Professional Documents
Culture Documents
FRAMO Training Courses PDF
FRAMO Training Courses PDF
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- Correct operation during discharging, stripping, tank washing and cargo heating
- Trouble shooting and maintenance of the main components in the system
- "Hands-on" training on main components, such as: Cargo pumps, control valves,
relief valves, etc.
During 2002 we will arrange 2 Standard Seminars at each of our offices in Bergen,
Houston, Singapore and 4 Standard Seminars in Rotterdam, as well as 2 Seminars in
Athensand one in Yokohama and Pusan - i.e. 14 Seminars in total. The TrainingSeminar
willdeal with both operation and maintenance.
Schedule
Ber en 28-30 Janua 2003 19-21 Au ust 2003
Rotterdam 11-13 Februa 2003 02 -04 Se tember 2003
Rotterdam 18-20 Februa 2003 09 -11 Se tember 2003
Houston 11-13 March 2003 21 -23 October 2003
Sin a ore 10- 12 June 2003 18-20 November 2003
Athens 08-09 April 2003 23-24 September 2003
Japan 08 -09 October 2003
Korea 12-13 November 2003
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FRAMOTailor-made Training Courses
In addition, our tailor-made courses can be arranged all year round, at our training center ir
Bergen, Norway, or worldwide - related to specific systems and customers. Based upon your
special demands we will give you our best recommendation and special offer.
On Board Training
Particularlygood results have been achieved by On Board Training, where an experienced
person from FRAMOTraining Team willespecially highlight the followingsubjects:
v
. Check filter box, hydro oil tank and storage tank and bring ashore hydro oil samples for
analysis
. Evaluation of hydraulic system and cargo pumps (Technical Report)
. After the course is completed, a Condition Report will be sent to the ship and owner
We are running contractual courses with several of the world's major chemical tanker operate
- with excellent results.
Please do not hesitate to contact our Training Department for further details:
Telephone: +47 55 99 92 00
'-' Telefax: +4755999382
E-mail: [email protected]
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-..,,;
'-.J
ii
FRAMO
Frank Mohn Services AS
Head office: Frank Mohn AS, P.O.Box 98 Sicitthaug, 5851 Bergen, Norway, Phone: +47 55 99 90 00, Telefax: +47 55 99 93 80
Frank Mohn Flat0YAS, Flat0Y, 5918 Frekhaug, Norway, Phone: +4755 99 94 00, Telefax:+4755 99 95 81
Frank Mohn Fusa AS, P.O.Box 10, 5641 Fusa, Norway, Phone: +4755 99 96 00, Telefax: +4755 99 97 80
Frank Mohn Services AS, P.O. Box 44 SI&nhaug, 5851 Bergen, Norway, Phone: +4755999200, Telefax: +4755 99 93 82
Framo Engineering AS, P.O.Box 174 Sandsli, 5862 Bergen, Norway, Phone: +4755 92 88 00, Telefax: +475592 8900
Frank Mohn Nederland BV, Edisonweg 18, P.O.Box 305, 3200 AH Spijkenisse, The Netherlands, Phone: +31 181 619311, Telefax: +31 181 611193
Frank Mohn Houston Inc, 1802 West D Street, la Porte, Texas 77571-4601, USA, Phone: + 1 281 471 7920, Telefax: + 1 281 8425450
Frank Mohn Singapore Pte ltd, 17 Tuas View Circuit, Singapore 637575, Phone: +65 62102400, Telefax: +65 6210 2401
Frank Mohn AS Sweden Office, Askims Industrivag 1 A, 43634 Askim, Sweden, Phone: +46 31 682085, Telefax: +46 31 681048
Frank Mohn Nippon K.K.,City-haz Chojamachi Building 6 - 3, Chojamachi 2-chome, Naka-Ku, Yokohama 231-0033, Japan, Phone: +81 452537155, Telefax: +81 45 253 7188
Fronk Mohn Korea Office, Rm. 309, Yachting Center Bldg., 1393, Woo-1 Dong, Haeundai-Ku, Pusan, Korea, Phone: +82 51 743 6942, Telefax: +82 51 743 6944
Frank Mohn China lid, Unit 1008, Pine City, 8 Dong An Road, Shanghai 200032, China, Phone: +8621 6443 8845 - +86 21 6443 8840 Telefax: +8621 6443 8846
'-'"
Frank Mohn do Brasilltda, Av. PresidenteVorgas, 463/19' Ander, 20071-003 - Rio de Janeiro - RJ, Brazil, Phone: +55 21 25077898, Telefax: +55 21 25077899
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Ref.: Mali
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FRAMe
Date: 04/(
Page: 1 of
'-"
Spares and Service Stations
General Manager
Tom Borge 181 650308 181 485025 653 152749
Service Department:
Martin van Dijke 181 650324 166 604061 612459876
Willem Boardman 181 65031 8 104184582 653 247722
Eriklangendoen 181 650323 181645412 653 350493
Frode Borgund 181 650325 102132048 622 208870
""-"
Workshop Department:
Ad Moret 181 650326 786139491 651 365952
Rental Services:
Henk Heuker 181 650360 187631938 653 763289
Jelle Nieuwland 181650361 187632313 651424760
Hans de Kruif 181 650362 181 338434 653 159828
Renee v.d. Starre 181 650362 181 323900 620 002106
John Schroder 181650362 - 626 480340
CusTomer Support :
Terie 0stensen 181 650327 181312090 653 485507
General Manager
BendtNilsen 281-286-2156 713-249-4918
ServiceDepartment:
Jan Rune Fauskanger 281-461 -3596 713-249-4916
Trainingdept.:
Hugo Nikolaisen 281-480-5042 713-299-5332
Customer Relation/
Oil MonitoringProgram:
James Little 281-996-7908 713-828-4209
lii
FRAMO
-.J
General Manager:
Harald Tvedt 6734 7603 981
ServiceManager:
J0m BergOlsen 6834 2658 963
Assist.Mngr. Operation
Ang Meng Guan 68628242 973
Accounts &Admin.Manager:
IvyLoh 67933657 96c
Ref
iiJ
FRAMO
Dai
Pa~
Telephone: +8145253-7155
Telefax: +81 45253-7188
E-Mail: fmnippon(@framo.co.jp
General Manager:
N. Suzuki 45-973-3090 90-1542-5469 70-51 3:
Sales Manager:
S.Sato 3-5662-5052 90-3472 -3792 70-611 .
ServiceCo-ordinator:
AYamagishi 476-92 62 62 90-2525-2187 70-611 .
ServiceEngineers:
M.Kawai 45-381 -1014 90-3472 -0225 70-51 3:
K.Sasaki 44-751-6988 90-1542-0950 70-611
iii Ref.: AAa/ilt
Date: 04/03/03
FRAMO
Page: 5 of 9
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General Manager:
Sung Kyu Kim 51-743-6942 11-558-694 L 51-624-2445
ServiceManager:
Woo Gi Baeg 51-743-6942 11-597 -0233 51-702-5811
Engineer:
Seung Hun Lee 51-743-6942 11 -870- 1 441 51-704-1480
"-"
Ref.: Ma/ilt
iiJ
FRAMO
Date: 04/03/03
Page: 6 of 9
--/
Managing Diredor:
Colin S.P. Man +85228062049 +852 9027 2351
+8613701685157
Telephone: + 55-21-2507-7898
Telefax : + 55-21-2507-7888
E-Mail: [email protected]
General Manager:
LuizF. BassaniDias: 55-21-2710-7724 55-21-9615-9378
55-21-2610-2918
(tel/fax)
Service:
Ronaldo Dutra 55-21-3391-0057 55-21-9945-3830
(tel/fax)
Geraldo Moreira Junior 55-21- 3978-3539 55-21-9768- 1574
Accounts& Admin.:
Gloria M. Duarte Moura 55-21-2498-5025 55-21-9299-8309
,-.
iii Ref.: Ma/ilt
Date: 04/03/03
FRAMO
Page: 8 of 9 ' /
Telephone: +47 55 99 92 00
Telefax: +47 55 99 93 82 (Marine)
Telefax: +47 55 99 92 90 (Offshore)
After office hours: +4790990006
E-Mail: [email protected]
' /
Director:
Oddvar Berge 55 99 92 20 55 12 01 95 901 96588
Commercial Manager
Marine:
ArvidAadland 55 99 92 03 55 24 32 29 915 38229
Commercial Manager
Offshore:
Trond PetterAbrahamsen 55999259 55 13 39 99 901 45266
ServiceManager:
Tore J. Gn;~tte 55 99 92 12 55 11 91 52 91538230
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Service Department
Marine:
Olav Berntsen 55 99 92 34 56 14 11 67 909 77062
Geir E. Larsen 55 99 92 17 55 18 31 14 95043766
Magnar Hjart0Y 55 99 92 13 55 12 06 43 95043765
Gunnar B. Gundersen 55 99 92 05 55 16 20 29 95043806
Lars Erlend Brattab0 55 99 92 15 56 30 65 09 95043755
Frank Johnsen 55 99 92 02 55228981 95043805
Per Moberg 55 99 92 65 56 30 56 20 917 79757
Vidar Torstad 55 99 92 95 56 30 67 11 952 65757
Training Department:
MartinusFjeldstad 55999207 56 14 30 93 901 96623
Jon Kristoffersen 55 99 92 43 5531 3729 95043789
Jostein Torp 55 99 92 81 55 24 44 57 95043730
"-" KnutRiple 55 99 92 91 553901 10 95058152
SveinNordeide 55999297 55 1227 55 958 59729
. IngeFlindtHermansen 55 99 92 96 55 28 05 32 91779768
Widar Thorvaldsen 55 99 93 15 56 31 18 60 91779761
Hostad Svein 559993 91 56 14 17 66 91811202
ServiceDepartment Offshore
FRAMO Products:
Geir Sivertsen 55 99 92 30 55 166738 95043775
Olav Ronees 55 99 92 92 55 24 30 43 90791166
TorfinnLosnedahl 55 99 92 18 56 17 07 09 ,95836743
Terje Fauskanger 55 99 92 61 56 147645 91779759
ErikNorheim 55 99 92 08 55 29 09 89 91779781
Inge Kvam 55 99 92 70 55 13 88 58 95043858
ServiceDepartment Offshore
"-" Partner Products:
Kare I. Christiansen 55 99 92 19 55 10 29 29 901 55038
Magnus Minde 55 99 93 05 - 41620141
Geir Moe 0stvik 55 99 92 77 55 28 24 05 950 43828
Commercial Department
Offshore:
Sales Engineer:
Bard Oldervoll 55999221 55 24 08 82 900 17 105
'-"
Improved Tanker Design with Frank Mohn Cargo Pumping System
1. Increased cargo carrying capacity
No pump room = more volume for cargo
Reduced steel weight and no hazardous pump room environment
4. In-Tank pumps have better stripping abilities with less amount of slop
Built-in stripping device. No extra stripping equipment required
6. Submerged pumps offers the possibility of deck mounted cargo heaters which implies more
efficient heating and reduced steam consumption
8. Hydraulic power used for deck machinery, no separate power system required
10. Hydraulic system also to power hydraulic motor for bow thruster
Hydraulic motor can be located in hazardous area
=
Hydraulic motor stepless speed control fixed pitch propeller to be used
11. Hydraulic drive gives stepless capacity and speed control of cargo pumps
Optimal power consumption regardless of terminal head, cargo viscosity or
specific gravity
13. Framo submerged cargo pumps have increased discharge capacity at lower terminal heads which
implies shorter discharge time and more cargo carrying days of the ships
14. Cargo pumps are easy to maintain with all service points located at the pump head
-
Pump to be serviced inside the tank no need for pulling the pump
15. Hydraulic power plant totally assembled and tested by Frank Mohn prior to shipment
Modulized design I Easy to install by yard
17. Technical support to designers and Framo engineer present at yard during final installation and
commissioning, full scale testing
'--"
POWER TRANSMISSION
Shaft
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FRAMO SPECIFICATION No.: 0240-0034-4
dO Date/Sign: 30.09.98/HeS
ORDER NO. Checked.:
FRAMO Page: 3 of 8
611586/1 - 611587/1
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MATR. II.NO. 1.4462 NORMRLIZED.
- LOll PRESSUREPIPES: STAINLESS STEEL.
LONGITUDINALIIELDEDACC TO DIN 2463-D2/T3
ELV:L~YEORASS~O:BT~yOL MATR. AISI 316L.
- PILOT PIPES: DUPLESSTRINLESS STEEL.
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The hydraulic system is built as a central hydraulic main ring line system in closed
loop where hydraulic pumps deliver oil to a main pressure line. From this main
pressure line a number of hydraulic motors can be run provided that a sufficient
number of power packs have been started. In order not to overs peed the hydraulic
motors, a speed control valve is installed up stream of each motor.
The main hydraulic pumps are of axial piston type, swash plate design with variable
displacement. The pump displacement (swivel angle) is hydraulically controlled via
\ / the pressure regulator on each pump.
At start~up, the variable pump is in max. swivel angle, and a pressure is built up in
the pressure line. This pressure is internally bled off through the pressure regulator
and a solenoid valve, energised at start-up, causing that the swivel angle is reducec
to min. After approximately 10 seconds for electric hydraulic power packs and
approximately 3 minutes for diesel hydraulic power packs, the solenoid valve is
de-energised and pilot oil from the pump will push the swash plate to an increased
swivel angle, and oil is delivered into the main pressure line. However, if no oil is
needed, a pressure is built up in the main pressure line. When this pressure reach
the set pressure of the proportional valve, the valve will open for oil through the
pressure regulator, and the swivel angle will decrease until a balance is reached
between oil delivery and oil consumption.
If the oil consumption from the cargo pumps is increased, the system pressure will
drop slightly, and the oil flow through the proportional valve will drop. Pilot oil from
the pump will now push the swash plate to increased swivel angle until a new
" balance is reached between oil delivery and consumption.
By this system the oil delivery from the hydraulic pumps will always be the same as
the oil consumption from the motors.
All cargo and other pumps connected to the system may be remotely controlled fro!
Framo control panel, vessel computer or locally at each pump via the speed control
valve STC (Speed Torque Controller). This valve is designed to control the
discharge from cargo- and other pumps powered by a central hydraulic ring line
system.
The valve is set to a maximum oil flow, limiting the oil flow to the hydraulic motor an
thus limiting the motor speed and consequently prevents overspeed. The oil flow is
proportional to the speed, which can be steplessly regulated.
For further information about the STC-valve, see separate instruction.
One of the feed pumps on the auxiliary hydraulic unit (one in operation and one in
stand-by) circulates oil into the return/suction line and back to the unit, via the built-in
low pressure relief valve. The feed pump runs at full speed during operation of the
hydraulic pumps, and half speed when the hydraulic pumps are stopped. At half
speed, the feed pump keeps the hydraulic system pressurized at approximately
6 bar to avoid possible cargo leakage into the hydraulic oil.
The main filter and the oil cooler with a built-in temperature controlled shut-off valve
for the cooling water, are installed in the main return line to keep the oil clean and
the temperature within desired range. The shut-off valve is installed by the Yard on
the cooling water inlet line, but controlled from the FM system control system.
;
2.1.2 HYDRAULIC FLUIDS, FLUID CLEANLINESS
Hydraulic pumps, motors and controls are devices requiring close tolerances,
controlled wear surfaces, accurate finish and an adequate supply of clean hydraulic
fluid. Contaminated fluid will not provide proper lubrication and is a leading
contributor to reduced efficiency, excessive downtime and increased maintenance
cost.
Max. recommended water content is 300 PPM (0.03 %), and must under no
circumstances be above 500 PPM (0.05 %). If in doubt, please contact Framo.
2.2.1 GENERAL
All alarm inputs, except "excessive wear" are normally closed. This means that the
system is built up on normally closed contacts. Hence if a contact opens or there is a
loose wire, an alarm condition occurs, i.e. FAIL TO SAFE.
Each alarm is indicated with a flickering light and an acoustic signal until the
"acknowledge" push button is activated. If the alarm condition still is on, the lamp will
turn into a steady light and bu~er will stop
To clear group a) alarms, the "system reset" button must be activated before any
power pack can be restarted.
Group b) alarms have got automatic reset.
Please refer instrument list for applicable alarms and time delay.
'-'
2.2.3 FEED PUMPS
Start/stop of the feed pumps is performed manually from control panel, or from the
electric starter cabinet. However, when initiating start of the first main power pack,
one of the feed pumps will automatically be started in high speed before the power
pack is started. When the power packs are stopped, the feed pump will switch from
high to low speed automatically after 10 minutes if this is not done by operator. Only
one feed pump can run at the time. Interconnections are made to prevent
simultaneous running. A running signal is provided for indication on the control
panel.
The high speed mode is used to keep a feed pressure on the suction side of the
main hydraulic pumps. One of the feed pumps must therefore be running in this
mode before any of the main power packs can be started.
'-
\\F ANTOM En TEK-MARI N\MAR IN\I NSTR UKS\900\922. doc
No.: 922
ffi SERVICE MANUAL
Date/sign.: 10Sep.99/He
FOR Sect.: 2 Page: 4
FRAMO Rev.:
CLOSED CIRCUIT
'----
Ifthe feed pump stops when running in high speed and the power packs are
running, the second feed pump is started in high speed automatically. Ifthe running
signal for the second feed pump is not obtained within 3 seconds, the feed pressure
low alarm is initiated and the system willbe shut down.
The low speed mode is used to pressurize and deaerate the system to prevent
cargo leakage into the hydraulic system when the power packs are not running.
One of the feed pumps must therefore always be running in this mode when the
hydraulic system is not in operation.
Ifthe feed pump stops when running in low speed and the system is not in
operation, the return pressure lowalarm is initiated.
The power packs can be started in any sequence. The hydraulic pump will be
disengaged for 10 seconds during start-up of electric hydraulic power pack and for
3 minutes during start-up of diesel hydraulic power pack. The limit switches on the
suction line for each power pack will stop or prevent start of the corresponding
power pack only. An alarm light is provided for each power pack to indicate closed
valve.
If more than one power pack is loaded and the hydraulic oil temperature increases
to 65C or above, the control system will automatically unload all power packs in
sequence except for one. The running light will start flashing for the unloaded power
packs, and the high oil temperature alarm is re-initiated each time a new power pack
is unloaded. The power packs will automatically be reloaded in sequence when the
hydraulic oil temperature has decreased below 60C. ~
When activating the stop button for a diesel engine, the hydraulic pump will
disengage and the engine will run unloaded in 3 minutes for cooling purpose before
the engine is stopped.
System pressure is set by means of the potentiometer at the front of the control
panel, as a voltage input to the PLC. The PLC output is amplified by the proportional
valve driver card to approximately 100 mA at minimum system pressure and
approximately 400 mA at maximum system pressure. The set pressure is
automatically set to zero until one of the power packs has been loaded.
The set pressure is compared to actual system pressure. If a pressure drop has
occurred, the PLC is limiting output set pressure to maximum 40 bar above actual
pressure. This is to assure smooth operation when starting/stopping power packs '-...
and consumers. This function is not active in manual override, mode 2.
'-"
The command signals from potentiometers at the front of the control panel are fed
directly into the proportional valves for speed control. The built in pressure
transmitters give a 4-20 mA (0-300 bar) feedback signal to the instruments on the
control panel.
The valve is automatically controlled and will receive "open" command at hydraulic
oil temperatureabove50C. It will stay open until the temperature decreases to
below 30C when "close" command is given.
'---" If there is a mismatch between command- and feedback signal, an alarm will be
released after 1 minute. If a failure in the temperature monitoring loop occurs, open
valve command is given.
...........
'---'"
The ejector for the priming system is automatically controlled by the PLC. The PlC
receives input from a combined high- and low level switch installed in the pump
casing and engages/disengages the solenoid valve for ejector pilotair control.The
ejector is started when low level is detected, and stopped at high level. Time delay
for start and stop is 2 seconds. The logic incorporates an interlock to prevent starting
the ejector unless at least one power packs is running and operator's pressure
command is more than 30 bar. ~
The Framo cargo pumping system can be operated/monitored from Framo control
panel or remotely from vessel control system (VCS). Mode is selected in front of the
Framo control panel. Available control and monitoring signals are indicated on
dedicated system drawings.
A 'start request' signal is sent from Framo system to PMS. Start is prohibited until a
'power available' signal is received from PMS. For detailed arrangement, refer to
dedicated system drawings.
No.: 922
ffi SERVICE MANUAL Date/sign.: 10Sep.99/f
FOR Sect.: 3 Page: 1
FRANIO Rev.:
CLOSED CIRCUIT
\
'-'"
I
Litres/min.
Number x Type of Hydraulic Power Pack Each Total
2 x El.hydr. A4VSO500 Pump 776 1552
............ 1 x El.hydr. A4VSO355 Pump 457 457
3 x iesel hydro A4VSO500 Pump 778 2344
'-'
Feedpump
Number of power packs: 2
Hydraulic pump type: L3MF70/112-IFOKT-O-S
Hydraulic pressure (differential): 7 bar
Electric motor type: M2AA 200M LA 2/4
Protection: IP55
Power supply: 440V/60Hz/3
Pump speed: 3525/1765 rpm
Oil delivery (each power pack) 8561421 I/min.
Electric motor rating: 26.0/14 kW
Rated normal current: 44.3/24.5 A
Starting current (direct on-line): 341.0/179.0 A
'-'
Hydraulic oil cooler
Number of coolers: 1
Type: DPK 558/1800-VS-7
Water requirement: 140 m3/h
Water temperature (inlet/outlet): 38 142 C
Pressure drop, water side: 0.18 bar
Max. water inlet pressure: 4 bar
Cargo heater
Mode 1/ Design:
For heating of Crude Oil-370 cSU55C - 950 kg/m3 - 1,89 kJ/kgOC - from MoC to 66C in 96 hours.
Ambient temperature AirlSea + 2C 1+ 5C. Heating medium saturated steam -8 bar(a).
Cargo data:
Type of cargo: Crude OilI HFO No.6
Inlet temperature: 55C
Viscosity at inlet temperature: 370 cSt
Material:
Material in shell: -
St.35,8 DIN 17175
Material in tubes: St.35,8 - DIN17175
CONTROL VALVES
FCV 400, 800, 1600
..........
STC-25/30/40/50/60
Main
_W--,,"'"~-~~'f~~~r"" purposes
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200495/Vavd/kurs/FCV
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Connection for
Cofferdam
Pressure GauQe
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x
Hydraulic
ComlJensator Oil Inlet
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DB
Frank Mohn Services AS
FRAMO
"-'
All bolts and nuts are to be fastened using a torque wrench. Remember to coat the
threads and underneath bolt heads/ nuts with "Molybdenum disulphide" prior to
assembling. .
""-"
'-"
FRAMO PRESSURE
CONTROL VALVE ASSEMBLY
Junction Box
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Test point (P)
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Test point (R)
Venting Screw
@ @ @
r--F-RAMO--:
i, Hydraulic L ,>;.
: Control i , ~A
,i Valve i,0 3 Pilot pressure
. from each PCV to different In
a
h_h hydraulic control va Ives-
~~=~~~=====~===~=====~ Y
0176-
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A Test point
pressure A
.- v
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manual override
LockNut
Retaining Ring
o.;.<~
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T P
............
0176-0102-4
"
r
NO.4. 1991
iIi
Frank Mohn Services AS Rev. B: 12/02
FRAMO
'-"
m
* Oilsamplingevery 3rd. month
Head office: Frank Mohn AS, P.O. Box 98 SICitthaug, 5851 Bergen, Norway, Phone: + 47 55 99 90 00, Telefax: + 47 55 99 93 80
Frank Mohn Flat0YAS, Flat0Y,5918 Frekhaug, Norway, Phone: + 47 55 99 94 00, Telefax: + 47 55999581
Frank Mohn Fusa AS, P,O, Box 10, 5641 Fusa, Norway, Phone: + 47 55 99 96 00, Telefax: + 47 55 99 97 80
Frank Mohn Services AS, P,O, Box 44 Sl6tthaug, 5851 Bergen, Norway, Phone: + 47 55 99 92 00, Telefax: + 47 55 99 93 82
Framo Engineering AS, P,O, Box 174 Sandsli, 5862 Bergen, Norway, Phone: + 47 55 92 88 00, Telefax: + 47 55 92 8900
Frank Mohn Nederland BV,Edisonweg 18, P,O, Box 305,3200 AH Spijkenisse, The Netherlands, Phone: + 31 181 619311, Telefax: + 31 181 611193
Frank Mohn Houston Inc, 1802 West D Street, La Porte, Texas 77571-4601, USA, Phone: + 1 281 471 7920, Telefax: + 1 281 842 5450
'-"
Frank Mohn Singapore PIe Ltd, 17 Tuas View Circuit, Singapore 637575, Phone: + 65 62102400, Telefax: + 65 62102401
Frank Mohn AS Sweden Office, Askims Industrivag 1A, 43634 Askim, Sweden, Phone: + 46 31 682085, Telefax: + 46 31 681048
FrankMohn Nippon KK, City-hazChojamachi Building6 - 3, Chojamachi 2-chome,Naka-ku,Yokohama231-0033, Japan, Phone: + 81 45 253 7155, Telefax:+ 81 45253 7188
Frank Mohn Korea Office, Rm,309, Yachting Center Bldg" 1393, Woo-1 Dong, Haeundai-Ku, Pusan, Korea, Phone: + 82 51 743 6942, Telefax: + 82 51 743 6944
Frank Mohn China Ltd,Unit 1008 Pine'City, 8 Dong An Road, Shanghai 200032, China, Phone: +86 21 6443 8845, Telefax: +86 21 6443 8846
Frank Mohn do Brasil Ltda, Av, Presidente Vargas, 463 - 19 Ander, 20071-003 - Rio de Janeiro, RJ,Brazil, Phone: + 55 21 25077898, Telefax: + 55 21 25077899
No.: 1400-068-4 iI
ffi HYDRAULIC OILS MEETING Date:
FRAMO GENERAL SPECIFICATION Sign.: BL (
03Jul~ !
FRAMO Page: 1 of 1
...........
Rev. C: I6June 98/
Trade names 1) and general specification
I'AGIP ARNICA 46
I GENERALSPECIFICATION
ANTAR VISGA 46*
BP BARTRAN 46
BARTRAN HV 46* I Hydraulicoil
must meet theto be used on
following Framohydraulicsystem
specification unless a
different specification is received in writing from
CASTROL
I HYSPIN AWH-M 46* I Frank MohnAS.
'---'" II
CHEVRON IMECHANISM LPS 46* 11. DIN 51524 part 2 for antiwear hydraulic oils
type HLP.
ELF IVISGA 46* 12. Sperry Vickers 35VQ25 AIIXX20 test as
described in Sperry Vickers form M-2952-S.
ESSO INUTOH46 FZG AJ8,3/90 test, load stage 10 according to
UNIVIS N 46* 13. DIN 51354 part 2.
4. Viscosity ISO VG 46.
FINA IHYDRAN TS 46 According to ISO 3448.
HYDRAN TSX 46* 15. Viscosity index. Min. 95.
According to ISO 3448.
DTE25 If a high VI oil is to be used, we recommend
I MOBIL DTE 15 M* an oil viscosity for initial filling of 50-55 cSt
at 40C. If necessary by mixing with an
I SHELL TELLUS 46 ISO VG 68 oil.
TELLUS T 46* 6. Pour point Max. -26C
"-' II I
Accordingto DIN 51597.
TEXACO IRANDO OIL HD 46
RANDOOILHD Z 46*
TOTAL IAZOLLA 46
If another hydraulic oil is intended used, Frank Mohn AS must be contacted for comments.
Mixing of the different hydraulic oils should be avoided.
If different hydraulic oils have to be mixed, the oil companies in question must run a
compatibility test and guarantee the compatibility prior to mixing.
Formulation of different oils is a continuously changing process. The oils listed here are
according to information available to Frank Mohn AS meeting general specification stated in
this paper. It is, however, the responsibility of each oil company to specify hydraulic oils
meeting this specification.
"-../ Rebranded oil is not acceptable.
* High viscosity index oils (VI > 140).
Note: High V.I. oils are only required for low temperature applications.
tlmarinlinstruksl1400-Q68
8 7 5 5
~ ~
1534
I
5QI 192
R[R VENT
7
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INLET 2
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5
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cocohn", . O.J J..l.,2
120 ]IS , 0.5 -+ ' 0
In Qa I .1 ]IS
10 zo JD '0 so 50 70 '0 '" '00 1000 ,0.8
! , L L L L L I Edge, 1000 2000 ,1.2
Fill. ~ edg,!F,lleto I0
'"""~oo'O,..",.I.I" not dl.. ,'000 '000 "
<000 aooo ,J
;. 3 2
a
tf',
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(Y)
ca a
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150
ThiS port 15 plugged If 250
400 the transmitter 15 mounted
In the all cooler,
c
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""."'.~...'_,~ Frank Hahn AS
I a.s'
"'," ,on,,",.- ,. ~
"",,,,"-.''..
Co""r. I VT IG/'PY9S
, I I 0." Drown by
I a.,'
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POWERUNIT Ppplocp.'
"
;-; vI 0'JUN97
d-@! 1:5 Choc>Od
Proto -.1. MOUNTED 345-754-2
,a.". .'
.s Slgn.lOotP Ct-I Ip-oJPct. u.pol O-S~~":OIP-oo. -.I.! SF IO~PY9S FILTERBOX PpploCPd by!
............
Frank Mohn Services AS No.14 -1996
Service BuIletin Keeps you up to date with latest news from Frank Mohn Services
Condition monitoring of your cargo pumping system
carried out in Rotterdam, Houston, Singapore and Bergen.
ii
FRAMO
"'-'
'-"
"-"
To perform maintenance based on condition monitoring is proven cost effective. A continuous follow
up on the condition of the cargo pumping system will give optimum lifetime of the components in the
system, and unforeseen shut down and break down will be reduced. r--
v
The primary advantages are:
. Secure systemapproval fromvarious authorities
. Avoid interferencewith vessel operation
. Preventiveactions to limitemergency repairs
. Increased lifetimeof hydraulic components
. Reduced maintenance cost
. Optimum performance of your cargo pumping
system
. Betterpossibilityto plan the maintenance and to
have spares available
. and samples.
Make a total report based on the available
information from samples, inspection on board
and consumption statistics.
..., . Proposalfor any actions required.
for condition of hydraulic oil
Looking forward
\...f to be your partner in
condition monitoring
of your cargo pumping
system.
'-' Frank Mohn ServicesAS No. 12
Service Bulletin Keep you up to date with the latest news from Frank Mohn Services A
ill
,...--...
HYDR. TANK
FRAMO
AIR
VENTING
Sl__m rl--
,c . l,
~
~
'-'
OIL
FILTER COOLER AIR
VENTING
HYDR. PUMP
(;)
'-"
~ Increased lifetime of components
~ Reduced maintenance
'-'
GENERAL r
'-I
In this Service Bulletin we would like to highlight the importance of keeping your
Hydraulic System "air free", to avoid failure, and in the worst case break-down of
compone.nts.
Design practice of the hydraulic system foresees neither air in the oil, nor air as free
pockets-in the piping system.
During commissioning at the shipyard, after oil filling and flushing, air venting is an
important part of the "start-up procedure".
. Necessary time for air venting after service I repair must be included in the
total scope of work, even if time schedule is limited.
,
HOW TO PREVENT AIR ENTERING INTO THE SYSTEM '-'
. Do not open a hydraulic system unless service/repair is required.
. After service/repair the air shall be vented as close to the actual component as
possible to avoid any "locked-in" air pocket(s) to be mixed into the oil after start-up.
-Air vent the component prior to opening service valves(s).
. Check that all connections,Q-rings, gaskets, shaft seals and threads are tight.
-Air can be sucked -in from any opening to atmosphere.
r-
'-'
HOW TO DETECT AIR IN THE SYSTEM
Remark
--------------------------------------------------------------------------------------
. Cargo ~umpwill not start from remote. Possible
--------------------------------------------------------------------------------------------------------
. Level variations in the hydraulic oil tank at different Yes
system pressure.
--------------------------------------------------------------------------------------------------------
. Back flow to hydraulic oil tank during stand still. Yes
--------------------------------------------------------------------------------------------------------
. Foaming in the hydraulic oil tank. Yes
--------------------------------------------------------------------------------------------------------
. Oil sample "milky" I white, or air bubbles mixed into the oil. Yes
--------------------------------------------------------------------------------------------------------
. Abnormal noise from hydraulic pumps or motors. Possible
--------------------------------------------------------------------------------------------------------
. Uncontrollad pressure variations (hunting) during operation. Possible
--------------------------------------------------------------------------------------------------------
. Pressure peaks I shock in the system during start I stop Possible
of consumers.
--------------------------------------------------------------------------------------------------------
. Even if air venting after service of component have been carried out, repeat
the air venting when the hydraulic oil temp. have reached 50-55 C
.,
Air venting on
Flow Control (FCV)
valve for submerged
cargo pump
I~
...
--,---
I
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I
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"
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"High point" vent.
valves at the end
of hydraulic
main lines
. "!"'""e.'c.' "
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,."".!!
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venting on remote-controllines.
-----------
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SUBMERGED CARGO PUMP 0
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FRAMO
h__- --- ---------
valve
Slripping valve
Topplate
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~
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concentric pipe
-
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Hydraulic
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Hydraulic pressure
pipe
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'-
Coffe rd a m
Check pipe
Hydraulic Oil
Pressure
Hydraulic Oil
Return
Cofferdam
'-
Hydraulic Motor
Ball Bearin
Shaft
Roller Bearing
"-
Mechanical
Oil Seal
Cargo Seals
Impeller
Wear Rings
Volute Casing
'-
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Material Struktur
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INSTRUCTIONFOR RSSEMBLING: 378-154-4 SEE MAIN SPEC.
INSTRUCTIONFOR RUNNINGTEST: 378-155-3
-.-.
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M 1 :20
ffi STRIPPING PROCEDURE
No.1000-0122-4
Date/Sign: 20Feb97/AGAa
Page 1 of 1
FRAMO
-., Stripping
" (Inert Gas)
"il
\f;t~
':1>("i
il
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Pump
Running
---/
L
Impeller - New design
'-
,I
'- FrankMohn Services AS No. 13 - 1995
Service.Bu Ileti n Keep you up to date with the latest news from Frank Mohn Services AS
Purging Routine
New routine for distribution and filing.
'-
,/ Purge the pumps cofferdam regularly.
'-"
,/ Send the purging diagram to Shipowner
and FRAMOfor control and filing.
According to new routines for 1995, they
will normally not be answered by FRAMO
due to time of delay.
Tn ..."","" ""',-
c"'" -.,,".........
'-'
1000.010
Date: 14.01.77
Rev.H/05Aug02/JBe
"--"
"--"
CONTENTS PAGE
"
3.0 PURGING INTERVALS, -LOGGING OF PURGING RESULT ,j
This procedure is to be followed for purging of submerged cargo pumps with dry cofferdam
For submerged cargo pumps on FSO'S and FPSO'S, refer to instruction 1000-102-4.
The purging form should be filled in with the results from every purging operation. Each
horizontal line in the form represents one cargo in one tank from loading till discharging. If a
ship loads and discharges some tanks more frequently than other, an extra form should be
filled in for these tanks.
Fill in the columns as follows: (see page 9 for example of purging form)
'--" : -tank no.
Tank no.
Cargo : -type of cargo
Date : -date for the purging operation
Result : -If no leakage,write OK .
The ship's staff on board have the primary responsibility for purging and necessary action to .
be taken. In case the ship's staff need information/advise, contact FRA.MO on telefax no.
+47 55 9993 82. Alternatively call +47 55 99 92 00, or after office hours + 47946845 70.
'--'"
PURGING INSTRUCTION No. 1000-0010-4
Date/sign.. 14Jan77
ElDJ FOR FRAMO SUBMERGED Page: 4 of 9
FRAMO CARGO PUMPS Rev. H: 05AugO2/J Be
"-"
Cargo in the cofferdam can come from shaft seals, flange face seals in pipestack/pumphead or
damage (cracks)-on the pipestack/pumphead.
A small leakage rate over the shaft seals up to about 0.5 lIday during pump operation is
nonnal, and replacement of seals should not be necessary with this leakage rate. For short
periods of time, higher leakage peaks can occur. The leakage rate is also depending on the
type of cargo. Some cargoes like naphtha, condensate etc. penetrate the shaft seals more easily
than lub. oils, vegetable oils and other viscous cargoes.
If the leakage rate is up to about 2 litres/day, the pump must be purged a couple of times daily,
and inspected as soon as possible to find the reason for the leakage.
Intensify the purging if the leakage rate is increasing above acceptable level. If this is not "-"
keeping the leakage under control, do not operate the pump; use theportable pump to
discharge the cargo.
The development of a cargo leakage can be followed if purging is done according to specified
intervals. Thereby maintenance work can be planned, and unexpected shut down due to
leakage can be avoided.
Hydraulic oil in the cofferdam can come from shaft seals, flange face seals in pipestack/
pumphead or damage (cracks) on the pipestack/pumphead.
A small leakage rate into the cofferdam up to about 10 ml/h (0.25 l/day) from the mechanical
oil seal or lip seal during pump operation is normal. For short periods of time, higher leakage
peaks can occur.
If the leakage rate is increasing above acceptable level, the pump must be purged a couple of '-../
times daily, and inspected as soon as possible to find the reason for the leakage.
Intensify the purging if the leakage rate is increasing above acceptable level. If this is not
keeping the leakage under control, close the hydraulic service valve. Do not operate the pump,
use the portable pump to discharge the cargo.
No. 1000-0010-4
PURGING INSTRUCTION 14Jan77
Date/sign.:
ffi1 FOR FRAMO SUBMERGED Page: 5 of 9
FRAMO CARGO PUMPS Rev. H: 05Au.9.2/J8e
'-"
Blocked pipestack/pumphead:
-Remove and clean lower seal house.
-Stick up the hole leading into the pumphead
cofferdam with a pin.
-Use steam, solvent etc. to open up the blockage.
-Continue dismantling until blockage is found.
~
NOTE! To prevent damage from dangerous
cargoes, take necessary precautions, wear safety
gear, and avoid contact with spray/gases.
* Combined valve
only on earlier
pump models.
Hydraulic oil in Pressure test the hydraulic return line, and check
cofferdam for leakage's at the shaft seal or at other seals.
NOTE! Evaluate if changed parts as sleeves, mechanical seals etc. are possible to recondition.
Keep these parts in stock until next visit by a FRAMO representative, and ask for a
evaluation.
No. 1000-0010-4
ffi PURGING INSTRUCTION
FOR FRAMO SUBMERGED
Date/sign.: 14Jan77
Page: 7 of 9
FRAMO CARGO PUMPS Rev. H: 05Au,902/J Be
'-"
6.0 PRECAUTIONS TO BE TAKEN WHEN HANDLING SPECIAL TYPES OF CARGO
The main rule is to have the cofferdam clean, dry and vented to atmosphere through the exhaust
trap vent line, in order to avoid any leakage's.
However, when handling certain groups of cargoes it may be an advantage to fill the cofferdam
with liquid to improve the seal life time and to avoid cargo blocking the cofferdam.
The list below gives recommended type of liquid in the cofferdam for some groups of cargoes.
This is a general advice, as the ship crew have to learn by experience which type of liquid gives
the best result for the great number of different types of cargoes.
Acid cargoes
After discharging and purging is finished, it can be an advantage to circulate fresh water
through the cofferdam to remove all residue after a leakage.
Crystallizing cargoes.
Fill cofferdam with 5-10 litres of fresh water. The cofferdam may also be filled completely
and arranged with a small water circulation
'-"
No. 1000-0010-4
ffi PURGING INSTRUCTION
FOR FRAMO SUBMERGED
Date/sign.. 14Jan77
Page: 8 of 9
FRAMO CARGO PUMPS Rev. H: 05AugO2/ J Be
"-'"
NOTE
When filling liquid in the cofferdam, it is important that the hydraulic oil return pressure
always is higher than the pressure will be in the liquid filled cofferdam. This is especially
important on hydraulic systems with non-pressurised return line, as the pressure difference
between the return line and the cofferdam will be negative if the cofferdam is filled with to
much liquid. . '-"
( ( ( (
--J
0
M
~
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3:
Nota:-
PURGING ROUTINE FOR FRAMO SUBMERGED CARGO PUMPS ~
t'""
In ..Result column: WhIte: R.lum 10 Fronk Mohn San/Ie.. AS M
SHIP NAME: --- VOYAGE NO: Rod: Roturn to lho SIlI"",..n..
Ii ~ hydro oil
Greon: For ",. Ihlp 0
C ~ cargo r-- PURGING INTERVALS "rj
W ~ water condensate
A B c D For long voyages with ~
In ,'Opon cofferdam column:
Yes; air or liquid coming through IIno leakage atAgoloC. "no teakage at A" purge e
No blocked cofferdam
Imrnediately 1-2days
IIleakage at A purge this pump
Immediately Imrnodiately
::d
---
;
- ----- beloreioading afterloading every day befoul unloading afler unloading at least eveI}' fortnigllt.
-
0..... "
0"tJ
Tank
Cargo Dale
Open
"'.,
Rusul! COlo'ua,.Date
Open
,.-
Result 0061_.." Open Average Slate I;Iction lakan. 2
n"" Date I Result looCt""""" result Dale IReSultl~~:.1 Date !ReSUIt I~~:::. new part~ In~talh,uelc.
Cl ::uC
I 2C I Yes I 9/1 OK Yes ~ O,,::u
IS --=~~Ipl~ ~~L m__.~ 95_.2:s- - 3/1 ~" Yes
77I. 6,qjo
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"---- 0 ::uG>
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7/1 I l/2C
-
Yes I 9/1 OK Yes
-------.-
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Yes 3/1 I/2H Yes
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------
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--,,--
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,,---- tOO
----- :J
-,,-
Service Bulletin Keep you up to date with the latest news from Frank Mohn Services AS
ii
FRAMO
'-'
BEFORE STARTINGDISMANTLINGOF THECARGO PUMP
Ifthe purging routine has detected a cargo leakage (more than 2 I / day *), and the
evaluation indicates that action must be taken, firstthing you have to do is to identifythe
leakage. The best way is to pressure test the pump's cofferdam.
Never start any dismantling of the cargo pump before you know: if,
what, and where, you have a problem.
The cofferdam can be pressure tested by blinding off the purging medium reliefvalve by
means of a rubber gasket. Dismantlethe cofferdams's riser pipe flange on the top cover
plate and installa test flange with pressure gauge (see figure 1). Connect the purging
mediumto the test flange and increase the pressure to 3 bar.
Afterapproximately 5 minutescheck all flanges around cargo seal, riser pipe, and all
other connectionsfor possible leakage. Use soapy water for better detecting of the
possible leakage. /
'-'
Note:Ifthe cargo leakage is not possible to identify, and the 3 bar pressure is stabilized
for a long period of time during the pressure testing, - it is still possible that the
cargo seal in the pump is worn out, and have to be changed. The reason could
be that the 3 bar pressure in the cofferdam is pressing the upper lip (facing the
cofferdam) around the pump shaft. Dismantle the cargo seal for control.
Ifthis is not the case, and the cargo leakage is not possible to detect, you have to split the
cargo pump, and pressure test the main components separately.
~
* See Service Bulletin no. 13.
PRECAUTIONSTO BE TAKEN BEFORE THE SERVICEJOB IS FINISHED
. After the leakage has been identified and repaired, and the repaired part has
been pressure tested, the cargo pump can be reassembled.
Remembe(, cleanliness is absolutely necessary.
. When the mounting is completed, pressure test the complete cofferdam with max.
3 bar pressure as described earlier.
. After minimum 5 min. check all flanges, cargo seal and other critical points with
soapy water for possible leakage.
. Leave the 3 bar pressure in the pumps cofferdam for at least 30 min., and check
that the pressure is stable.
. Necessary time for control must be included in the total scope of work, even if
time schedule is limited.
. Fill the pumphead and pipe stack with hydro oil by opening
the ball valve on the pressure line on deck. )
Open the venting plug on the non return valve on the return
pipe on deck.
. Keep the venting plug open and start the cargo pump
carefully for test running.
. Close the venting plug when clean airfree oil is coming out.
Your sincerely
Frank Mohn Services AS
~
Svein Andersen
(;/r2-
~
HYDRAULIC OIL LEAK
Ifthe cargo pump has a hydraulic oil leak you normally have to split the pump to identify
the leak. A hydraulic oil leak is very rare under normal conditions, but if a hydraulic oil
leak does occur, there could be three reasons:
a) Hydraulic oil seal - the life time is normally very high (> 10.000 running hours).
b) Crack in pipe stack - can occur if the cargo pump is vibrating heavily for some
abnormal reasons.
c) Corrosion attack in seal rings grooves can occur after long service.
-\w
'~
Unfortunately on many ships equipped with FRAMO Cargo Pumps the pressure testing
~ tools are missing. Ifthey are missing on board your ship, we strongly recommend to
order the pressure testing kit at the nearest FRAMO office.
iTi
FRAMO
r-
J
PRESSURE
TESTINGROUTINES- FRAMO CARGO PUMP
Figure 1 - I Figure 2
Testingof completecofferdam I Hydraulic leak detection
I
I
I
I
I
I
I
I
I
I
Test I
pressure I
inlet Test'flange
with Ipressure r-
gauge
I ;
I
I
I
Co~erdam
riser pipe
I
I
I
Pipe stack
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I~
I :g
:r:
I '"
I .",
0
0
'Xi
I 0>
0>
I 0;;
0
I
I
'"~
I
I
I Pump head
I
I
I
I
i 253 7188
I 4
I
I )41
I
J
Frank Mohn Services AS No. 19 - 1998
\......
Service Bulletin Keep you up to date with the latest news from Frank Mohn Services AS
FRAMO
\......-
Single
Cofferdam lip seal
Double
Cargo lip seal
~
Dear Customer
~
SUBJECT:FRAMO SINGLE AND DOUBLE CARGO SEALS
Statistics.show that these seals are changed mostlywith the same service
intervals, and we recommend that these seals are changed at the same time,
based on following reasons:
ii
FrankMohn Services AS
FRAMO
Head office: Frank Mohn AS, P.O.Box 98 Slatthaug, 585 I Bergen, Norway, Phone: +47 55 99 90 00, Telefax: +47 55 99 93 80
Frank MahnFlat0YAS, Flat0Y,5918 Frekhaug, Norway, Phone: +4755999400, Telefax: +4755 99 95 81
Frank Mohn FusaAS, P.O.Box 10,5641 Fusa,Norway, Phone:+4755 99 96 00, Telefax:+4755 99 97 80
Frank Mohn Services AS, P.O.Box 44 Sla~haug, 5851 Bergen, Norway, Phone: +4755 999200, Telefax: +4755 99 93 82
Framo Engineering AS, P.O.Box 174 Sandsli, 5862 Bergen, Norway, Phone: +4755 92 8800, Telefax: +4755 92 89 00
Frank Mohn Nederland BV, Edisonweg 18, P.O.Box 305, 3200 AH Spijkenisse, The Netherlands, Phone: +31 181 619311, Telefax: +31 181 611193
Frank Mohn Houston Inc, 1802 West D Street, La Porte, Texas 77571-4601, USA, Phone: + 1 281 471 7920, Telefax: + 1 281 470 1258 ' J
Frank Mohn Singapore Pte Ltd, 17 TuasView, Circuit Singapore 637575, Phone: +65 861 4455, Telefax: +65 861 5910 '-0
N
Frank Mohn AS Sweden Office, Askims Industriviig 1 A, 43634 Askim, Sweden, Phone: +46 31 682085, Telefax: +46 31 681048 00
'-0
Frank Mohn Nippon K.K.,City-haz Chojamachi Building 6 - 3, Chojamachi 2-chome, Naka-Ku, Yokohama 231-0033, Japan, Phone: +81 45253 7155, Telefax: +81 452537188
Frank Mohn Korea Office, Rm. 309, Yachting Center Bldg., 1393, Woo-JDong, Haeundai-Ku, Pusan, Korea, Phone: +82 51 743 6942, Telefax: +82 51 743 6944 ;g
Frank Mohn China lid, Unit 804A, Pine City, 8 Dong An Road, Shanghai 200032, China, Phone: +8621 64438845, Telefax: +8621 64438846 :r:
Frank Mohn do Brasil lIda, Av. Presidente Wilson, 231/15" Ander, 20031-021 - Rio de Janeira - RJ, Brazil, Phone: +55 21 2544 2040, Telefax: +55 21 2544 2041 .2
0
"0
0
0:1
No. 20 - 1998
'-"
-- -",
flI Reduced
Turn Around Time
'-"
'-"
Total Pump Service I
The shaft seal is one of the most critical parts of a pump.
To ensure a long lifetime of the seal it is important to have a detailed knowledge of the pump design, the liquid handled
and the seal system. The mechanical seal is also in many cases the part that limits the Mean Time Between Failures for
the pump. By performing all the activities in our Maintenance Facilities, a complete failure analysis and a total pump
repair can now be offered to our Coustomers at reduced Turn Around Time. This will also ensure the best Quality of the
job. If the duty or other operational circumstances makes it necessary to upgrade the seal arrangement, our Engineering
Service group will evaluate all consequences, and the best solution proposed to our Customers.
.
Seal design and upgrade
A successful new, or upgraded seal design requires total
knowledge of the system in which the seal is an integrated
. part.
Our engineers have many years of experience from pump
and seal design, including troubleshooting and testing of
J
. seal system for offshore- and marine applications.
Experienced technical assistance in selection of seals and
application studies is available.
.
Availability
Pump downtime can be greatly reduced if spare seals are
.
Reconditioning
In our dedicated Mechanical Seal Shop most types of seals
can be repaired or totally reconditioned, regardless of
J
. configuration.
The shop contains a full range of modern equipment and
"-'
No. 22 - 2000
Service Bulletin Keep you up to date with the latest news from Frank Mohn Services AS
iIi
FRAMO
~"
Dear Customer!
In this Service Bulletin we will draw your attention to the Local Control Valves ~
and Ball Valves for the cargo pumps. By correct operation and maintenance of ~
these valves the life time will be increased and your costs reduced.
All cargo pumps have a local control valve. There are different designs
depending upon generation.
-
"
Special tool:
Tool
Also on older ships built before 1983, we recommend to keep the ball valves
open. This to avoid opening the valves with high hydraulic inlet pressure.
Operating the valves with high inlet pressure will reduce the valve's lifetime.
..
Ball valve
Mild steel valves are delivered with primer only. During replacement a proper
coating must be applied to the valves, and a corrosion protection must be
~ maintained.
~
' '
iIi
FRAMO Important rules for cargo operation
'-- number
3tart and run only required
of power packs.
Run pump at
approximately 80 - 100 bar.
See technical data. Strip against the lowest
possible back-pressure. Stripping
Remember to stop
the power packs, Empty deck line improves
when the cargo pumps stripping result.
have been stopped.
\.....-
For more specific details,
see Framo Service Manual
(0242-0081-3)
No.: 922
ODJ SERVICE MANUAL Date/sign.: 1OSep.9~
FOR Sect.: 5 Page: 1
FRAMO CLOSED CIRCUIT Rev.:
"-"
5.0 NORMAL OPERATION
Once the system is completed and the ship is in service, the hydraulicsystem
should always be kept pressurized by running one of the feed pumps in lowspeed
when main power packs are not running. The reason for this is to avoid the hydral
system being contaminated by cargo through shaft seals on submerged cargo
pumps or by sea- or freshwater through hydraulic oil cooler. In addition, this willgi
a continuous air venting and cleaning/filtration of the hydraulic oil.
That the speed control valve for all consumers are in dosed position.
Note! Never run hydraulic pumps with pressure below 50 bar (impossible if the
system adjustment is correct).
" "
5.1.3 Set the main hydraulic pressure to approximately 15 bar above the highest
consumer (hydraulic motor) if hydraulic oil temperature is above 20C.
'-../
If the oil temperature is below 20C, circulate the oil (through the heating and venting
valve installed in the system) for heating with only one power pack running
according to Fig. 1.
(Based upon hydraulic oil viscosity ISO VG46 according to ISO 3448)
Hydraulic oil
temp. (C)
70 /
20
- 30
Fig. 1
5.1.5 After operation of the system is completed and the main power packs are not to be
used, the system can be stopped as follows:
Note! Always leave one of the feed pumps running in low speed to maintain over- ~
pressure in the hydraulic system.
' "
Note! One of the feed pumps must always be running in low speed and all valves in
main return line and in front of all cargo pumps and other consumers must be
open.
It is important that emergency stop buttons are used in emergency only and not for
operational stop of the system. An emergency stop stresses the system, and should
be avoided:
Emergency stop buttons should be activated when the following conditions occur:
After a shut-down the error must be located and repaired before restart.
For restart: Reset system. Refill oil if necessary in accordance with normal
procedures. Vent the system thoroughly and start up in
accordance with normal procedures.
After service follow the same routines as described above and in separate
instructions in section 8 for the component and/or part of system that has been
serviced.
'-'
This means that if a cargo pump has been serviced, the system must be started up
as a first time start-up of the cargo pump.
Ifthe hydraulic system has been opened, it is crucial that the system is vented and
that the procedure for fillingand venting is followed.
5.4.1 In case of failure to the control system, a manual override panel is located inside the
control cabinet. This panel to be used in a criticalsituation only. Severe damage to
equipment or in worst case personnel injuries may take place by improper use. This
function is accessed by use of key switches/pulse switches on the manual override
panel. Acceptance to be given by authorized personnel before using the manual
override function. After operation, the failure causing use of this mode to be
corrected before further operation of the system. "-""
Examples:
Sensor on oil tank is indicating shutdown level, and it has been verified that
actualleve! is within normal limits.
A limit switch is indicating closed valve and it has been verified that valve is
fully open.
The system will be automatic reset to normal mode one hour after an override
function has been activated without starting any power pack, and automatic reset.
after stopping all power packs after operation. Hence, operator must reinitiate
manual override mode before restarting the system in this mode. Additionally it is
possible to reset manually by activating the reset button for 5 seconds, but only
when the power packs are not running. "-w/
Mode 2 can be used in case of failure to the PLC (Programmable Logic Control).
Note that this mode disables the entire control system except emergency stop
buttons. The system will follow the mode (normal or manual override) given by
position of key switch.
5.4.2.2 Mode2:
. Visual inspection of hydraulic oil level on system tank.
. Visual inspection of position of critical valves, i.e. before oil cooler and after filtE
local service valves for power packs in operation.
"---" After trouble shooting and identification of failure, decision is to be made whether tl
use Mode 1 or Mode 2.
5.4.3.1 Mode 1:
. Open the door to control cabinet for access to manual override panel.
. After operation, the failure causing use of manual override mode to be correcte
' / immediately to avoid unnecessary use of this mode.
5.4.3.2 Mode 2:
. Open the door to control cabinet for access to manual override panel.
'-../
. Operate consumers.
. After operation, the failure causing use of manual override mode to be corrected
immediately to avoid unnecessary use of this mode. PLC failure must be
reported to Frank Mohn Services immediately.
'-'"
5.5 Manual override of pressure controlvalve
Contact Frank Mohn Services for an immediate service assistance to correct the
problem.
'-../
iIi No.9.1993
"-'" Frank Mohn Services AS
FRAMO
~~M~ ]B.e~~
MAKE YOU UP TO DATE WITH THE LATEST NEWS FROM FRANK MOHN SERVICES AS
CARGO HEATING
OPERATIONAL
ADVICE.
'-'
Heatingbymeansofdeckmountedheatexchangersandforcedcirculationby
FRAMOsubmergedcargopumps.
Advantages
. Smallheatingsurface
- Highefficiency
. Easymaintenance
. "Clean"tanksurface
- Easytankwashing
~
. .
,
FRAMO
\...}
DEARFRAMO- CUSTOMER
SYSTEMADVANTAGES
COMPARED
TOCOILSINTANK
"Clean"tanksurface- easytankwashing.
~
Easymaintenance- on deckonly.
Forcedcirculation
andhighvelocityofcargothroughheatermeanslowersurfacetemperature
and
riskofcarbonising
avoided.
---
HEATINGREQUIREMENTS
INGENERAL
'-'
Mostsystemsaredesignedfor heatingof HFOfrom44 C to 66 C in 96 hours,ambienttemperatureof
air 2 C andsea5 C.
HEATING
ISEXPENSIVE,
SOTHESAVINGS
ACHIEVED
BYFASTERUNLOADING
BYREDUCING
, VISCOSITY,
AREFARLESSTHANTHEMONEY
SPENT
ONHEATING.
'-'
FRAMO
'-'"
OPERATION
OFTHEHEATINGSYSTEM
TYPICALHEATINGPROCEDUREcFOR-TANKERSWiTH COIL
70.0 HEATING& PUMP ROOM CARGOPUMPS
65,0
60.0
u 55.0
c,
~ 50.0
a.:
i1i .5,0
15
C) .0,0
a:
() 35.0
30,0
25,0
20,0
0 . 10 12 14 18 20 22
STARTOF
'-'" I
IlUTAL SAILINGTIME (days) CARGOHEATING
RUNTHEHYDR.SYSTEMECONOMICAllYDURINGCARGOCIRCULATION.
Runningcargopumpsforcirculation
throughheatersrequirehydr.pressureof 40- 60bar.Many
vesselsareequippedwith"lowpressure"powerpacksforthispurpose,butif the"main"powerpacksto
beused,makesurethatsystempressureissetto correctvalue.
'-'
.
FRAMO
.
v
DONOTCOMBINEHEATINGANDDISCHARGING.
Asmentioned,
thecargotemp.willdropby 1-2 0 C perdayonlywithoutheating,sothetemp.drop
duringunloadingtime of a tank is neglectible.Stopheatingandclosevalveson "heatingline",otherwise
mostof the cargowill passthroughheaterand intotank again.
SPECIALCAREWITHSENSITIVE
CARGOES
Notethatascargoispassingtheheatingsurfaceat highvelocity,thetemperature
of heatingmedium
canbekepthigherthanin coilsintank. -.J
STARTI STOPOFHEATING
Toavoid"overheating",
neverheatwithoutcorrectcargoflowthroughheater.
STARTCARGOPUMPBEFORE
VALVEFORHEATING
MEDIUMISOPENED.
SHUTOFFHEATINGMEDIUMBEFOREPUMPISSTOPPED.
CLEANING
OFHEATERS
Theheatersarefittedwithconnections
forsteamcleaning.Washingwaterusedfortankcleaningcan
alsobe pumpedthroughheater,however:Do IlQ1 useseawaterfor cleaningof,FRAMOI BENDEK
heaterbecausestainlessmaterialis verysensitiveto chloridecorrosionat temperaturesabove600C.
----
Drainheaterproperlyafterwards.
I
Yoursfaithfully
pr.FrankMohnServicesAS
5, s~dL\
...............................
SigmundSmedsvik
Headoffice:FrankMohnAS,P.O.Box98, N-5051 Nesttun,Norway, Phone:+47 55 99 90 00, Telefax:+47 55 99 93 80, Telex:42 078 framo n
FrankMohnFusaAS, P.O.Box10, N-5670 Fusa,Norway,Phone:+4755999600, Telefax:+4755999780, Telex:40417 frafu n
FrankMohnFlat")'AS, Flat")',N-5110Frekhaug,Norway,Phone:+4755999400, Telefax:+4755999581
FrankMohnServicesAS, P.O.Box98, N-5051 Nesttun,Norway,Phone:+4755 99 92 00, Telelax:+4755 99 93 82, Telex:42 927 framon
FramoEngineeringAS, P.O.Box174,N-5049 Sandsli,Norway,Phone:+47 55 92 88 00, Telelax:+47 55 92 8900
FrankMohnNederlandBY,Edisonweg18, P.O.Box305, Nl-3200 AHSpijkenisse, TheNetherlands,phone:+31 181 619311,Telefax:+31 181 611193,Telex:29643 framonl ' ,,/
FrankMohnHoustonInc.,P.O.Box1586, LaPorte,Texas77572-1586,USA,Phone:+ 1 281 471 7920, Telelax:+1 281 842 5450, Telex:68 68 120framouw
FrankMohnSingaporePte.ltd., 16 TuasCrescent,Singapore638710,Republicof Singapore,phone+65 861 4455, Telefax:+65 861 5910, Telex:35446 framors :2
FrankMohnAS SwedenOffice,AskimsIndustrivog1 A, S-43634Askim,Sweden,phone:+46 31 682085,Telelax:+46 31 681862 fi
<0
FrankMohnNipponK.K.,6-3, Chojamachi2 - Chome,Naka-Ku,Yokohama231, Japan,Phone:+81 452537155, Telefax:+81 452537188, Telex:3822767 framoi ~
Z
FrankMohnKoreaOffice,Rm.309, YachtingCenterBldg.,1393,Woo-Dong,Haeundai-Ku,Pusan,Korea,phone:+82 51 743 6942/3, Telelax:+82 51 7436944 a:
'"
f[j
FRAMO
FrankMohn Services AS
"-"
Pumping Theory
Pump Curves
' /
Positive Pumps
Centrifugal Pumps
'-'
A capacity diagram shows the relationShip between 6.2. THE USE OF THE CAPACITY DIAGRAM AND
capacity, head. speed. hydropressure. efficiency etc. THE CORRECTION CHART FOR LIQUIDS WITH
for a certain type of pump. Normally our diagrams HIGH VISCOCITY (drg. 101-101-2).
show head. speed and hydropressure operating at the
hydr. motor in the pumps as a function of the water A capacity diagram shows pumping capacity against
capacity. (Refer diagrams 258-47-4) and 277-1-4 at the discharge head and the corresponding hydr pressure
end of chapter 6). The diagram is based on water pumping (sP. g. 1.0).
When liquids with other sp. g. and/or viscosities shall
6.1. THE DIFFERENCE BETWEEN A POSITIVE be pumped. the data on the diagram must be correct
PUMP, AND A CENTRIFUGAL PUMP. according to the correction charg. drg. no 101-101-2.
To illustrate the use of the capacity diagram see the
The difference between a positive pump (screw pump, diagram in fig. 6.2. which is an example chosen at
piston pump) and a centrifugal pump is shown in d ia- random.
gram 6.1. A and 6.1. B.
As shown in fig. 6.1A the capacity of a positive pump is
almost constant and independent of the head. The
decrease in capacity is very small when the back pres-
sure rises. and this is due to small internal leakages "-'"
in the pump itself.
When looking at fig. 6.1. B. it is seen that the capacity
of a centrifugal pump varies very much with the head.
If the head is very low (when pumping justover the
rail for example) the capacity is large. But if the head
is very high. the capacity reaches zero.
H-Q
'--"
CAPACITY CAPACITY ~
FIG 6.1A FIG.6.1.8.
POSITIVE PUMP CENTRIFUGAL PUMP
'-6.3 RUNNING OF CENTRIFUGAL PUMPS IN Diagr 6.3. B. will do if the pumps are running at the
PARALLEL same speed and if the oillevel in the cargo tanks are
If running two identical centrifugal pumps in parallel almost the same. But if one pump is working under
(ie. on common cargo line) one should believe that worse conditions than the other ones you will have a
the capacity would be.twice as much as for one pump. situation as indicated in diagram 6.3.C
and if running three pumps the capacity would be three
times greater than for one pump and so on, as indi- As you will see the increase in the total capacity is less
cated in diagram 6.3.A. for each pump you connect to the common line than
shown in fig. 6.3.A.
But this is not really true. The reason is that pressure If you connect many pumps to the line. the profit for
losses in the cargo line. which is a function of the the last ones will be almost zero.
capacity, is added to the static head (i.e. the height
between the ship and the cargo tanks ashore) as
shown in diagr. 6.3. B.
a
UJ
:r:
STATIC HEAD
I
I
I
I
I
I I
I I
I I
I 1.. L ...
en en en CAPACITY
a.. a.. a.. a..
~ ~ ~ ~
::> ::> ::> ::>
a.. a.. a.. a..
N M '"
FIG.6.3.A.
a
UJ
:r:
'-. 5fo<l;<'-
~ HEAD
en en en CAPACITY
a.. a.. a.. a..
~ ~ ~ ~
::> ::> ::> ::>
a.. a.. a.. a..
N M '"
FIG 6.3.8.
r
'-"
"-"
'0
<t:
lJ.J
:r:
STATIC HEAD
0 0- (/) (/)
0-
CAPACITY
z ::2 0-
::J ::2 ::2
z 0- ::J ::J
Z 0- 0-
::J N M
a:
0-
::2
::J
0-
6.3.C.
~.
" '
";"
p o. sOXga
';'
' ,
SG:ilb-l
"/ . , ,i":';~t.
, ,
'
FRAMOPERFORMANCE
DIAGRAMS
',:N.5051.~~E~nUN ~~ORWA V 1400.030 GB
, '
..... , ' : I
PERFORMANCE
DIAGRAM
100
: I"':" "".., .1. ,.., .~,
+"~"';,o"o',;
!:
1;0 and viscosity 1,0 Cst.
Manometer reading at s.g. 1.3 will be: 105 x 1,3 = 13,4 bar}
10.2
minus static head in tank, and cargo pipe lasses.
'--'" 1
I f capacity is increased, speed will drop and capacity and head will fo 11ow a
curve as indicated by curve (B). approx. parallell to the drop Curve (A) for
] fresh water.
1
i
Performance Diagram for FRAMO Pump Drcwrrg no. 0169-0936-4
,.... Pump type : SO 100-4 Order no.: 611586-87/1 No. (rpm) (1<g/dmJ] (cSt)
I 4101. 0.75 I.CO
Imp. (mm] : 220. Construct: 05.1 0.98/HeS 2 4101 I.CO ICO
Driver 3 '110 I - 1 .o.J2 {.o
Remarks : A2FIv12361 S Released : ()~'.10 ..:fi'/#J
. &.A: 21.t7r.,,!'?/j-/<:.-~
(4~~JS4.,,<. W'~r C""""-<..)
8
("")
8
i/ ("")
~ --I
a ./ I
8- ./ I?, ar:
.2
a
"-' 8 aa04
004
s I ~
~ \.o1 ."../.
_..---
150 bar
8 8
~ I
(j'-
~l-- I ! I I ! I l~
g
~~-~
8
'~ ~ '<~~I~- I
- L- - I r.~
8
- I- ~
~ ~
~ ~
a
~ 1 "'! ~ ~ ~I ~I ~' ~
200bar
248 bar i t~a
~~ i I ~I ~~! ~1.0
04 '- I I' 150 ber 04
'--' I D~...,i
0 25
l
50
!..IOO,bC1""!"",,.,lo
75 100 125 150
Flow Q (m3/h)
Performance Diagram for FRAMO Pump Drcwingno. 0169-0937-4
./ Pump type: so 150-5 Order no. : 611586-87/1 ,'\Jo. (rpm) (kg/emJ) (cSt)
t 2857. 0.75 I.CO
Imp. (mm) : 320. Construct: 05.10.98/HeS 2 2857 Ice LCO
Driver : A2FM90 61 3 ~ 1.00
Released: O"!J-.lo.CftJ/#d
Remarks
l2~v. A: 21ooto'H/Jle" 2351 - '()
(A/t:4/ s~ w.c..4t" cf/rv.A.)
8 ,8
C'J
I
i
I
'' I
- ,
a ---
I I
I. fn
8- 246 ber
I
I
0
8
0('1
I
8
('I
150 bar
8 8
0 a
6 50 100 150 200 250 300 350 400 450
Flow Q (m3/h)
-It) It)
U('l ('I
g~
It
\J .......... I
0
~8 I' !8
246 bar
I-'
I
It)
r--.
I
246bar
' I I r--.
It)
0 I I I ILa
It) It)
i,
. . It)
I
i ,I
:t
J 1[('1
I
I
../
I 'I' , , .
II ' , , , , , , 'I
I
I
'" I ' "" ~a
a 50 100 150 300 350 400 450
Flow Q (m3/h)
Performance Diagram for FRAMO Pump Drawing no. 0169-0938-4
"-./. Pump type: so 300-3 Order no.: 611586-87/1 No.
I
(rpm)
1971.
(kg/dm3)
0.75
(cSt)
LCO
Imp. (mm) : 460. Construct: 05.10.98/HeS 2 1971. LCO I.CO
Driver : A2F355.60 3 Iqj1 - \.0.25 ;.0
Remarks Released : C}::.~/o.'f,/#J
R~J/.A: 23.o~.9'1 H'~s:
(A //.e../ S.t:A .va..f.< r, I./rv'-<.)
8 8
("j
(")
/3~ /'"
~
I I/' /"
0 /' /'" I
I
I/'i
~ 252 bdr
2-
.2
0
>=
?Ii a
~ ci:8 a
oC'j C'j
150 bar
8 8
I
I
i
!
I
--@
0 0
LO LO
0J 0J
is
8,8 8
00J 0J
0
E
"-" Q
o~ ~
8 8
~ ~
0 0
6 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750
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Performance Diagram for FRAMO Pump Drawing
no. 0 169-0940-4
'--/ Pump type: MA 200/150 Order no. : 611586-87/1 No. (rpm) (kg/dmJ) (cSi)
1 26J6. 1.02 ICO
Imp. (mm) : 3CO. Construct: 05.10.98/HeS
Driver:
Remarks A2FM80 61 Released: ,:)!:./"""?,;;/~d
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Performance Diagram for FRAMO Pump Drawing no. 0169-0935-4
"-../ Pump type: TK150 Order no. : 611586-87/1 NO. (rpm) (Kg/cmJ) (cSt)
1 J4.38. 0.75 1.00
Imp. (mm) : 225. Construct: 05.10.98/HeS 2 J4.38. 100 1.00
Driver : A2F 56
Remarks Released : Oj~.lo.c??/#~
I I 2
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-----
6 RULES
for
'-'
How to connect the pump to Ihe main system:
1. Always connect the snap-on coupling on the return side first.
.... -- -... - .TII , Iun
'-"
4. Start the pump slowly and run it on deck for about 30 sec. to
make sure that oil flow is free and the pump runs normal -
flush the seal area with water.
___"""'_"""",- _.., '."'*~-"'I!"'@"_""",,",>I"
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Service Bulletin Keep you up to date with the latest news from Frank Mohn Services AS
ii
FRAMO
FRAMO Portable Cargo Pump
"-..I
FRAMO Portable Pump is normally supplied as a part of our cargo pumping systems, for stand-by and safety
applications according to classification societies.
In addition; the equipment is also supplied separately to coastguards, salvage companies, refineries and
terminals all over the world - and also available for rental world-wide.
Ranges of portable pumps produced by FRAMO have been up-graded and redesigned many times over the
last 30 years, but for all types of portable pumps supplied as part of our cargo pumping systems spare parts
and service are available world-wide if needed.
Venting
Snap-on coupling-station
(Latestdesign)
. Connect return side first - then the pressure side.
. The back - pressure must be zero.
. Use the venting plug to release the pressure.
'-'
Highlights/advise for handling and operation of
'-' FRAMOPortable Pump
A) How to connect the pump to the main system
1) . Alwaysconnect the snap-on coupling on the return side first.
2) Then connect the pressure side in the same way.
3) Be sure that the snap-on couplings are secured by means of the locking
ring- and that the locking screw on the starting head (flow control valve)
is secured.
4) Start the pump slowly and run it on deck for about 30 sec. to make sure
that oil flow is free and the pump runs normal,- flush the seal area with water.
5) Never hook-up the portable pump to the main system without using a flow
control valve for speed control of the portable pump!
\.I
D) Storage on board
Forcastle/Bosum store
. The portable pump and flexible hoses must be cleaned and ready for new
pumping job before the equipment is placed in storage room onboard.
. The storage room must be clean and dry, and the pumping equipment
must have easy accessibility.
. The flexible hoses are filled with hydraulic oil. Drain off approx. one cup'
of oil from the hoses before storage (when disconnecting from the main
system).
. Control the bending radius for the flexible hoses during storage
(min. 800 mm).
. Control that the units are safely supported, and check that the snap-on
couplings and starting head/flow controlvalves are greased and protected.
-,--,-,-,-,-,-,-,-
- - n u_-, ~-'-'-"_u_-'-" -n ,n-M_"""'--"-'u""'-'M_"'"_"u
QUATERLYCHECK ROUTINES
. Once a year we recommend to run a function, capacity and drill test of the
portable pump.
FRAMO suggest the following procedure:
. Hook-up the unit to the main system as standard routine.
. Hoist the portable pump into the sea (the ship is not sailing) or into an
available cargo tank with water.
. Run the pump with full speed (control that the locking screw on the starting
head is in a correct secured position to prevent the hand weel from turning of~.
Never start the pump if this locking screw is missing!
. Run the pump for approx. half an hour and control the hydraulic pressure
and the pump capacity.
. Make a visual control of the complete unit.
. Then run the pump with reduced speed in a drum with fresh water on deck
for flushing and control for any hydraulic oil leakage.
FRANKMOHN SERVICESAS can offer you this test, or we can offer the test
combined with a one day training and drill test of the crew when the ship is
in Rotterdam, Houston or Singapore. If you are interested, please do not hesitate
to contact FRANK MOHN SERVICESAS for more information.
Yours faithfully
FRANK MOHN SERVICES A/S
/v-
12 " v 1O 9 lis
"-../
'-'
'---"
-
c
B 25 21
USE LOCTITE 638 BET WEEN IMPELLER NUT (28) AND BOL T(25). TORQUE TO 90Nm.
~ @) USE LOCTITE 222 ON BOLT(25) IN MOTORSHAFT. TORQUE TO 68Nm.
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FRAMO June 93
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50
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10
Type: 58400
DimenSIons:A- 1900
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C- 640
Performance Diagram
60
50
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;PUMP CASING/ Dimensions: A- 2000
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A Performance Diagram
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INSTRUCTIONFOR RSSEMBLY RNO PRESSURE TEST: 376-149-4 Mater-Ial 10. no.
INSTRUCTION FOR RUNNING TEST : 123-040-4
NSI44S01 X
LASING RV SKRUER I LOCKING OF BOLTS: NS i6570
P[NNESKRUER I STUO BOLTS: LOCTITE 270
SKRUER.MUTTRE I BOLTS.NUTS: LOCflfE 242
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'--" roughness
P .jP.O .,"'0. Sign.! Dace
FRRMO rlE'0!3ced oy:
In P3 [ ",) St3tus Slgn.1 Date
HB 112SEP97 EVACURTING SYSTEM/
r:::1~ l' 1 Constr.
l...::J \.Y7 . ChecKed i S8 PU~1PS 0102-0185
Pro
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Frank Mohn RS
=1eolaced by:
110=13 ( ",I Status ! Slgn_~
d~ HB 09SEP98 VRLVE ARRRNGEMENT
~PrOJect.~ l l:2.5IConstr. Chec'ed
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Frank Mohn Services AS No. 17 - 1997
'-
Service Bulletin Keep you up to date with the latest news from Frank Mohn Services AS
ii
FRAMO
Planned Maintenance System
"-'
"--'
-FRAMO J
General
For all ships trading world-wide, it will in the near future be required to have an approved
Quality Assurance System - ISO 9002 on board.
An important part of your ship's Q-A System will be a Planned Maintenance System for all the
equipment on board, i.e. job specifications, carried out by, approved by, inspection intervals
as well as a separate record book for logging of results.
There is no doubt that a properly maintained system will reduce operation costs and obtain a
safe and sound ship.
Approximately 1.200 ships are today equipped with FRAMO Cargo Pumping System.Some of
them have already an approved Quality Assurance Systemon board, but the majority will have
to develop and implement a Q-A Systemin the near future.
To give these FRAMO Ships some guidance, we have in this Service Bulletin proposed a ba-
sic Planned Maintenance System on the next pages. The equipment on board, as well as the
type of ship and trade may differ from ship to ship - our proposal is therefore to be understood
as guidance only.
Carried out by/Approved by: can vary from ship to ship, but it is a must that the
responsibilities are clearly defined.
Inspection intervals: can vary according to type of ship and trade and your
v
own experience.
~
Proposed Planned M
for FRAMOCargo
Ref. Ship's QA-S1
EI.motor/ Hydr.
~ P.T.O. gear oil
Job bearings - tank
clutch I level
Specification control
Drawing No.
Maintenance Purging 643-4-5
instruction No. routine
1000-010-4
Carried out by Pump man Pump man Pump man Pump man Eng. Eng. Eng. Pump
man
Chief
Approved
Date
by IChief
Officer
Chief
Officer
Chief
Officer
Radial clearance
I Officer
Chief
IChief Eng. I Chief Eng. I Chief Eng.
Eng.
Inspection
intervals ISee
purging impeller/wearing
routine 0,3-1,5 mm(max
When
X X
H : operated
Running I I I I I I X
hours based
Every 3nJ
month X
Annually X I X
Condition I I I X I I 1=
based
NB! The above Maintenance System is for guidance only. The equipment on eal
consulted to work out a specific maintenance plan for your ship - or you he
experience. Please don't forget auxiliary equipment such as: Ballast Pump!
~
'-'
aintenance System
Pumping System
stem, ISO 9002
Hydr.oil Pressure
tank indicator, Auxiliary relief control check, tubes anodes 1:on end of ring line I '-'
bottom Main
Idrain
Hyde- 0;1 r' system
filter box
filters'
p ;"d;cato'ro;"
valve valves switches,
safety loop
Ala,m r'm
2:on filter box
3:on Cargo Pump
on cool"r;'4:onventpo;n",
hydrotank
::)'I11lli"'TIlliM1Mllili::
1400-068
643-4-678
Eng. Eng. Pump Pump Eng. Eng. Eng. Eng. Eng. Pump man
man man
Chief Eng. Chief Chief Chief Eng. Chief Chief IChief Officer
Chief Eng.1 Chief EnlChief
Eng. Eng. Eng. Eng. Eng.
When needed
X
-- X I I I I I I I
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FRAMO
2. Never start any dismantling of the cargo pump before you have identified
the problem. Always pressure test the cargo pumps cofferdam to identify
any leak. Always remember to use the correct tools from the FRAMO tool
box.
6. Avoid air in the hydraulic system. Deairate the system on a regular basis.
8. Take a hydraulic oil sample, every 3rd month for particle counting (ISO
4406). Every 12th month full analyze according to FRAMO standard
1400.063.
Service Bulletin Keep you up to date with the latest news from Frank Mohn Services AS
'-'"
0 Spline Lubrication
'-"
Dear Customer!
RECOMMENDATIONS
TO REDUCE
YOUR MAINTENANCECOSTS J
With the implementation of the ISM-code, a planned maintenance program is required. In this respect we would like to
draw your attention to the part of the program concerning the FRAMO cargo pumping plant. Based on experience, new
technology and feedba~k from our customers, the maintenance recommendations have changed over time.
~
Reduced Water Content in Hydraulic Oil -
Increased Lifetime
Previously the maximum allowed water content in the
hydraulic oil was 0,1 %. Experience has shown that a low
water content in the hydraulic oil improves lifetime of
hydraulic components as well as of the hydraulic oil itself.
We have found that the maximum water content should
be below 0,05% or 500ppm.
'-' In the past we have recommended you to test run your cargo pumps against closed discharge valve, once or twice a
year. Such a test requires calibrated pressure gauges and there are several possibilities for error as well as the amount
of work involved. Provided no problems are experienced during discharge, parallel pumping or stripping, there is no
need for periodic testing of the cargo pumps.
The cargo pump test is useful when trouble shooting a specific pump.
Framo Tool Boxes - Use Special Tools and Reduce YourService Costs
Experience has shown that the originally supplied special tools contained in the FRAMO tool boxes are often lost or
damaged over the years. Doing maintenance on the cargo pumps without these tools may cause damage to the
pump as well as to the new parts, increasing your total costs. It is better to renew the contents of the tool box than
paying for damage during repair or even malfunction during the following discharge operation.
please include an annual check of the FRAMO tool box in your maintenance program.
Spline Lubrication
Experience indicates that inspection and lubrication of the spline connection between the hydraulic pumps and the
PTO output shafts is neglected, causing abnormal wear on the spline. This is also the case on electric motors with
'-' spline connection.
It is very important to have a scheduled routine for control of this lubrication. We recommend that the oil on the
spline is changed every 800 running hours, or every six months, whichever comes first.
level control
'-' If you need any further advices or assistance, please do not hesitate to contact us!
"'---'
Evaluation Test
for FRAMO Cargo Pumps
Test Procedure
Each cargo pump to be tested against a closed discharge valve.
Hydr. System pressure to be at maximum.
\
Record hydr. pressure at control valve and cargo pressure at top cover
'
plate.
Corrections
Ullage and sp. gr. for the cargo.
Control of results
Check the recorded results against the actual pump curve.
Evaluation of results
1) Normal cargo pressure - hydro pressure too high =
Increased wear ring clearance.
2) Cargo pressure too low - hydr. pressure too low =
Reduced speed - bad control valve - bad hydro motor
3) Cargo pressure too high - hydro pressure too high =
Overspeed caused by control valve
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Frank Mohn Services AS
FRAMO
"--"
Evaluation Sheet
Course:
Place and date:
Company:
Occupation:
@ @ @
1 2 3 4 5 6 7 8
1. Have this course been useful for your daily working situation?
2. How did you like the course outline? I
Further comments?
'-"
Comments in general?
'-'
C.ITEMPIEvaluat2.doc Page 1 of 1