F 0504 1989 Explanatory note

JIS F 0504-1989

Application and setting pressure of relief valves for ships’ machinery - Explanatory note

1. Purpose of constitution Since relief valves are equipped for safety of machinery and smooth
operation, valves shall have constitution and performance with sufficient reliability. However, some relive
valves that are equipped in engines had many design faults. Even if appropriate valves were equipped, wrong
pressure adjustment often caused damage to important devices, putting them out of commission in the past.
This is caused by user negligence, but it should also be recognized that valves have serious defections
regarding design, which has problems on safety and does not serve the purposes of equipping relief valves.
This standard was constituted to make some references so that relief valves can attain its objectives.

2. Progress of constitution and revision, and content of revision

2.1 Progress of (main) constitution and revision
Constitution Body or company that Work committee in charge of the Special deliberation Dates of
and revision prepared a draft draft committee, constitution
Japanese Industrial
Standards Committee
Constituted Kanto district committee, Ship engine design September 21,
1951 Engine department, special committee, 1951
—
Japan Marine Industry Standards Ships department
Association
Revised 1973 Engine design committee, August 1, 1973
— Engine department, Ditto
Marine JIS Association
Revised 1976 Japan Marine Standards August 1, 1976
— Ditto
Association
Revised 1989 Sumitomo Heavy Engine design committee Ships department, February 10,
(this time) Industries, Ltd. (Chairman: Tetsuji Ishikawa) Ship engine design 1989
Engine department, special committee
Japan Marine Standards (Details are omitted.)
Association
2.2 Content of revision
2.2.1 1973 Revision
(1) Steam reciprocal engine are eliminated because they are hardly used.
(2) Adjusting pressure of relief valves in crank case of diesel engines is set to be 0.1 kgf/cm2 {0.01 MPa}
after deliberation about engines in use.
Since it is difficult to indiscriminately determine which engines should be equipped with relief
valves because the rules of classification societies specifies many rules for easing conditions, a comment
is provided in remarks that “it is desirable for engines with a cylinder bore 250 mm or more to be
equipped with relief valves.”
(3) Maximum relief pressure of cylinder head or delivery port of air compressor shall not exceed 110% of
design pressure. However since it seems to be difficult to determine adjusting pressure within a range of
10%, adjusting pressure is not determined, putting a comment “Max. relief pressure shall not exceed
110% of design pressure.”
(4) Auxiliary condensers (atmospheric type) are not actually equipped with relief valves when the condensers
have air relief valves or air relief valves of cascade tank can be used. Since it is considered that this
condition can meet requirements appropriately, it is determined that an escape valve may be omitted if the
air relief valve is fitted and it was mentioned in Remarks.
Adjusting pressure is raised to 0.5 kgf/cm2 {0.05 MPa} from 0.2 kgf/cm2 {0.02 MPa} according to
the situation.
(5) It is desirable that a fresh water heater is equipped with relief valves and it is actually equipped by every
shipbuilder. Therefore, a new item is specified.

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 F 0504: 1989 Explanatory note
2.2.2 1976 Revision Since it was decided in April 1974 that International System of Units (SI) that is
specified in JIS Z 8203 (SI units and recommendations for the use of their multiples and of certain other units)
is adopted in JIS, relevant values in accordance with SI are mentioned in parenthesis{ } as reference after
relevant values in accordance with the previous system of units as shown in Remarks in Scope(text). An
equivalent value shown in unit of pressure kgf/cm2 is mentioned with MPa (1 kgf/cm2 = 0.0980665 MPA) and
the standard form, letters and phrases therein were corrected.
2.2.3 This 1989 Revision
(1) Standard name is changed from “Application and adjusting pressure of relief valves for ships’
machinery” to” Application and setting pressure of relief valves for ships’ machinery”.
(Reason)
It is considered that there is no clear difference between adjusting pressure and setting pressure
in their meanings. However, as “adjusting” implies that pressure of relief valves is or can be
adjusted, it can be understood that there are some pressures or pressure have a range.
If setting pressure is used, it may be understood that there is just one pressure and that relief
valves whose pressure is set to be the setting pressure shall be fitted. Therefore, since a result that
this description is more appropriate to the standard was obtained, “adjusting pressure” used in some
places is changed to “setting pressure”.
Expression in English also is changed from “adjusting pressure” to “setting pressure”.
(2) Setting pressure of relief valve for cylinder head of diesel engine is corrected from “Shall not exceed
130% or less of max. pressure” to “Shall not exceed 140% or less of max. pressure”.
(Reason)
Attached document [9] 2. (1) (Internal combustion engine) of Marine machinery rules (JG)
says that relief valves that are fitted to a cylinder shall be adjusted to operate by pressure 140% or
less of maximum pressure in cylinder at maximum continuous output.
Nippon Kaiji Kyokai (NK) D.2.3.2 (Relief valve of cylinder) says that a cylinder of diesel
engine with cylinder bore of 230 mm or more shall be fitted with relief valves that are adjusted to
release air at 140% or less of the maximum pressure in cylinder at maximum continuous output and
has no fear of harming the user.
IACS, Requirement concerning Machinery Installations M. 1 says that “Each engine cylinder
having a bore exceeding 230 mm must be fitted with a relief valve loaded to not more than 140%
above combustion at maximum continuous output.”
No rules directly refer to 130%. Therefore, 140% used in these rules is determined to be used.
(3) The item for relief valve of crank case of diesel engine is revised as follows in accordance with
81SOLAS (International Convention for the Safety of Life at Sea), Marine machinery rules and Rules of
classification societies.
Setting pressure is corrected from 0.01Mpa to 0.02MPa.
Criterion for fitting in Remarks is corrected from “It is recommended that diesel engines with a
cylinder bore 250 mm or more is fitted with.” to “For diesel engines with a cylinder bore 200 mm or
more, or with the crank case in a volume0.6 m3 or more.”
(4) Setting pressure of relief valve for reducing valve is corrected from “110% of design pressure” to “110%
to 120% of design pressure”.
Though reducing valve operates to reduce and control pressure to obtain the predetermined second
pressure from the first pressure, the second pressure is not constant, and changes within a certain range.
This range that is called reducing valve operation range is about ±5% of the predetermined second
pressure.
Though the setting pressure of relief valve is determined in consideration of this figure, the
conditions with the conventional 110% are very severe for some relief valves.
It is judged that there is no problem in extending to 120% in actual operation. This range is the
same as that of JMSO 516 Marine machinery department, Application of safety relief valve.
(5) Transfer to the second stage of International System of Units (SI) is conducted. However, relevant values
in accordance with the previous units are still mentioned in parenthesis { }.

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F 0504 1989 Explanatory note
3. Outline and content of the standard
3.1 Content of standard
(1) Location of valve shall be determined only for general devises equipped on ship and in special cases it
shall be determined in accordance with this.
(2) Setting pressure (pressure at which the valve begins to open) shall be the requisite minimum in
consideration with pressure change at actual use and tightness of valve affected by vibration etc. against
design maximum pressure.
(3) Valves that require pressure adjustment by oil feed pump or pumps similar to it in accordance with actual
condition of use were excluded in this standard because it is not common.
(4) Standard for application of relief valve and setting pressure is determined in consideration with the rules
for steel ships of Marine safety rules, Nippon Kaiji Kyokai and other rules. However as in some cases it
may be difficult to follow this standard for a certain engine construction or some devices, sufficient
deliberation is required for application.
3.2 Matters in dispute in the second revision (1957) It is desired that closing pressure as well as
adjusting pressure are standardized. Since a range of closing pressure is specified for boiler safety valves and
attention is paid to the construction, closing pressure is precise. Though such precise closing is not required,
reference of a range of closing pressure may be specified also for escape valves in accordance with the fitted
location. In some actual cases, closing of escape valves is not so good that they are closed. This matter should be
deliberated.
Some discussion is conducted regarding this matter to specify closing pressure in any way if possible,
because it is necessary for safety of machinery and smooth operation as mentioned in the purpose of constitution.
However, since different performance of escape valves is required by type of devices and fitted location, it is
very difficult to determine closing pressure generally. So it is decided that the performance is not specified on
the assumption that it is determined for each relief valve.
3.3 Matters in dispute in the third revision (1973)
(1) Though there is an opinion that “to fit a relief valve to a cooling system (or main pipe to jacket) of main
engine or diesel engine shall be specified”, this is not realized because it is hardly possible that pressure
rose judging from the performance of the pump.
(2) Though it is specified for every classification that a relief valve should be fitted to air compressor crank
case whose volume exceeds 0.6 m3, it is not mentioned here because large scale air compressor like that
are no longer used in the engine room.
(3) Since auxiliary condenser (vacuum type) is often equipped with protecting devices before the condenser,
a relief valve is not required to be fitted. Therefore this was not mentioned here.
(4) Adjusting pressure of a relief valve of oil heater is specified to be 110% of the design pressure. However,
since LR and NV specifies that adjusting pressure of a relief valve of fuel oil heater should exceed
adjusting pressure 3.5 kgf/cm2 (0.34 MPa) of a relief valve of pump, attention shall be paid when
installing.
(5) Though there are many controversial matters about adjusting pressure of relief valve of pump also in the
previous revision, it is determined that values that Japanese Marine Equipment Association uses as
standard be adopted.
(6) Though there is an opinion that relief valve should be told from safety valve, some of them cannot be
distinguished and it is not necessary to distinguish them. Therefore, they are specified as relief valves
including valves like safety valves on the assumption that it is subject to specification of JIS B 0100
(Glossary of terms for valves).
(7) There is a question that this standard is for devices or for adjusting pressure. This standard is for both of
them and both of fitting location and adjusting pressure are specified herein.
(8) A table of specifications for relief valve fitting in Marine machinery rules (JG) and typical 5 rules of
classification associations (NK, NV, LR, AB and BV) is made and attached as Table (explanatory
note) for convenience.

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 F 0504: 1989 Explanatory note
3.4 Matters in dispute in the fifth revision (1989)
(1) Table (explanatory note) of Marine machinery rules and Rules of classification associations that is
attached to this explanatory note in the third revision (1973) is deleted because it cannot follow
development of rules and other reasons.

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