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

Graded Unit: Fuel
Purification
System
Final Design
Date: April 2016
2016
STEVEN BRADY
5/5PB 30140732
FUSILIER FUELS LTD.

Graded Unit: Fuel Purification System
1
Executive Summary
This report was commissioned by the client to provide them with a new design for a Fuel Purification
System for a new marine vessel.
The report draws attention to the best options available for fuel and lube oil purification in a marine
environment, the new regulations involved in commissioning such a design, the features that must be
included for the design to work, an estimated cost and all the calculations used within the process of
choosing the design which will be available in the appendices.
There were three alternative solutions for fuel purification units and after an extensive evaluation
process throughout this report one was chosen as the best option, Alfa Laval. The reasons are all
mentioned within this report. Overall Alfa Laval are seen as not only a possible choice for the design but
also commercially viable, profitable for the client and the best technical solution for the system.
Acknowledgements
Although the documentation provided was all written and put together by myself, it must be noted that
acknowledgements need to be made to the following people for the help with any random questions I
had pertaining to this document
John McInally, Lecturer, City of Glasgow College
Robert Thresher, 2nd
Engineer, Global Marine
Aleksandr Nikolajenko, 2nd
Engineer, Guardline
Jonny Tailford, 3rd
Engineer, Global Marine
Fiachre Hoey, 3rd
Engineer, Princess Cruises
Sean Ross, 3rd
Engineer, Hansons Dredging
Keith Phillips and Jon Christmas, Sales and Tech, Alfa Laval

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CONTENTS
Abbreviations Page 4
Project Summary Page 5
Project Deliverables Page 7
Summary of Purification
Process Page 10
Main Components Page 11
Main Engine Page 11
Auxiliary Engine Page 12
Oils Page 13
HFO Page 13
LO Page 13
DO Page 13
Purifier Manufacturers Page 15
Alfa Laval Page 15
Mitsubishi Page 17
Westfalia Page 18
Decision Matrix Page 20
Purifier Selection Page 22
HFO Page 22
LO Page 23
DO Page 24
System Diagrams Page 25
HFO Page 25
LO Page 26
DO Page 27

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CONTENTS
Continued Room Layouts Page 28
Layout 1 Page 29
Layout 2 Page 29
Layout 3 Page 30
Decision Matrix Page 31
Piping Page 33
Ventilation Page 33
Sludge Tank Page 35
Electrics Page 36
Cable Sizes Page 36
Lighting Page 36
Emergency Lighting Page 37
Electrical Isolations Page 38
Maintenance Facilities Page 39
I-Beam Page 39
Trolley/Chain Block Page 39
Maintenance Area Page 42
Fire Safety Page 43
Fire Detectors Page 43
Fire Extinguishers Page 43
Fixed Systems Page 44
Room Protection Page 46
Verification Strategy Page 47
Cost Estimations Page 50
Novel Feature Page 51
Knowledge and Skills Gained Page 52
Evaluation Page 53
Mind Map
Appendices
Gantt Charts
Bibliography
Progress Reports
Project Proposal
Technical Specification

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Abbreviations
COGC – City of Glasgow College
FSS Code – International Code for Fire Safety Systems
HFO – Heavy Fuel Oil
IEC – International Electro technical Commission
IMO – International Maritime Organisation
ISO – International Organization for Standardization
LO – Lube Oil
LSFO – Ultra Low Sulphur Fuel Oil
MARPOL - International Convention for the Prevention of Pollution from Ships
MCR – Maximum Continuous Rating
MDO – Marine Diesel Oil
SDOC – Specific Diesel Oil Consumption
SFOC – Specific Fuel Oil Consumption
SOLAS – Safety of Life at Sea

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Fuel Purification System: Final Design
Prepared for City of Glasgow College and MAERSK
By Steven Brady, Project Manager
Fusilier Fuels Ltd.
Project Summary
MAERSK shipping company have contacted Fusilier Fuels Ltd. and has asked for the design
of an entire fuel purification system for their brand new ship the MAERSK Braveheart. The
objective of this document is to provide the client with the final design for the project, the
reasoning behind the design choices through calculations and regulations and to give the
client an estimated cost of the project. This entire project will be overseen and assessed by
the City of Glasgow College (COGC) for the Project Manager Steven Brady to complete his
HND in Marine Engineering.
This design will incorporate 3 different purification methods. A Heavy Fuel Oil (HFO)
purification method, a Lube Oil(LO) purification method and a Diesel Oil(DO) purifications
method. The HFO system will consist of two purifying units, the LO system will also consist
of two units and the DO system will consist of one purification unit. The purification systems
will all operate in partner with a large 2 stroke marine engine designed for deep sea vessels.
The companies being looked at for the purification units are Alfa Laval, Westfalia and
Mitsubishi who are all world leaders in supplying marine fuel purification units. They offer
brand new and top of the range products and, combined with their extensive knowledge
and expertise in design, should be exactly what the client is looking for. Throughout this
report the products will be compared to see what unit would be best for this design and
justification for the choices made will be shown with research and calculations.
The client has explained that they would like this design completed in an efficient and timely
manner with dates given through the hand in schedule provided by the client.
To ensure a sense of order throughout this project it has been made clear by Fusilier Fuels
Ltd. that a Gantt chart will be used to keep details on the progress of the project and to be
used as a tool to monitor where the project team needs to focus at certain times

6
throughout the project. It will also help serve as a verification strategy for the client for the
timeous completion of the project.
Throughout the entirety of the project a logbook will also be getting updated to help verify
the project team’s progress. It will be written in a personal diary format and will be
published with the final design.
Safety is key when thinking about the design of system like this on board a marine vessel.
The project team will be looking at several safety aspects of the system, such as fire
systems, isolations, etc. to provide the client with the safest design possible.
Throughout the project it must also be mentioned that several maritime organisations will
be mentioned such as the Lloyd’s Register Classification Society who are primarily
concerned with the safety of the vessel and the vessels structural integrity. Lloyd’s Register
provide independent assurance to companies that work within the transportation sectors,
with their main goals being the safety of life, property and the environment. They are seen
is the world leaders in assessing ships to internationally recognized standards.
Another organisation mentioned frequently is the International Maritime Organisation
(IMO). The IMO was created by the United Nations and is a specialised agency that is
responsible for the safety and security of shipping and the prevention of marine pollution by
ships. They create a lot of the legislation and regulations that will dictate what will happen
with the design process.

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Project Deliverables
For this design to be successful it was found that certain deliverables must be attained
throughout the entirety of the project:
 System Diagrams –
o Heavy Fuel Oil – this must include all of the components for the HFO system
such as the purifiers, service and settling tanks and all other components.
Must inlcude detailed descriptions for the system.
o Lube Oil – this must include all of the components for the LO system, both
the main engine systems and the auxiliary engine systems. Must include all
sump tanks, purifiers and renovating tanks. Detailed descriptions to the
system to be included.
o Diesel Oil – again this must include all of the components necessary for the
running of the DO system. Including the service and settling tank, purifier and
any other components. Descriptions will also be included.
 The size of any tanks will be included and the calculations shown in the appendix
 System Selections –
o One main option will be selected and two other fall back options shall be
chosen for the client. The decision will be shown by rational description to
the client during this design.
 The Gantt Chart will accompany the final design. Keeping track of time taken to
complete the work.
 A mind map of the entire project will be included in both the proposal and the final
design.

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 Design of the Purifier Room –
o Free Volume of the room – this calculation must accommodate for the
purifiers and other associated machinery within the room itself
o Access for proper operations in the room and high performance of the
system also to be accommodated in this process
o Ventilation to and from the room must be calculated and then a drawing
made for the placement of vents within the room
o Tanks – System drawings will be made for the orientation of the tanks and
caluclations made for the capacities
o Components list made for every component within the purifier room. This
will also include detailed descriptions on the components as to give the client
a firm idea of how it all fits into place.
o Plan drawings will be included with the design as to give the client the right
orientation of everything within the room
o Calculations to be made for wiring for the motors within the purifier room
o Maintenance and overhaul facilities to be accounted for within the room.
This will include lifting equipment and calculations, cleaning facilities for the
cleaning of purifiers and storage areas for the spares and tools.
o Luminaries – This will involve calculating the luminaries necessary in the
room and drawing a plan for the luminaries within the room. These will
adhere to SOLAS requirements
 Safety –
o Fire Safety-

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 Fire Isolations – all fire isolations will be installed within SOLAS
requirements
 Quick Closing Valves to be noted on the plan for the tanks
 Fixed fire fighting systems to be chosen and detailed rational
descriptions to be given
 Fire protection insulation
 Fire detection and alarm systems will be selected
o Electrical isolations to be selected and descriptions to be included
o Risk Assessment to be provided with regards to the instillation of the plant
and when the plant is running
 Estimated Project Cost-
o Will not include engine costs, that will be dealt with by the client.
o Will include purifier cost, component costs and design costs. Instillation costs
will be added by a contractor.

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Summary of Purification Process
This section is just to give an overview of the purification process to give anyone outside of
the technical fields an idea of what the system is necessary for.
The purification of fuel process on board marine vessels is used to remove impurities and
solids from the oil. It is done in the form of a centrifuge system. Clean oil is crucial for the
safe, reliable and economical operation of virtually all kinds of equipment that use the oils
for either fuel or lubrication. Clean oil reduces wear and corrosion on all equipment
installed downstream, thus helping to avoid breakdowns and cutting back on downtime
throughout a plant or installation. Solids within the fuels has been known to cause serious
damage to engine plants so it is of the upmost importance that the fuel be clean to the best
possible standards.
The function of a purifier unit is to separate different density liquids and solids i.e. fuel, lube
oil, water and sludge. The purifier works on the principal of centrifugal force. Lower density
liquids (oil) remain on the inside as the bowl rotates whereas higher density liquids (water)
and solids are forced to the outside to be discharged.
Oil is fed into the purifier through the inlet pipe where it flows to the bottom of the bowl, it
then travels up through the disk stack where the centrifugal force forces and water and
solids to the outside of the bowl for discharge. The rotation of the bowl forms an oil and
water interface which lies outside of the bowl stack but inside of the outer circumference of
the top disk. The position of the interface is governed by the gravity disk. The clean oil then
flows to the paring chamber where it is pumped back to the sump/tank. The separated
water is discharged through the drain. The separated solids build up on the outside of the
bowl until the discharge cycle begins. The bowl opening water slides the bowl downwards
opening the discharge ports and the sludge is discharged to the sludge tank.
The benefits of clean oil include lower operating costs due to a reduction in the
consumption from the plants, lower disposal costs and improvements in the quality of work
from the plants using the oils.

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Main Components
Main Engine
The client has chosen the MAN B&W 8G95ME – C9 as the main propulsion for the MAERSK
Braveheart. The engine technical particulars are as follows:
Model MAN B&W 8G95ME-C9
No. of Cylinders 8
Stroke (mm) 3460
Bore (mm) 900
MCR Output (kw) (100%) 61,830
Shaft Speed (rpm) (100%) 80
MCR BHP 84,065
Fuel SFOC (g/kWh) 166
Fuel Consumption (m3
/hr) * 10.357
LO Nominal Required Capacity of
Separator (l/kwh)
0.136
LO Throughput (m3
/s)** 2.34x10-3
FO Nominal Required Capacity of
Separator (l/kwh)
0.23
FO Throughput (m3
/s)*** 3.95x10-3
*Fuel Consumption Calculations are in Appendix 1
**LO Throughput Calculations in Appendix 1.1
*** FO Throughput Calculations in Appendix 1.2

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Auxiliary Engines
The client has chosen two Auxiliary engines for the MAERSK Braveheart, they are as follows:
Model MAN B&W 8L27/38
No of Generators 2
No. of Cylinders 8
Stroke (mm) 380
Bore (mm) 270
MCR Output at 60Hz (kw) 2800
Shaft Speed at 60Hz (rpm) 720
Fuel SFOC (g/kWh) 184
Fuel SDOC (g/kwh) 186
SLOC (g/kWh) 0.6
Fuel Consumption DO (m3
/hr)* 0.5981
*DO Consumption Calculation is in Appendix 2

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Oils
 All oil based fuels must not have a flash point that is less than 60o
C. This is to keep in
accordance with the SOLAS Chapter II-2 Part B Regulation 4
 MARPOL Annex VI Chapter 3 – Regulation 18 also states that Fuel Oil must confirm to
certain standards.
HFO
Heavy Fuel Oil which is used in the Main Engine is pumped on board from a bunker barge
and is transferred through the bunker station to the storage tanks at either side of the
vessel. From the storage tanks the HFO transfer pump will transfer the fuel to the settling
tank where it will be heated. The purifier feed pump will then draw the fuel from the
settling tank to the purifier centrifugal separator, purification unit, where any solids and
impurities will be removed and clean oil will then be produced. The clean oil produced will
normally passed through an extra heating system and a viscometer, before being pumped
through to the HFO daily service tanks. From the service tank the feed pump transfers the
fuel to each cylinder before fuel injectors spray the fuel in the form of a fine misty spray into
each cylinder and, due to the purification unit doing a good job, the clean oil will create
perfect combustion.
LO
Lubricating oil is essential for the engines to run for any period of time as it will protect the
working mechanical mechanisms from damage through harsh metal to metal contact. Good,
clean LO will improve the efficiency of the ships main engine and the Generators. The LO
running through the engine is not only for the crankshaft, but also for all bearings, journals,
slippers and guides. Like HFO and DO, LO must be brought to a certain temperature and
viscosity prior to its usage. LO is stored in the Sump Tanks where it is drawn through a series
of suction strainers, filters and heaters before it is purified and delivered to the Engine.
DO
Diesel Oil will go through the same purification process as the HFO on board the vessel and
is also procured through the same means, Bunker Barge. The only difference between DO
and HFO is that diesel will for emergencies on board. The main reason for this is the cost of
DO compared to that of the HFO. However although the vessels main engine will be run by
HFO, it is also possible to run it using Diesel Oil, so consideration must be given to this prior

14
to installation. Diesel Oil is pumped to the Diesel Oil Settling Tank and then pumped
through the DO purification unit via the DO Purifier Feed Pump. It will then be pumped
through to the DO Service Tank.

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Purifier Manufacturers
In this section the selection of which Purifiers to use in this design will be rationalised
descriptively. All three manufacturers mentioned in this section were able to cope with the
clients technical specifications. The choices of manufacturers are made below:
1. ALFA LAVAL
Alfa Laval have been around since 1883 with over 1900 patents under their name. This
makes them one of the most reputable companies in the entire world. They work with
separation, heat transfer and fluid handling technologies for heavy industries involved in
food and water supply, pharmaceuticals, energy and environmental protection. Their
company is well distributed globally which for international shipping gives us an extremely
practical solution.
The range Fusilier Fuels felt were best suited to the design were the Alfa Laval S and P Flex
Range. The differences between the two being that the P flex models are conventional and
use manually controlled gravity discs which process oils of a maximum 991 kg/m3
at 15o
C.
This allows for more finely defined oils such as DO or LO to run through the separator.
The S Flex range use the Alfa Laval Clarifier and Purifier (ALCAP) technology which will
automatically adjust for the nature of the oil being put through the separator. This means
that oils of a maximum density of 1010 kg/m3
at 15o
C can be processed through the
separator. Factors like the oils density, viscosity, temperature or feed flow rate can affect
the oil-water content interface with a much denser oil so this system is very useful for the

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processing of HFO. It will use a water transducer when the clean oil reaches the outlet which
will operate the flow control disc.
Although different in process both the S and P Flex range are very energy efficient, this
meaning that they have a low environmental impact in comparison with other brands,
which will help MAERSKs company image, and also save the company money in the long
run.
Alfa Laval sell both ranges as a modular unit, which would include the preheaters, feed
pumps, changeover valves and control cabinets. They are available for customer
customization meaning they can put the maximum of 4 units together in line. This means
that the piping arrangements and cabling are much more simplified when it comes to the
instillation of the product. The feed water, air and oil all will only need one connection
running through the system. Alfa Laval are the only manufacturer found through extensive
research with this option for customization.
The costs of the purifiers in terms of the units themselves is quite high, but not the highest
out of the manufacturers on this list and in the long run the savings made with Alfa Laval are
quite high.
These Long running costs include:
Lowest power consumption – with a smaller, lighter bowl designed for lower speeds, the
power demand is reduced on the motor.
Less oily waste and less HFO/LO losses – with a unique discharge control system operated
by the EPC 60 process controller the oil that is usually wasted on other models is in fact
saved. This also helps reduces the environmental impact of the system.
Maintenance – Less frequent maintenance is required and fewer parts are needing
replaced. This is done with less metal to metal contact throughout the system.

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2. MITSUBISHI
Mitsubishi, or now Samgong-Mitsubishi, are one of the bigger manufacturers on this list.
Not only do Mitsubishi deal in big industry but they deal in everyday products also. They
have over 60 years of experience in industry technologies and have now teamed with
Samgong Ltd. to create oil purification units for heavy industry.
Their Samgong-Mitsubishi’s “Selfjector” series are a brand of purifiers produced specifically
for marine applications. These purifiers are commonly found on ships due to the amount of
vessels that are produced in South Korea which are almost exclusively fitted with purifiers
and other ancillary equipment manufactured by Samgong-Mitsubishi.
The Selfjector series features the G-HIDENS system. As opposed to the conventional method
of directly measuring the water content of purified oil, the G-HIDENS purifier is capable of
detecting water in the oil accumulated in the purifier bowl, thereby preventing water from
mixing in with purified oil.
One of the positives of these purifiers is the price. As a unit the initial costs are quite low but
because they do not make a modular configuration available it means there will be much
higher costs on the instillation of the units.
This model will also mean that because of the non-modular configuration there will be more
space taken up by the units meaning higher costs overall.
Through a lot of research it has been found that these purifiers are highly reliable but the
maintenance on the purification units can be very tricky. Engineers have stated that when

18
an overhaul or minor maintenance is required it can be quite time consuming and very
difficult due to the amount of threaded parts used in the unit.
The company is very poor in global distribution meaning that for the shipping industry this is
highly unpractical. The access to spare parts and technicians is very poor meaning a lot of
down time if the unit was to fail.
3. WESTFALIA
GEA Westfalia are another highly reputable company with over 120 years of experience with
producing separators, decanters, homogenizers, valves, etc. for various industries. One of
the areas they focus on is the marine sector. For this they produce engineering solutions for
bilge water, oil, seawater and sludge.
The separator looked at from GEA Westfalia is the Westfalia CatFineMaster series. This
product was first introduced in 2014 and is now in application in the marine industry for
purification of fuel oil, lube oil and hydraulic oil. The main feature of the CatFineMaster is
that it is the first marine fuel separator unit engineered to the mechanical specifications that
ensure maximum cat fine removal and maximum fuel quality in every situation possible.

19
Catalyst fines – cat fines for short – remain in marine fuels during refining, as a part of the
mandatory cracking practice and the aim of reducing sulphur levels to ecological standards.
Unfortunately, cat fines are highly abrasive and difficult to remove from on-board fuel even
with diligent cleaning and purification procedures. Embedding in engine parts, they cause
wear and destruction. This unit provides maximum removal of these qualities in the fuel,
meaning less damage to engine parts throughout the entirety of the system.
Due to the international distribution of GEA Westfalia as a company the spare parts and
specialized technicians needed, if there were maintenance required, are readily available
globally.
Using the same technologies as the EagleClass range with a high G force for separation
these units are highly efficient in separation. They are designed for automated separation
usin the ‘unitrolplus’ system Westfalia used on their EagleClass separators previously. This
consists of sensors which will monitor the sludge and water content at the outlets, and then
adjusting the solenoid valves accordingly. The temperature is also automatically controlled
by the ‘ViscoBoosterUnits’ technology which controls not only the temperature but the
viscosity and pressures of the oils to meet the engines specifications. It can have three
different modes activated automatically creating the finest fuels possible or creating a fuel
specific to the vessel. The functions are “Maximum CatFine Separation”, “Maximum Cost
Saving” and “Optimum Bowl Cleaning”.
Westfalia offer a modular design option for instillation, they can manufacture the design in
their factory and then fit it as an entire unit on board the vessel. This means less space used
and optimum design required for less pipe fittings.
The CatFineMaster, although not long in production and in use, comes with good reviews
with engineers claiming the system is quite easy for maintenance and reliable.
The cost of these units is very high, for first instillation but the savings in cost overall for
maintenance, engine maintenance and power efficiency are so good that it is hard to argue
with the instillation price.

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Decision Matrix
A Decision Making Matrix will be used to choose the manufacturer that best suits the needs
of the client.
The Decision matrix will consist of a table of information. That information includes factors
that affect the choice of the manufacturer such as cost and reliability and then they will be
weighed up against the importance of that factor between 1 to 5 (1 being the lowest and 5
being of highest importance). A number will then be placed in each factor for each
manufacturer between 1 and 5 (1 being poor and 5 being excellent in this instance).
Once the numbers have been put down for each factor by each manufacturer the
manufacturers number will be multiplied by the importance factor and then all factors will
be added together to create a total number. The manufacturer with the highest number will
be chosen.
Factors Importance Alfa Laval Mitsubishi Westfalia
Unit Price 5 4 2 4
Instillation Cost 3 5 3 4
Reliability 5 5 5 5
Ease of Maintenance 4 5 3 5
Spares and Technician Availability 4 4 2 5
Environmental Impact 4 5 5 5
Ease of Use 3 5 4 4
Overall Weight 2 4 4 4
Size of the System 3 5 2 4
Need for Ancillaries 2 4 3 5
TOTAL 162 116 159

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The Decision Matrix has shown that Alfa Laval would be the best choice for the client’s
needs with a total score of 162.
*All the maths is in APPENDIX 3

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Purifier Specifications
HFO
Now that the Manufacturer has been selected for this design it is now time to find out
which models would be best used in the system for this design. Alfa Laval designed the S
Flex Range specifically for HFO purification in a marine environment. For this system, due to
the total fuel consumption of 10,357* litres per hour from the main engine it was necessary
to pick a purification unit that had a flow capacity to match that. The S976 was by far the
best option for this system as it has a flow capacity range of 10,000 to 15,000 litres per
hour. Although it is possible to achieve almost 145% of the required amount of purified oil
through one of these units alone, it is still absolutely necessary to make sure there is a stand
by purification unit available in this system. This is in preparation in case one purifier needs
to have any maintenance done or if one unit should break down.
The Alfa Laval S976 Flex Series self-cleaning centrifugal separator technical Specs are as
follows: (Alfa Laval, 2015)
Name Alfa Laval S976
Dimensions (mm) 1766 x 1250 x 1525
Flow Capacity (l/hr) 10,000- 15,000
Main Supply Voltage 3 phase, 440V
Control Voltage 1 phase, 230V
Weight (kg) 1490
Frequency (Hz) 60
Control Air (bar) Min 5 bar, Max 8
Water Pressure (bar) Min 2 bar, Max 8
Heater Type EHM 100 (Electric)
Feed Pump Type ALP 0075
*Calculations in Appendix 2.3

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LO
The manufacturer for the LO purification units will also be Alfa Laval, it means that the
manufacturer is going to be dealing with the entirety of the system and will make the
system more efficient and will save the client money. It also means that the system would
be using all of the same control panels, making it user friendly.
The LO purification system will also consist of an S Flex range Purifier due to the large
quantities of LO necessary for this system to run at full efficiency. The total capacity from
this system of LO is at:
Total LO requirement from both the Main Engine and Aux. Engines = 9,672.82 Litres/hour*.
This is due to the size of the main engine being as large as it is and the two generators also
having quite a large capacity for lubrication.
The Alfa Laval S966 Flex Series self-cleaning centrifugal separator technical specs are as
follows:
Flow Capacity (l/hr) 8,000 – 10,700
Weight (kg) 893
Frequency (Hz) 60
Heater Type EHM 100 (Electric)
 Calculations in APPENDIX 2.2

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DO
Although the main engine and auxiliary engines will be running at all times on HFO there will
need to be a DO purification unit in case the ship goes into Emission Controlled Areas where
the ship is not allowed on HFO.
For this we would need a purifier that runs through the total DO amount for both the Main
Engine and the Auxiliary Engines:
Total DO = 11.53 + (2 x 0.526) = 12.13 m3
/hr = 12130 litres/hour*
With this in mind we would need a purifier with this capacity for MDO.
The choice made below is again an Alfa Laval Purifier, S Flex range, due to the large capacity
of MDO needed for the system to run efficiently. This means the system will all work nicely
together and the instillation will be much easier.
Flow Capacity (l/hr) 9,500 – 12,700
Weight (kg) 728
Frequency (Hz) 60
Heater Type CBM (Electric)
*Calculations in APPENDIX 2.4

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System Diagrams
In this section there is a description on each piping arrangement that is designed for each of
the oil systems provided. The diagrams will be referenced from the Appendices so it is
advised that while reading the description to follow the diagram referenced.
HFO
Please make reference to APPENDIX 4 - Drawing 1A
The HFO will be introduced into the system when it is pumped into the settling tanks from
the fuel tanks on board. In the settling tanks there will be vast amounts of water or minerals
that will drain off in the tank due to gravity.
From this point the HFO will leave the tanks via the Quick Closing Valves (QCVs) 1 or 2 which
will be fitted at the lowest possible point on the tank to make sure that there is a maximum
pressure throughout the system. The reason that there is QCVs fitted at the inlets and the
outlets of the fuel tanks, settling and service tanks are in case of an emergency such as fire.
This gives the crew a chance to isolate the tanks from a remote location as to stop any injury
or death occurring on board.
After leaving the tank the fuel will pass through a duplex filter, this is to remove large
impurities within the oil and maintenance is very easy on these filters. They just have to be
isolated and bypassed quickly for cleaning. The oil will then enter the purifier modules, one
running and the other on stand-by in case of maintenance or performance dips in the
system.
The purifier module will consist of the pumps, pre heater, valves and the sensors included in
the dotted line areas. The system starts with the oil being pumped through the horizontal
gear pump then travelling through the electric pre heater which will heat the oil so it is at
the right viscosity to travel through the purifier. The pre heater is controlled by a
temperature sensor which will automatically control the oils temperature before passing
into the purifier itself. The oil will be heated to roughly 95o
C which will aid in separation
through the purifier. There are also pressure sensors throughout the module which will be
used to detect pressure drops across the system, this will help the engineers find any
blockages or malfunctions through the system. The 3 way valve can be used to recirculate
the HFO to the Settling Tanks if there is a need to bypass the purifier.
Once the HFO has travelled to the purifier the purification process mentioned above will
begin. Sludge will be drained during the automatic intervals set by the control panel and the
sludge will pass from the purifier module to the sludge tank. Clean oil will be separated out
and pass through to the Service Tanks. From the Service Tanks the oil will go through to the

26
Fuel Booster unit and then the Main Engine. There will be an overflow line fitted to the
Service Tanks which will then feed back into the Settling Tanks. Stops any waste through the
system. There is also a sampling point fitted to the Purifier module.
LO
Please make reference to APPENDIX 4 – Drawing 2A
Lube oil will leave the main engine and generator sump tanks and to the purification
modules. The idea would be that one sump will be purified at a time, hence the isolation
valves are available at each sump. This will stop any contamination between the different
lube oil systems.
From here the LO will flow through to the duplex filters, same as the HFO system, these are
to take out any impurities early before going through the modules. The lube oil will then
pass through the purifier and usually go back through to the correct destination at the sump
tank the oil was taken from. The idea would be that the engineer would need to isolate the
other sump tanks and open the valves to the correct tank when that is needing clean oil.
There are changeover valves connecting the inlet and outlet of the purifier modules, these
will be closed or open depending on which purifier is in service.
When the oil reaches the module it will be pumped through the electric heater which will
heat the oil to roughly 80-85o
C which is lower than that of the HFO. There are pneumatic 3
way valves to lead the oil to the renovating tank if need be. This tank is used for the storing
of oil when any heavy maintenance is needing provided on any of the main parts of the
system.
After the oil has left the renovating tank it will have to repeat the process of going through
the filters in case there is carry over of impurities from the renovating tank. The oil will then
pass through the purifiers and any other water or unwanted minerals in the oil will be
separated out. The oil will then run back to the tanks where necessary. The tanks will be
topped up manually from the LO storage tanks, but this is not part of this system.
There are Quick Closing Valves again in this system for emergency reasons, same as stated
before in the HFO section. The purifiers are also fitted with pressure and temperature
indicators and a sample point.

27
DO
The DO system is the simplest of the three. It is very similar to the HFO system but only has
one purification module in the system. It is not really essential but it is recommended not
only by the manufacturers for performance improvement but regulations state that within
ECA’s around the world the main engine and generator plants must run on Ultra Low
Sulphur Fuels (ULSF) and DO is the better of them.
The system works very simple, the DO leaves the settling tank through the QCV placed again
at the lowest point possible to gain the maximum pressure possible in the system. The oil
will then pass through the duplex filters, again to filter impurities and then through the
purifier module. The globe valves at either end of the module will isolate the purifier if
maintenance is required. Again the oil goes through the pump to the heater where it will be
heated slightly as DO does not need to be heated too much for the viscosity to be perfect
for separation. There is yet again a pneumatic 3 way valve to recirculate the oil back to the
settling tank, a drain to the sludge tank and a sampling point fitted in the system. Once the
oil runs through the purifier module then the clean oil will travel to the DO Service Tank
where it will then run to the engines clean. The Service Tank is fitted with an overflow line
to head back to the Settling Tank to again stop wastage in the system.
The QCVs are fitted once again for safety reasons, the same as mentioned above for the
HFO and LO systems.

28
Room Layouts
This section of the project will be dealing with how the components are configured when
installed in the room. The design will be incorporating many different aspects that were
mentioned in the technical specifications. There will need to be ease of maintenance, piping
simplicity, fire safety, tank arrangements, ventilation and evacuation plans. The instillation
costs will be estimated below but will be rough as the client has not decided which
instillation company to deal with.
There will be three different designs described below with reference to the drawings and
then a decision making matrix once again will decide the best design out of the three.
The purifier schematic is below:
And all the S flex range purifiers can be put into a customized position where all purifiers are
together, this will cut down on piping materials and make the instillation process much
easier.
The design will look similar to this:

29
Room Layout 1
Room Layout 1 was the most spacious of the three drawings. It has a footprint of 39.1m2
and this in turn allows for a lot of space for maintenance on the purifier modules. The
purifiers are all connected in a custom design from Alfa Laval as mentioned earlier.
Obviously due to the width difference of the two HFO purifiers the purifiers are all
connected in an L shape. There is quite a bit of space on all sides of the purifiers, this allows
for a fair bit of personnel access, even whilst there is maintenance being provided on any of
the purifiers. The sludge tank is placed underneath the modules and deck panels. There will
be a small lid on the tank to view safely the amount in the tank. Also due to the purifiers
being close together and the tanks being underneath there would be slightly less piping
needed in the instillation process.
The maintenance area consists of a storage area, a worktop for working on and storing
underneath and a sink to clean any of the necessary equipment properly and to a high
standard. There is also a storage are for spares onto the bulkhead.
There are also two exits to this room which are required for fire safety. The first is a door
which will be the main entrance to the room, the other is a protected ladder and hatch
which can be used if someone is in the maintenance area when a fire breaks out. There are
two fire extinguishers in this room, one by the door and the other by the emergency ladder
exit. This means a fire can be tackled by the nearest exits which is regarded as the safest
practice possible.
Due to the way the purifiers are sitting and where the maintenance area sits in the room the
I-Beam could be fitted in a straight line allowing for very efficient and quick maintenance.
Room Layout 2
Room Layout 2, is a little smaller than Layout 1, with a footprint of 34m2
, uses the same
purifier customization as room layout 1. It has the purifiers sitting in an L position.

30
The differences are that the maintenance area sits directly in front of the purifiers meaning
that the I-Beam may need to be fitted in a sort of U bend formation. Also with the
maintenance area sitting directly in front and with the room not being as wide then there is
less room for access if maintenance is being provided on any of the purifiers. It also means
that there is a lot of unused space behind the purifiers.
The sludge tank sits slightly more forward in Layout 2, with it sitting in front of the purifier
modules. This would possibly make it easier to access the tank but also using slightly more
piping than Layout 1.
Access is the same with one door facing the purifiers, this would allow for quick inspections
in passing for rounds. There is also an emergency exit hatch at the back of the purifier room
if a fire was to break out. There are fire extinguishers near both exits as to make tackling the
fire easier and more effective.
Room Layout 3
Like Layout 2, Room Layout 3 is a little smaller than Layout 1. This Layout has a footprint of
34.5m2
and is smaller length wise rather than width. It again has the same purifier module L
shape in the design but like Layout 2 lacks the space that Layout 1 gives when talking about
maintenance and access of personnel.
Layout 3 has the maintenance station sitting again in front of the purifier modules but unlike
keeping the spares on the bulkhead at the side it puts the spares on the bulkhead nearest
the entrance to the room. This can make a store check easy but could open the rubber o
rings to a temperature difference from the door if stupidly left open. This could warp them
slightly. Again the I-Beam would have to be fitted in a U bend also.
The entrance is in the corner of the room but the escape hatch has been moved closer to
the forward bulkhead. The fire extinguisher is placed near the entrance for tackling the fire
from the door but the other fire extinguisher is awkwardly place away from the exit, this will
be for anyone doing maintenance, this gives them a chance to grab the extinguisher and
head for the exit.
The sludge tank is moved behind and underneath the purifier modules, this is like Layout 1
and will provide less pipe in the instillation.

31
Layout Decision Matrix
Using a Decision Matrix once again the final room layout will be chosen. It will be like the
previous matrix although slightly smaller.
The Decision matrix will consist of a table of information. That information includes factors
that affect the choice of the layout, such as piping complicity and the footprint area, and
then they will be weighed up against the importance of that factor between 1 to 5 (1 being
the lowest and 5 being of highest importance). A number will then be placed in each factor
for each layout between 1 and 5 (1 being poor and 5 being excellent in this instance).
Once the numbers have been put down for each factor by each layout the layouts number
will be multiplied by the importance factor and then all factors will be added together to
create a total number. The layout with the highest number will be chosen.
Factors Importance Layout 1 Layout 2 Layout 3
Footprint 4 5 3 4
Piping Complicity 4 5 3 4
Maintenance Access 5 5 5 4
Tank Access 3 3 4 3
Evacuation Safety 5 5 5 4
I Beam Instillation 2 5 4 4
Total 121 103 101

32
The highest Score is Room Layout 1, this will be the final design layout for the purification
room on the MAERSK Braveheart.

33
Piping
Pipes are known as the silent ‘workers’ of the vessels. They convey fluids or allow air to
enter or to leave a space and are the means through which many control systems on board
operate. They go unnoticed until pipe failure tends to occur and a machine stops, a space is
flooded or oil is spilled. Pipes will penetrate almost every enclosed space on board. There is
no system on a ship that has such enormous potential to cause fire, pollution, flooding or
even total loss. For this reason, the choice of piping is extremely important.
It is required on merchant shipping vessels for the fuel systems that the piping on board be
made of mild steel or other fire resistant materials. Due to cost steel is the best option for
the purifier room. It is a strong and yet versatile metal and can be bought in vast amounts
for rather low prices.
It is calculated in APPENDIX 5 as to what diameter the pipes should roughly be used for each
system. This comes down to the flowrate used in the manuals from Man B&W.
The thickness of the pipes will be compared to the table put forth by Lloyd’s Register for the
classification of piping on ships.
For the HFO system a pipe diameter of roughly 46.3mm should be used.
For the LO system a pipe diameter of roughly 22.9mm should be used.
For the DO system a pipe diameter of roughly 37mm should be used.

34
When instillation is in process it is advised that the pipe alignment be as straightforward as
can be with a minimum of complication as to minimize the amount of “locked in” stress as
possible. Again it should be mentioned that since they are carrying flammable liquids it
would be best to have as little joints as possible.
Ventilation
Capacity of the System
In IMO Regulations 2009 it states that
“As far as practicable, purifiers and associated components should be placed in a separate
room, enclosed by bulkheads having effective construction and rooms should be provided
with an independent mechanical ventilation or a ventilation arrangement which can be
isolated from the machinery space ventilation”
Annex 3.1.1 (IMO 2009)
This requires that adequate ventilation of machinery spaces such as the purifier room be of
high importance. It should not just be for the crews comfort. Within rooms like the purifier
room there is a high likelihood of oil vapour accumulating, this would pose not only a fire
risk but also a risk of oxygen depletion for personnel within the engine room. Making sure
that there is an adequate ventilation system will also ensure that machinery operates at
maximum efficiency no matter what climate changes happen around the vessel.
Using the Calculations in APPENDIX 7, specifically APPENDIX 7.2 where the calculated safe
ventilation flowrate is 7741.8 m3
/hour.
Using this flowrate to then find the correct ventilation system required and using a well-
known manufacturer in the shipping industry will give this room a great flow of air.
The manufacturer chosen to provide the room with fans for the ventilation system is Vent
Axia power-line fans. The reason Vent Axia were chosen were because their fans are
robustly constructed from galvanised sheet steel and the system is proven to be some of the
most reliable in the industry.
The model chosen is the Axia LCA1003416 due to its large capacity of air charge. The
LCA1003416 has a maximum capacity of 82,800m3
/hour and can handle the safe capacity of
this room with no problems whatsoever. Its flowrate can be customised to meet the system
requirements demanded for this room. It does this using a manually controlled adjustable
impeller and can be used in a range of temperatures from -35oC
to 56o
C and in 95%
humidity. (Vent Axia website)
This will be of serious benefit in deep sea going
vessels due to the environmental challenges ships
face.
Pictured to the right is the Vent Axia LCA1003416

35
System Layout
Please make reference to APPENDIX 7.4 – Drawing 7A
Looking at the plan view of the room layout it is shown that the inlet section of the
ventilation system is in blue. This will be placed above head height and behind the purifier
modules to provide the system with good air circulation. There are 4 duct outlets sitting
behind the machinery providing the room with air. On the other side of the room sitting in
front of the purifier modules is the extraction side of the ventilation system. This is shown in
the drawing in Red. There are four extraction ports fitted to the duct. They will be placed
lower than the inlet section of the ventilation due to the oil vapour build up in the room. Oil
vapour tends to be heavier than air so will sit lower in the room, this would make this
position best for the outlet section.
All Ventilation systems come under the ISO 9001 and 14001 and all environmental Policy
put forth by the British government.

36
Sludge Tank
All of the purifier modules used in this design work on the principal of automatic sludge
discharge. This will be happening on continuous operation of the machinery. The sludge that
is separated from the HFO, LO or DO will discharge from the separator to a sludge tank
below the room deck.
In MARPOL it explains what calculations must be done to calculate the capacity of sludge
tanks. It is mentioned in Annex 1, Regulation 10.15.
The capacity of the sludge tank for this system is 81.40 m3
*
The Regulation also states that if the vessel has an incinerator fitted then this volume should
in fact be 50% of this value so for this system a Sludge Tank with a capacity of 40.7m3
or for
ease of construction
*Calculations in APPENDIX 8

37
Electrics
Cable Sizes
One of the most important aspects of the system is the cable sizes for the power cables that
will supply power to the purifier motors. Using a cable with the wrong rating could spell
disaster for the vessel. This is due to a risk of overheating and then ignition of fire. This is
why it is so important that the correct cable rating is calculated.
The rating calculated for this system has been calculated as 36.90A *
This figure must be taken as the minimum rating that the cable chosen must exceed. A
company that would be advisable to use would be BATT CABLES, they supply a cable that
would be perfect for this system.
The BATT BS5467 SWA/PVC Cable IEC 60502 600/1000V
Name BS5467 SWA/PVC Cable
Operating Temperature 0 - 90
Core No. 3
Size (Square Meter) 6
Current Rating 69
When choosing the cable it was deemed that a cable was needed that had a safety factor
that was between the values of 1.5 – 2.0. This cable has a safety factor of 1.86 which means
it meets the criteria expected. This cable is also armored and made of PVC material, this
means it will be more damage resistant in an engine room where a room can reach higher
temperatures and has a higher chance of not being physically damaged by anything being
dropped on it or hitting it.
*All Cable Calculations to be found in APPENDIX 9.1

38
Lighting
It is absolutely essential for the safety of the crew working in the purifier room that it be
illuminated adequately. The levels for illumination on ships were first put forward by the
IMO in 1998 and since then the UK Government stated in the Safe Working Practices that
they agreed with the number put forward by the IMO. They believe that the lighting levels
for engine rooms be 22 dekalux which is 220 lux. As the purifier room is situated in the
engine room this is the level of illumination expected in the room for the safest possible
environment for the crew to work.
The next thing to look for when selecting lighting fixtures for a shipping vessel is making
sure that the fixture can handle the environment. Due to the purifier room being in the
engine room it is seen as a hazardous environment so the light fitting must be able to
handle this. For this reason the fixture chosen is the RS Pro – XN258/HF light fitting from RS
Components. It is a hazardous area light fitting so would suit this room. The technical
specifications are below:
Name RS Pro – XN258/HF
Type Anti-Corrosive
Temperature Classification T4
Wattage 2 x 58
Lamp Type Flueroescent
Length 1620mm
Width 170mm
No of Bulbs 2
The number of lights needed for this room will be 4.12 lights, due to this number it would be
safe to round up to 5 lights. Just because personnel safety is of the highest importance in
the shipping industry.

39
Emergency Lighting
In addition to the main illumination there needs to be emergency exit signs installed into
the purifier room. The emergency lighting needs to still illuminate even in the event of
complete power failure. The model chosen is the RS Pro - NA8/NM3/L19 by RS Components.
The Technical Specifications of the light fixture are as follows:
NAME RS PRO - NA8/NM3/L19
TYPE Down Arrow
LAMP TYPE Fluorescent
WATTAGE 8W
TEMPERATURE CLASSIFICATION T5
LENGTH 420mm
WIDTH 221mm
DEPTH 58mm
These lighting fixtures will be placed above the exits and a graphic bought with an Up arrow
for the emergency ladder hatch exit to be put over the light fixture there.
Electrical Isolations
In case of an emergency, shutdown isolation buttons (in red) will be necessary on all of the
electrical equipment. The Purifier modules come with emergency shutdowns and brakes on
the bowls, it is not advised to do so as it could damage the equipment but in emergencies
damage to equipment trumps the loss of human life.
The room will have an electrical isolation button at the outside of the room, this will be in
case of an emergency which will involve needing to electrically isolate the room. The usual
reasons for this could be flooding or fire.
All Electrical Equipment meets the Electrical Standards and approved codes of practice set
forth by the Health and Safety Executive of the British Government, the highest standards in
the industry.

40
Maintenance Facilities
All machinery used in industry has to at some point have maintenance done to it, whether it
be regular maintenance that is advised by the manufacturer of the item, regular
maintenance ordered by the chief engineer or even surprise maintenance when a piece of
machinery breaks down for whatever reason. Purifiers have a lot of moving parts within
them therefore will need regular maintenance, these are known as overhauls. During these
overhauls it is usually necessary to move heavy components and doing this with manpower
alone is dangerous and could result in severe injury. For this reason it is advised to install a
means of lifting by some form of mechanical arrangements.
I-Beam
An I-Beam is a feature of many engine rooms, it is a strong solid steel beam that is designed
to run above the machinery so that a trolley can run along it. The I-Beam will usually be
configured so as to make the job easier on the crew doing the maintenance. It will run in a
path that is designed to help.
In this design it has been decided that the I-Beam would be best to run directly above the
purifiers running straight from the door with a slight curve at the HFO purifier. There is then
a direct straight over the purifiers to make for easier lifts until a slight curve at the end of
the DO purifier then ending at the maintenance area. This would make overhauls a much
more efficient and easier task.
Trolley and Chain Block
Now the I-Beam needs equipment for it to be useful and the equipment needed is a travel
trolley to sit on the beam and the appropriate chain block to lift the purifiers up.
The purifier modules in the room are heavy but the heaviest one there is the HFO purifier
which weighs in at 1490kg which means the equipment needs to be able to lift that at the
maximum for the safest working practice to occur.
The best equipment suited for the job is the Tiger Push Travel Trolley which will sit on the I-
Beam and run the equipment up and down the steel beam. It has a maximum lifting
capacity of 2000kg so it can more than handle the HFO purifier modules and will have no
problem lifting the LO and DO purifiers if necessary. It can be found at the LES store if a
supplier needs found.

41
The Chain Block is also available from that store. It is the Tiger 2000kg Chain Block. This
means that both the trolley and the chain block have a safety factor of 1.34 which is more
than enough for regular overhauls.
They are both tested to meet the EC Declaration of Conformity.

42
Maintenance Area
At the end of the I-Beam there is a maintenance area for the purifier modules when there
are overhauls taking place. This is an area where all the pieces of the module can be placed
without having pieces all over the decking. This area will consist of a worktop that will be
clear for the purifier module components to be placed on it, underneath will be some
shelves where common cleaning equipment can be sat for the components can be taken
apart properly without damage. This would stop people scraping at components with
screwdrivers constantly.
Next to the worktop and shelfed area there will be a rather large sink, this means that the
sink can be filled with proper de greasing liquid or cleaning liquid that means the discs can
be sat in there and soak properly before being scrubbed clean. A lot of vessels do not have
this area and will end up with plastic boxes by the purifier but this sink will stop anything
having to be sat on the deck. This will, in the long run, save the company money on
damaged components or components being lost into the bilges. It also means that the
company puts the crew first, an area which makes an overhaul safe and easy makes for
happy and efficient working. The idea is to make overhauls easier and stopping any mistakes
made by engineers who may drop or damage equipment.
Further down the wall is a section for storing spares. This is a good way of keeping a room
organized and clutter free. Simple things such as o rings and spare components that are not
as heavy can be stored here for quick and efficient overhauls.
If the company truly want an efficient cleaning system for the purifier modules then Alfa
Laval offer a Clean In Position (CIP) cleaning module which can be plugged into the
separators and will flush them through with cleaning agents. The speed at which the
cleaning agents are pushed through make for a nice clean finish. This is not a necessity but it
would help strengthen the longevity of the modules lifespans as it is designed by the exact
same technicians and engineers who made the modules.

43
Fire Safety
The most important thing about working at sea, as stated earlier, is the Safety of Life. This
means that everything must be done to assure that no one loses their life or is injured whilst
working at sea. The biggest cause of death and injury at sea is fire. There is a multiple of
factors that cause this but in this day and age it should not be happening. This design will
incorporate up to date technologies to assure the safety of all the lives of the crew and to
limit the spread of fire as much as possible.
Fire Detectors
First of all, preventing a fire is only possible if the fire is known about. This is possible with
the instillation of fire detection equipment. Not only is it a good idea but it is law, SOLAS
states in Chapter II-2, Section 7 that;
“An efficient and effective fire detection system should be fitted in all machinery spaces
which are periodically unattended or which are under manned supervision from a control
room. It is strongly recommended that each system should employ two different types of
detector and it is preferable for at least one flame detector to be included”
For this reason there has to be two types of detectors in this room. The room will have
smoke and flame detectors installed, this means that if one does not work then the other
will detect the fire.
Scott Safety UK Ltd. provide some of the best smoke and flame detectors known to the
marine industry. They also provide manually operated fire alarms that can be placed outside
of the room so crew can trip the fire detection system if the automatic system has not
picked up on the fire, for whatever reason.
Fire Extinguishers
Fire Extinguishers are some of the most important firefighting media a seafarer can use, this
can stop a small fire turning into a big one. Within this purifier there are certain types of fire
likely to occur, Class B (ones which involve flammable liquids) as the entire system is
purifying fuel, and Class E (Electrical Fires) from the systems electrics.
The reason that the correct fires must be identified is that tacking the fire with the wrong
medium could make a bad situation even worse. For instance if there is an oil fire starting
and you use a water extinguisher to tackle the fire, the oil will react with the water and
spread the fire, also a water extinguisher on an electrical fire is natural selection at its best.
This means that it would always be best practice to make sure the correct firefighting

44
medium is available and that the wrong medium is not anywhere near-by. Panic causes
confusion and you do not want someone picking up the wrong medium by accident.
With this information the best firefighting medium is dry powder or foam. IMO Fire Safety
Systems Code suggests these two mediums also. On this recommendation it is suggested
that two 4.5kg dry powder extinguishers would best be fitted where the extinguishers are
shown in Room Layout 1. It is suggested that a 45litre foam applicator is placed in the room
also but best practice would be to have that just outside the door for fighting the fire at the
door in case of escape.
The foam will smother the fire and the dry powder separates and breaks up the fire, thus
extinguished by either medium in the safest manner possible.
Fixed Firefighting Systems
Fixed firefighting systems depending on the medium can either stop a fire from starting or
can snuff a fire that is too dangerous for the crew out very quickly.
In this design it is believed that two fixed systems would be best for the safety of the crew.
A fire suppression hi-fog system and a CO2 firefighting system are the two chosen for this
design.
Hi-Fog System
Hi-Fog firefighting systems are a ground breaking firefighting system that rapidly tries to get
the fire under control and suppresses or extinguish it by discharging an extremely fine water
mist at high velocity that will effectively cool the surrounding temperature and thus
minimize any heat-related damage to the room. In this room the sprinkler heads will sit
above the purifiers and be set to a temperature between 57-141o
C. The temperature will be
defined after an ambient temperature is set by the client on their vessel. The sprinkler

45
heads burst and spray out microscopic droplets of water which suppress the fire. The Hi-fog
system is highly effective in neutralizing a fire. It will cause a small amount of damage to the
electrical systems but nowhere near as much damage as a fire or a traditional sprinkler
system. Marioff systems are the best in the business and they are familiar with marine
environments so they would be the best supplier for this system.
CO2 System
When a fire becomes far too dangerous for the crew to tackle from the engine room there is
the CO2 firefighting system. This system is highly effective in extinguishing all classification
of fires but needs to be used as a last resort. The reason for this is that the high
concentration of CO2 destroys the oxygen in the room and therefore is toxic to any person
in the room.
The CO2 system in the purifier room will be in addition to the main CO2 system for the
entire vessel. To do so there will need to be three additional bottles added to the system to
accommodate the purifier room.*
The piping must also be of small-bore hot-dipped galvanised mild steel piping that is
designed to withstand the surge pressures and low temperatures that occur with the
release of CO2.

46
*Calculations for this are in APPENDIX 10
Room Protection
The engine room is specifically made with A60 bulkheads, decks and doors this means that
the purifier room will be built with these too. The term "A” class means that bulkheads,
decks and doors must resist the passage of the fire (integrity) for 60 minutes. An A60 fire
item must do this and also prevent an increase of 140/180°C of heat on the cold side for 60
minutes.
The prevention of fire does not stop at the bulkhead or doors, there must also be a system
in place to isolate the ventilation system inside the room. Heat, smoke and debris can travel
through the ventilation system and fire will then move through the vessel. Installing fire
dampers where the ducting meets the bulkheads, inlet and outlet, that are also made of an
A60 standard is the best move for this design. Making them automatic is the best option,
this means that putting a temperature sensor at them can shut them down before a fire
even has a chance to get out of hand. They would also be manual in case of a malfunction in
the system. Not only will it stop the spread of fire but it will also stop the fire taking in
oxygen from other areas of the vessel.
Quick Closing Valves are fitted to the oil tanks, these are controlled manually from local and
automatically from another safer area of the vessel.

47
Verification Strategy
APPENDIX 11 contains all of the theory used to complete this section
After the systems are all installed into the purifier room and the entire thing is completed,
tests must all be made of the equipment and the systems to make sure that they all perform
within the expected parameters. It is also to check that the system operates safely and
according to all regulations set forward by the IMO, Lloyds and all Quality Standards.
All these tests will take place during the pre-sea trials and sea trials by specialist technicians.
Lloyd’s Register call this a Condition Assessment Program (CAP) and this program covers hull
assessment, machinery assessment and cargo systems assessment. A CAP takes 3 months
and every time the vessel passes one of the tasks in the program the company is given a
certificate for each one and these certificates add up to make the vessel cheaper to insure.
Test Purpose Method Completed
Pressure The purpose of this is to make
sure there are no leaks
throughout the system. Tanks
should be checked also when
filled to the top.
The method is to gradually
bring the pressure up to the
full pressure of the system.
Then all lines should be traced
to check for leaks.
Best pay attention to the
flanges and the joints in the
piping. Valves must be
checked also
Electrical
equipment
To make sure that all electrical
systems are in working order
and nothing is overheating
which could cause a fire. This
also means making sure nothing
trips the system.
Motors, Cables and heaters all
to be tested. The resistance
insulation in the electrical
systems need to have the
values verified by the use of a
megger tester.
Lights To make sure that the lighting is
adequate within the purifier
room.
The room will be tested by a
light meter. This must be done
throughout the entire room
and the amount needs to be
the legal requirement of 220
lux.
Smoke
detectors
To make sure the smoke
detectors are in working order
and have the ability to detect
smoke.
The smoke detectors must be
tested using an aerosol spray
that meets the fire industry
standard, to simulate smoke in
the detector.

48
Flame
detectors
To make sure the flame
detectors are in working order
and have the ability to detect
flame.
The flames detectors must be
tested using a special torch
that meets fire industry
standard. The torch emits a
light frequency that simulates
flames in a fire.
Quick closing
valves
To make sure the Quick Closing
Valves close off completely and
register on the system.
The valves operations must be
tested locally and remotely.
This may be a two person job.
Ventilation To make sure the ventilation
system is working correctly.
Check the fan motor for
excessive vibration or noise.
Check with thermometers
after a period of running to
make sure temperatures are
correct. Make sure air is
passing through all of the
ducts and make sure the
extractor is running correctly
also.
Vent Fire
Dampers
To make sure the fire dampers
are in correct working condition
Closing off the fire dampers
manually and remotely should
check to make sure the system
is in working condition.
Fire Dampers are tested to the
highest ISO standards possible
before being fitted to make
sure they work.
Purifiers To test the purifier module and
make sure it meets all the
specifications required.
The purifier must be started
according to manufacturer’s
guidelines.
All parameters must be
inspected with the engineer
keeping an eye out for any
excessive vibration, noise or
leaks from the bowl.
All control functions must also
be tested.
Purifier
Motor
To test that the purifier motor is
in working order and not
overheating.
Run the purifier up to full
speed paying particular
attention to the motor.
Using a vibration scanner to
get all the correct readings to
make sure the parameters
meet the guidelines set forth
by the manufacturer.

49
Emergency
Stops
To test that the emergency stop
mechanisms actually stop the
machinery intended.
Run the purifiers up to top
speed and then activate the
emergency stop. The stop time
must be timed by an engineer
to make sure the shutdown is
adherent to manufacturers
guidelines.
Preheater To test the preheater is in
correct working order.
Run up the system and then
make sure the preheater is
working within the
manufacturers parameters.
Feed pump To make sure that the feed
pump is delivering the correct
capacity.
Run up the system and take a
vibration scan of the pump to
make sure it is within
parameters. Also check the
pressures and make sure they
are also within parameters.
The tanks must be monitored
also to make sure the pump is
delivering the correct amount
as put forth by the
manufacturer.
Drains To make sure the save-alls and
drains are in working order.
Check all save-alls and drains,
make sure there are no
blockages or leaks.
General
Safety
This is to make sure that the
purifier room meets the Health
and Safety Standards put forth
by the British Government.
General safety issues to be
considered.
Inspect every aspect of the
room to be ensured of its
safety certification. Hazards
must be addressed and
remedied as quick as is
possible. Hazards to watch for
are trips, head injury risks, any
hot surfaces, etc.

50
Cost Estimations
The Cost estimations below are taken from research and also from e-mailing Keith Phillips
and Jon Christmas at Alfa Laval, they never sent out a receipt but gave rough estimations for
me to get a rough idea of the cost. The estimations given were in Euros so the exchange rate
at the current time was taken into account.
Exchange Rate April 2016 – 1 Euro = 0.79 GBP
Item Price (£) Quantity Estimated Total Cost (£)
HFO Purifier Modules – Alfa Laval
S976
118212.92 2 236425.84
LO Purifier Modules – Alfa Laval S966 94570.34 2 189140.68
DO Purifier Modules – Alfa Laval
S956
78808.61 1 78808.61
Frame Customization 30,000 1 30,000
Valves 500
(average)
50 25000
Tanks 2500 11 27500
Ventilation System 5000 1 5000
Cables (Per one metre) 1.35 150 202.50
Light Fittings 144.43 5 722.15
Emergency Exit Signs 10.19 2 20.38
Trolley 115 1 115
Chain Block 188 1 188
Smoke Detectors 290 2 580
Flame Detectors 320 2 640
Dry Powder Extinguisher 15.54 1 15.54
Foam Extinguisher 45L 900 1 900
Hi-Fog System 30000 1 30000
Co2 Bottles 180 3 540
Total 625798.70
Piping costs were not added. Below is the price range per 3m for the piping. This would be
added later.
£9.89 – £23.26 per 3m

51
Novel Feature
In my experience as a cadet on three different types of shipping vessels I have found a few
features missing from the Fuel Purification systems on board. Personally I feel that some of
these might be useful for all using the system. If the client can find a manufacturer who can
create them then it would be advised to do so.
Alarm for Blocked Water Ports
It would be advised to create a transducer on the outlet side of the water port that could
detect the flow, or lack thereof. Maybe something that could detect in increase in pressure
inside the chamber. The problem found was that a lot of LO was being lost to sludge
discharge.
Adding a Magnetic Flow Straightener in the piping
Magnetic flow Straighteners can be used to reduce swirl and asymmetrical flow profiles
created by elbows in the piping, valves and any other disrupters in the pipe. Sometimes
adding long straights of piping is impractical, un-feasible or uneconomical. A Flow
conditioner, referred to as a straightener, could be cost effective and a solution to reducing
consumption over all within the system.
Back Pressure control from Engine Control Room (ECR)
In experience it has been shown that controlling the flow is a possible option from the ECR.
The problem with this is that when you change the flow you need to then go and adjust the
back pressure for the purifier. This can sometimes mean changing the flow in the ECR and
then running down two flights of stairs to manually change the back pressure. If there was
some way of changing both from the ECR there would be time saved for the engineer to
focus on more important tasks needing completed.

52
Knowledge and Skills Gained
The task was given at the beginning of this project to design a fuel purification system for a
sea going vessel. The fuel purification system was to operate in cooperation with a large 2
stroke engine. The Project Deliverables were the customer’s requirements and they are
found at the beginning of this project. Now at the end of this report it is safe to say that all
those objectives were met for the client as best as possibly can be.
Throughout this project I personally have grown as an engineer and manager, learning new
pieces to add to my knowledge and brand new skills I never knew I would have. These things
are all listed below:
 Project Management
 Time Management
 Drawing Software
 Technical Research
 Finance Research
 Verification Strategy Theory
 Further knowledge of the purification system as a whole
 How to contact suppliers
 Metallurgy on board ships
 Rules and Regulations I had no idea about
 Greater understanding of how the Hi Fog system works
 Floorplan drawing software
 Understanding the need for Quality Assurance and Certificates of Conformity’s
 Technical Specification writing and understanding
 Assessing performance of a system
 Breaking down a project
 Breaking down a system
 Ventilation systems and the calculations

53
Evaluation
Mentioned previously are the knowledge and skills I have learnt during this project but this
section is the overall Evaluation on the project.
 Project Management - First of all it is safe to say my knowledge in Project
Management has expanded by the bucket loads. I have learnt how to look at a
project in smaller parts, which makes it less daunting as a task. Putting all these
smaller parts together to create a cohesive piece of work was also a very tough skill I
had to learn. It was easy to do each part individually but to make sure it had
reference to previous sections or drawings was very difficult but I persevered and
got through it.
 Gantt Chart - I had no idea before this project what a Gantt Chart was. Now not only
do I understand what a Gantt chart is, I now know how to create one in quite a
stylish manner.
 Research Skills – At the start of this project I had quite good research skills, or so I
thought, and I thought this project was so big that I would be in the library, reading
books, searching the internet and emailing my ship contacts all the time. It turned
out quite differently, I found myself only really immersing myself in the internet and
books throughout the technical specifications section as that was the real beefy
section of this entire project. Once the regulations were all picked out I found it
quite easy to find the calculations set forth by these bodies. What made my research
skills extremely good was being able to go back into what we had learnt throughout
our college phases to find calculations to make decisions on this system. This for me
was the toughest aspect of the project.
 System Drawing and Floor Plans – I had not looked at engineering drawing software
since high school and that was over 8 years ago. No matter what anyone says about
things, if you do not use specialized skills for quite some time you will take a lot of
time to get back to where you were. I understood this and also understood I would
never be that good so I had to research a good drawing software plan that did most
of the work for me. I found Edraw Max and for this I was so thankful. It had
everything and anything it didn’t have I could make in the programme. This took a
huge weight off my shoulders as this was the section I was dreading the most, I could
have done it manually but it would have looked terrible. Relearning how to do these
drawings and plans is a skill I hope I don’t forget.
 Formal Writing – As shown from this section of the report I am not a very formal
person. This project has forced me to reassess how I write reports and technical
design portfolios. For me this was another very difficult task as I have written and
talked this way for several years. To reassess and change that has been a mighty big

54
task but I personally feel that I have done quite a good job of it. I had to look at
examples of report writing to do this. Taking note of what was written in manuals
and engineering books to try and sound more professional.
 Purifier System – This aspect has been quite easy for me, not in a bragging way but
because I believe I had a good knowledge base on this system. I worked very hard
whilst at sea to understand the systems on board and was very lucky to have an
extremely helpful 2nd
Engineer Robert thresher who also helped me come up with
topics for the purifier manufacturer Decision Matrix. Although this section was not
necessary I believe it helps to have two contingency plans in this design as you never
know what could happen. The system diagram for me was only going to work one
way as on all three different types of ship, that I sailed on, had this exact design on
the diagram. It made sense for me to make it this way.
 The Project as a whole – I worked very hard on this project, harder than I have ever
worked on anything in my entire life and the truth is that I hope it makes the top
criteria. It helps that my classmates have asked me for advice throughout the project
and helps with my confidence in the subject. I doubt I will make their
acknowledgements but I am actually not upset as I really enjoyed this. It opened up a
part of my mind that I had left dormant for so long. The part of my mind that just
loves problem solving and this project was a problem needing solved from start to
finish. No budget meant you made your own, and depending on the type of person
you are you chose an economical project or an expensive lavish one. I opted for Alfa
Laval, they are the most well-known purifier modules in the business. They are not
cheap but they are not the most expensive for sure. They are widely available
meaning parts are cheap and the truth be told it was the best choice for saving
money in the long term and that’s what shipping is about. Saving a company money
so they can still be around in 100 years.
At first I doubted my own ability and was intimidated by the task set in this project. I
have never done anything like this in my entire life, using skills I had not even learnt
yet. Over time that fear diminished with each page I typed out.
Overall I believe this project has been educational and a success. I now have a
respect for the designing stage of the systems on board of the ships we work on. It is
incredible how much goes into one aspect of such a large thing. I feel I have further
my knowledge in project management and my skills on making economical, smart
and effective decisions.

Mind Map
This mind map was given in the Project Proposal

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

APPENDICES
APPENDIX 1
Fuel Consumption Calculation
Cl (Fuel Consumption – m3
/hr) = C (Specific Consumption – g/kwh) x P (Power – kw) x (1 / ρ
(Density of Fuel – kg/m3
)
Assume 100% Load
Specific Consumption = 166 kg/kWh
Power = 61830 Kw
Density = 991 kg/m3
(estimation used on recommended Fuel from manual RMH 380)
Fuel Consumption = 0.166 x 61830 x 1/991
= 10.357 m3
/hr
= 10357 litre/hr
Daily Consumption = 10.357 x 24 = 248.568 m3
/day
258.568 x 0.991 (density) = 246.33 m3
/day = 246330 litres/day (approx.)
APPENDIX 1.1
Throughput Calculation
Throughput (m3
/s) = (Centrifuge (l/kwh) x Power (kW)) / (3600 x 1000)
Centrifuge value taken from Section 7.05 of the MAN B&W Manual for the Main Engine
LO Centrifuge = 0.136 l/kWh
Power = 61830 Kw
LO Throughput = (0.136 x 61830) / (3600x 1000)
= 2.34 x 10-3
m3
/s
APPENDIX 1.2
Centrifuge Value taken from Section 7.05 of the MAN B&W Manual for the Main Engine

1
FO Centrifuge = 0.231 l/kWh
Power = 61830 Kw
FO Throughput = (0.231 x 61830) / (3600 x 1000)
= 3.95 x 10-3
m3
/s
APPENDIX 1.3
Main engine lubrication oil purification requirement:
To calculate the main engines lubrication requirement this calculation is required
LO Purification (litres/hour) = Power (kW) x LO Centrifuge (l/kWh)
LO Purification = 61830 x 0.136 = 8408.88 litres / hour
APPENDIX 1.4
DO Consumption on Main Engine
Cl = C x P x 1/ρ
Specific Consumption = 166 kg/kwh
Power = 61830 Kw
Density = 890 kg/m3
(estimation used on recommended Fuel from manual RMH 700)
Fuel Consumption = 0.166 x 61830 x 1/890
= 11.53 m3
/hr
= 11530 litres/hour
Daily Consumption = 276.72 m3/day = 276720 litres/day

2
APPENDIX 2
Generator Fuel Consumption Calculation
Cl (Fuel Consumption – m3
/hr) = C (Specific Consumption – g/kwh) x P (Power – kw) x (1 / ρ
(Density of Fuel – kg/m3
)
Assume 100% Load on generator
Specific Consumption = 186 kg/kWh
Power = 2800 Kw
Density = 991 kg/m3
CI = 0.186 x 2800 x 1/991
= 0.526 m3
/hr = 12.61 m3
/day
= 526 litres/hr = 12624 litres/day
This number is per Engine so total consumption would be for two generators running:
12.61 x 2 = 25.22 m3
/day = 25220 litres/day
APPENDIX 2.1
Auxiliary engine lubrication oil purification requirement:
According to the MAN B&W manual, to calculate the lubrication oil purification rate
required for the generator engines, the following equation has to be used:
𝑄 = 𝑃 × 1.36 ×
𝑛
𝑡
Q = required operational flow (litres/hour)
P = Maximum Engine Power (kW)
n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 [l/kW]
or 1 [l/HP] (for HFO = 6)
t = Separating time per day (usually accounted as 23.5 hours and 0.5 hour given for sludging
time on separator)
Q = 2800 x 1.36 x 6/23.5 = 972.26 litres/hour

3
On board cargo vessels the number of engines running simultaneously must be taken into
account. The Power demand average of many of these vessels is around 40 – 50%, if we use
the average of 43% of the total power of the three auxiliary engines combined then we will
be looking at 1.3 times the total power of one of the auxiliary engines.
So
972.26 x 1.3 = 1263.94 litres/hour
APPENDIX 2.2
Total LO purification requirement from both the Main Engine and Auxiliary Engines:
Main Engine LO Requirements + Auxiliary Engine LO Requirements = Total LO Requirement
8408.88 + 1263.94 = 9672.82 litres/hour
APPENDIX 2.3
Total FO Purification Requirement from both the Main Engine and Auxiliary Engines:
Main Engine FO requirements + Auxiliary Engine FO Requirements = Total FO Requirement
10357 + 1052 = 11409 litres/hour
APPENDIX 2.4
DO Total for M/E and Aux/E
Cl (Aux Engines) = 0.186 x 2800 x 1/890 = 0.585 m3
/hr = 585 litres/ hr
Total DO = 11.53 + (2 x 0.526) = 12.13 m3
/hr = 12130 litres/hour

4
APPENDIX 3
Decision Matrix Maths
Factors Importance Alfa Laval Mitsubishi Westfalia
Unit Price 5 20 10 20
Reliability 5 25 25 25
Ease of Maintenance 4 20 12 20
Spares and Technician Availability 4 16 8 20
Environmental Impact 4 20 20 20
Ease of Use 3 15 12 12
Overall Weight 2 8 8 8
Size of the System 3 15 6 12
Need for Ancillaries 2 8 6 10
TOTAL 162 116 159

5
APPENDIX 4
SYSTEM DRAWINGS
All of these system drawings were selected as the most appropriate system layouts as
moving any valves meant the system not working.
DRAWINGS:
Drawing Symbol Index
1A. HFO SYSTEM
1B. HFO SYSTEM PARTS LIST
2A. LO SYSTEM
2B. LO SYSTEM PARTS LIST
3A. DO SYSTEM
3B. DO SYSTEM PARTS LIST

6
DRAWING SYMBOL INDEX
Double Bottom Tank Heater
Quick Closing Valve
Non Return
3 Way Valve
Quick Closing Valve Purification Unit
Duplex Filter Cock
Globe Valve Pneumatic Valve
Pressure Indicator Single Wall Tank
Temperature
Indicator
Pump
Hand Operated Gate
Valve
Non Return Valve
Heater 1
PI
TI
Pump 1

Item No. Component Material Quantity
QCV 1,2,3,4
Non Return Quick
Closing Valves
CS 4
QCV 5,6,7,8 Quick Closing Valves CS 4
V15 V16
Hand operated Gate
Valves
CS 2
Globe Valves CS 2
Hand Operated Gate
Valves
CS 4
Pump ALP 0075 1
Heater EHM 100 1
Pressure Indicators 8
Temperature
Indicators
2
Tank Sludge Tank SS 1
Double Bottom Tank Settling and Service SS 4
3 Way Valve 3 Way Control Valve SS 2
Pneumatic Valves CS 2
Sample points Cocks SS 2
Purifier S976 2
Piping Diameter 46.3mm
GRADED UNIT PARTS LIST 1B
STEVEN BRADY HFO SYSTEM

QCV 1
Non Return Quick
Closing Valves
CS 1
QCV 2 Quick Closing Valves CS 1
V 10,11,12,13,14,16
Hand operated Gate
Valves
CS 6
V 17,19,20
Hand Operated Gate
Non Return Valves
CS 3
Globe Valves CS 2
Hand Operated Gate
Valves
CS 4
Pump ALP 0075 1
Heater EHM 100 1
Temperature
Indicators
2
Purifier S966 2
Piping Diameter = 22.9mm SS
STEVEN BRADY LO SYSTEM

1
PARTS LIST 2B
QCV 2,4
Non Return Quick
Closing Valves
CS 2
QCV 1,3 Quick Closing Valves CS 2
Hand operated Gate
Valves
CS 1
Globe Valves CS 1
Pump ALP 0115 1
Heater CBM 1
Temperature
Indicators
1
Purifier S956 1
Piping Diameter = 37mm
DO SYSTEMSTEVEN BRADY

2
APPENDIX 5
Pipe Calculations
Flow rate Velocities taken from Manuals
HFO – V= 0.6 m/s-1
LO – V = 1.8 m/s-1
DO – V = 1.0 m/s-1
APPENDIX 5.1
HFO Pipe Diameters
Q = Volumetric Flow rate = 11.409/3600 = 3.17x10-3
(usually a large V with a dot)
Area = Q (Volumetric Flow rate) / v (Velocity)
= 3.17x10-3
/ 0.6 = 5.28x10-3
Radius = √Area/ π
= √5.28x10-3
/π = 0.02313
Diameter = 2 x Radius
= 2 x 0.02313= 0.0463m = 46.3mm roughly
APPENDIX 5.2
LO Pipe Diameters
Q = 9672.82 litres/hour = 9.67 m3
/hour = 8.41/3600 = 0.002336
Area = Q/v
= 0.002336/1.8 = 0.001297
Radius = √A/π
= √0.001297/π = 0.01147
= 2 x 0.01147 = 0.0229m = 22.9mm roughly

3
APPENDIX 5.3
DO Pipe Diameters
Q = 12130 litres /hour = 12.13 m3
/hour = 12.13/3600 = 3.37x10-3
Area = Q/v
= 3.37x10-3
/1.0 = 3.37x10-3
Radius = √A/π
= √3.37x10-3
/π = 0.0185
= 2 x 0.0185 = 0.037m = 37mm roughly

APPENDIX 6
Room Layout Drawings
Index
4A Room Layout 1
5A Room Layout 2
6A Room Layout 3
Appendix 6.1
The Maths behind the Room Layout Decision Matrix:
Factors Importance Layout 1 Layout 2 Layout 3
Footprint 4 20 12 16
Piping Complicity 4 20 12 16
Maintenance Access 5 25 25 20
Tank Access 3 9 12 9
Evacuation Safety 5 25 25 20
I Beam Instillation 2 10 8 8
Total 121 103 101

1

2

APPENDIX 7
Ventilation
In Lloyd’s Register Chapter 21 Section 10 it states that the ventilation system must be
capable of 30 charges of air per hour.
APPENDIX 7.1
Volume of the Purifier Room
Volume = Length x Width x Height
= 4.6 x 8.5 x 4.4
= 172.04 m3
APPENDIX 7.2
Ventilation Flowrate
Ventilation Flowrate = Volume of Room x Charges of air per hour
= 172.04 x 30
= 5161.2 m3
/hour
This would be the legal requirement of air needed but with companies now playing it safer
than years before it is wise to try and make sure the room is ventilated by a factor of 1.5.
So…
Safe Ventilation Flowrate = Legal Flowrate x Safe Factor
= 5161.2 x 1.5
= 7741.8 m3
/hour
APPENDIX 7.3
System Layout
7A Vent System Layout

APPENDIX 8
Sludge Tank
In MARPOL it explains what calculations must be done to calculate the capacity of sludge
tanks. It is mentioned in Annex 1, Regulation 10.15
“1. For ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank
capacity (V1) should be calculated by the following formula:
V1 = K1CD (m3
)
where: K1 = 0.01 for ships where heavy fuel oil is purified for main engine use, or 0.005
for ships using diesel oil or heavy fuel oil which does not require purification
before use,
C = daily fuel oil consumption (tonnes); and
D = maximum period of voyage between ports where sludge can be discharged
ashore (days). In the absence of precise data a figure of 30 days should be
used. “
Previously the HFO system consumption was shown in m3 and litres
So using further calculations to find the tonnes/day for the entire system
APPENDIX 8.1
Total HFO Calculations in Tonnes
Rough calculations show that 11409litres/hour = 11.306 tonnes/hour
11.306 x24 = 271.34 tonnes/day
APPENDIX 8.2
Using the calculation set forth by MARPOL we can say that:
V = KCD
= 0.01 x 271.34 x 30
= 81.40 m3

1
APPENDIX 9
System Layout
8A Lighting System Layout
9A I-Beam Layout
APPENDIX 9.1
Cable Calculations
The first thing needing done is the calculation of the Line Voltage. This is shown with
VL = V (Supply Voltage to system) /√3
Where
V = 440V
VL = 440/√3
= 254.034V
Then the next step is to calculate the apparent Power. This is done with the formula
kVA = P (Rated Power of motors) / Pf (Power Factor of the ship)
Where
P = 7.5 kW (This is for all purifiers)
Pf = 0.8
kVA = 7.5 / 0.8
= 9.375 kVA
The last step after that is to calculate the line current. This is done by
IL = kVA / VL
= 9375/254.034
= 36.90 A
APPENDIX 9.2
Lighting Calculations
Watts to lumens calculation formula
The luminous flux ΦV in lumens (lm) is equal to the power P in watts (W), times the luminous
efficacy η in lumens per watt (lm/W):
ΦV(lm) = P(W) × H(lm/W)
So

2
lumens = watts × H
or
lm = W × H
LIGHT TYPE TYPICAL
LUMINOUS EFFICACY
(LUMENS/WATT)
TUNGSTEN INCANDESCENT BULB 12.5 – 17.5
HALOGEN LAMP 16 -24
FLUORESCENT LAMP 45-75
LED LAMP 30-90
METAL HALIDE LAMP 75-100
HIGH PRESSURE SODIUM VAPOR LAMP 85-150
LOW PRESSURE SODIUM VAPOR LAMP 100-200
MERCURY VAPOR LAMP 35-65
Using this table we can say that the fluorescent lamp uses a luminous efficacy of around 60
therefore:
Lm = W x H
= 58 x 60
= 3480 lm
So calculating the number of lights we need to use the lumen method.
The lumen method uses the following equation:
N = (E x A) / ( F x UF x MF)
Where
N = number of lights required
E = required level of illumination of the room (lux)
A = Area of the room (m2
)
F = Light given off from each bulb (lm)
UF = Utilization factor for bulb distribution (set at 0.4)
MF = Maintenance Factor for deterioration of bulbs (taken as 0.75)
Therefore:
N = (220 x 39.1) / ( (3480 x 2) x 0.4 x 0.75)
= 4.12 Lights

APPENDIX 10
System Layout
10A Fire Plan
Drawing Index
Smoke Detector Flame Detector
Extinguishers Escape Ladder
Fire Alarm Emergency Exit
Emergency Phone
Hi Fog Sprinkler
Head
Firefighting System Calculations
To add the purifier room to the vessels purifier system the number of additional CO2 bottles
that are required to be added to the system to accommodate the room must be calculated.
The Fire Safety Systems Code Chapter 5, section 2.2.1.2 shows how to calculate this:
“For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a
minimum volume of free gas equal to the larger of the following volumes, either:
 40% of the gross volume of the largest machinery space protected, excluding the
casing
 35% of the gross volume of the largest machinery space protected, including the
casing (IMO, 2001)
It goes on to state in chapter 5, section 2.2.1.4 that “For the purpose of this paragraph the
volume of free carbon dioxide shall be calculated at 0.56 m3/kg” (IMO, 2001). “

1
The Volume of the room was calculated earlier in APPENDIX 7.1
Volume = 172.04 m3
40% of the room volume:
Volume x 0.4 = 172.04 x 0.4 = 68.816 m3
To calculate required mass of CO2:
68.816 / 0.56 m3
/kg = 122.89kg
To calculate how many 45kg CO2 cylinders are required:
122.89 / 45 = 2.7 bottles
Rounding up to three means that three additional bottles will be required to accommodate
the purifier room into the system

APPENDIX 11
VERIFICATION STRATEGY THEORY
To complete a verification strategy it is first best to understand the theory behind how we
get round to creating a verification strategy for an engineering system. The theory it is based
on is the verification action theory. The diagram below explains the process of understand
what it is you are reference to or the element (item in the system) that you are going to
verify. You then pick the verification action to put the item through which would then define
what you expect before it is installed on ship. Then you run it through after it is installed on
the ship and as you already have the parameters or definitions you will get an obtained
result. You compare the two and it will tell you whether or not the system is working.
The definition of a verification action applied to an engineering element includes the following:
 Identification of the element on which the verification action will be performed
 Identification of the reference to define the expected result of the verification action (see
examples of reference in Table 1)
The performance of a verification action includes the following:
 Obtaining a result by performing the verification action onto the submitted element
 Comparing the obtained result with the expected result
 Deducing the degree of correctness of the element

Regulations and Standards
It is important to note the regulating bodies and works cited within this booklet, for further
referencing or studying to be made for the project by the project team. Below are the
regulatory bodies cited in this report.
 SOLAS
 MARPOL
 Lloyd’s Register
 IMO
 ISO
 Electrical Standards by Health and Safety Executive
 Fire Systems Safety Code
 International Code for the application of fire test

12
Bibliography
Websites Used:
www.alfalaval.co.uk
http://www.gea.com/global/en/productgroups/centrifuges-
separation_equipment/index.jsp
http://www.kakoki.co.jp/english/products/
https://www.dieselnet.com/standards/inter/imo.php
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/282659/c
oswp2010.pdf
http://marine.man.eu/docs/librariesprovider6/technical-papers/tier-iii-two-stroke-
technology.pdf?sfvrsn=12
https://www.dieselnet.com/standards/inter/imo.php
Rules_and_Regulations_for_the_Classification_of_Ships.pdf
http://www.imo.org/en
http://www.marpoltraining.com/MMSKOREAN/MARPOL/
https://www.dnvgl.com/maritime/
http://www.batt.co.uk/industry2
www.shipserv.com
http://www.marioff.com/
http://www.liftingequipmentstore.com/
http://sebokwiki.org/
www.steeltubedirect.co.uk
http://www.viscopedia.com/viscosity-tables/substances/bunker-oil-marine-fuel-oil/

12
Documents Used:
IMO, (2001), FSS Code, London: IMO Publishing.
IMO, (2009), Guidelins For Measures To Prevent Fires In Engine-Rooms, London: IMO
Publishing.
IMO, (2014), SOLAS Consolidated Edition, 2014, London: IMO Publishing.
MAN B&W, (2011), MAN B&W G95ME – C, MAN B&W.
MAN B&W, (2014), L27/38 Project Guide – Marine, MAN B&W.
Maritime and Coastguard Agency, 2015, International Management Code for the Safe
Operation of Ships and for Pollution Prevention
Taylor, D.A, 1996, Introduction to Marine Engineering, 2nd
edition, Oxford, Butterworth-
Heinemann
MSC/Circ.834, 1998, IMO
Alfa Laval. (2015). Flex separation systems, P-separators 626/636 - Alfa Laval.
Alfa Laval. (2015). Flex separation systems, S-separators 921–987

12
Graded Unit: Fuel
Purification
System
Progress Report 1
Covering dates: From 04/01/2016 to 29/01/15
2016
STEVEN BRADY
FUSILIER FUELS LTD.

12
Contents
Research Completed….Page 2
Next Jobs…………………….Page 3

12
Research Completed
During the period of 04/01/2016 to 29/01/2016 I have carried out the following research:
 MAN B&W website as I have chosen the engine
 MAN B&W 8S90ME-C9 2 stroke slow speed engine
 Emailed Alfa Laval for product guide as their website is not very detailed
 Researched software for this project – Inventor Pro, SmartDraw, AutoCad, Edraw
Max
 Installed Microsoft office for my home laptop, using Microsoft project in college for
my Gantt charts and also using mindmaple for my mind maps back home.
 Have completed roughly 50% of the project proposal and am on track to get that in
on time
 Looked up new IMO regulations regarding NOx emissions to see if this will interfere
with our designs, it turns out it kind of does, but the engines can be fitted with new
parts to stop that
 Auxiliary Engines – MAN B&W 7L27/38’s – medium speed engines
 The three manufacturers chosen for my fuel purification units
Alfa Laval
Mitsubishi
Westfalia
Next jobs
I plan to now carry on with the following deliverables:
 Start system Diagrams to be completed for the system design
 Complete rough Gantt chart for project
 Complete mind map for project
 Select all systems equipment
 Capacity of the tanks must be decided
 Lighting to be decided

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

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

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