

Separator (l/kwh)

0.136

LO Throughput (m3/s) 2.34x10-3

FO Nominal Required Capacity of

Separator (l/kwh)

0.23

FO Throughput (m3/s) 3.95x10-3


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Auxiliary Engines The client has chosen two Auxiliary engines for the MAERSK Braveheart, they are as follows:

Model MAN B&W 8L27/38

No. of Cylinders 8

Stroke (mm) 380

Bore (mm) 270

MCR Output at 60Hz (kw) 2800

Shaft Speed at 60Hz (rpm) 720


Fuel SDOC (g/kwh) 186

Fuels

All oil based fuels must not have a flash point that is less than 60oC. This is to keep in accordance

with the SOLAS Chapter II-2 Part B Regulation 4

“.1 except as otherwise permitted by this paragraph, no oil fuel with a flash point of less than 60oC

shall be used;*”

MARPOL Annex VI Chapter 3 – Regulation 18 also states that Fuel Oil must confirm to certain

standards:

“ Fuel Oil Quality

(1) Fuel oil for combustion purposes delivered to and used on board ships to which this Annex applies

shall meet the following requirements:

(a) except as provided in sub-paragraph (b):

(i) the fuel oil shall be blends of hydrocarbons derived from petroleum refining. This shall

not preclude the incorporation of small amounts of additives intended to improve some

aspects of performance;

(ii) the fuel oil shall be free from inorganic acid;

(iii) the fuel oil shall not include any added substance or chemical waste which either:


12

(1) jeopardizes the safety of ships or adversely affects the performance of the

machinery, or

(2) is harmful to personnel, or

(3) contributes overall to additional air pollution; and

(b) fuel oil for combustion purposes derived by methods other than petroleum refining shall not:

(i) exeed the sulphur content set forth in regulation 14 of this Annex;

(ii) cause an engine to exceed the NOx emission limits set forth in regulation 13(3)(a) of

this Annex;

(iii) contain inorganic acid; and

(iv)

(1) jeopardize the safety of ships or adversely affect the performance of the

machinery, or

(2) be harmful to personnel, or

(3) contribute overall to additional air pollution. “

Due to new regulations in place as of this year, the fuel used on the MAERSK Braveheart will

have to be Ultra Low Sulphur Fuels (LSFO) that are in accordance with the ISO 8217 standards.

IMO Tier III is now mandatory for engines installed on vessels that are constructed after 1st of

January 2016 when operating inside an Emission Control Area (ECA). This means for the MAERSK

Braveheart who will surely be operating in these ECAs it will need to use LSFO. The Tier III

Regulations consists of three main requirements:

1. An 80% NOx-cycle value reduction, compared to the Tier I level

2. A 150% mode cap on each load point in the cycle (the “not to exceed limit”)

3. Tier III applies when operating the engine in a NOx emission control area.

Each of the three requirements is important when we are discussing the fuel regulations for the

fuel purification system. This means that we will need to use new technology necessary for Tier

III engines.

It is believed that the client is looking at fitting a Selective Catalytic Reducer (SCR) to the main

engine. SCR’s meet the IMO Tier III standards and beyond by removing roughly 95% or more of

NOx in the exhaust gas of the engine.


12

Above are how the technology might fit onto the engine.


12

Service Tanks

All the service tanks will conform to Lloyd’s Register standards, Part 5 – Chapter 14 Section 4.18

“4.18 Fuel oil service tanks

4.18.1 A fuel oil service tank is a fuel oil tank which contains only the required quality of fuel

ready for immediate use.

4.18.2 Two fuel oil service tanks, for each type of fuel used on board, necessary for propulsion

and generator systems, are to be provided. Each tank is to have a capacity for at least eight

hours' operation, at sea, at maximum continuous rating of the propulsion plant and/or

generating plant associated with that tank.

4.18.3 The arrangement of fuel oil service tanks is to be such that one tank can continue to

supply fuel oil when the other is being cleaned or opened up for repair “

Sludge Tanks In accordance with MARPOL Annex 1 Chapter 3 – Regulation 12 there shall be sludge tanks fitted:

“1 Every ship of 400 gross tonnage and above shall be provided with a tank or tanks of adequate capacity, having regard to the type of machinery and length of voyage, to receive the oil residues (sludge) which cannot be dealt with otherwise in accordance with the requirements of this Annex, such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.”

These tanks will also adhere to MARPOL Annex 1 Interpretations

“2 When such ships are fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge, the minimum sludge tank capacity (V1) should, in lieu of the above, be: V1 = 1 m 3 for ships of 400 tons gross and above but less than 4,000 tons gross tonnage, or 2 m3 for ships of 4,000 tons gross tonnage and above. “

HFO/LSFO Purifiers

The Seperator units will be able to operate in series but can also be operated as single units

when necessary. This will mean one can work as a purifier and the other can operate as a

clarifier.

For the HFO or LSFO there will be two separator units which will be able to process both fuels

without disrupting the gravity discs in the units.

The units will each individually have a supply pump and a heating unit.

The units will also have individual Emergency Stops and stops outside the room

The Separator units will be self-cleaning. They can have either partial or total discharge options.


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LO Purifier

Like the HFO/LSFO Purifiers there will be two Separator units that should be capable of running

in parallel with one another.

There will be a power isolation switch fitted

There will be individual emergency stops fitted to the units and one emergency stop fitted out

with the purifier room itself.

The Separator’s will have their own supply pumps and heaters.

MDO Purifier There will only be one MDO separator unit.

This unit will have its own separate supply pump

There will be an Emergency stop fitted onto the unit itself and one fitted outside of the purifier

room.

A power isolation switch will need to be fitted to this unit.

This separator unit will not require a heater due to diesel oil not needing a temperature rise for

operation, but if supplied or fitted a bypass will need to be added.

Heaters The heaters required here will be either of the tube or plate type.

The heaters must have the ability to control the temperature of the output within 2 degrees of

the desired value for correct operation.

The heaters will be in accordance with Lloyd’s Register Part 5 Chapter 14 – Section 2.7

“2.7 Heating arrangements

2.7.1 Where steam is used for heating fuel oil, cargo oil or lubricating oil, in bunkers, tanks,

heaters or separators, the exhaust drains are to discharge the condensate into an observation

tank in a well lighted and accessible position where it can be readily seen whether or not it is free

from oil, see Pt 5, Ch 15, 6.4 Heating circuits.

2.7.2 Where hot water is used for heating, means are to be provided for detecting the

presence of oil in the return lines from the heating coils.

2.7.3 Where it is proposed to use any heating medium other than steam or hot water, full

particulars of the proposed arrangements are to be submitted for special consideration.

2.7.4 The heating pipes in contact with oil are to be of iron, steel, approved aluminium alloy

or approved copper alloy, and, after being fitted on board, are to be tested by hydraulic pressure

in accordance with the requirements of Pt 5, Ch 12, 8.1 Hydraulic tests before installation on

board.

2.7.5 Where electric heating elements are fitted means are to be provided to ensure that all

elements are submerged at all times when electric current is flowing and that their surface

temperature cannot exceed 220°C. “


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Pumps There will be relief valves fitted to the pumps in accordance with MARPOL Annex 1 – Section 4.

The pumps will be fitted in a duplex manner.

Valves The valves in the system will need to be clearly marked and made of the correct material in

accordance with Lloyd’s Register Part 5 Chapter 12 – Section 6

“6.1 Design requirements

6.1.1 The design, construction and operational capability of valves is to be in accordance with an

acceptable National or International Standard appropriate to the piping system. Where valves

are not in accordance with an acceptable standard, details are to be submitted for consideration.

Where valves are fitted, the requirements of Pt 5, Ch 12, 6.1 Design requirements 6.1.2 are

to be satisfied.

6.1.2 Valves are to be made of steel, cast iron, copper alloy, or other approved material suitable

for the intended purpose.

6.1.3 Valves having isolation or sealing components sensitive to heat are not to be used in spaces

where leakage or failure caused by fire could result in fire spread, flooding or the loss of an

essential service.

6.1.4 Where valves are required to be capable of being closed remotely in the event of fire, the

valves, including their control gear, are to be of steel construction or of an acceptable fire tested

design.

6.1.5 Valves are to be arranged for clockwise closing and are to be provided with indicators

showing whether they are open or shut unless this is readily obvious. Legible nameplates are to

be fitted.

6.1.6 Valves are to be so constructed as to prevent the possibility of valve covers or glands being

slackened back or loosened when the valves are operated.

6.1.7 Valves are to be used within their specified pressure and temperature rating for all normal

operating conditions, and are to be suitable for the intended purpose.

6.1.8 Valves intended for submerged installation are to be suitable for both internal and external

media. Spindle sealing is to prevent ingress of external media at the maximum external pressure

head expected in service.

Piping The FO piping will be insulated with 20mm of mineral wool which must have a minimum density

of 150kg/m3 and covered with a glass cloth with a minimum areal density of 400g/m3.

ISO Standard 14726-1:2008 states that the piping will be colour coded to correspond with the

content of each individual pipe.

All of the Purification System piping will be in accordance with the Lloyd’s Register Part 5 Chapter

12, this chapter covers the entire piping design requirements.


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Electrical Wiring All electrical cables must be labelled with their corresponding identity code

All electrical cabling must adhere with ISO Standard 14736-1 and IEC standards


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Operating Environment

Inclination of Ship

According to Lloyd’s Register Part 5 Chapter 2, all Main and Auxiliary machinery must operate

satisfactorily in certain sea conditions.

All of the machinery mountings will need to confirm to the Lloyd’s Register Part 5 Chapter 1

standards. Below is the inclination of ships table:

Room Requirements The Room will contain 5 purifying units in total, 2xHFO/LSFO separating units, 2xLO separating

units and 1xMDO separating unit.

The room will have two entrances/exits, not including the emergency exits.

The bulkheads of the room will be of an A-60 standard, this will conform with the regulations

outlined in SOLAS Chapter II – 2

Any tanks with a capacity over 500 litres that contain a combustible liquid will need to be fitted

with quick closing valves. This is in accordance with SOLAS Chapter II-2 Regulation 15

The ambient environment of the room must mean that the machinery and equipment are

capable of operating correctly under certain conditions that are outlined in Lloyd’s Part 5

Chapter 1 – Section 3

Below is the Air environment table:


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Components Arrangement Temperature (oC)

Machinery and Electrical Instillations

Enclosed Spaces 0 to +45

On Machinery Components, Boilers, In spaces Subject to Higher/Lower Temperatures

According to specific local conditions

On the Open Deck -25 to +45

Below is the Water environment table:

Coolant Arrangement Temperature (oC) Sea Water or Charge Air Coolant inlet

to Charge Air Cooler Enclosed Spaces -2 to +32

Lighting All lighting must conform with accordance to Lloyd’s Register Part 6 Chapter 2 – Section 13

“13.2 Lighting - General

13.2.1 Lampholders are to be constructed of flame retarding non-hygroscopic materials.

13.2.2 Lighting fittings are to be so arranged as to prevent temperature rises which overheat or damage

surrounding materials.

They must not impair the integrity of fire divisions.

13.3 Incandescent lighting


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13.3.1 Tungsten filament lamps and lampholders are to be in accordance with Table 2.13.1 Lamps and

lampholders.

13.3.2 Lampholders of type E40 are to be provided with a means of locking the lamp in the lampholder.

13.4 Fluorescent lighting

13.4.1 Fluorescent lamps and lampholders are to be in accordance with Table 2.13.1 Lamps and

lampholders.

13.4.2 Fittings, reactors, capacitors and other auxiliaries are not to be mounted on surfaces which are

subject to high

temperatures. If mounted separately they are additionally to be enclosed in an earthed conductive

casing.

13.4.3 Where capacitors of 0,5 microfarads and above are installed, means are to be provided to

promptly discharge the

capacitors on disconnection of the supply.

13.5 Discharge lighting

13.5.1 Discharge lamps operating in excess of 250 V are only acceptable as fixed fittings. Warning notices

calling attention to

the voltage are to be permanently displayed at points of access to the lamps and where otherwise

necessary “


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Noise Sufficient effort will be taken to insulate the room to keep noise to as little as possible for the

rest of the ship. Although ear defenders will be supplied to anyone working in the room. This is in

accordance with Code of Safe Working Practices for Merchant Seamen 2010

In accordance with “IMO MEPC.1/Circ.833: Guidelines for the Reduction of Underwater Noise

from Commercial Shipping to Address Adverse Impacts on Marine Life” vibration control

measures will be in place to help drop the noise levels from the room.

Ventilation In accordance with SOLAS Chapter II-2 Regulation 4 the purifier room will need ventilation to

prevent accumulation of oil vapour.

“2.2.2 Ventilation of machinery spaces

The ventilation of machinery spaces shall be sufficient under normal conditions to prevent

accumulation of oil vapour”

Also in accordance with SOLAS, because the room is seen as a category a machinery space, it will

have to be adequately ventilated including when the machinery is at full power while in

operation.

The Ventilation Ducts passing through the machinery space bulkheads will be fire insulated to an

A-60 standard in accordance with SOLAS

“2 Ventilation ducts should not pass through machinery spaces unless fire insulated to A-60 class

standard.”


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Fire Regulations

Fire Detection There needs to be a fixed fire detection and alarm system that are in accordance with the SOLAS

Chapter II-2 – Regulation 7 which explains that:

“2 General requirements

2.1 A fixed fire detection and fire alarm system shall be provided in accordance with the

provisions of this regulation.

2.2 A fixed fire detection and fire alarm system and a sample extraction smoke detection system

required in this regulation and other regulations in this part shall be of an approved type and

comply with the Fire Safety Systems Code.

2.3 Where a fixed fire detection and fire alarm system is required for the protection of spaces

other than those specified in paragraph 5.1, at least one detector complying with the Fire Safety

Systems Code shall be installed in each such space.”

“4.2 Design

The fixed fire detection and fire alarm system required in paragraph 4.1.1 shall be so designed

and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces

and under any normal conditions of operation of the machinery and variations of ventilation as

required by the possible range of ambient temperatures. Except in spaces of restricted height

and where their use is specially appropriate, detection systems using only thermal detectors shall

not be permitted. The detection system shall initiate audible and visual alarms distinct in both

respects from the alarms of any other system not indicating fire, in sufficient places to ensure

that the alarms are heard and observed on the navigation bridge and by a responsible engineer

officer. When the navigation bridge is unmanned, the alarm shall sound in a place where a

responsible member of the crew is on duty.”

It must also conform with the FSS Code

Fire Containment In accordance with SOLAS Chapter II-2 Regulation 9 the purifier room will be able to contain a

fire if one was to break out.

“1 Purpose

The purpose of this regulation is to contain a fire in the space of origin. For this purpose, the

following functional requirements shall be met:

1 the ship shall be subdivided by thermal and structural boundaries;

2 thermal insulation of boundaries shall have due regard to the fire risk of the space and

adjacent spaces; and

3 the fire integrity of the divisions shall be maintained at openings and penetrations. “


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Fire Fighting The purifier room will be equipped with fixed firefighting systems and portable firefighting

systems.

The portable firefighting systems will at the least contain two means of firefighting, dry foam due

to the medium that could ignite in the room.

The fixed systems will need to be two out of the following types of systems:

o High Expansion Foam

o Hi-Fog

o Fixed Gas System (CO2)

These systems will be in compliance with SOLAS Chapter II-2 Regulation 10

“1 Purpose

The purpose of this regulation is to suppress and swiftly extinguish a fire in the space of origin.

For this purpose, the following functional requirements shall be met:

1 fixed fire-extinguishing systems shall be installed, having due regard to the fire growth

potential of the protected spaces; and

2 fire-extinguishing appliances shall be readily available.”

The fixed firefighting systems will also be in compliance with Lloyd’s Part 6 Chapter 1 – Section 2,

Chapter 2 – Section 17 and Chapter 4 – Sections 1&2 which all deal with the fixed firefighting

capabilities of sea going vessels.


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Means of Escape The room will have two means of escape due to the room being classed as a machinery space of

category A, this is to be in compliance with SOLAS Chapter II-2 Part D – Regulation 12:

“4.2.1 Escape from machinery spaces of category A

Except as provided in paragraph 4.2.2, two means of escape shall be provided from each

machinery space of category A. In particular, one of the following provisions shall be complied

with:

1 two sets of steel ladders, as widely separated as possible, leading to doors in the upper part of

the space, similarly separated and from which access is provided to the open deck. One of these

ladders shall be located within a protected enclosure that satisfies regulation 9.2.3.3, category

(4), from the lower part of the space it serves to a safe position outside the space. Self-closing

fire doors of the same fire integrity standards shall be fitted in the enclosure. The ladders hall be

fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing

points. The enclosure shall have minimum internal dimensions of at least 800mm x 800mm, and

shall have emergency lighting provisions; or

2 one steel ladder leading to a door in the upper part of the space from which access is provided

to the open deck and, additionally, in the lower part of the space and in a position well separated

from the ladder referred to, a steel door capable of being operated from each side and which

provides access to a safe escape route from the lower part of the space to the open deck.”

Included in the means of escape is the fact that the room will have emergency breathing

apparatus available if a fire were to break out with personnel inside, this is in compliance with

SOLAS Chapter II-2 Part D – Regulation 13:

“4.3 Emergency escape breathing devices

4.3.1 On all ships, with in the machinery spaces, emergency escape breathing devices shall be

situated ready for use at easily visible places, which can be reached quickly and easily at anytime

in the event of fire. The location of emergency escape breathing devices shall take into account

the layout of the machinery space and the number of persons normally working in the spaces.*”


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Maintenance It is to be noted that there should be a provision to be made for the maintenance and inspection

of any and all equipment and technical systems that could cause any hazardous situations if

there were to be any operational problems leading to failure.

Once the components of the systems are chosen, each component must have its maintenance

requirements included into the ships planned maintenance schedules.

On top of the manufacturers planned maintenance, it would be deemed wise that the company

set their own Safety Management System (SMS) to provide them with detailed procedures in the

isolation or preparation of this machinery or system that is requiring maintenance.

The reason for this is because the safety of personnel and the protection of the environment.

The inspection, testing and maintenance of any or all safety relief devices must also be included

in the planned maintenance.

All Lifting equipment in the room will conform to the regulations set out in the Lloyd’s register

Code of Lifting Appliances in a Marine Environment

The spacing between the machinery should also be following the guidelines set by Lloyd’s

Register Part 5 Chapter 1 – Section 4 which states that:

“4.1.1 Accessibility, for attendance and maintenance purposes, is to be provided for machinery

plants.”


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Regulations and Standards It is important to note the regulating bodies and works cited within this booklet, for further referencing

or studying to be made for the project by the project team. Below are the regulatory bodies cited in this

booklet:

SOLAS

MARPOL

Lloyd’s Register

IMO

ISO


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Bibliography Websites Used:

www.alfalaval.co.uk


https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/282659/coswp2010.pd

f




file:///C:/Users/Steven/Downloads/Rules_and_Regulations_for_the_Classification_of_Ships.pdf



Books Used:

SOLAS Consolidated Edition, 2014

Maritime and Coastguard Agency, 2015, International Management Code for the Safe Operation of Ships

and for Pollution Prevention

Taylor, D.A, 1996, Introduction to Marine Engineering, 2nd edition, Oxford, Butterworth- Heinemann











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Abbreviations

COGC – City of Glasgow College

FSS Code – International Code for Fire Safety Systems


IEC – International Electro technical Commission

IMO – International Maritime Organisation

ISO – International Organization for Standardization

LO – Lube Oil

LSFO – Ultra Low Sulphur Fuel Oil

MARPOL - International Convention for the Prevention of Pollution from Ships


MDO – Marine Diesel Oil

SDOC – Specific Diesel Oil Consumption

SFOC – Specific Fuel Oil Consumption
