Saturday, August 30, 2008
Friday, August 29, 2008
H. Prosperity
Hellespont Prosperity crude oil tanker ship a GT 42,000. A China made ship, manned by all filipino crews. Photo taken after drill exercises, me and my fellow officers, from Left C/E, 2/O, 3/O, 3/E, 2/E, & 4/E. At the front Master Roel Codilan.Engine Room Drill
A fire drill scenario at engine room purifier room. 3 Crews wearing breathing apparatus. The drill is carried every weekend for the familiarization of the crews on baord, like steering gear manual operations, lifeboat launching operations, emergency generator start operation and etc.
Standby for berthing
The crews standby for manuevering to alongside in Mexico port. Were loading oil about 2 days and bring her cargo at USA soil.
Monday, August 25, 2008
Aruba Boys
This was taken last July 22, 2008 in Valero Refinery in Aruba Island, while the ship is loading oil, me and the rest of the crew had a night's out, strolling within the island.Sunday, August 24, 2008
Incinerator waste oil burner
Incinerator fixed in every ship a designed to burned waste rugs, wast oil & etc. Used oil is prohibited to overboard in sea water to prevent oil pollution. This Teamtec Incinerator can burned oil about more than 50 liter an hour.
International and National Rules Concerning Oil Tanker.
The International Maritime Organization is a specialized agency of the United Nations which is responsible for measures to improve the safety and security of international shipping and tp prevent marine pollution from ships. It also is invloved in legal matters, Including liability and compensation issues and the facilitation of international maritime traffic. It was established by means of a Convention adopted under the auspices of the United Nations in Geneva on 17 March 1948 and met for the first time in January 1959. It currently has 164 member States. It has drawn up the following conventions among others:
1. SOLAS - International Convention for Safety of Life at Sea 1974, and
2. MARPOL - International Convention for the Prevention of Pollution from ships 1973/78.
The SOLAS and MARPOL directly effects the Construction, Equipment and Operation of Oil Tanker. Regulations pertaining to these aspects of tankers recommended by these conventions which become International Regulations are incorporated in the National laws by countries party to the Conventions and thus becomes statutory for that country.
Oil tankers are affected by SOLAS and MARPOL either through their National Laws or through the laws of the Port States. All tanker ships therefore has to comply with the said laws and proof of such compliance is through Certifications.
1. Compliance with the Structural Requirements by SOLAS 74 is certified by means of the Cargo Ships Safety Construction Certificate with the Oil Tanker Supplement.
2. Compliance with the Equipment Requirements of SOLAS 74 is certified by means of the Cargo Ships Safety Equipment Certificate with the Oil Tanker Supplement.
3. Compliance with Construction and Equipment Requirements of MARPOL 73/78 is certified by the International Oil PollutionPrevention Certificate with Supplement B.
Flag states are responsible for issuing these Certificates, but may hire or appoint other agencies to issue these Certificates on their behalf.
Master is responsoble for the Operational Requirements. Master of tanker ships must have a thorough understanding of all procedures for safe and pollution-free operations. Requirements for operation of ship's equipment are followed best by adhering to recommandations of the makers or manufacturers through the Manual of Operations supplied by them.
In many ports, oil tanker operations are governed by local regulation. Some ports have stringent regulations than others.
Each state has the right to legislate and enforced legislations on its own territory subject to other soverignties and international law.
Member States signatories to the convention are given authority and power to enforced the regulations and recommamndation by IMO.
Port authorities therefore may verify compliance with SOLAS<>
For a number of reasons, Oil tankers can cause marine or coastal pollution. Cleaning of oil pollution can be very costly.
Saturday, August 23, 2008
TERMS & DEFINITIONS
DWT = total amount of cargo plus crew, fuel, water & stores that a vessel can carry when fully loaded expressed in long tons (2,240 lbs).
Light Ship = weight in long tons minus cargo, crew, fuel, stores and ballast; meaning the ship is totally empty.
Lightening = discharging or throwing overboard some of the cargoes to lighten the weight of the ship.
Lightering = STST of cargoes between two ocean going vessels.
Thieving = measuring the volume of water underneath of the oil by lowering a metal rod or tape smeared with litmus paste which changes color when contacted by the water but is not affected by the oil.
Ullage = depth of free space from the overhaed to the surface of the cargo/liquid.
Innage = the volume of cargo/liquid inside the tank.
Hogging = a ship is loaded heavily at her ends causing the middle to bend upward and Sagging is too much load in the middle causing the ship to bend downward.
Combustible Gas Indicator (Explosimeter) = an instrument used in measuring the composition of hydrocarbons mixed with air in percentage of the lower flammable range/limit. Not effective when O2 is very low.
Bonding = connecting together of metal parts to insure electrical continuity.
Stripping = final operation in pumping bulk liquid from a tank or pipeline during discharge operations.
Torch (Flashlight) = a battery operated hand lamp approved by competent authority for use in a flammable atmosphere.
Flashpoint = The lowest temperature in which a liquid gives off sufficient gas to form a flammable gas mixture near the surface of the liquid. When a spark or heat is introduced it will burn/flash but only across the surface of the liquid.
Gas Free = A tank, compartment or container is gas free when sufficient fresh air has been introduced to lower down the level of any toxic, flammable ot inert gas to a specific purpose like hot works or entry.
Inert Gas = a gas or a mixture of gases such as flue gas containing insufficient oxygen to support combustion.
Venting = gas/gases being released from the cargo tanks or enclosed spaces.
Ventillation = air entering into the tanks or enclosed spaces.
Interface Detector = an electrical instrument used in detecting the boundary between oil and water.
Loading Overall = loading of cargo or ballast "over the top" through an open ended pipe or hose entering a tank through a hatch or other deck openings resulting in the free fall of the liquid.
Pour Point = the lowest temperature at which a petroleum oil will remain liquid/fluid.
Topping Off = operations of completing the loading to a required ullage.
Topping Up = (Purging) = putting additional inert gas into a tank which is already in an inert condition to lower down further the oxygen or increases the pressure to prevent the entry of air into the tanks.
Light Ship = weight in long tons minus cargo, crew, fuel, stores and ballast; meaning the ship is totally empty.
Lightening = discharging or throwing overboard some of the cargoes to lighten the weight of the ship.
Lightering = STST of cargoes between two ocean going vessels.
Thieving = measuring the volume of water underneath of the oil by lowering a metal rod or tape smeared with litmus paste which changes color when contacted by the water but is not affected by the oil.
Ullage = depth of free space from the overhaed to the surface of the cargo/liquid.
Innage = the volume of cargo/liquid inside the tank.
Hogging = a ship is loaded heavily at her ends causing the middle to bend upward and Sagging is too much load in the middle causing the ship to bend downward.
Combustible Gas Indicator (Explosimeter) = an instrument used in measuring the composition of hydrocarbons mixed with air in percentage of the lower flammable range/limit. Not effective when O2 is very low.
Bonding = connecting together of metal parts to insure electrical continuity.
Stripping = final operation in pumping bulk liquid from a tank or pipeline during discharge operations.
Torch (Flashlight) = a battery operated hand lamp approved by competent authority for use in a flammable atmosphere.
Flashpoint = The lowest temperature in which a liquid gives off sufficient gas to form a flammable gas mixture near the surface of the liquid. When a spark or heat is introduced it will burn/flash but only across the surface of the liquid.
Gas Free = A tank, compartment or container is gas free when sufficient fresh air has been introduced to lower down the level of any toxic, flammable ot inert gas to a specific purpose like hot works or entry.
Inert Gas = a gas or a mixture of gases such as flue gas containing insufficient oxygen to support combustion.
Venting = gas/gases being released from the cargo tanks or enclosed spaces.
Ventillation = air entering into the tanks or enclosed spaces.
Interface Detector = an electrical instrument used in detecting the boundary between oil and water.
Loading Overall = loading of cargo or ballast "over the top" through an open ended pipe or hose entering a tank through a hatch or other deck openings resulting in the free fall of the liquid.
Pour Point = the lowest temperature at which a petroleum oil will remain liquid/fluid.
Topping Off = operations of completing the loading to a required ullage.
Topping Up = (Purging) = putting additional inert gas into a tank which is already in an inert condition to lower down further the oxygen or increases the pressure to prevent the entry of air into the tanks.
Mexico Port
The ship leaving in Mexico after loading oil then proceed to Houston Texas, USA for discharging her cargo.
ASSOCIATED MARINE OFFICERS AND SEAMEN'S UNION OF THE PHILIPPINES
AMOSUP Training Center
THE AMOSUP Training Center was established in 1972 to meet the following objectives:
AMOSUP Training Center
THE AMOSUP Training Center was established in 1972 to meet the following objectives:
> To provide job-oriented upgrading courses free-of-charge to the AMOSUP members as well as to other Filipino seafarers to augment their skills and competence, and increase their acceptability for employment in the International Fleet.
> To serve as a Marine Graduate Institution to supplement and upgrade the training of Licensed Deck and Engine Officers, and special technical courses for non-licensed Ratings and other IMO requirements mandated in the STCW-78
> To improve the image of the Philippines as a modern maritime country with the highest quality trained seamen.
> To transfer technnology in the field of Maritime education and the shipping industry.
The AMOSUP Training Center is well equipped with state-of-the-art equipment, instruments and laboratories.
Qualified Members:
> Active Members
> Inactive Members
Requirements:
For Members:
> AMOSUP ID Card
Bring these requirements to the Registrar's Office at the AMOSUP Training Center, and make inquities on the schecdule of classes.
Benefits:
Qualified members or dependents may enroll in a course of their choice free-of-charge except for board & lodging. Filling out an application form is required. The courses offered at the AMOSUP Training Center are the following:
> Basic Safety Training with Personal Safety & Social Responsibility
> Ratings Forming Part of Navigational Watch
> Ratings Forming Part of Engineering Watch
> Radar Navigation, Radar Plotting and Use of ARPA
> Radar Simulator Course
> Radar, ARPA, ARPA Bridge Teamwork and Search and Rescue
> General Operator's Course for GMDSS
> Electronic Chart Display and Information System
> Ship Simulator and Bridge Teamwork
> Engine Room Simulator
> Medical Emergency First Aid
> Ship Security Officer
> Shore-based Fire-fighting
> General tanker Familiarization
> Fire Fighting and Prevention
> Fire Fighting and Prevention (LPG Fire)
> Free Fall Lifeboat Familiarization
> Free Fall Lifeboat Coxswains Course
> Bridge Equipment Familiarization and Watch Keeping
> Bridge Equipment and Watch Keeping with Shipboard Orientation aboard T/S Kapitan Felix Oca
> Engine Room Equipment Familiarization and Watch Keeping with Shipboard Orientation aboard T/S Kapitan Felix Oca
> Chef's Course (under the provisions of ILO Convention for ship's Cook (C69-1946)with IFS Certification
AMOSUP Training Ship
T/S Kapitan Felix Oca
In 1997, AMOSUP acquired the training ship M.V. Seiun Maru form the Ministry of Transport of Japan. Renamed T/S Kapitan Felix Oca. It is now registered under the Philippine falg. The training ship is wher theory is put into practice by the cadets of the Maritime Institute of Asia and the Pacific, the students of the AMOSUP Training Center and other maritime schools.
The T/S Kapitan Felix Oca is a 5,000 GWT dedicated training ship capable of accommodating up to 180 cadets at any given time, and is the only one of its class in the Philippines. Aside from comprehensive standard navigation equipment, the ship is equipped with the following:
> Automatic Radar Plotting Aid (ARPA)
> Electronic Chart Display System (ECDICS)
> Global Maritime Distress Safety System (GMDSS)
On board course are conducted in compliance with the IMO's training standards.
Sailor's Home - Intramuros and Cebu
Backgound:
the Sailor's Home program began in 1978 to provide temporary residence for AMOSUP members who are waiting to go on baord, or have disembarked and are on their way home to the province. Today, it is located in Intramuros and Cebu and can accommodate a total 160 qualified members in fully airconditioned dormitory-style rooms.
Qualified Members:
> Active and Inactive Members
Priority is given to active bonafide members who are:
> domiciled in the provinces
> first time users of the Sailor's Home
> about to embark or have just disembarked
Requirements:
> AMOSUP ID Card
> Proof of line-up or disembarkation (Seaman's book, dispatch slip, allotment slip, etc)
> Accomplished Request for Sailor's Home, Registration Form, Conforme and Accountability
Procedure for Application for Use of Sailor's Home:
> Verify availability of bed space with Sailor's Home front desk
> Secure application form from Seamen's Center or Sailor's Home and accomplish accordingly
> Submit the application form and requirements to the AMOSUP Administrative offica at the Seamen's Center for approval
> Upon approval of application, proceed to Sailor's HOme for registration
> Sailor's Home requires members to deposit luggage except for daily needs, it will be kept in assigned lockers
> Linens, towels, bed number, locker keys and breakfast stubs will be issued to the member
> Member will be briefted on House Rules
Should a member arrive from the province or abroad after working hours, he may still avail of the Sailor's Home if there is available space. He may proceed directly to the Sailor's Home as long as all the requirements are submitted immediately to the Sailor's Home administration, and the application processed the next day.
If the Sailor's Home is fully booked, a member may be placed on reservation for a future date. All reservations must be honored precisely at the agreed check-in-time. If a member is not precent at the designated time, his slot will be given to a member on wait list. Members who will not use their reservations are required to inform the Sailor's Home administration.
Benefits:
Occupants are entitled to the following, free-of-charge
> Bed space with linens
> Bath and toilet facilities
> Locker space
> Breakfast at the Cafeteria and Lounge
These benefits are available to all occupants based on the following terms and conditions:
> Lenght of stay-maximum 15 consecutive days subject to extension but not exceeding 30 consecutive days. Request for extension may be approved by the AMOSUP administrative Secretary on condition that no other bonafide appliacnt member is more needy of the benefit, and occupancy of Sailor's Home is not full
> Rules and regulation-all member applicants shall conduct themselves in a manner consistent with decorum and good discipline. Members are expected to follow the Sailor's Home Rules on Conduct and Behavior, DIshonesty, Insubordination, Visiting Hours, Curfew, Sleeping Time and other rules and regulations established by the Sailor's Home.
> Rules on the use of equipment-occupanta are enjoined to preserve, protect and maintain in good working and useful condition all the facilities and items provided them.
> Rules on cleanliness and hygiene-occupants should maintain order, hygiene and cleanliness.
Friday, August 22, 2008
FIRE FIGHTING
FIRE FIGHTINGTo support combustion, three elements must be present;
1. Enough fuel to be burned;
= Explain the different kinds of fuel (Class "A"B"C"D"E")
2. A source of Heat/Ignition;
= Direct heat (Cigarettes, soots, hot works, etc.)
= Mechanical Sparks
= Electrical Sparks
= Static Electricity
= Auto-ignition
3. Oxygen in sufficient quantity to support combustion after ignition has taken place.
These three elements are reffered to as:
THE FIRE TRIANGLE
1. On board tankers, these elements are always present either in, on and around the vessel.
Crude Oil = give off hydrocarbon vapour which is always present in the ullage spaces of the cargo tanks. The percentage of these vapours depend on the type of crude oil and the amount of agitation imparted during loading;
While they may stopped giving off vapors after loading, when discharged; the scales, sludge and sediments will given off furhter vapours when splashed by the water or oil from tank washing machine. These vapours are excellent source of fuel and is capable of being burned/ignited.
2. Source of Ignition
They are abound on board, e.g. Burners, Electric stove, generators, cables, lighting and powered equipment, falling objects capable of causing sparks, hot works; like welding, grinding, boring. Static electricity can also be generated under certain climatic conditions. All thes things can represent the Heat as one of the triangle of fire.
Oxygen is also always present in the air and around the ship. To prevent these 3 triangle to co-exist, safety measures for the transport of oil have been adopted by dividing the ship into Two Zones.
a. Safe ZOne - where the machinery spaces, living compartments and operating spaces like the bridge are located.
b. Dangerous/Hazardous Zone - an area on board where cargoes are stowed or contained including its immediate areas.
=Every effort is to be made to prevent the movement of any kind between these zones and if there is a need to do so as operations demands; like an electric cable with current from the safe zone to the hazardous zone precautions must be made to make this cable intrinsically safe. Movement of personnel to the hazardous zone must also be rendered safe by restricting their movement or activities like prohibiting them from smoking, or carrying unsafe sources of ignition like unauthorized torch, lighters, radies and even calculators & also preventing the entry of hydrocarbon gases to the safe zone.
=Oxygeb being one of the elements of fire is now considered as the most practical means of preventing fore on board tankers. Thus the mandatory installation of Inert Gas System form 20,000 tons and above as required by SOlas Protocol 1978 which has entered into force, May 1, 1981.
FIGHTING FIRES
=Early detection accompanied with prompt, intelligent confidence and collective efforts will spill the difference between a minor or major disaster on board.
WHEN FIRE IS DETECTED
1. Sound the alarm continuosly to warn shipboard and shoreside personnel of the danger & equally important, it will summon help. Activate the Emergency Shutdown System
2. Evalute the fire and above all, don't panic:
a. How will it be contained or kept from spreading?
b. How can the source of heat, fuel or O2 be eliminated?
c. What is the greatest danger of this fire? and
d. How can this be blocked?
3. Get the fire under control:
a. Isolate the fire by cooling adjacent areas;
b. Remove vombustible materials from adjacent areas;
c. If possible fill nearby cargo tanks with inert gas, CO2 or steam
d. Cut off air by shutting down ventillation, closing doors, portholes, hatches & other openings.
4. Extiguish the fire = cooling, smoothing or breaking up the chain reaction or a combination of these methods.
5. Guard against re-ignition - cool the areas completely
6. Check missing personnel if any; and
7. Tend mooring lines, rig accommodation ladder/gangplank.
FIRE FIGHTING
On board tankers at any given time, it could be turned into a floating incinerator and worse a coffin for everybody on board. A small spark or a mislaid cigarette could cause the inferno.
It is therefore your duty and responsibility to know the loactions, functions and operations of your fire fighting equipment you are assigned. Your knowledge is crucial to any ships especially on tankers.
In case of fire, your decisive actions, calmness, and collective efforts coupled with your determination, this terrible catastrophy can easily be defeated.
HEAT TRANSFER
Conduction - passes thru a medium like steel bulkheads-causing ignition without any open flame.
Convection - passes thru openings like portholes, doors, vent ducts caused by the expansion of hot air.
Radiation - pass thru a vacuum equally in all directions like the heat of the sun.
Note: FIre that never start or happens can destroy no cargo or equipment, harm no crew, in fact do no damage at all. It is very easy to start but extremely difficult to extiguish.
Fire prevention is much better than cure.
FIRE FIGHTING EQUIPMENT / MEDIA
1. Water - it has the highest cooling effect, not expensive and are all arond the ship. One or more pumps draw water form the sea and deliver it to the fire main; a system of pipes which carries the water to the fire stations located stragetically throughout the ship. Stop valves are fitted between stations so that sections damaged can be isolated to prevent loss of pressure. Each fire stations has a hydrant and a fire hose with 2-1/2 inches on weather decks and 1-1/2 inches in confined spaces allowing water to be delivered in solid stream or high velocity fog via the all purpose nozzle. Low velocity fog can also be used with special applicator breaking the water into fine mist with a maxumum surface area to the fire and also very ideal in protecting fire fighters when approaching the fire.
Foam - very effective for Class "B" fires and very valuable for tankers because ot its ability to blanket the burning liquid.
Types = Chemical and Mechanical with the latter now very commonly in used. The mechanical foam has three constituents; namely, air, water and concentrated foam liquid.
These three constituents must be mixed turbulently with especailly designed nozzle which when charged with water from the fire main siphon concentrate into the line and mix it with the air in correct proportion.
=Some new tankers are fitted with fixed foam system which protects the engine room and pumproom. In addition, fixed foam monitors are often provided at amni deck fire stations.
=Older ships are equipped with portable foam nozzle fitted with pick up tube to be inserted into a 5 gallon container of concentrate foam. It has a little cooling effects & therefore, it must be maintained on airtight blanketed over the entire area to eliminate air.
3. CARBON DIOXIDE (CO2) = An inert gas, odourless & colourless 50% heavier than air. Very effective in Class "B" & "C" when used in confined areas. They are applied in three methods:
a) Fixed System - mostly used in engine room. Stored in a cylinder of tanks in a special area / remote control pull box provided for each space protected. They are fitted with auto alarm with a time delay mechanism for the crew to clear the area.
b) Semi-Portable CO2- also provided in some engine room in addition to the fixed system CO2. Bolted permanently in bulkhead attached to a portable hoses stored in reels which can be run quickly to the affected areas.
c) Portable CO2- located in bulkhead holders throughout the ship particularly in spaces where Class "B" & "C" fires are likely to occur like machine shop, Radio Room, & Galleys.
4. DRY CHEMICALS - impede combustion by breaking up the molecules chain reaction. Delivered in hand held extiguisher located strategically throughout the ship. SOme tankers are provided with large dry chemical units for use against spill fire on deck. They are effective in Class "ABC" fires. If the fire is outside, it must be applied winward. Never apply in petroleum fire. It will only agitate the fire and cause it to spread.
5. HALON 1301 & 1211 = THEY DO NOT PRODUCE TOXIC GASES. They prevent chain reaction required for combustions. In a lesser extent, they tend to smoother the fire by their vapours.
=Halon 1301-In some ways they are move effective than CO2 for used in fixed system. It is not dangerous for personnel when breath for a short period of time.
=Halon 1211- Used in portable extiguisher. Like CO2, both halos displaces oxygen upon vaporizing.
6. INERT GAS = Although designed to prevent fire, they can also be used to extiguish fires in cargo tanks. If the tanks has not been raptured as in collision or explosion the addition of inert gas in sufficient quantities will lower the oxygen content below where combustion can no longer exist.
7. CARBON TETRACHLORIDE = A very popular extiguishing agent in the past but now banned because it produces a lot of toxic vapours upon contacting the fire.
8. STEAM SMOOTHERING SYSTEM = the oldest of fire fighting equipmentr on board tankers. It consist of steam piping which lead to a master valve to a series of headers with a separate valves fitted to each tank. These valves are left open to avoid delay in case of emergency. Valves to unaffected tanks are then closed.
Crude Oil / Petroleum & Tankers Historical Background
CRUDE OIL / PETROLEUM & TANKERS HISTORICAL BACKGROUND
1. Mineral Oil/Petroleum - has been found & known for centuries (4000 B.C.) from rivers, bitumen lakes, natural seeps from land and tar pools. Usually reffered to as PITCH or SLIME or ROCK OIL deriving its name from the Latin Words - PETRA for ROCK and OLEUM for OIL. It was first used for heating & cooking fires and as lubricating axles for driven carts and many ohters eves as medicine;
2. It was in the middle of the nineteen century that the world found out what valuable products it could yield by distillation on the report of Professor Benjamin Silliman of Yale;
3. Probably, the first people to drill were the Chinese many centuries before the birth of Christ. Since report of its value, the growth of the mining and refining of oil, with the era of industrial revolution in Europe and America, made it a never ending search for deposits and newer use of petroleum products;
4. The precise composition and properties of the various components vary according to the source of the Crude Oil;
5. Found in quantity in Pennseyvania, USA in 1848, and about 12 years later in June 1859, a certain colonel Drake drilled the first well and brought to a depth of about 70 feet in August of the same year. This was the forerunner of other wells all over the world some having a depth of over 20,000 feet.
6. In 1850 or 2 years after the discovery, a Glasgow Chemist, James Young discovered that he can distill this mineral for lamps even better and brighter than those previously used oils like whale.
7. The first cargo oil in barrels from the USA to Great Britain arrived in 1861 on board the Brig Elizabeth Watts.
8. In 1878, the first ship to use the hull or skin as a container for oil was the Zoroaster;
9. The first tankership of 2,307 tons, the Gluckauf was launched in 1886. This was the start of the world oil industry that we have today;
10. Initially, the major producing areas were only in the USA;
11. By 1900, the West and East Indies; Burma, Russia and Romania have developed their oil fields, followed later by Venezuela and Mexico;
12. Persia in 1911 started the group of Middle East oil fields;
OTV = Odour Threshold Value = the smallest concentration of gas or vapour, expressed a persons starts to smell or detect the gas/vapour.
13. In 1960 with the price and still growing demand of oil, drilling od seabed and continental shelves resulted to the oil fields in Nothr Sea and the Coast of the United States;
14. Many other countries of the World are now producing oil like Indonesia and Brunei; and
15. Perhaps and hopefully soon in the near future, the Philippines will also start producing oil, specially in the areas of Palawan in Southern Philippines, Surigao Province in Mindanao, the Bicol Region and other parts of the Country.
A. CRUDE OIL/PETROLEUM = Minerals extracted form underground formations composed of a complex mixture of thousands of carbon & hydrogen having different weight of molecules & structures together with small amount of sulphur, oxygen, and nitrogen & some organo-metallic compounds of metals like vanadium, iron, nickels, sodium and salt water emulsified with the oil.
B. CHARACTERISTICS:
1. Basically, it is an unrefined hydro-carbon oil which is almost in the same state when loaded as when it comes out from the ground;
2. Specially, it contains;
85% weight of carbon
13% weight of hydrogen, and
2% weight of sulphur, nitrogen and some organo-metallic compounds of vanadium,iron, nickels, sodium & salt water emulsified with the oil;
3. Its constituens are not identical. The precise composition vary according to the source of the oil;
a. Crude oil from Venezuela like the Bacharquero or Tijuana are so heavy that they are practically solid at ambient temperature and must be heated before they can be loaded or discharge. They have a very high property of Bitumen;
b. Crude oil from Algeria contains very little of the heavier constituents. They are light that they can be used in Diesel Engines evne without refining.
c. As a liquid, they also include natural gases founs in Petroleum bearing formations like Methanes;
d. In its natural state, it is generally Brownish to green to black liquid.
LEL/LFR (Lower Explosive Limit/Lower Flammable Range)= There is insufficient hydrocarbon gas mixed enough air to support combustion. (Too lean to burn)
UEL/UFR (Upper Explosive Limit/Upper Flammable Range)= There is enough air to support or propogate combustion or fire. (It is too rich to burn)
4. It has a specific gravity of:
0.78 - 1.00 - Crude
0.63 - 0.90 - Clean Oils (distilled lighter fraction of crude).
5. It could be made to yield several types of products by Fractional Distillation or Cracking process carried out by applying heat. As the temperature increases, different fractions will escape from the oil itself.
C. THREE STAGES IN FRACTIONAL DISTILLATION
1. Primary Stage:
By flash evaporation of the pre-heated crude oil under about 50 lb(f) 1n2 or 3.5 kg(f)/cm pressure will result in the removal of the lightest fractions; Methane and Ethane both in dry form;
=further flash distillation comes - Propane and Butane also in gas form followed by a product known as Stabilized Light Gasoline whisc has an approximate boiling range of from 30 to 80 C (86-176 F)
2. Secondary Stage
The Topped Crude form the first stage is agin heated in a "Pipe Still Furnace" and discharged into the main fractionating column provided with a number of trays at an increased atmospheric pressure separated according to their boiling ranges:
a. Heavy Gasoline = 80 to 140 C (176-284 F)
b. Naptha = 140 to 180 C (284-365 F)
c. Kerosene = 180 to 250 C (365-482 F)
d. Gas Oil = 250 to 340 C (482-644 F)
The atmospheric residues which remain, represent about 50% by volume of the Crude Oil charged. This is now used directly as a major component of Heavy Oil known as Bunker Oil.
3. Third Stage:
Processed under vacuum to produce a Heavy Gas Oil known as Bitumen a black to dark brown solid or semi-solid organic materials which gradually liquefied when heated.
Some of these could be used for Petrochemical Feed-Stock which are previously made only from raw materials by fermentation like:
"Ethyl alcohol, Ethyl Ether, Ethyl Chloride, Ethyl Acetate, Acetone, Normal Propyl Alcohol, Isoprophyl Alcohol, Ethylene Oxide and Ethylene Dechloride".
Ethyl Alcohol produced formerly from Molasses and Acetone from Maize.
Description of Automatic Control System of Oil Burner
DESCRIPTION OF AUTOMATIC CONTROL SYSTEM OF OIL BURNER.
1) Oil burner
Sunflame burner model SSC, of oil circulating and high pressure atomization type, employs oil gun which operates under high pressure. This is an ideal burner in that heavy oil atomized into very fine particles through its nozzle and completely mixed with air flow directed from incorporated forced draft fan through built-in air-nozzle to ever assure complete combustion of the mixture. The SSC burner is so compactly designed and constructed that its fan and electric motor as well as oil pump which draws oil from service tank and exerts pressure on the oil are all driven coaxially with minimum moving components fro easy maintenance.
2) Automatic control system.
a) Automatic electric igniter:
This igniter is mainly composed of transformer for providing sparks, electrode and electrode-wire and operatively generates sparks to directly ignite heavy oil.
b) Steam pressure switch. (For ON/OFF control):
In response to the operating pressure variation, the bellows incorporated in this unit will expand or contract to actuate micro-switch for opening or closing the electric circuit for automatic start or stop of burner operation.
c) Combustion monitor. (Flame-eye.):
This is Flame-eye of an electronic tube type employing photocell of cadmium sulfide.
d) Oil temperature check-up switch. (built-in oil heater.):
Unless fuel oil reaches predetermined value, this burner cannot be get into its automatic operation. Once the temperature lowers down below that value, the burner will be brought to rest.
e) Heavy oil solenoid valve.
This serves to control two positions (ON/OFF) of fuel oil supply.
f. Main control protecting relay. (YH-3B.):
This relay controls the burner program depending on signals from the monitoring unit during automatic operation of burner and further provides automatic controls of operations of all associated operating units for assuring stable oil combustion with maximum security.
g. Oil preheater:
This preheats heavy oil up to a proper temperature for easier ignition of the oil with improved efficiency in its combustion.
h. Control panel. (Mount-to-wall type made of steel sheet.).
This panel is provided with all electric components necessary for controls for oil combustion, including main control protecting relay, auxiliary switch, pilot lamp, operating switches etc., and is particularly used for any automatic control of operating signals given to all of the associated units on the basis of controlled program and for check-ups of safety operation as well as for all automatic controls of oil combustion. However, manual burner operation may be possible by means of appropriate switch, if so desired.
1) Oil burner
Sunflame burner model SSC, of oil circulating and high pressure atomization type, employs oil gun which operates under high pressure. This is an ideal burner in that heavy oil atomized into very fine particles through its nozzle and completely mixed with air flow directed from incorporated forced draft fan through built-in air-nozzle to ever assure complete combustion of the mixture. The SSC burner is so compactly designed and constructed that its fan and electric motor as well as oil pump which draws oil from service tank and exerts pressure on the oil are all driven coaxially with minimum moving components fro easy maintenance.
2) Automatic control system.
a) Automatic electric igniter:
This igniter is mainly composed of transformer for providing sparks, electrode and electrode-wire and operatively generates sparks to directly ignite heavy oil.
b) Steam pressure switch. (For ON/OFF control):
In response to the operating pressure variation, the bellows incorporated in this unit will expand or contract to actuate micro-switch for opening or closing the electric circuit for automatic start or stop of burner operation.
c) Combustion monitor. (Flame-eye.):
This is Flame-eye of an electronic tube type employing photocell of cadmium sulfide.
d) Oil temperature check-up switch. (built-in oil heater.):
Unless fuel oil reaches predetermined value, this burner cannot be get into its automatic operation. Once the temperature lowers down below that value, the burner will be brought to rest.
e) Heavy oil solenoid valve.
This serves to control two positions (ON/OFF) of fuel oil supply.
f. Main control protecting relay. (YH-3B.):
This relay controls the burner program depending on signals from the monitoring unit during automatic operation of burner and further provides automatic controls of operations of all associated operating units for assuring stable oil combustion with maximum security.
g. Oil preheater:
This preheats heavy oil up to a proper temperature for easier ignition of the oil with improved efficiency in its combustion.
h. Control panel. (Mount-to-wall type made of steel sheet.).
This panel is provided with all electric components necessary for controls for oil combustion, including main control protecting relay, auxiliary switch, pilot lamp, operating switches etc., and is particularly used for any automatic control of operating signals given to all of the associated units on the basis of controlled program and for check-ups of safety operation as well as for all automatic controls of oil combustion. However, manual burner operation may be possible by means of appropriate switch, if so desired.
Thursday, August 21, 2008
IMMERSION SUITS
IMMERSION SUITS
With respect to passenger ships constructed before 1 July 1986 the requirements shall not apply until 1 July 1991
Passengers ships shall carry for each lifeboat on the ship at least three immersion suits which comply with the regulations. In addition a thermal protective aid must be provided for every other person who is to be accommodated in the lifeboats, who is not provided with an immersion suit.
These immersion suits and thermal protective aids need not be carried if:
a. persons are to be accommodated in totally or partially enclosed lifeboats.
b. If the ship is constantly engaged on voyages in warm climates where in the opinion of authority, thermal protective aids are unnecessary.
With respect to the rescue boat of passengers and cargo ships, each person assigned to the crew of a rescue boat will be provided with an immersion suit of appropriate size, which complies with the regulations.
Cargo ships shall carry for each lifeboat on the ship at least three immersion suits which comply with the regulations, or, if the Authority considers it necessary and practicable, one immersion suit for every person on board the ship.
However, in addition to immersion suits required for life rafts, lifeboats and rescue boats the vessel shall carry thermal protective aids for persons not provided with immersions suits.
These immersion suits and thermal protective aids not be required if the ship:
a. has totally enclosed boats on each side of the ship of such aggregate capacity as will accommodate the total number of persons aboard; or
b. has totally enclosed lifeboats capable of being launched by free fall over the stern of the ship of such aggregate capacity will directly from the stowed position, together with life rafts on each side of the ship of such aggregate capacity as will accommodate the total number of persons aboard; or
c. is constantly engaged on voyage in warm climate where in the opinion of the Authority, immersion suits are unnecessary.
Cargo ships of less than 85 m length other than oil tankers, chemical tankers and gas carriers, shall carry immersions suits for every person on board which complies with the regulations unless the ship:
a. has davit launched life rafts; or
b. has life raft equipped with equipped with equivalent approve appliances, capable of being used on both sides of the ship and which do not require entry in to the water to board the life raft; or
c. is constantly engaged on voyages in warm climates where in the opinion of the Authority, immersion suits are unnecessary.
Life rafts shall be provided with thermal protective aids which comply with the regulations, sufficient for 10 percent of the number of persons the raft is permitted to carry or two whichever is greater.
Lifeboats shall be provided with thermal protective aids which comply with the regulations, sufficient for 10 percent of the number of persons the lifeboat is permitted to accommodate or two, whichever is greater.
General Requirements for Immersion Suits
1. The immersion suits shall be constructed with waterproof material so that:
a. It can be unpacked and donned without assistance within 2 minutes taking into account any associated clothing and a lifejacket if the immersion suits is to be worn in conjunction with lifejacket.
b. It will not sustain or continue melting after being totally enveloped in a fire for a 2 second period.
c. It will cover the whole body with exceptions of the face. Hands shall also be covered unless permanently attached globes are provided.
d. It is provided with arrangements to minimize or reduce free air in the legs of the suit.
e. Following a jump from a height of not less than 4.5 m into the water there is no ingress of water.
2. An immersion suit, which complies with regulations concerning lifejackets, may be classified as a lifejacket.
3. An immersion suit shall permit the person wearing it, and also wearing a lifejacket, if the suit is to be worn in conjunction with a lifejacket to:
a. Climb down a vertical ladder at least 5 m in length;
b. Perform normal duties during abandonment;
c. Jump from a height of no less than 4.5 m into the water without damaging or dislodging the immersion suit or being injured;
d. Swim a short distance through the water and board a survival craft.
4. An immersion suits which has buoyancy and which is designed to be worn without a lifejacket shall be fitted with a light and whistle than comply with the lifejacket regulations.
5. If the immersion suit is designed to be worn in conjunction with a lifejacket, the lifejacket should be worn over the immersion suit. The person wearing such an immersion shall be able to done a lifejacket.
· Offshore survival suit/survival suit (for platforms and ships respectively)
· Name of the manufacturer
· Model number
· Serial number of the suit
· Production date
· The ships name and place of registration
· Approved by the Maritime Directorate
Under normal conditions, it should be possible to unpack the survival suit and put it on without assistance in the course of one minute.
If the survival suit is to remain waterproof, you have to follow the users guide carefully. Ensure that:
You put the hood on the right way and that the zip is completely locked
You make the hood fir very carefully if you have a beard
The zip is treated with bees wax or acid free fat
You keep and maintain the suit
Drilling vessels and other mobile installations should have at least an emergency ladder for each lifesaving station. Fixed emergency ladders should preferably be placed on each corner column or leg and reach from the deck to the lowest applicable water.
At least one personnel net should be located on each installations. The net should be placed so that it is easily available and should as far as possible be ready for attachment to a crane in the event that persons are to be hoisted from the sea.
Rescue basket
Both the installation and the rescue vessels be equipped with a rescue basket for hoisting up persons from the sea. The basket should be placed under an approved crane arrangement. The rescue basket should have the biggest possible opening, and it must be able to be lowered so deep, into the water that persons in the water easily can slip into the basket. Parts of metal or other hard materials must be satisfactorily upholstered, and the hoisting arrangement should be designed so that person in the basket will not be injured.
The basket is constructed to pick up several persons at a time. The picking up of injured people can be done either by unmanned rescue basket. Most rescue baskets are constructed to unmanned. The basket is then lowered into the water, so that it can float down to the distressed person which will be able to get into the basket. The crane operator could also try to pick up the person in the water. This could be dangerous if the person is unconscious, because one does not know what injuries he/she has. In such cases, it is advisable that the rescue basket is manned.
With respect to passenger ships constructed before 1 July 1986 the requirements shall not apply until 1 July 1991
Passengers ships shall carry for each lifeboat on the ship at least three immersion suits which comply with the regulations. In addition a thermal protective aid must be provided for every other person who is to be accommodated in the lifeboats, who is not provided with an immersion suit.
These immersion suits and thermal protective aids need not be carried if:
a. persons are to be accommodated in totally or partially enclosed lifeboats.
b. If the ship is constantly engaged on voyages in warm climates where in the opinion of authority, thermal protective aids are unnecessary.
With respect to the rescue boat of passengers and cargo ships, each person assigned to the crew of a rescue boat will be provided with an immersion suit of appropriate size, which complies with the regulations.
Cargo ships shall carry for each lifeboat on the ship at least three immersion suits which comply with the regulations, or, if the Authority considers it necessary and practicable, one immersion suit for every person on board the ship.
However, in addition to immersion suits required for life rafts, lifeboats and rescue boats the vessel shall carry thermal protective aids for persons not provided with immersions suits.
These immersion suits and thermal protective aids not be required if the ship:
a. has totally enclosed boats on each side of the ship of such aggregate capacity as will accommodate the total number of persons aboard; or
b. has totally enclosed lifeboats capable of being launched by free fall over the stern of the ship of such aggregate capacity will directly from the stowed position, together with life rafts on each side of the ship of such aggregate capacity as will accommodate the total number of persons aboard; or
c. is constantly engaged on voyage in warm climate where in the opinion of the Authority, immersion suits are unnecessary.
Cargo ships of less than 85 m length other than oil tankers, chemical tankers and gas carriers, shall carry immersions suits for every person on board which complies with the regulations unless the ship:
a. has davit launched life rafts; or
b. has life raft equipped with equipped with equivalent approve appliances, capable of being used on both sides of the ship and which do not require entry in to the water to board the life raft; or
c. is constantly engaged on voyages in warm climates where in the opinion of the Authority, immersion suits are unnecessary.
Life rafts shall be provided with thermal protective aids which comply with the regulations, sufficient for 10 percent of the number of persons the raft is permitted to carry or two whichever is greater.
Lifeboats shall be provided with thermal protective aids which comply with the regulations, sufficient for 10 percent of the number of persons the lifeboat is permitted to accommodate or two, whichever is greater.
General Requirements for Immersion Suits
1. The immersion suits shall be constructed with waterproof material so that:
a. It can be unpacked and donned without assistance within 2 minutes taking into account any associated clothing and a lifejacket if the immersion suits is to be worn in conjunction with lifejacket.
b. It will not sustain or continue melting after being totally enveloped in a fire for a 2 second period.
c. It will cover the whole body with exceptions of the face. Hands shall also be covered unless permanently attached globes are provided.
d. It is provided with arrangements to minimize or reduce free air in the legs of the suit.
e. Following a jump from a height of not less than 4.5 m into the water there is no ingress of water.
2. An immersion suit, which complies with regulations concerning lifejackets, may be classified as a lifejacket.
3. An immersion suit shall permit the person wearing it, and also wearing a lifejacket, if the suit is to be worn in conjunction with a lifejacket to:
a. Climb down a vertical ladder at least 5 m in length;
b. Perform normal duties during abandonment;
c. Jump from a height of no less than 4.5 m into the water without damaging or dislodging the immersion suit or being injured;
d. Swim a short distance through the water and board a survival craft.
4. An immersion suits which has buoyancy and which is designed to be worn without a lifejacket shall be fitted with a light and whistle than comply with the lifejacket regulations.
5. If the immersion suit is designed to be worn in conjunction with a lifejacket, the lifejacket should be worn over the immersion suit. The person wearing such an immersion shall be able to done a lifejacket.
· Offshore survival suit/survival suit (for platforms and ships respectively)
· Name of the manufacturer
· Model number
· Serial number of the suit
· Production date
· The ships name and place of registration
· Approved by the Maritime Directorate
Under normal conditions, it should be possible to unpack the survival suit and put it on without assistance in the course of one minute.
If the survival suit is to remain waterproof, you have to follow the users guide carefully. Ensure that:
You put the hood on the right way and that the zip is completely locked
You make the hood fir very carefully if you have a beard
The zip is treated with bees wax or acid free fat
You keep and maintain the suit
Drilling vessels and other mobile installations should have at least an emergency ladder for each lifesaving station. Fixed emergency ladders should preferably be placed on each corner column or leg and reach from the deck to the lowest applicable water.
At least one personnel net should be located on each installations. The net should be placed so that it is easily available and should as far as possible be ready for attachment to a crane in the event that persons are to be hoisted from the sea.
Rescue basket
Both the installation and the rescue vessels be equipped with a rescue basket for hoisting up persons from the sea. The basket should be placed under an approved crane arrangement. The rescue basket should have the biggest possible opening, and it must be able to be lowered so deep, into the water that persons in the water easily can slip into the basket. Parts of metal or other hard materials must be satisfactorily upholstered, and the hoisting arrangement should be designed so that person in the basket will not be injured.
The basket is constructed to pick up several persons at a time. The picking up of injured people can be done either by unmanned rescue basket. Most rescue baskets are constructed to unmanned. The basket is then lowered into the water, so that it can float down to the distressed person which will be able to get into the basket. The crane operator could also try to pick up the person in the water. This could be dangerous if the person is unconscious, because one does not know what injuries he/she has. In such cases, it is advisable that the rescue basket is manned.
INERT GAS SYSTEM – IGS
System Arrangement
The arrangement and functions of the main components of the Inert Gas System are shown schematically. The system shown uses flue gas from the main – or auxiliary boilers as a source of inert gas. There are also systems using an inert gas generator i.e. an init producing gas by combustion of oil similar to the combustion chamber in the boiler. However, the functional descriptions and arrangements shown still apply in principle except that the scrubber and inert gas generator normally are built as an integral unit.
Main components and their functions in an inert gas system.
In the following sections a brief description of the main components is given. It must however, be observed that all details related to specific types and makes of inert gas system are not dealt with.
Inert Gas Scrubber
The following processes take place in the scrubber
Ø Cooling of the flue gas
Ø Soot extraction
Ø Removal of sulphur dioxide (SO2)
Cooling of flue gas
Cooling of flue gas can be achieved either by sea water being sprayed into the gas flow, or by the gas flow bubbling through a sea water bath.
Both methods are convenient for cooling, but there are definite design requirements to be satisfied for them to be effective. Spray cooling or a combination of bubble and spray cooling is most common method.
Extraction of soot
The following 4 different methods for soot extraction are considered here:
Spray scrubber tower
Packed bed scrubber tower
Plate stage scrubber tower
Venturi scrubber
The working principle for all there are based on the collision effect between soot particles and water drops.
Removal of Sulphur Dioxide (SO2)
The removal of sulphur is obtained by absorption in the cooling water. This effect takes advantage of the solubility of the sulphur dioxide in sea-water. The extraction of SO2 occurs by the contaminated gas being brought into contact with the sea-water. It is important to have a large contact surface and this achieved by leading the gas through a packed scrubber tower or a plate stage scrubber tower. The seawater runs through the packing in a center-flow in relation to the gas (or from plate to plate stage tower).
Example of scrubber designs
The figures 40 and 41 show examples of current designs of inert gas scrubbers. The first example shows a scrubber with a spray cooling a venturi for soot extraction and a packed bed tower for removal of SO2. The second example is a scrubber with spray nozzles in venture and bubble bath for cooling, venture for soot removal and plate tower for SO2 removal.
Closing Arrangement at Flue Gas Inlets
The flue gas valves operate in every sever conditions: high temperature (up to 450ºC). high soot and SO2 contents in the flue gas. This results in corrosion and clogging problems.
Valves intended for complete shut-off have a tendency to jam and deposits of soot make full closing difficult. Some valve types are therefore designed with a certain leakage (under-cut). To prevent flue gas leakage to the scrubber when inert gas system is shut down, the scrubber and flue gas line after the flue gas valve is pressurized with air from the boiler fans so that air is leaking past the valve into the flue gas uptake. A drawback with this arrangement is that maintenance work on the scrubber is difficult with the boilers in operation. The overpressure in the scrubber cannot be maintained in this situation and flue gas may flow into the scrubber. Moreover the high temperatures in the flue gas intake, when the boilers are in operation (turbine-vessels), makes inserting of blind flanges difficult. An alternative closing arrangement is to fit double shut-off valves with supply of pressurized air between the valves. Butterfly valves seem most convenient as flue gas valves. The valves must be equipped with an arrangement for purging with air or steam for removal of soot deposits.
Effluent Discharge from Inert Gas Scrubbers
The outlet water from scrubbers has a pH value between 2 & 4 depending on quantity of sea-water supplied, sulphur content in the fuel oil and the efficiency of the scrubber. Experience has shown that the scrubber effluent is far more aggressive than expected with mentioned acidity and content of sulphuric acid. The reason is probably to be found on the intermittent in sea-water and oxides in the flue gas. As the pH valus seems to have less influence on corrosion than presumed. The attacks will probably in the main take place during stand still periods. When the concentration of acid will increase owing to evaporation. If so a thorough flushing of the effluent line after the system has been stopped will have a reducing effect on the corrosion.
Inert Gas Blowers
Inert gas blowers may be either steam driven or electrically driven. These units have been a significant source for problems in some installation. These problems very often stem from deposits built up on the blower disc causing unbalance and eventually damage. Regular water washing has shown to improve the conditions and therefore water spray nozzles are usually fitted in the blower casing for this purpose.
Deck Water Seal
It is required that a water seal and a non-return valve are to be fitted in the main inert gas line after the blowers. The non-return valve is to be located on the (tankdeck). Normally the water seal is also located on the tank deck.
The task of the water seal and the non-return valve is to prevent return of gases from gas dangerous areas (tank area) to gas safe spaces, e.g. engine room.
Upon stop of inert gas plant the water seal should automatically be filled with sufficient quantity of water to be able to establish a water column sufficiently high to withstand the highest possible tank pressure higher than the opening pressure of the pressure/vacuum valves and liquid filled pressure / vacuum breaker. In principle, the filling should occur immediately when the gas flow will have a certain inertia at stop of the plant especially because of the dynamic energy of the blower impellers. Therefore a certain time for filling of the water seal may be accepted. However, there are classification societies that require a maximum filling time of 3 seconds.
Non-return Valve in Deck Line
The non-return valve in the deck line is an additional safeguard against back-flow of gas. A common design has been a valve with a loose disc whose weight provide the closing force or a hinged flap with weight for closing.
The main problem connection with this component has been of functional nature. During the design process of the non-return valve. Two conflicting aims appear. The first is to achieve as small pressure drop as possible over the non-return valve. This means a minimum of lifting power which in turn means the lowest possible weight of the valve disc or valve flap. On the other hand, the largest possible closing force is required to deposits or corrosion. This means the heaviest possible weight of the valve disc or flap. The design of the non-return valve is therefore a compromise between these two considerations.
A possible solution is to apply an external closing device to the valve upon stop of the inert gas system. This will assist in solving the problem when the plant is out of operation. During operation. However, the problem is still remaining.
Inert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been reduced to 8 percent or less by volume by addition of inert gas.
Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of hydrocarbons.
Inert gas distribution system
All piping, valves, and associated fittings to distribute gas from inert gas plant to cargo tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or vacuum.
Inert gas plant
All equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of inert gas to cargo tank systems.
Inert gas system (IGS)
An inert gas plant and inert gas distribution system together with means for preventing backflow of cargo gases to the machinery spaces, fixed and portable measuring instrument and control devices.
Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
System Arrangement
The arrangement and functions of the main components of the Inert Gas System are shown schematically. The system shown uses flue gas from the main – or auxiliary boilers as a source of inert gas. There are also systems using an inert gas generator i.e. an init producing gas by combustion of oil similar to the combustion chamber in the boiler. However, the functional descriptions and arrangements shown still apply in principle except that the scrubber and inert gas generator normally are built as an integral unit.
Main components and their functions in an inert gas system.
In the following sections a brief description of the main components is given. It must however, be observed that all details related to specific types and makes of inert gas system are not dealt with.
Inert Gas Scrubber
The following processes take place in the scrubber
Ø Cooling of the flue gas
Ø Soot extraction
Ø Removal of sulphur dioxide (SO2)
Cooling of flue gas
Cooling of flue gas can be achieved either by sea water being sprayed into the gas flow, or by the gas flow bubbling through a sea water bath.
Both methods are convenient for cooling, but there are definite design requirements to be satisfied for them to be effective. Spray cooling or a combination of bubble and spray cooling is most common method.
Extraction of soot
The following 4 different methods for soot extraction are considered here:
Spray scrubber tower
Packed bed scrubber tower
Plate stage scrubber tower
Venturi scrubber
The working principle for all there are based on the collision effect between soot particles and water drops.
Removal of Sulphur Dioxide (SO2)
The removal of sulphur is obtained by absorption in the cooling water. This effect takes advantage of the solubility of the sulphur dioxide in sea-water. The extraction of SO2 occurs by the contaminated gas being brought into contact with the sea-water. It is important to have a large contact surface and this achieved by leading the gas through a packed scrubber tower or a plate stage scrubber tower. The seawater runs through the packing in a center-flow in relation to the gas (or from plate to plate stage tower).
Example of scrubber designs
The figures 40 and 41 show examples of current designs of inert gas scrubbers. The first example shows a scrubber with a spray cooling a venturi for soot extraction and a packed bed tower for removal of SO2. The second example is a scrubber with spray nozzles in venture and bubble bath for cooling, venture for soot removal and plate tower for SO2 removal.
Closing Arrangement at Flue Gas Inlets
The flue gas valves operate in every sever conditions: high temperature (up to 450ºC). high soot and SO2 contents in the flue gas. This results in corrosion and clogging problems.
Valves intended for complete shut-off have a tendency to jam and deposits of soot make full closing difficult. Some valve types are therefore designed with a certain leakage (under-cut). To prevent flue gas leakage to the scrubber when inert gas system is shut down, the scrubber and flue gas line after the flue gas valve is pressurized with air from the boiler fans so that air is leaking past the valve into the flue gas uptake. A drawback with this arrangement is that maintenance work on the scrubber is difficult with the boilers in operation. The overpressure in the scrubber cannot be maintained in this situation and flue gas may flow into the scrubber. Moreover the high temperatures in the flue gas intake, when the boilers are in operation (turbine-vessels), makes inserting of blind flanges difficult. An alternative closing arrangement is to fit double shut-off valves with supply of pressurized air between the valves. Butterfly valves seem most convenient as flue gas valves. The valves must be equipped with an arrangement for purging with air or steam for removal of soot deposits.
Effluent Discharge from Inert Gas Scrubbers
The outlet water from scrubbers has a pH value between 2 & 4 depending on quantity of sea-water supplied, sulphur content in the fuel oil and the efficiency of the scrubber. Experience has shown that the scrubber effluent is far more aggressive than expected with mentioned acidity and content of sulphuric acid. The reason is probably to be found on the intermittent in sea-water and oxides in the flue gas. As the pH valus seems to have less influence on corrosion than presumed. The attacks will probably in the main take place during stand still periods. When the concentration of acid will increase owing to evaporation. If so a thorough flushing of the effluent line after the system has been stopped will have a reducing effect on the corrosion.
Inert Gas Blowers
Inert gas blowers may be either steam driven or electrically driven. These units have been a significant source for problems in some installation. These problems very often stem from deposits built up on the blower disc causing unbalance and eventually damage. Regular water washing has shown to improve the conditions and therefore water spray nozzles are usually fitted in the blower casing for this purpose.
Deck Water Seal
It is required that a water seal and a non-return valve are to be fitted in the main inert gas line after the blowers. The non-return valve is to be located on the (tankdeck). Normally the water seal is also located on the tank deck.
The task of the water seal and the non-return valve is to prevent return of gases from gas dangerous areas (tank area) to gas safe spaces, e.g. engine room.
Upon stop of inert gas plant the water seal should automatically be filled with sufficient quantity of water to be able to establish a water column sufficiently high to withstand the highest possible tank pressure higher than the opening pressure of the pressure/vacuum valves and liquid filled pressure / vacuum breaker. In principle, the filling should occur immediately when the gas flow will have a certain inertia at stop of the plant especially because of the dynamic energy of the blower impellers. Therefore a certain time for filling of the water seal may be accepted. However, there are classification societies that require a maximum filling time of 3 seconds.
Non-return Valve in Deck Line
The non-return valve in the deck line is an additional safeguard against back-flow of gas. A common design has been a valve with a loose disc whose weight provide the closing force or a hinged flap with weight for closing.
The main problem connection with this component has been of functional nature. During the design process of the non-return valve. Two conflicting aims appear. The first is to achieve as small pressure drop as possible over the non-return valve. This means a minimum of lifting power which in turn means the lowest possible weight of the valve disc or valve flap. On the other hand, the largest possible closing force is required to deposits or corrosion. This means the heaviest possible weight of the valve disc or flap. The design of the non-return valve is therefore a compromise between these two considerations.
A possible solution is to apply an external closing device to the valve upon stop of the inert gas system. This will assist in solving the problem when the plant is out of operation. During operation. However, the problem is still remaining.
Inert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been reduced to 8 percent or less by volume by addition of inert gas.
Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of hydrocarbons.
Inert gas distribution system
All piping, valves, and associated fittings to distribute gas from inert gas plant to cargo tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or vacuum.
Inert gas plant
All equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of inert gas to cargo tank systems.
Inert gas system (IGS)
An inert gas plant and inert gas distribution system together with means for preventing backflow of cargo gases to the machinery spaces, fixed and portable measuring instrument and control devices.
Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
Wednesday, August 20, 2008
PSYCHOSOCIAL MANAGEMENT PROGRAM FOR SEAMEN
PSYCHOSOCIAL MANAGEMENT PROGRAM FOR SEAMEN
OBJECTIVE OF THE PROGRAM
Ø Clarify his mission & values in life.
Ø Set personal and work-related goals.
Ø Identity inner resources and potentials.
Ø Develop a positive mental attitude.
Ø Enhance interpersonal skills.
Ø Cultivate cross-cultural interaction skills.
Ø Manage inter personal conflict.
Ø Identify sources of life stress & come up with stress management action plans.
HOW TO GET GOALS EFFECTIVELY?
Set specific & concrete goals.
Create a clear idea or picture of your goals.
Focus on your goals often.
Charge your goals with positive energy.
Be sure that you strongly desire your goals.
Take actions.
Be sure that you are ready to accept when your dreams come true.
POSITIVE ATTITUDES TO LIVE BY
Ø I am the creator of my own destiny
Ø I have the power to make a difference in my life.
Ø I can do it!
Ø I am confident with my looks, talent & ability.
Ø Everyday in everyway I am getting better & better.
Ø I can achieve my goal if I want to.
Ø Problems challenged me to improve myself and become a better person.
HOW TO WORK EFFECTIVELY IN A TEAM?
Ø Clarify the team’s goals.
Ø Clarify your role and responsibilities.
Ø Trust and cooperate with your team members.
Ø Openly communicate in team’s activities.
Ø Respect individual differences.
Ø Take initiative to resolve conflict and team problems.
8 EASY WAYS TO DEVELOP GOOD HUMAN RELATIONS
Smile
Remember people’s name.
Be genuinely interested in other people.
Be a good listener.
Make the other person feel important.
Give sincere appreciation and positive affirmations.
See things from the other person’s point of view.
Respect the rights and opinions of other people.
HOW TO DEVELOP GOOD RELATIONS WITH YOUR SUPERIOR?
Be a good follower.
Give due respect to his position.
Don’t abuse his kindness or friendliness.
Learn to understand and accept his personality & leadership style.
Treasure his criticism and advice.
Be self-disciplined.
Be flexible.
Adjust to the group’s culture.
Show your worth through diligent & responsible work.
Respect the chain of command.
Admit your mistakes and try not to do it again.
Open work related problem to your boss together with suggested solutions.
HOW TO DEVELOP GOOD RELATIONS WITH YOUR COLLEAGUES?
Practice courtesy at all times.
Be a positive influence to your peers.
Respect people’s for what they are.
Cooperate and offer a helping hand.
Avoid behavior that are destructive to good inter personal relationship.
Give recognition & emotional support.
Be diplomatic.
Respect group standards and expectations.
Don’t take undue credit.
Avoid unholy alliances or coalition.
Express interest in your colleagues.
Focus on the positive.
GUIDELINES ON CROSS-CULTURAL INTERACTIONS
Be open-minded.
Appreciate differences across cultures.
Change only the reasonable and possible.
Arrive at a common goal despite differences in means of attaining it and in styles of doing things.
Be generous in accepting apologies and facing mistakes of others.
Communicate genuinely.
COMMUNICATION
Is the process of sending, receiving, & understanding messages.
BARRIERS TO EFFECTIVE COMMUNICATION
1. Perceptual Differences
2. Ineffective Listening
3. Inability To Express Oneself
4. Assumptions, Biases, & Stereotypes
5. Emotional Block
6. Environmental Factors
HOW TO LISTEN EFFECTIVELY?
1. Talk less and listen more.
2. Show gestures of interest and concern.
3. Give your full concentration to the speaker.
4. Take in both verbal & non-verbal messages.
5. See things from the other person’s point of view.
6. Ask question, paraphrase, or summarize to check out if you pick up the message accurately.
HOW TO COMMUNICATE EFFECTIVELY.
1. Send a clear & specific message.
2. Use simple, concrete language.
3. Use the feedback loop.
4. Be sensitive to the other person.
5. Keep an open mind.
6. Practice total listening.
7. Check out assumptions & stereotypes.
CONFLICT
Exists if there are incompatible ideas, values, interests, and goals between or among individuals.
FOUR WAYS OF DEALING WITH CONFLICT
Win – Lose
Lose – Lose
Lose – Win
Win – Win
STRESS
Is brought about by any change, demand, threat, or challenge that requires a person to make physical or psychological adjustment.
EFFECT OF STRESS
Ø Life threatening illnesses
Ø Psychosomatic illnesses
Ø Weakened Immune System
Ø Agitated, Restlessness, & ill-tempered
Ø Inability to Concentrate & Make Judgment
Ø Forget fullness
Ø Changes In Sleeping & Eating Habits
Ø Accident Proneness
Ø Increased Intake of Tranquilizers & Alcohol
SOURCES OF STRESS
Ø Daily Hassles
Ø Inter personal Problems
Ø Irrational Thoughts, Worries, & Anxiety
Ø Boredom
Ø Work Overload
Ø Significant Life Change
Ø Traumatic Experiences
HOW TO COPE WITH STRESS
Ø Rest and Recreate
Ø Take a Stress-Free Diet
Ø Exercise
Ø Relaxation Techniques (Physical & Mental Relaxation)
Ø Build Your Social Support System
Ø Talk About Your Feelings & Problems
Ø Think Positively
Ø Take Actions
Ø Organize Your Time & Schedule
HOW TO CONQUER WORRIES ?
Ø Don’t worry about the past
Ø Keep busy
Ø Learn to accept the inevitable
Ø Fill your mind with thoughts of peace, courage, & hope.
Ø Count your blessings
Ø Create happiness for others
Ø Focus on the positive side of things
Ø PRAY!
HOW TO RESOLCE CONFLICT ?
Ø Understand and define the conflict.
Ø Be courageous yet considerate.
Ø Listen ton the other person’s point of view.
Ø Look beyond differences and find things everyone can agree on.
Ø Keep communicating until both parties are able to find a solution they feel good about.
HOW TO RESOLVE PROBLEMS EFFECTIVELY ?
Define the problem.
Identify causes of the problem.
Generate possible solutions.
Select solution.
Develop action plan.
Implement action plan.
Assess outcome.
HOW TO MAKE DECISIONS EFFECTIVELY ?
Clarify your purpose.
Establish your criteria.
Identify your options / choices.
Evaluate your options / choices against each other.
OBJECTIVE OF THE PROGRAM
Ø Clarify his mission & values in life.
Ø Set personal and work-related goals.
Ø Identity inner resources and potentials.
Ø Develop a positive mental attitude.
Ø Enhance interpersonal skills.
Ø Cultivate cross-cultural interaction skills.
Ø Manage inter personal conflict.
Ø Identify sources of life stress & come up with stress management action plans.
HOW TO GET GOALS EFFECTIVELY?
Set specific & concrete goals.
Create a clear idea or picture of your goals.
Focus on your goals often.
Charge your goals with positive energy.
Be sure that you strongly desire your goals.
Take actions.
Be sure that you are ready to accept when your dreams come true.
POSITIVE ATTITUDES TO LIVE BY
Ø I am the creator of my own destiny
Ø I have the power to make a difference in my life.
Ø I can do it!
Ø I am confident with my looks, talent & ability.
Ø Everyday in everyway I am getting better & better.
Ø I can achieve my goal if I want to.
Ø Problems challenged me to improve myself and become a better person.
HOW TO WORK EFFECTIVELY IN A TEAM?
Ø Clarify the team’s goals.
Ø Clarify your role and responsibilities.
Ø Trust and cooperate with your team members.
Ø Openly communicate in team’s activities.
Ø Respect individual differences.
Ø Take initiative to resolve conflict and team problems.
8 EASY WAYS TO DEVELOP GOOD HUMAN RELATIONS
Smile
Remember people’s name.
Be genuinely interested in other people.
Be a good listener.
Make the other person feel important.
Give sincere appreciation and positive affirmations.
See things from the other person’s point of view.
Respect the rights and opinions of other people.
HOW TO DEVELOP GOOD RELATIONS WITH YOUR SUPERIOR?
Be a good follower.
Give due respect to his position.
Don’t abuse his kindness or friendliness.
Learn to understand and accept his personality & leadership style.
Treasure his criticism and advice.
Be self-disciplined.
Be flexible.
Adjust to the group’s culture.
Show your worth through diligent & responsible work.
Respect the chain of command.
Admit your mistakes and try not to do it again.
Open work related problem to your boss together with suggested solutions.
HOW TO DEVELOP GOOD RELATIONS WITH YOUR COLLEAGUES?
Practice courtesy at all times.
Be a positive influence to your peers.
Respect people’s for what they are.
Cooperate and offer a helping hand.
Avoid behavior that are destructive to good inter personal relationship.
Give recognition & emotional support.
Be diplomatic.
Respect group standards and expectations.
Don’t take undue credit.
Avoid unholy alliances or coalition.
Express interest in your colleagues.
Focus on the positive.
GUIDELINES ON CROSS-CULTURAL INTERACTIONS
Be open-minded.
Appreciate differences across cultures.
Change only the reasonable and possible.
Arrive at a common goal despite differences in means of attaining it and in styles of doing things.
Be generous in accepting apologies and facing mistakes of others.
Communicate genuinely.
COMMUNICATION
Is the process of sending, receiving, & understanding messages.
BARRIERS TO EFFECTIVE COMMUNICATION
1. Perceptual Differences
2. Ineffective Listening
3. Inability To Express Oneself
4. Assumptions, Biases, & Stereotypes
5. Emotional Block
6. Environmental Factors
HOW TO LISTEN EFFECTIVELY?
1. Talk less and listen more.
2. Show gestures of interest and concern.
3. Give your full concentration to the speaker.
4. Take in both verbal & non-verbal messages.
5. See things from the other person’s point of view.
6. Ask question, paraphrase, or summarize to check out if you pick up the message accurately.
HOW TO COMMUNICATE EFFECTIVELY.
1. Send a clear & specific message.
2. Use simple, concrete language.
3. Use the feedback loop.
4. Be sensitive to the other person.
5. Keep an open mind.
6. Practice total listening.
7. Check out assumptions & stereotypes.
CONFLICT
Exists if there are incompatible ideas, values, interests, and goals between or among individuals.
FOUR WAYS OF DEALING WITH CONFLICT
Win – Lose
Lose – Lose
Lose – Win
Win – Win
STRESS
Is brought about by any change, demand, threat, or challenge that requires a person to make physical or psychological adjustment.
EFFECT OF STRESS
Ø Life threatening illnesses
Ø Psychosomatic illnesses
Ø Weakened Immune System
Ø Agitated, Restlessness, & ill-tempered
Ø Inability to Concentrate & Make Judgment
Ø Forget fullness
Ø Changes In Sleeping & Eating Habits
Ø Accident Proneness
Ø Increased Intake of Tranquilizers & Alcohol
SOURCES OF STRESS
Ø Daily Hassles
Ø Inter personal Problems
Ø Irrational Thoughts, Worries, & Anxiety
Ø Boredom
Ø Work Overload
Ø Significant Life Change
Ø Traumatic Experiences
HOW TO COPE WITH STRESS
Ø Rest and Recreate
Ø Take a Stress-Free Diet
Ø Exercise
Ø Relaxation Techniques (Physical & Mental Relaxation)
Ø Build Your Social Support System
Ø Talk About Your Feelings & Problems
Ø Think Positively
Ø Take Actions
Ø Organize Your Time & Schedule
HOW TO CONQUER WORRIES ?
Ø Don’t worry about the past
Ø Keep busy
Ø Learn to accept the inevitable
Ø Fill your mind with thoughts of peace, courage, & hope.
Ø Count your blessings
Ø Create happiness for others
Ø Focus on the positive side of things
Ø PRAY!
HOW TO RESOLCE CONFLICT ?
Ø Understand and define the conflict.
Ø Be courageous yet considerate.
Ø Listen ton the other person’s point of view.
Ø Look beyond differences and find things everyone can agree on.
Ø Keep communicating until both parties are able to find a solution they feel good about.
HOW TO RESOLVE PROBLEMS EFFECTIVELY ?
Define the problem.
Identify causes of the problem.
Generate possible solutions.
Select solution.
Develop action plan.
Implement action plan.
Assess outcome.
HOW TO MAKE DECISIONS EFFECTIVELY ?
Clarify your purpose.
Establish your criteria.
Identify your options / choices.
Evaluate your options / choices against each other.
CO2 Orientation
Chief Engineer is conducting an orientation to all officres & crews the operation of how to release the CO2 just in case fire in engine room, pump room, purifier room & emergency generator room. But this operation only Chief Engineer have an authorized to release the CO2.THREE PHASE MOTORS
Three Phase Motors
Kinds:
Three phase induction motor
Squirrel cage motor
Wound rotor
Three phase synchronous motor
Uses a three Phase AC power source to operate
Vary form fractional-horsepower size to several thousand horsepower
Practically, made for every standard voltage and frequency (very often dual voltage motors)
Extremely rugged and required little maintenance
Use to drive machine tools, pumps, elevators, fans, cranes, hoists, blowers, conveyors, and many others…
Enclosure
The enclosure is consist of a frame and two end brackets or bearing housing. The stator is mounted inside the frame, the rotor fits inside the stator with slight air gap separating it from the stator. There is no direct physical connection between the rotor and the stator. The enclosure also protects the electrical and operating parts of the motor from harmful effects of the environment in which the motor operates.
Bearings, mounted on the shaft, support the rotor and allow it to turn. A fan is also mounted on the shaft and is used on the motor for cooling.
Rotor
The rotor is the rotating part of the electromagnetic circuit. The most common type of rotor is the “squirrel cage rotor”. It is consist of a stacked of steel laminations with evenly spaced conductor bars around the circumference to form a rotor core. Current flow thru the conductor bars are electrically connected with end rings and mounted on a steel shaft to form a rotor assembly.
Wound – Rotor Motors
Has an insulated wye-connected three-phase winding connected to slip rings mounted on t he shaft.
Runs essentially as a squirrel cage rotor if the three brushes are short-circuited
If resistance is connected to the brushes we can alter the torque of the motor.
Also known as a slip-ring motor
Construction:
Stator
The stator and the rotor are electrical circuits that perform as electromagnet. It is the stationary part of the motor. It is made up of several hundred thin laminations stacked together to form hallow cylinder. Coils of insulated wires are inserted into each slot of the stator core. Each grouping of coils, together with the steel core it surrounds form an electromagnetic, electromagnetism is the principle behind motor operation. The stator windings are connected directly to the power source.
Principle of operation
The coils in the slots of the motor are connected to form three separate windings called phases. These windings / phases are then supplied by a three phase AC power so that a (rotating) magnetic field is formed inside a stator that causes the rotor to turn at a certain speed ( current flows thru that windings). The magnetic field developed in the phase winding depends on the direction of current flow.
Synchronous motors:
It has two supply voltage. A three phase AC, connected to the stator and DC voltage connected to the rotor by slip ring and brushes.
The rotor turns at the same speed as synchronous speed ( speed of rotating magnetic field)
A variation of synchronous motors include a permanent magnet rotor, no external DC source is required.
There is no slip
The difference between the synchronous speed and the actual rotor RPM is called Slip. Slip is found by subtracting the rotor speed from the synchronous speed. The percentage of slip can be found by using the formula:
% slip = Ss – Sr x 100
Ss
Ss = The synchronous speed in RPM
Sr = The actual rotor speed in RPM
The full load slip in most induction motors varies between 4 and 6 percent. Should and induction motor become heavily overloaded or stalled ( the slip would be 100%.
Induction motors also have wire wound rotors. In this case, the coil ends are shorted together, and the operation of the motor is the same as for the squirrel cage rotor.
Steps in three phase rewinding
TAKING THE DATA. THE FOLLOWING DATA ARE RECORDED: NAMEPLATE DATA, NO. OF COILS, NO. OF SLOTS, TYPE OF CONNECTION, NO. OF TRURNS PER COIL, SIZE OF WIRE, PITCH OF POLES AND WHETHER LAP OR CONCENTRIC WINDING.
STRIPPING THE WINDING. BEFORE THE WIRES ARE REMOVED FROM THE STATOR, THE TYPE OF CONNECTION MUST BE RECORDED. THIS CAN BE OBTAINED IF ONE IS FAMILIAR WITH THE METHODS OF WINDING THE THREE PHASE MOTOR AND CONNECTING THE PHASES AND POLES TO ONE ANOTHER. A PAIR OF PLIERS CAN BE USED TO PULL OUT THE WIRES. CARE MUST BE TAKEN NOT TO BEND THE LAMINATIONS. AFTER THE WIRES HAVE BEEN REMOVED, CHECK CAREFULLY FOR SHARP BURRS, FUSED COPPER, BENT STATOR TEETH OR ANYTHING THAT CAN PUNCTURE THE SLOT LINER. ONE CORE MUST BE SAVED TO PROVIDE THE DIMENSIONS FOR THE NEW COILS.
INSULATING THE STATOR. THE STATOR INSULATION MAYBE REPLACED WITH THE SAME THICKNESS AND TYPE USED IN THE OLD WINDING. FISH PAPER OR MILAR (HARDENED PLASTIC) IS USUALLY USED IN SLOT INSULATIONS OF STATOR. IT IS IMPORTANT THAT THE LINER FIT THE SLOT, 3/16 IN. ON SMALL MOTORS, 1/8 FOR MEDIUM SIZE UP TO 3/8 ON LARGE MOTORS.
WINDING THE COILS. THREE PHASE MOTORS ARE ALWAYS WOUND ON FORMS. GROUP WINDING. MOST THREE PHASE MOTORS, WITH THE EXCEPTION OF VERY LARGE ONE AND THSE WITH OPEN SLOTS USE COIL WOUND IN GROUPS. THE NO. OF COILS IN EACH GROUP DEPENDS ON THE NO. OF SLOTS OR GANG WINDING. IN GROUP WINDING, SEVERAL COILS ARE WOUND BEFORE THE WIRE IS CUT. THIS SAVES TIME BY ELIMINATING THE NECESSITY OF CONNECTING COILS TO ONE ANOTHER OR STUBBING.
PLACING THE COIL IN THE SLOTS. THE TURNS OF THE COILS ARE INSERTED ONE BY ONE INTO THE SEMI CLOSED SLOTS. THE ENDS ARE SOMETIMES TAPED AFTER EACH COIL IS PLACED IN THE SLOT.
IN INSERTING THE COIL, SPREAD OR FAN OUT THE TURNS ON ONE SIDE OF THE COIL AND HOLD THE COIL AT ONE ANGLE SO THAT ALL THE TURNS CAN BE FED INTO THE SLOT. MAKE SURE THAT EACH TURN IS PLACED INSIDE THE INSULATION, OTHERWISE GROUND MAY RESULT IF WIRES ARE MISTAKENLY PLACED BETWEEN THE SLOT UNTIL ALL THE TURNS ARE IN THE SLOT. THE OTHER SIDE OF THE COILS REMAIN FREE. CONTINUE BY PLACING ONE SIDE OF THE SECOND COIL IN THE SLOT BEYOND THE FIRST COIL UNTIL THE BOTTOM HALF OF THE SLOT IS OCCUPIED BY ALL THE SIDE OF THE COILS. THE SECOND SIDE OF THE COILS IS THEN FITTED ON TOP OF THE FIRST SIDE OF THE COIL SEVERAL SLOTS AWAY ACCORDING TO THE PITCH OR SPAN OF THE COIL.
NOTE THAT COIL SIDE OCCUPIES HALF A LOT, SO THAT THERE ARE TWO SIDES OF COILS IN A SLOT. MAKE CERTAIN THAT EACH COIL SIDE EXTEND BEYOND THE SLOT AT BOTH ENDS AND DOES NOT PRESS AGAINST THE IRON CORE AT THE CORNERS. BEFORE INSULATE IT FROM THE COIL ALREADY IN THE SLOT. THIS IS BECAUSE EACH GROUP BELONGS TO A DIFFERENT PHASE. THE VOLTAGE BETWEEN EACH GROUP IS VERY HIGH. TO INSULATE, SLIDE A SEPARATOR OVER THE BOTTOM SIDES OF THE COIL IN THE SLOT BEFORE INSTALLING THE TOP SIDE. IT SHOULD EXTEND ABOUT 3/8 in. BEYOND THE SLOT LINER AS EACH GROUP OF COILS IS PLACED IN THE SLOTS, SLIDE OR SLIP A FORMED FIBER WEDGE, WOODEN WEDGE, OR BAMBOO WEDGE OVER THE TOP CLOSED COIL. THIS WEDGE SHOULD EXTEND ABOUT 1/8 in. BEYOND THE SLOT ENDS AS EACH GROUP COILS IS PLACED IN THE SLOTS, PHASE INSULATION MUST BE USED OR PLACED BETWEEN GROUPS.
CONNECTING THE COILS. ALL THREE PHASE MOTORS ARE WOUND WITH THE NO. OF COILS USUALLY AS MANY COILS AS THE SLOTS. THESE COILS ARE CONNECTED AS TO PRODUCE THREE SEPARATE WINDINGS CALLED PHASES, EACH OF WHICH MUST HAVE THE SAME NO. OF COILS. THE NO. OF COILS IN EACH PHASE MUST BE ONE-THIRD THE TOTAL NO. OF COILS IN THE STATOR.
Kinds:
Three phase induction motor
Squirrel cage motor
Wound rotor
Three phase synchronous motor
Uses a three Phase AC power source to operate
Vary form fractional-horsepower size to several thousand horsepower
Practically, made for every standard voltage and frequency (very often dual voltage motors)
Extremely rugged and required little maintenance
Use to drive machine tools, pumps, elevators, fans, cranes, hoists, blowers, conveyors, and many others…
Enclosure
The enclosure is consist of a frame and two end brackets or bearing housing. The stator is mounted inside the frame, the rotor fits inside the stator with slight air gap separating it from the stator. There is no direct physical connection between the rotor and the stator. The enclosure also protects the electrical and operating parts of the motor from harmful effects of the environment in which the motor operates.
Bearings, mounted on the shaft, support the rotor and allow it to turn. A fan is also mounted on the shaft and is used on the motor for cooling.
Rotor
The rotor is the rotating part of the electromagnetic circuit. The most common type of rotor is the “squirrel cage rotor”. It is consist of a stacked of steel laminations with evenly spaced conductor bars around the circumference to form a rotor core. Current flow thru the conductor bars are electrically connected with end rings and mounted on a steel shaft to form a rotor assembly.
Wound – Rotor Motors
Has an insulated wye-connected three-phase winding connected to slip rings mounted on t he shaft.
Runs essentially as a squirrel cage rotor if the three brushes are short-circuited
If resistance is connected to the brushes we can alter the torque of the motor.
Also known as a slip-ring motor
Construction:
Stator
The stator and the rotor are electrical circuits that perform as electromagnet. It is the stationary part of the motor. It is made up of several hundred thin laminations stacked together to form hallow cylinder. Coils of insulated wires are inserted into each slot of the stator core. Each grouping of coils, together with the steel core it surrounds form an electromagnetic, electromagnetism is the principle behind motor operation. The stator windings are connected directly to the power source.
Principle of operation
The coils in the slots of the motor are connected to form three separate windings called phases. These windings / phases are then supplied by a three phase AC power so that a (rotating) magnetic field is formed inside a stator that causes the rotor to turn at a certain speed ( current flows thru that windings). The magnetic field developed in the phase winding depends on the direction of current flow.
Synchronous motors:
It has two supply voltage. A three phase AC, connected to the stator and DC voltage connected to the rotor by slip ring and brushes.
The rotor turns at the same speed as synchronous speed ( speed of rotating magnetic field)
A variation of synchronous motors include a permanent magnet rotor, no external DC source is required.
There is no slip
The difference between the synchronous speed and the actual rotor RPM is called Slip. Slip is found by subtracting the rotor speed from the synchronous speed. The percentage of slip can be found by using the formula:
% slip = Ss – Sr x 100
Ss
Ss = The synchronous speed in RPM
Sr = The actual rotor speed in RPM
The full load slip in most induction motors varies between 4 and 6 percent. Should and induction motor become heavily overloaded or stalled ( the slip would be 100%.
Induction motors also have wire wound rotors. In this case, the coil ends are shorted together, and the operation of the motor is the same as for the squirrel cage rotor.
Steps in three phase rewinding
TAKING THE DATA. THE FOLLOWING DATA ARE RECORDED: NAMEPLATE DATA, NO. OF COILS, NO. OF SLOTS, TYPE OF CONNECTION, NO. OF TRURNS PER COIL, SIZE OF WIRE, PITCH OF POLES AND WHETHER LAP OR CONCENTRIC WINDING.
STRIPPING THE WINDING. BEFORE THE WIRES ARE REMOVED FROM THE STATOR, THE TYPE OF CONNECTION MUST BE RECORDED. THIS CAN BE OBTAINED IF ONE IS FAMILIAR WITH THE METHODS OF WINDING THE THREE PHASE MOTOR AND CONNECTING THE PHASES AND POLES TO ONE ANOTHER. A PAIR OF PLIERS CAN BE USED TO PULL OUT THE WIRES. CARE MUST BE TAKEN NOT TO BEND THE LAMINATIONS. AFTER THE WIRES HAVE BEEN REMOVED, CHECK CAREFULLY FOR SHARP BURRS, FUSED COPPER, BENT STATOR TEETH OR ANYTHING THAT CAN PUNCTURE THE SLOT LINER. ONE CORE MUST BE SAVED TO PROVIDE THE DIMENSIONS FOR THE NEW COILS.
INSULATING THE STATOR. THE STATOR INSULATION MAYBE REPLACED WITH THE SAME THICKNESS AND TYPE USED IN THE OLD WINDING. FISH PAPER OR MILAR (HARDENED PLASTIC) IS USUALLY USED IN SLOT INSULATIONS OF STATOR. IT IS IMPORTANT THAT THE LINER FIT THE SLOT, 3/16 IN. ON SMALL MOTORS, 1/8 FOR MEDIUM SIZE UP TO 3/8 ON LARGE MOTORS.
WINDING THE COILS. THREE PHASE MOTORS ARE ALWAYS WOUND ON FORMS. GROUP WINDING. MOST THREE PHASE MOTORS, WITH THE EXCEPTION OF VERY LARGE ONE AND THSE WITH OPEN SLOTS USE COIL WOUND IN GROUPS. THE NO. OF COILS IN EACH GROUP DEPENDS ON THE NO. OF SLOTS OR GANG WINDING. IN GROUP WINDING, SEVERAL COILS ARE WOUND BEFORE THE WIRE IS CUT. THIS SAVES TIME BY ELIMINATING THE NECESSITY OF CONNECTING COILS TO ONE ANOTHER OR STUBBING.
PLACING THE COIL IN THE SLOTS. THE TURNS OF THE COILS ARE INSERTED ONE BY ONE INTO THE SEMI CLOSED SLOTS. THE ENDS ARE SOMETIMES TAPED AFTER EACH COIL IS PLACED IN THE SLOT.
IN INSERTING THE COIL, SPREAD OR FAN OUT THE TURNS ON ONE SIDE OF THE COIL AND HOLD THE COIL AT ONE ANGLE SO THAT ALL THE TURNS CAN BE FED INTO THE SLOT. MAKE SURE THAT EACH TURN IS PLACED INSIDE THE INSULATION, OTHERWISE GROUND MAY RESULT IF WIRES ARE MISTAKENLY PLACED BETWEEN THE SLOT UNTIL ALL THE TURNS ARE IN THE SLOT. THE OTHER SIDE OF THE COILS REMAIN FREE. CONTINUE BY PLACING ONE SIDE OF THE SECOND COIL IN THE SLOT BEYOND THE FIRST COIL UNTIL THE BOTTOM HALF OF THE SLOT IS OCCUPIED BY ALL THE SIDE OF THE COILS. THE SECOND SIDE OF THE COILS IS THEN FITTED ON TOP OF THE FIRST SIDE OF THE COIL SEVERAL SLOTS AWAY ACCORDING TO THE PITCH OR SPAN OF THE COIL.
NOTE THAT COIL SIDE OCCUPIES HALF A LOT, SO THAT THERE ARE TWO SIDES OF COILS IN A SLOT. MAKE CERTAIN THAT EACH COIL SIDE EXTEND BEYOND THE SLOT AT BOTH ENDS AND DOES NOT PRESS AGAINST THE IRON CORE AT THE CORNERS. BEFORE INSULATE IT FROM THE COIL ALREADY IN THE SLOT. THIS IS BECAUSE EACH GROUP BELONGS TO A DIFFERENT PHASE. THE VOLTAGE BETWEEN EACH GROUP IS VERY HIGH. TO INSULATE, SLIDE A SEPARATOR OVER THE BOTTOM SIDES OF THE COIL IN THE SLOT BEFORE INSTALLING THE TOP SIDE. IT SHOULD EXTEND ABOUT 3/8 in. BEYOND THE SLOT LINER AS EACH GROUP OF COILS IS PLACED IN THE SLOTS, SLIDE OR SLIP A FORMED FIBER WEDGE, WOODEN WEDGE, OR BAMBOO WEDGE OVER THE TOP CLOSED COIL. THIS WEDGE SHOULD EXTEND ABOUT 1/8 in. BEYOND THE SLOT ENDS AS EACH GROUP COILS IS PLACED IN THE SLOTS, PHASE INSULATION MUST BE USED OR PLACED BETWEEN GROUPS.
CONNECTING THE COILS. ALL THREE PHASE MOTORS ARE WOUND WITH THE NO. OF COILS USUALLY AS MANY COILS AS THE SLOTS. THESE COILS ARE CONNECTED AS TO PRODUCE THREE SEPARATE WINDINGS CALLED PHASES, EACH OF WHICH MUST HAVE THE SAME NO. OF COILS. THE NO. OF COILS IN EACH PHASE MUST BE ONE-THIRD THE TOTAL NO. OF COILS IN THE STATOR.
Fuel Conditioning Module
1.2 Normal Operation
1.2.1 Before Start
The following procedures assume the system pipework and valve arrangement is set for operation with open valves and pipework secure, and that commissioning action described in he installation instruction book has been successfully performed.
Ensure that the electric trace heating (if installed) thermostat is set to 50ºC so the heating is switched off when the oil is heated.
· Switch on the EPC with the switch inside the cabinet.
· Set automatic filter switch in “auto” position.
In this position the filter is hard wired to start when the respective pump us started (supply pump if filter is after the supply pumps, or circulating pump if filter is after the circulating pumps).
· Set regulating valve switch in “EPC” position.
· Switch on the isolators on each starter.
NOTE:
If the one pump is starter is not available (due to maintenance or other reasons) the unit cannot be started in EPC mode but has to be started manually.
1.2.2 Start
1 Set all four pump switches to the EPC position.
2 Press “start” on the EPC. A question will appear in the display, “Start? + = Yes - = No.” Pressing the “+” button will start the system. Pumps and heating will be started according to the module starting sequence.
Pre-selected supply pump is started.
When pressure above PT1 alarm low limit – system waits 30 seconds.
Then (preselected) circulation pump starts.
When pressure above PT2 law alarm limit – system waits 30 seconds.
Then heating starts.
At start up: low pressure alarms are blocked for 4 minutes, or until the pressure is above the alarm limit. Then the low pressure alarm delay time is as set with parameter Fa9.
NOTE
If the optional automatic fuel change over function has been installed, Automatic change over from DO to HFO will be as set with parameters Fa 15 and Fa 16.
Alternatively
1 Start the supply and the circulation pumps in the manual position (in any order).
2 Start the EPC. (Heating will start if under set point.)
3 Set the stand-by pump switches to the EPC position.
4 Change the running pump switches to the EPC position. (The running pumps will stop, and the pumps selected in the EPC will start.)
1.2.3 Stop – complete shutdown
By stopping the system as follows, no alarm will be activated.
The system is designed so that the pumps cannot be stopped from the EPC controller even if an error occurs in the controller.
The EPC can only start or switch pumps, but never stop them. For safety reasons, this has to be done manually.
1 Press “stop” on the EPC.
2 A question will appear in the display “Stop heater?”
3 Heating will be stopped.
4 An instruction will scroll across the display,
‘Stop pumps manually’
NOTE
Wait until the system has cooled before stopping the pumps (if not already on diesel oil)
5 Pumps can now be stopped in any order.
NOTE
To increase the life-span of the pumps seals, it is recommended to stop (and thus start) the pumps on diesel oil. Cold Heavy Fuel Oil subjects the seals to more wear on start.
1.2.4 Stop – pumps remain on
Each set of pumps (circulating & supply) can be stopped independently of each other. For example, when the engine is not on service, the supply pumps can be stopped, and the circulating pumps (and heating) can remain running.
To stop the supply pumps but leave the circulating pumps on the circulate oil in the engine fuel rail and heater circuit, the EPC should remain on so that the stand-by functions is activated.
Stop the following order to avoid alarm and starting the stand-by pump.
1 Stop the stand-by supply pump (switch from EPC to STOP).
2 Stop the running supply pump (switch from EPC to STOP).
NOTE
The time allowed to stop the stand-by and running pump in 1 & 2 above is Fa9 seconds (factory default 8 seconds).
If you want the circulation pump to remain on leave switches in “EPC” position.
To restart the pumps, set the switches from “STOP” to “EPC”
1.2.5 Pump operation
To change over the running pump(s) during normal operation change Pr1 or Pr2 (see parameter list).
NOTE
To increase the life-span of the pump seals, it is recommended to minimize the number of starts and stops on Heavy Fuel Oil.
Keep the same pump running as long as possible. It is recommended to change pump in connection with the regular service overhaul of the pump.
The control unit can be set to change pumps (running to stand-by, and stand-by to running) at preset intervals during operation.
Alternatively, the control unit can be set to indicate when the time has come to change over pumps.
1.2.6 Pump stand-by function
The pump stand-by function is always active when the four pump switches are in the “EPC” position and the EPC is on (indicated by the green LED next to the START/STOP button).
NOTE
When a stand-by pump has been started due to a fault and you want to change back to the stopped pump or enable the stopped pump as the stand-by, it is necessary to check the setting of parameters Pr1 or Pr2 and change them to suit the required pump selection.
Automatic change over pumps always changes the selected running (running/stand-by) pump parameter Pr1 or Pr2.
If there is a fault on one pump (e.g. one of the supply pumps) the stand-by function continues to be active on the other pumps set (e.g. circulating pumps).
The stand-by function has two different time delays:
· When the running pump contactor opens (perhaps due to over-current protection), there is a 2 second delay before the stand-by pump contactor closes.
· When a low pressure alarm is received the time before the stand-by pump starts is determined by parameter Fa9 (factory default of 8 seconds).
1.3 Oil Operating Mode
The controller works with two different control modes (set with the control mode button on the EPC); DO control mode, and HFO control mode. The EPC controller has thus two sets of set points and alarm limits, one set for each mode. The fuel modes are indicated by respective LED’s. Heating control is carried out depending on the selected mode. See 1.3.1 Heating Function from OFF to DO, and 1.3.2 Heating Function form OFF to HFO, or DO to HFO.
In connection with bunkering, it may be necessary to adjust some of the parameter settings. This is certainly the case when changing to an HFO that is much different grade. Some of the following parameters may have to be changed:
· Density parameter Pr 23. If changing to an oil of a different density, change the density parameter in order to obtain the most accurate viscosity measurement.
· HFO temperature setpoint parameter Pr 30. The new oil must be heated to a different temperature (as this temperature set point is used for the end of the temperature start ramp) to obtain the same viscosity setpoint.
· Temperature Pr 32.
1.3.1 Heating Function from OFF to DO
When the control unit is switched ON to DO mode (for temperature control), the fuel oil temperature and viscosity are monitored and displayed.
The heating start sequence is controlled by Fa 31, temperature start ramp, which allows the oil to be heated to the set temperature within a set time. (If Fa 31 = 0, the ramp function is inhibited, and the control unit regulates directly using normal set points, alarm limits etc.). The TT LED flashes during ramp function.
When the fuel oil temperature is within 3 ºC of the set temperature, the start ramp is stopped and normal temperature control is initiated. The TT LED changes to steady shine.
· Low viscosity and low temperature alarms are disabled during start ramp.
· At the beginning of the start ramp, a maximum time is set for start ramp duration to ensure that it does not run for too long a time. An alarm is activated if the start ramp exceeds maximum time. See the “Alarms and fault Finding” booklet.
1.3.2 Heating Function from OFF to HFO, or DO to HFO
To change from DO to HFO
1 Press the DO / HFO button
2 A question appears in the display.
‘Change oil mode? + = yes, - = no’
3 Press ‘+’ to start the change over.
4 If an electric or pneumatic change over valve is fitted the valve will immediately start changing over to HFO.
NOTE
If the electric valve with the change over ramp function is installed the change over time can be set with factory parameters Fa 12 and Fa 13.
When the control unit is switched ON to HFO, or switched from DO to HFO, the fuel oil temperature and viscosity are monitored and displayed. The start sequence is controlled by Fa 30, temperature start ramp, which allows the oil to be heated to the set temperature within a set time. The VT LED flashes during ramp function; the TT LED shines steadily if change-over from DO to HFO has been made, but does not shine if change-over from OFF to HFO has been made. (If Fa 30 = 0, the ramp function is inhibited, and the control unit regulates directly using normal set points, alarm limits etc.)
On change-over from DO to HFO, heating of the oil begins when the controller detects an increase viscosity, indicating that Heavy Fuel Oil is entering the system.
Heating the temperature has reached 3 ºC below the temperature set value of HFO, the control unit automatically switches to viscosity control. When the TT LED switches off and the VT LED shines steadily, the start sequence is complete and viscosity control attained.
· Low viscosity and low temperature alarms are disabled during start ramp.
· At the beginning of the start ramp, a max. Time is set to start ramp duration to ensure that it does not run for too long. An alarm is activated if the start ramp runs to max. Time.
· When changing over for DO to HFO and vice versa the viscosity at 50 ºC is displayed in the instantaneous values list. This makes it possible to see how much DO to HFO is in the system at the usual reference temperature of 50 ºC.
1.3.3 HFO Control Heating Mode
HFO control type
The HFO control type (temperature or viscosity), is set in parameter Pr 19. The selected type is shown by the sensor LED’s on the display.
If the viscosity sensor (VT) LED is lit, the unit is in viscosity control.
If the temperature sensor (TT) LED is lit, the unit is in temperature control.
1.3.4 Change-over from HFO to DO
When a change is made from HFO to DO, the control unit continues to control the fuel oil viscosity. The viscosity value is maintained by decreasing the temperature of the HFO-DO blend. The TT LED is flashing and the VT LED shines steadily.
When the temperature reaches the DO set value, the control is automatically switched over to DO mode (temperature control). The TT LED then changes to steady shine, and the VT LED switches off.
1.3.5 Automatic change-over-HFO/DO
Engine conditions
The EPC controller can be figured to change between DO and HFO based on engine conditions. There are two alternatives:
Auto change-over-input signal
The controller receives information from the diesel engine control system on whether or not the conditions are right during for HFO operation. If the conditions are right during a two minute period, the controller can be set to either change over automatically, or simply display that the engine conditions are met.
Auto change-over-relative engine consumption
The controller will change to DO when the engine percentage consumption is below a set limit for a two minute period.
During the two minute delay in both cases, the change-over process can be aborted by pressing the DO/HFO button. The function is then cancelled for 20 minutes. If a permanent cancellation of the function is required, the corresponding parameter must be set to zero.
For further information, see the Parameter List.
Heater fault
In the event of a heater fault it is possible to arrange for a controlled change over to DO.
The automatic change over valve has to be installed; then by using parameter Fa 14 the system can be set to automatically change over to DO in the event of a heater fault.
It is recommended to set Fa 14 to a lower value than the low temperature alarm limit. When the set low temperature limit is reached, the change-over countdown timer (2 minutes) starts. The DO LED next to the DO/HFO change-over button starts flashing, and a text appears intermittently showing the time to change-over. The change-over countdown timer can be aborted by pressing the DO/HFO push button.
1.3.6 DO to HFO to DO valve time
When the electric change-over valve is installed the new fuel can be introduced into the system gradually by regulating the time it takes for the change-over valve to change from DO to HFO, or HFO to DO. Although this will be strongly influenced by the level in the respective HFO and DO service tanks.
See parameter Fa 12 and Fa 13.
1.4 Automatic Filter
The filter needs very little attention during operation. See Operation in the filter component description for further information.
1.5 Mixing Tube Deaeration
If the mixing tube needs venting during operation, an alarm will be activated.
If automatic deaeration function is installed, the mixing tube will be automatically deaerated. If the automatic deaeration valve is open for more than 12 seconds, an alarm will be activated.
1.6 Manual Operation
These functions are provided in the unlikely event that the EPC50B is not working. They enable components within the system to be operated independently, direct supervision by the operator will be required.
The module is equipped with visual indicators – thermometers, pressure indicators, position indicators – that can be used when the EPC is not working.
1.6.1 Manual operation of parts of the system
Pumps
Pumps can be operated manually by switching the pump switch to the manual position.
NOTE
If both pump switches (for one pump set) are set to “manual” the pump w/c was switched on first will be the one running. If the contactor of the pump in operation is released, for example, by the motor protection, the other pump will start.
If the EPC is switched off or stops working during operation, the running pumps will continue running ( with the selector switches in the EPC position). After the I/O board has been replaced the EPC will take over control when switched on again.
If the pumps have to be run for a longer time w/out the EPC in control, it is recommended that the pump selectors are switched to manual position.
Heating
Heating can be controlled by the EPC50B (if it is working ) even if the pumps are run manually. Pressing the start button on the EPC will start the heating.
The heating media control valve can also be activated directly by first switching the heating media control valve form EPC to manual, then using the switch to activate the valve to open or close as necessary
There is also a hand lever under the cover of the valve actuator.
For electric heating the fixed loads within the power unit can be switched on step wise, in up to 5 steps (depends how big the heater is as to be number of elements and the number of steps).
Automatic filter
The Alfa Laval Automatic filter can remain in the “Auto” position, even when the EPC50B is not working, because it is hard wired to start when the pump before the filter is started.
The Alfa Laval Automatic filter can alternatively be switched on in the manual position to start the filter when the pumps are not working.
The automatic drain function is not working if the EPC50B is not working.
The filter then needs to be drained manually at regular intervals (every 8 hours) by putting the filter switch in the DRAIN position (for about 10 seconds). The filter can also be manually drained by using the by-pass valve.
HFO/DO change over valve
The HFO/DO change over valve can be manoeuvred with the hand lever. (It will be necessary to change Fa 12 to disable the change over valve form the EPC, if the EPC is still ON)
1.7 Automatic start up after power failure
The module can be set to be automatically restarted after a power failure, and if an alarm should be activated or not, with a software parameter; see the parameter list.
When the electric power returns after the power failure, the supply pump, circulating pump and heater are restarted again (after a set delay time) with one second intervals. The same pumps that were running before the power failure will be started. If, however, the power to the EPC is not interrupted, the stand-by pump will be started and alarm activated when power to the pumps returns.
1.8 Regular checks on the system
Regularly check the process values to note any unusual changes. Also, regularly check the automatic filter pressure drop indicator.
If SRV position (or instantaneous electric heater power in the case of electric heater) changes dramatically, this could be an indication of heater clogging, provided other process criteria remain the same.
When the outside ambient temperature is high, regularly check the internal control panel temperature (see parameter list Pr7). This should be max. 70 ºC.
1.9 Remote control and monitoring
The fuel conditioning module is prepared for 4 levels of remote control. The levels are:
1 Basic Level 1
2 Extended Level 2
3 Advanced Level 3
4 Fully automated Level 4
It is important that you firstly identify which level of automation is installed (also see the Installation System Reference manual).
NOTE
Every module is prepared for Remote Control, and the pump mode selection switches indicate this with their 4 positions; MANUAL/OFF/EPC/REMOTE. This does not mean there is remote control location.
Basic Level 1
This control panel is not supplied by Alfa Laval, but will have been produced by a 3rdd party.
Basic Level 2
Control panel supplied by Alfa Laval.
Advanced Level 3
Features of duplicate Operators panel as on the Fuel conditioning module.
Fully automated Level 4
Fieldbus system integrates with central computerised automation system. (not supplied by Alfa Laval).
1.9.1 Basic Level 1
Operation is dependent on the functions installed by the automation supplier.
Possible remote features
· Fuel mode change over DO / HFO
· Heating start / stop
· Common alarm
· High temperature / low viscosity
· High viscosity / low temperature
· Automatic filter differential pressure high
· Fuel oil pressure low
· Switched to stand-by pump
· 4 -20mA, 2 outputs
· Temperature signal
· Supply pump 1 running
· Supply pump 2 running
· Circulating pump 1 running
· Circulating pump 2 running
NOTE
Alarm accept/reset has to be made at the EPC50B operators panel on the fuel conditioning module.
1.9.2 Extended level 2
Extended level 2 – features
NOTE
Alarm accept/reset has to be made at the EPC50B operators panel on the fuel conditioning module.
The local pump selection switches have to be set to ‘remote’. If you intend to change the running/ stand-by pump selection during operation, the switches have to be in “EPC” position (as all pump selection is made from the EPC). First check that the pump mode selection switches on the remote are in the ‘EPC’ position.
1.9.3 Advance Level 3
Advanced Level 3 – features
NOTE
Alarm accept/reset is possible with the remote operators panel.
The local pump selection switched have to be set to ‘remote’. If you intend to change the running/ stand-by pump selection during operation, the switches have to be in ‘EPC’ position (as all pump selection is made from the EPC). First check that the pump mode selection switches on the remote panel are in the ‘EPC’ position.
1.2.1 Before Start
The following procedures assume the system pipework and valve arrangement is set for operation with open valves and pipework secure, and that commissioning action described in he installation instruction book has been successfully performed.
Ensure that the electric trace heating (if installed) thermostat is set to 50ºC so the heating is switched off when the oil is heated.
· Switch on the EPC with the switch inside the cabinet.
· Set automatic filter switch in “auto” position.
In this position the filter is hard wired to start when the respective pump us started (supply pump if filter is after the supply pumps, or circulating pump if filter is after the circulating pumps).
· Set regulating valve switch in “EPC” position.
· Switch on the isolators on each starter.
NOTE:
If the one pump is starter is not available (due to maintenance or other reasons) the unit cannot be started in EPC mode but has to be started manually.
1.2.2 Start
1 Set all four pump switches to the EPC position.
2 Press “start” on the EPC. A question will appear in the display, “Start? + = Yes - = No.” Pressing the “+” button will start the system. Pumps and heating will be started according to the module starting sequence.
Pre-selected supply pump is started.
When pressure above PT1 alarm low limit – system waits 30 seconds.
Then (preselected) circulation pump starts.
When pressure above PT2 law alarm limit – system waits 30 seconds.
Then heating starts.
At start up: low pressure alarms are blocked for 4 minutes, or until the pressure is above the alarm limit. Then the low pressure alarm delay time is as set with parameter Fa9.
NOTE
If the optional automatic fuel change over function has been installed, Automatic change over from DO to HFO will be as set with parameters Fa 15 and Fa 16.
Alternatively
1 Start the supply and the circulation pumps in the manual position (in any order).
2 Start the EPC. (Heating will start if under set point.)
3 Set the stand-by pump switches to the EPC position.
4 Change the running pump switches to the EPC position. (The running pumps will stop, and the pumps selected in the EPC will start.)
1.2.3 Stop – complete shutdown
By stopping the system as follows, no alarm will be activated.
The system is designed so that the pumps cannot be stopped from the EPC controller even if an error occurs in the controller.
The EPC can only start or switch pumps, but never stop them. For safety reasons, this has to be done manually.
1 Press “stop” on the EPC.
2 A question will appear in the display “Stop heater?”
3 Heating will be stopped.
4 An instruction will scroll across the display,
‘Stop pumps manually’
NOTE
Wait until the system has cooled before stopping the pumps (if not already on diesel oil)
5 Pumps can now be stopped in any order.
NOTE
To increase the life-span of the pumps seals, it is recommended to stop (and thus start) the pumps on diesel oil. Cold Heavy Fuel Oil subjects the seals to more wear on start.
1.2.4 Stop – pumps remain on
Each set of pumps (circulating & supply) can be stopped independently of each other. For example, when the engine is not on service, the supply pumps can be stopped, and the circulating pumps (and heating) can remain running.
To stop the supply pumps but leave the circulating pumps on the circulate oil in the engine fuel rail and heater circuit, the EPC should remain on so that the stand-by functions is activated.
Stop the following order to avoid alarm and starting the stand-by pump.
1 Stop the stand-by supply pump (switch from EPC to STOP).
2 Stop the running supply pump (switch from EPC to STOP).
NOTE
The time allowed to stop the stand-by and running pump in 1 & 2 above is Fa9 seconds (factory default 8 seconds).
If you want the circulation pump to remain on leave switches in “EPC” position.
To restart the pumps, set the switches from “STOP” to “EPC”
1.2.5 Pump operation
To change over the running pump(s) during normal operation change Pr1 or Pr2 (see parameter list).
NOTE
To increase the life-span of the pump seals, it is recommended to minimize the number of starts and stops on Heavy Fuel Oil.
Keep the same pump running as long as possible. It is recommended to change pump in connection with the regular service overhaul of the pump.
The control unit can be set to change pumps (running to stand-by, and stand-by to running) at preset intervals during operation.
Alternatively, the control unit can be set to indicate when the time has come to change over pumps.
1.2.6 Pump stand-by function
The pump stand-by function is always active when the four pump switches are in the “EPC” position and the EPC is on (indicated by the green LED next to the START/STOP button).
NOTE
When a stand-by pump has been started due to a fault and you want to change back to the stopped pump or enable the stopped pump as the stand-by, it is necessary to check the setting of parameters Pr1 or Pr2 and change them to suit the required pump selection.
Automatic change over pumps always changes the selected running (running/stand-by) pump parameter Pr1 or Pr2.
If there is a fault on one pump (e.g. one of the supply pumps) the stand-by function continues to be active on the other pumps set (e.g. circulating pumps).
The stand-by function has two different time delays:
· When the running pump contactor opens (perhaps due to over-current protection), there is a 2 second delay before the stand-by pump contactor closes.
· When a low pressure alarm is received the time before the stand-by pump starts is determined by parameter Fa9 (factory default of 8 seconds).
1.3 Oil Operating Mode
The controller works with two different control modes (set with the control mode button on the EPC); DO control mode, and HFO control mode. The EPC controller has thus two sets of set points and alarm limits, one set for each mode. The fuel modes are indicated by respective LED’s. Heating control is carried out depending on the selected mode. See 1.3.1 Heating Function from OFF to DO, and 1.3.2 Heating Function form OFF to HFO, or DO to HFO.
In connection with bunkering, it may be necessary to adjust some of the parameter settings. This is certainly the case when changing to an HFO that is much different grade. Some of the following parameters may have to be changed:
· Density parameter Pr 23. If changing to an oil of a different density, change the density parameter in order to obtain the most accurate viscosity measurement.
· HFO temperature setpoint parameter Pr 30. The new oil must be heated to a different temperature (as this temperature set point is used for the end of the temperature start ramp) to obtain the same viscosity setpoint.
· Temperature Pr 32.
1.3.1 Heating Function from OFF to DO
When the control unit is switched ON to DO mode (for temperature control), the fuel oil temperature and viscosity are monitored and displayed.
The heating start sequence is controlled by Fa 31, temperature start ramp, which allows the oil to be heated to the set temperature within a set time. (If Fa 31 = 0, the ramp function is inhibited, and the control unit regulates directly using normal set points, alarm limits etc.). The TT LED flashes during ramp function.
When the fuel oil temperature is within 3 ºC of the set temperature, the start ramp is stopped and normal temperature control is initiated. The TT LED changes to steady shine.
· Low viscosity and low temperature alarms are disabled during start ramp.
· At the beginning of the start ramp, a maximum time is set for start ramp duration to ensure that it does not run for too long a time. An alarm is activated if the start ramp exceeds maximum time. See the “Alarms and fault Finding” booklet.
1.3.2 Heating Function from OFF to HFO, or DO to HFO
To change from DO to HFO
1 Press the DO / HFO button
2 A question appears in the display.
‘Change oil mode? + = yes, - = no’
3 Press ‘+’ to start the change over.
4 If an electric or pneumatic change over valve is fitted the valve will immediately start changing over to HFO.
NOTE
If the electric valve with the change over ramp function is installed the change over time can be set with factory parameters Fa 12 and Fa 13.
When the control unit is switched ON to HFO, or switched from DO to HFO, the fuel oil temperature and viscosity are monitored and displayed. The start sequence is controlled by Fa 30, temperature start ramp, which allows the oil to be heated to the set temperature within a set time. The VT LED flashes during ramp function; the TT LED shines steadily if change-over from DO to HFO has been made, but does not shine if change-over from OFF to HFO has been made. (If Fa 30 = 0, the ramp function is inhibited, and the control unit regulates directly using normal set points, alarm limits etc.)
On change-over from DO to HFO, heating of the oil begins when the controller detects an increase viscosity, indicating that Heavy Fuel Oil is entering the system.
Heating the temperature has reached 3 ºC below the temperature set value of HFO, the control unit automatically switches to viscosity control. When the TT LED switches off and the VT LED shines steadily, the start sequence is complete and viscosity control attained.
· Low viscosity and low temperature alarms are disabled during start ramp.
· At the beginning of the start ramp, a max. Time is set to start ramp duration to ensure that it does not run for too long. An alarm is activated if the start ramp runs to max. Time.
· When changing over for DO to HFO and vice versa the viscosity at 50 ºC is displayed in the instantaneous values list. This makes it possible to see how much DO to HFO is in the system at the usual reference temperature of 50 ºC.
1.3.3 HFO Control Heating Mode
HFO control type
The HFO control type (temperature or viscosity), is set in parameter Pr 19. The selected type is shown by the sensor LED’s on the display.
If the viscosity sensor (VT) LED is lit, the unit is in viscosity control.
If the temperature sensor (TT) LED is lit, the unit is in temperature control.
1.3.4 Change-over from HFO to DO
When a change is made from HFO to DO, the control unit continues to control the fuel oil viscosity. The viscosity value is maintained by decreasing the temperature of the HFO-DO blend. The TT LED is flashing and the VT LED shines steadily.
When the temperature reaches the DO set value, the control is automatically switched over to DO mode (temperature control). The TT LED then changes to steady shine, and the VT LED switches off.
1.3.5 Automatic change-over-HFO/DO
Engine conditions
The EPC controller can be figured to change between DO and HFO based on engine conditions. There are two alternatives:
Auto change-over-input signal
The controller receives information from the diesel engine control system on whether or not the conditions are right during for HFO operation. If the conditions are right during a two minute period, the controller can be set to either change over automatically, or simply display that the engine conditions are met.
Auto change-over-relative engine consumption
The controller will change to DO when the engine percentage consumption is below a set limit for a two minute period.
During the two minute delay in both cases, the change-over process can be aborted by pressing the DO/HFO button. The function is then cancelled for 20 minutes. If a permanent cancellation of the function is required, the corresponding parameter must be set to zero.
For further information, see the Parameter List.
Heater fault
In the event of a heater fault it is possible to arrange for a controlled change over to DO.
The automatic change over valve has to be installed; then by using parameter Fa 14 the system can be set to automatically change over to DO in the event of a heater fault.
It is recommended to set Fa 14 to a lower value than the low temperature alarm limit. When the set low temperature limit is reached, the change-over countdown timer (2 minutes) starts. The DO LED next to the DO/HFO change-over button starts flashing, and a text appears intermittently showing the time to change-over. The change-over countdown timer can be aborted by pressing the DO/HFO push button.
1.3.6 DO to HFO to DO valve time
When the electric change-over valve is installed the new fuel can be introduced into the system gradually by regulating the time it takes for the change-over valve to change from DO to HFO, or HFO to DO. Although this will be strongly influenced by the level in the respective HFO and DO service tanks.
See parameter Fa 12 and Fa 13.
1.4 Automatic Filter
The filter needs very little attention during operation. See Operation in the filter component description for further information.
1.5 Mixing Tube Deaeration
If the mixing tube needs venting during operation, an alarm will be activated.
If automatic deaeration function is installed, the mixing tube will be automatically deaerated. If the automatic deaeration valve is open for more than 12 seconds, an alarm will be activated.
1.6 Manual Operation
These functions are provided in the unlikely event that the EPC50B is not working. They enable components within the system to be operated independently, direct supervision by the operator will be required.
The module is equipped with visual indicators – thermometers, pressure indicators, position indicators – that can be used when the EPC is not working.
1.6.1 Manual operation of parts of the system
Pumps
Pumps can be operated manually by switching the pump switch to the manual position.
NOTE
If both pump switches (for one pump set) are set to “manual” the pump w/c was switched on first will be the one running. If the contactor of the pump in operation is released, for example, by the motor protection, the other pump will start.
If the EPC is switched off or stops working during operation, the running pumps will continue running ( with the selector switches in the EPC position). After the I/O board has been replaced the EPC will take over control when switched on again.
If the pumps have to be run for a longer time w/out the EPC in control, it is recommended that the pump selectors are switched to manual position.
Heating
Heating can be controlled by the EPC50B (if it is working ) even if the pumps are run manually. Pressing the start button on the EPC will start the heating.
The heating media control valve can also be activated directly by first switching the heating media control valve form EPC to manual, then using the switch to activate the valve to open or close as necessary
There is also a hand lever under the cover of the valve actuator.
For electric heating the fixed loads within the power unit can be switched on step wise, in up to 5 steps (depends how big the heater is as to be number of elements and the number of steps).
Automatic filter
The Alfa Laval Automatic filter can remain in the “Auto” position, even when the EPC50B is not working, because it is hard wired to start when the pump before the filter is started.
The Alfa Laval Automatic filter can alternatively be switched on in the manual position to start the filter when the pumps are not working.
The automatic drain function is not working if the EPC50B is not working.
The filter then needs to be drained manually at regular intervals (every 8 hours) by putting the filter switch in the DRAIN position (for about 10 seconds). The filter can also be manually drained by using the by-pass valve.
HFO/DO change over valve
The HFO/DO change over valve can be manoeuvred with the hand lever. (It will be necessary to change Fa 12 to disable the change over valve form the EPC, if the EPC is still ON)
1.7 Automatic start up after power failure
The module can be set to be automatically restarted after a power failure, and if an alarm should be activated or not, with a software parameter; see the parameter list.
When the electric power returns after the power failure, the supply pump, circulating pump and heater are restarted again (after a set delay time) with one second intervals. The same pumps that were running before the power failure will be started. If, however, the power to the EPC is not interrupted, the stand-by pump will be started and alarm activated when power to the pumps returns.
1.8 Regular checks on the system
Regularly check the process values to note any unusual changes. Also, regularly check the automatic filter pressure drop indicator.
If SRV position (or instantaneous electric heater power in the case of electric heater) changes dramatically, this could be an indication of heater clogging, provided other process criteria remain the same.
When the outside ambient temperature is high, regularly check the internal control panel temperature (see parameter list Pr7). This should be max. 70 ºC.
1.9 Remote control and monitoring
The fuel conditioning module is prepared for 4 levels of remote control. The levels are:
1 Basic Level 1
2 Extended Level 2
3 Advanced Level 3
4 Fully automated Level 4
It is important that you firstly identify which level of automation is installed (also see the Installation System Reference manual).
NOTE
Every module is prepared for Remote Control, and the pump mode selection switches indicate this with their 4 positions; MANUAL/OFF/EPC/REMOTE. This does not mean there is remote control location.
Basic Level 1
This control panel is not supplied by Alfa Laval, but will have been produced by a 3rdd party.
Basic Level 2
Control panel supplied by Alfa Laval.
Advanced Level 3
Features of duplicate Operators panel as on the Fuel conditioning module.
Fully automated Level 4
Fieldbus system integrates with central computerised automation system. (not supplied by Alfa Laval).
1.9.1 Basic Level 1
Operation is dependent on the functions installed by the automation supplier.
Possible remote features
· Fuel mode change over DO / HFO
· Heating start / stop
· Common alarm
· High temperature / low viscosity
· High viscosity / low temperature
· Automatic filter differential pressure high
· Fuel oil pressure low
· Switched to stand-by pump
· 4 -20mA, 2 outputs
· Temperature signal
· Supply pump 1 running
· Supply pump 2 running
· Circulating pump 1 running
· Circulating pump 2 running
NOTE
Alarm accept/reset has to be made at the EPC50B operators panel on the fuel conditioning module.
1.9.2 Extended level 2
Extended level 2 – features
NOTE
Alarm accept/reset has to be made at the EPC50B operators panel on the fuel conditioning module.
The local pump selection switches have to be set to ‘remote’. If you intend to change the running/ stand-by pump selection during operation, the switches have to be in “EPC” position (as all pump selection is made from the EPC). First check that the pump mode selection switches on the remote are in the ‘EPC’ position.
1.9.3 Advance Level 3
Advanced Level 3 – features
NOTE
Alarm accept/reset is possible with the remote operators panel.
The local pump selection switched have to be set to ‘remote’. If you intend to change the running/ stand-by pump selection during operation, the switches have to be in ‘EPC’ position (as all pump selection is made from the EPC). First check that the pump mode selection switches on the remote panel are in the ‘EPC’ position.
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