Marine Oily Handling Devices and Pollution Prevention

Chapter 1 Lesson 6

Oil Fuel Transfer

1.6 Oil fuel transfer

Oil fuel transfer arrangements provide for receiving stations at an upper deck level, port and starboard, furnished with valves, elbows, pressure gauges, filters and relief valves.

1.6 Oil fuel transfer

From these receiving stations, the oil flows to double-bottom, peak or deep bunker tanks and can be transferred from forward to aft and from port to starboard (and vice versa) and from settling to service tanks via filters, separators and clarifiers, thence to boilers or engines.

S
SETTLING TANK D.OIL SERVICE TANK D.OIL SETTLING TANK H.OIL SERVICE TANK H.OIL SERVICE TANK H.OIL BOILER TANK A

SELF CLOSING COCK DECK CONTROLLED VALVE ALARM PURIFIER CLARIFIER S.D.N.R. VALVE SCREW LIFT VALVE

P. C.

TO BOILER A HEATER C.O. CHEST D.O H.O P. D.O H.O P. H.O .P. H.O C H.O ..P. H.O C. HEATER A HEATER HEATER DUPLEX FILTER D.O. H.O. T.

DIESEL OIL HEAVY OIL THERMOMETER POCKET

TO OVERFLOW TANK TRANSFER PUMPS

D.O
DUPLEX STRAINERS

H.O DUPLEX FILTERS TO GENERATOR OILY BILGE OVERBOARD

HEATER

DRAIN TANK

TO MAINENGINE

1.6 Oil fuel transfer

The flash point (closed test) should be above 65; DO should not be heated to more than 51 for settling or purification; if necessary, this may be increased to a figure 20 beneath its known flash point. Settling tanks must have thermometers and the sounding arrangements must be proof against accidental egress of oil.

1.6 Oil fuel transfer

Drain cocks must be selfclosing and the outlet valves should be capable of being closed from safe positions outside the engine room. In passenger ships, this applies also to suction and leveling valves on deep tanks.
S
SELF CLOSING COCK DECK CONTROLLED VALVE

SERVICE TANK H.OIL

Drain To valve engine

1.6 Oil fuel transfer

Overflow pipes and relief valves not in closed circuit must discharge to an overflow tank having an alarm device, the discharge being visible. Tank air pipes must have 25% more area than their filling pipes and should have their outlets situated clear of fire risks. They should also be fitted with detachable wire gauze diaphragms. Provision should be made for stopping oil fuel pumps from outside the machinery spaces.

1.6 Oil fuel transfer

From the filling stations, pipes descend to the oil fuel mains. These will probably be two pipes, one for heavy oil and one for diesel fuel. They extend forward and aft in the engine and boiler rooms, possibly extending along the shaft tunnel, and in some ships, a forward pipe tunnel.

1.6 Oil fuel transfer

These connect to the fuel transfer pumps and to distribution valve chests, from which pipes run to the fuel tanks. Water ballast is also sometimes carried in these tanks and the chests are arranged so that they cannot be connected to oil and ballast mains at the same time (old tanker). Midship tanks have center and wing suctions; the forward and aft peak, and keep tanks have center suction only.

1.6 Oil fuel transfer

Transfer pumps draw from the oil mains, from overflow and drain tanks and from the oily bilges parts of the engine and boiler room bilges separated from the remainder by coamings - to which oil spillage is led. The pumps discharge to settling tanks, the oily water separator and the oil mains.

1.6 Oil fuel transfer

In passenger ships, it must be possible to transfer oil from any tank to any other tank without use of the ballast main, so that two oil mains are required. In cargo ships, the ballast pump may act as standby transfer pump, in which case they must be interconnected; alternatively, a diesel oil transfer pump may be the standby. Detail and arrangement will vary with the size, type and trade of the ship.

1.6 Oil fuel transfer

In steamers, the fuel is heated in the settling tanks by steam coils, to assist water separation, and is then taken to the burners through heaters and filters by the oil fuel pressure pumps. In motorships, after settling in a similar manner the heavy fuel passes through heaters to two separators in series, the first removing the water and most of the solids in suspension; the second, called a clarifier, removes the finer solids remaining.

1.6 Oil fuel transfer

The separators, usually having their own pumps, deliver the clean oil to one of two service tanks in turn, from which the oil passes to the engine service pumps and so to the injection pumps, through further heaters. Diesel fuel is treated similarly but more simply, with a single stage of separation and no heating. Sludge from separators passes to a tank, from which it is removed by a pump capable of handling high-viscosity matter.

HEATER

H.O ..P.

1.6 Oil fuel transfer

It may be mentioned here, because it is not always understood, that fuel is heated for combustion, not to raise its temperature but to bring it to a viscosity acceptable to the injectors or burners.

Fuel pumps

Engine
mu

Diesel engines consume Heavy Fuel Oil (HFO), Marine Diesel oil (MDO) or Intermediate Fuel Oil (IFO).

Fuel pumps
S

Engine

HFO is a residual oil that is made suitable for driving Diesel engines by adding certain flammable substances. MDO is a high-grade fuel of low viscosity that is used when the vessel is manoeuvring.

Modern Diesel engines are run on IFO, a fuel whose grade lies between that of HFO and MDO.

From the Heavy Fuel Oil bunkertank the preheated fuel is led to the settling tank.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

In the settling tank water and impurities are separated from the fuel and drained off.

Settling tank
Drain-valve

HFO

HFO

MDO

Fuel pumps
s

Engine

From the settling tank the fuel is led through a heater to preheat the fuel.

HFO

HFO

MDO

Fuel pumps Engine

From the heater the fuel is led through a separator (purifier / clarifier) to purify the fuel.

HFO

HFO

MDO

Fuel pumps Engine

From the separator the fuel enters the daily service tank for HFO.

HFO

HFO

MDO

Fuel pumps
sound

Engine

There are two daily service tanks, so that one tank may be used while the other is being filled.

Daily service tank

Daily service tank

HFO

HFO

MDO

Fuel pumps
sound

Engine

From the daily service tank the fuel is pumped to a heater by the low pressure fuel pump
(or booster pump).

HFO s

HFO

MDO

Fuel pumps Engine

From the heater the HFO is passed through a viscosity regulator .

HFO

HFO

MDO

Fuel pumps Engine

From the viscosity regulator the fuel is passed through a fuel strainer , which filters the fuel.

HFO

HFO

MDO

Fuel pumps Engine

From the fuel strainer the oil is led to the fuel pumps in the engine.

HFO

HFO

MDO

Fuel pumps
sound

Engine

Diesel oil is used for manoeuvring stored in the MDO bunkertank.

and is

HFO

HFO

MDO

Fuel pumps Engine

After the DO has been pumped up from the bunkertank, the fuel passes through a purifier .

HFO

HFO

MDO

Fuel pumps Engine

From the purifier the DO enters the DO storage tank.

HFO

HFO

MDO

Fuel pumps
s

Engine

From the DO service tank the fuel is led to the high-pressure fuel pumps in the engine.

HFO

HFO

MDO

Fuel pumps
s

Engine

A mixing tank is used for a gradual transition from HFO to DO.

HFO

HFO

MDO

Fuel pumps
sound

Engine
Mixing tank

The mixing tank, or buffer tank, can hold a quantity of fuel which will be circulated and led to the engine.

HFO

HFO

MDO

Fuel pumps
Buffer tank (Circulating tank)
sound

Engine

The hot fuel fumes can escape through the air vent in the mixing tank.

HFO

HFO

MDO

Fuel pumps
s

Air vent

Engine

HFO is a residual oil that is made suitable for driving Diesel engines by removing certain flammable substances.
..because:

MDO is a low-grade fuel of high viscosity that is used when the vessel is manoeuvring.
..because:

Modern Diesel engines are run on IFO, a fuel whose grade lies between that of HFO and MDO.

From the Heavy Fuel Oil bunkertank is led to the settling tank.

the fuel

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

..because:

In the settling tank the fuel is drained off after it has been separated from water and impurities.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

..because:

From the settling tank the fuel is first led through a purifier and then through a separator.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

From the separator the fuel enters the daily service tank.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

..because:

There are two daily service tanks: one to preheat the fuel, the other to purify the fuel.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

From the daily service tank the fuel is pumped to a heater by the booster pump.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

..because:

From the heater the HFO is passed through a separator .

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

..because:

A fuel strainer

preheats and filters the fuel.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

..because:

From the fuel strainer the oil is led to the low pressure fuel pumps in the engine.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

10

..because:

Diesel oil is used for manoeuvring and is stored in three daily service tanks.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

11

After the DO has been pumped up from the bunkertank, it is passed through a purifier.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

12

..because:

From the purifier the DO enters the settling tank.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

13

..because:

From the DO service tank the fuel is led through a separator, heater, viscosity controller and strainer to the fuel pumps in the engine.

Settling tank

HFO

HFO

MDO

Fuel pumps Engine

14

..because:

A mixing tank is used to drain off water and impurities from the fuel.

Settling tank

HFO

HFO

MDO

Mixing tank

Fuel pumps Engine

..because:

The hot fuel fumes can escape through the air vent into the mixing tank.

Settling tank

HFO

HFO

MDO

Mixing tank

Fuel pumps Engine

sound

16

1.8 Bilge and ballast

The essentials of the bilge and ballast system are simple . They consist of a bilge main in the engine room which is connected to one or more pumps and, also to the hole, tunnel and machinery space bilges by suitably placed valves; the pumps discharge overboard . A ballast main is similarly connected to a pump, the sea and to ballast tanks; the pump discharging overboard or to deep and peak tanks through the ballast main.

1.8 Bilge and ballast

In practice the use of oil fuel with the attendant need to retain the oil when discharging overboard, the need to provide adequate services in the event of breakdown or casualty without unreasonable duplication and to avoid accidental flooding, have all given rise to some elaboration of the system. Figure 1.7 is a diagrammatic arrangement showing bilge, ballast and oil-fuel filling.

Figure 1.7 diagram of bilge, ballast and oil fuel filling