1、Ships and marine technology Maintenance and testing to reduce losses in critical systems for propulsion Navires et technologie maritime Maintenance et essais pour rduire les pertes dans les systmes critiques pour la propulsion ISO 2011 Reference number ISO 13613:2011(E) First edition 2011-12-01 ISO
2、13613 INTERNATIONAL STANDARDISO 13613:2011(E)COPYRIGHT PROTECTED DOCUMENT ISO 2011 All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying and microfilm, without permissio
3、n in writing from either ISO at the address below or ISOs member body in the country of the requester. ISO copyright office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2011 All rights reservedI
4、SO 13613:2011(E) ISO 2011 All rights reserved iii Contents Page Foreword iv 0 Introduction . v 0.1 General vi 0.2 Air start system failure vi 0.3 Fuel oil quality problems vi 0.4 Fuel switching . vi 0.5 Informative annexes vi 1 Scope 1 2 Terms and definitions . 1 3 Technical information and recommen
5、dations . 1 3.1 General maintenance of ship systems 1 3.2 Compressed air systems maintenance . 2 3.3 Fuel oil system maintenance 3 3.4 Maintenance and testing of ship automation systems . 6 Annex A (informative) Example maintenance items for compressed air systems . 7 Annex B (informative) Sample re
6、cord of periodic maintenance procedures . 8 Annex C (informative) Example diagram of engine fuel supply and switching system 9 Annex D (informative) Recommendations for lubricating oil systems 10 Annex E (informative) Recommendations for other common engineering system components 11 Annex F (informa
7、tive) Marine fuel characteristics (see also ISO 8217) 12 Annex G (informative) Marine residual fuel characteristics (see also ISO 8217) 13 Bibliography .14Foreword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The
8、 work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-gove
9、rnmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. T
10、he main task of technical committees is to prepare International Standards. Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vot
11、e. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 13613 was prepared by Technical Committee ISO/TC 8, Ships and marine technology, Subcommittee
12、SC 3, Piping and machinery. ISO 13613:2011(E)iv ISO 2011 All rights reserved0 Introduction 0.1 General This International Standard informs shipboard personnel and other parties about the need to consider factors affecting operational maintenance and testing for certain systems that have been linked
13、to ship propulsion losses. A recently completed survey of SOLAS ship casualties from 2003 to 2007 revealed that a number of the reported casualties were propulsion losses involving air start systems for engines, fuel oil quality problems, and fuel switching. Industry groups have stated that current
14、procedures for fuel switching underway, in compliance with air quality regulations, may increase the risk of propulsion losses. 0.2 Air start system failure Air start system failure typically occurs when a ship with direct drive diesel propulsion is changing direction. Air valves needed to stop and
15、restart the engine in the other direction seize or fail to respond. Maintenance and testing of the air systems minimize the risk of failure. 0.3 Fuel oil quality problems Fuel oil problems can cause propulsion loss by clogging a filter and starving the engine. Use of incorrect fuel over prolonged pe
16、riods can cause damage to fuel pumps and engine cylinders. A ship can also lose propulsion when a generator shuts down because of fuel problems, as electrical power is generally needed to drive cooling and lubrication pumps for the propulsion engine. Maintenance and testing of fuel oil purifying equ
17、ipment, tanks and piping minimize quality problems. 0.4 Fuel switching In order to comply with air quality regulations, ships may need to switch to low sulfur fuel while underway. They perform the switch before they enter an emission control area (ECA). This procedure can involve a changeover from h
18、eavy fuel oil to a distillate fuel. Proper fuel switching procedures and awareness of possible fuel compatibility problems can minimize the risk of propulsion loss. 0.5 Informative annexes Annexes A to E are provided for information only as examples of recommendations for ship engineering systems an
19、d components. The survey of ship propulsion casualties identified only high pressure air and fuel system (fuel quality and fuel switching) problems as being linked to a number of casualties. ISO 13613:2011(E) ISO 2011 All rights reserved vINTERNATIONAL STANDARD ISO 13613:2011(E) Ships and marine tec
20、hnology Maintenance and testing to reduce losses in critical systems for propulsion 1 Scope This International Standard provides shipboard personnel and other parties information concerning operational maintenance and testing for certain critical systems. Proper maintenance of these systems can help
21、 reduce the risk of ship propulsion and manoeuvrability losses. 2 Terms and definitions For the purposes of this document, the following terms and definitions apply. 2.1 delta p differential pressure P difference in pressure between two points in a system often used as a measurement parameter in fil
22、tering devices to indicate condition (clean or clogged) of the filter 2.2 viscosity measure of a liquids resistance to flow NOTE Specified minimum and maximum viscosities are required for all fuel oils. A fuel oils viscosity indicates how well the oil will flow, the extent to which it can be atomize
23、d, and the temperature at which the oil should be maintained to atomize properly. 3 Technical information and recommendations 3.1 General maintenance of ship systems The purpose of general maintenance of ship systems is to maximize efficiency and reliability of systems and minimize downtime. Suitabl
24、e maintenance intervals help avoid equipment failures. 3.1.1 Types of maintenance 3.1.1.1 Preventative a) Routine greasing, lubricating, level checking (tanks, sump, etc.) operator checks (buttons/switches, valves/flaps, lamps, alarms) measurements (gauges, clearances, voltage, pressure, temperature
25、, vacuum) b) Planned calendar time (weekly, monthly, quarterly, annually, etc.) operating (running) hours ISO 2011 All rights reserved 13.1.1.2 Condition based vibration analysis, diesel engine trend analysis laboratory oil analysis (fuel, lube, hydraulic) performance based (deviation from reference
26、 points), database building ultrasonic thickness/leak detection, etc. non-destructive examination on-board wear down measurement and/or particle density measurement of oil 3.1.1.3 Breakdown maintenance unplanned maintenance fix only when broken do minimum maintenance to keep equipment running (e.g.
27、filters), until something breaks NOTE It is important to remember that, even with proper maintenance, breakdown is possible on virtually any system at any time. 3.1.2 Logistical support Detailed information for replacement parts in critical systems is needed, such as manufacturer, make/model/serial
28、number, warranty information, maintenance recommendations, maintenance and repair history, vendor locations, and required spare parts to be kept on board, and on-board inventories. The following may be associated with nearly all systems and equipment: scheduled maintenance intervals; equipment opera
29、ting records; lubrication procedures and schedules; repair and maintenance parts details, notes, diagrams, and even digital photographs; complete listing of instruments and tests required during maintenance procedures; experience and time requirements of maintenance personnel (level of competence an
30、d man hours expected). 3.2 Compressed air systems maintenance Compressed air systems require periodic maintenance. Inadequate maintenance can lead to lower efficiency, air leakage, ISO 13613:2011(E)2 ISO 2011 All rights reserved high operating temperatures, poor moisture control, leading to too much
31、 moisture in the system, contamination by dirt or rust, excessive contamination, and unsafe working environments. Maintenance of compressed air systems should take into account the manufacturers recommendations for inspection and service, as well as company-specific requirements. Annex A provides so
32、me basic compressed air system maintenance recommendations. 3.3 Fuel oil system maintenance 3.3.1 General Fuel systems on ships are a potential source of fire and/or explosion, and should, therefore, be maintained in optimum condition. Poor fuel quality can potentially cause an engine breakdown at s
33、ea, which could endanger the ship and cause loss of business. Components of fuel systems from the fuel tank through to the engine and back to the tank should be checked regularly for leaks, wear, deterioration, and general damage. Components can include valves, pumps, heat exchangers, gaskets, filte
34、rs and strainers. Ship and company personnel should ensure that correct fuel filters are available for the types of fuel to be used. Owners and operators, in consultation with manufacturers, should determine the method of record-keeping of maintenance work performed on the fuel systems. 3.3.2 Testin
35、g of fuel received MARPOL Annex VI requires that a sample of bunker fuel be provided during each bunkering operation. A testing programme for fuel received may be beneficial in verifying fuel quality. In some instances, reports provided by suppliers may be considered inadequate or inaccurate when co
36、mpared to the importance of the product to proper engine operation. Users should consider the engine manufacturers recommendations and ISO 8217 for more specific details on marine fuel oil properties, especially viscosity, in determining the most appropriate fuel for their installation. 3.3.3 Purifi
37、er maintenance In addition to planned maintenance, most purifiers require at least occasional cleaning. Non-self-cleaning types may need more frequent cleaning. Sludge, wax and other solids are normally cleaned from discs manually. Sludge disposal timer (self-cleaning), correct RPM, and correct temp
38、erature of fluid are all important. Cleaning intervals are often determined by experience with various fuel quality types. 3.3.4 Properties of fuel that can affect maintenance and operation In order to avoid fuel pump and injector difficulties, fuels should be delivered to the engine in a condition
39、as close to the manufacturers recommended technical specifications as possible. Water in fuel can cause ragged operation and may corrode the fuel handling system. Important fuel properties include viscosity (see 2.2), flashpoint; fuels having a flashpoint of less than 60 C are generally not permitte
40、d, see Reference 4, ISO 13613:2011(E) ISO 2011 All rights reserved 3 sulfur content, total sediment, water (percent by volume), and density. Some engine manufacturers may prescribe guidelines that differ from those above when burning heavy fuel oil (HFO). Correct viscosity, however, is essential to
41、engines burning HFO, and adjusting viscosity may require fuel heating systems. Conversely, when ships switch from HFO to distillate, a cooling process may be required to ensure the distillate fuel temperature is not excessive. 3.3.5 Fuel switching Fuel switching may involve a change-over from high s
42、ulfur fuel (HSF) to low sulfur fuel (LSF), either for the main engine(s), ship service diesel generators, or both. Fuel switching may be required by local area law for vessels mandating the use of LSF in order to limit oxides of sulfur (SOx). (See Figure C.1 for a general diagram of a fuel/fuel swit
43、ching system). There are a number of important considerations involved with fuel switching, including separate storage tanks required for HSF and LSF, potential for clogged filters when “blending” or mixing HSF and LSF fuels during the switching process, resulting in loss of fuel supply to engine, e
44、ngine is normally designed for optimum performance based on specific fuel oil temperature and viscosity range, improper fuel for a particular engine can result in premature wear to critical engine components, including injection pumps, cylinder liners, and piston rings, in certain engines, fuel leak
45、s may cause fuel dilution of lubricating oil, which can degrade the lubricating properties and result in significant damage to expensive engine bearings, improper control of LSF temperature may result in excessively low viscosity of fuel, considering the total base number (TBN) of the lubricating oi
46、l (cylinder and engine) when the sulfur content of the fuel is not consistent, consulting engine and boiler manufacturers for fuel switching guidance, consulting fuel suppliers and engine manufacturers for proper fuel selection, exercising tight control over the quality of the fuel oils received, wh
47、en possible, consulting manufacturers to determine if system modifications or additional safeguards are necessary for the particular fuels to be used, developing detailed fuel switching procedures, including system diagrams and the correct temperatures/pressures, establishing a fuel system inspectio
48、n and maintenance schedule, ensuring that system pressure and temperature alarms, flow indicators, filter differential pressure transmitters, etc., are all operational, ensuring that system purifiers, filters and strainers are maintained, ensuring that system seals, gaskets, flanges, fittings, brack
49、ets and supports are maintained, ensuring that a detailed system diagram is available, ISO 13613:2011(E)4 ISO 2011 All rights reserved conducting initial and periodic crew training, completing fuel switching well offshore prior to entering restricted waters or traffic lanes, such that the system is stabilized, and that some distillates may not be compatible with residual fuels that are rich in asphaltenes; this incompatibilit
