1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS ISO 13613:2011Ships and marine technology Maintenance and testing toreduce losses in critical systemsfor propulsionBS ISO 13613:2011 BRITISH STANDARDNational forewordThis Brit
2、ish Standard is the UK implementation of ISO 13613:2011.The UK participation in its preparation was entrusted to TechnicalCommittee SME/32/-/3, Ships and marine technology - Piping andmachinery.A list of organizations represented on this committee can beobtained on request to its secretary.This publ
3、ication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. The British Standards Institution 2012. Published by BSI StandardsLimited 2012ISBN 978 0 580 69869 9ICS 47.020.20Compliance with a British Standard cannot confer immunity
4、fromlegal obligations.This British Standard was published under the authority of theStandards Policy and Strategy Committee on 31 March 2012.Amendments issued since publicationDate Text affectedBS ISO 13613:2011Ships and marine technology Maintenance and testing to reduce losses in critical systems
5、for propulsionNavires et technologie maritime Maintenance et essais pour rduire les pertes dans les systmes critiques pour la propulsion ISO 2011Reference numberISO 13613:2011(E)First edition2011-12-01ISO13613INTERNATIONAL STANDARDBS ISO 13613:2011ISO 13613:2011(E)COPYRIGHT PROTECTED DOCUMENT ISO 20
6、11All 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 permission in writing from either ISO at the address below or ISOs member body in the coun
7、try of the requester.ISO copyright officeCase postale 56 CH-1211 Geneva 20Tel. + 41 22 749 01 11Fax + 41 22 749 09 47E-mail copyrightiso.orgWeb www.iso.orgPublished in Switzerlandii ISO 2011 All rights reservedBS ISO 13613:2011ISO 13613:2011(E) ISO 2011 All rights reserved iiiContents PageForeword i
8、v0 Introduction .v0.1 General vi0.2 Air start system failure vi0.3 Fuel oil quality problems vi0.4 Fuel switching .vi0.5 Informative annexes vi1 Scope 12 Terms and definitions .13 Technical information and recommendations .13.1 General maintenance of ship systems 13.2 Compressed air systems maintena
9、nce .23.3 Fuel oil system maintenance 33.4 Maintenance and testing of ship automation systems .6Annex A (informative) Example maintenance items for compressed air systems .7Annex B (informative) Sample record of periodic maintenance procedures .8Annex C (informative) Example diagram of engine fuel s
10、upply and switching system 9Annex D (informative) Recommendations for lubricating oil systems 10Annex E (informative) Recommendations for other common engineering system components 11Annex F (informative) Marine fuel characteristics (see also ISO 8217) 12Annex G (informative) Marine residual fuel ch
11、aracteristics (see also ISO 8217) 13Bibliography .14BS ISO 13613:2011ForewordISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technica
12、l 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-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely wit
13、h 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.The main task of technical committees is to prepare International Standards. Draft Interna
14、tional 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 vote.Attention is drawn to the possibility that some of the elements of this document may be
15、 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 SC 3, Piping and machinery.ISO 13613:2011(E)iv ISO 2011 All rights reservedBS ISO 13613:201
16、10 Introduction0.1 GeneralThis 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 to ship propulsion losses. A recently completed survey of SOLAS ship casualti
17、es 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 procedures for fuel switching underway, in compliance with air quality regulat
18、ions, may increase the risk of propulsion losses.0.2 Air start system failureAir start system failure typically occurs when a ship with direct drive diesel propulsion is changing direction. Air valves needed to stop and restart the engine in the other direction seize or fail to respond. Maintenance
19、and testing of the air systems minimize the risk of failure.0.3 Fuel oil quality problemsFuel oil problems can cause propulsion loss by clogging a filter and starving the engine. Use of incorrect fuel over prolonged periods can cause damage to fuel pumps and engine cylinders. A ship can also lose pr
20、opulsion 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 equipment, tanks and piping minimize quality problems.0.4 Fuel switchingIn order to c
21、omply 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 heavy fuel oil to a distillate fuel. Proper fuel switching procedures and awareness o
22、f possible fuel compatibility problems can minimize the risk of propulsion loss.0.5 Informative annexesAnnexes A to E are provided for information only as examples of recommendations for ship engineering systems and components. The survey of ship propulsion casualties identified only high pressure a
23、ir 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 vBS ISO 13613:2011BS ISO 13613:2011INTERNATIONAL STANDARD ISO 13613:2011(E)Ships and marine technology Maintenance and testing to reduce losses in cr
24、itical systems for propulsion1 ScopeThis 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 reduce the risk of ship propulsion and manoeuvrability
25、losses.2 Terms and definitionsFor the purposes of this document, the following terms and definitions apply.2.1delta pdifferential pressurePdifference in pressure between two points in a system often used as a measurement parameter in filtering devices to indicate condition (clean or clogged) of the
26、filter2.2viscositymeasure of a liquids resistance to flowNOTE 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 atomized, and the temperature at which the oil should be maintained to ato
27、mize properly.3 Technical information and recommendations3.1 General maintenance of ship systemsThe purpose of general maintenance of ship systems is to maximize efficiency and reliability of systems and minimize downtime. Suitable maintenance intervals help avoid equipment failures.3.1.1 Types of m
28、aintenance3.1.1.1 Preventativea) Routine g reasing, lubricating, level checking (tanks, sump, etc.) o perator checks (buttons/switches, valves/flaps, lamps, alarms) m easurements (gauges, clearances, voltage, pressure, temperature, vacuum)b) Planned c alendar time (weekly, monthly, quarterly, annual
29、ly, etc.) o perating (running) hours ISO 2011 All rights reserved 1BS ISO 13613:20113.1.1.2 Condition based v ibration analysis, diesel engine trend analysis l aboratory oil analysis (fuel, lube, hydraulic) p erformance based (deviation from reference points), database building u ltrasonic thickness
30、/leak detection, etc. non-destructive examination o n-board wear down measurement and/or particle density measurement of oil3.1.1.3 Breakdown maintenance u nplanned maintenance fi x only when broken d o minimum maintenance to keep equipment running (e.g. filters), until something breaksNOTE It is im
31、portant to remember that, even with proper maintenance, breakdown is possible on virtually any system at any time.3.1.2 Logistical supportDetailed information for replacement parts in critical systems is needed, such as manufacturer, m ake/model/serial number, w arranty information, m aintenance rec
32、ommendations, m aintenance and repair history, v endor locations, and r equired spare parts to be kept on board, and on-board inventories.The following may be associated with nearly all systems and equipment: s cheduled maintenance intervals; e quipment operating records; l ubrication procedures and
33、 schedules; r epair and maintenance parts details, notes, diagrams, and even digital photographs; c omplete listing of instruments and tests required during maintenance procedures; e xperience and time requirements of maintenance personnel (level of competence and man hours expected).3.2 Compressed
34、air systems maintenanceCompressed air systems require periodic maintenance. Inadequate maintenance can lead to l ower efficiency, a ir leakage,ISO 13613:2011(E)2 ISO 2011 All rights reservedBS ISO 13613:2011 h igh operating temperatures, p oor moisture control, leading to too much moisture in the sy
35、stem, c ontamination by dirt or rust, e xcessive contamination, and u nsafe 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 some basic compress
36、ed air system maintenance recommendations.3.3 Fuel oil system maintenance 3.3.1 GeneralFuel 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 sea, which could end
37、anger 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, filters and strainers.Shi
38、p 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 Testing of fuel receivedMARPO
39、L 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 compared to the importance
40、 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 Purifier maintenanceIn addition
41、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 temperature of fluid are all impo
42、rtant. Cleaning intervals are often determined by experience with various fuel quality types.3.3.4 Properties of fuel that can affect maintenance and operationIn order to avoid fuel pump and injector difficulties, fuels should be delivered to the engine in a condition as close to the manufacturers r
43、ecommended technical specifications as possible. Water in fuel can cause ragged operation and may corrode the fuel handling system. Important fuel properties include v iscosity (see 2.2), fl ashpoint; fuels having a flashpoint of less than 60 C are generally not permitted, see Reference 4,ISO 13613:
44、2011(E) ISO 2011 All rights reserved 3BS ISO 13613:2011 s ulfur content, t otal sediment, w ater (percent by volume), and d ensity.Some engine manufacturers may prescribe guidelines that differ from those above when burning heavy fuel oil (HFO). Correct viscosity, however, is essential to engines bu
45、rning 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 switchingFuel switching may involve a change-over from high sulfur fuel (
46、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 switching system
47、).There are a number of important considerations involved with fuel switching, including s eparate storage tanks required for HSF and LSF, p otential for clogged filters when “blending” or mixing HSF and LSF fuels during the switching process, resulting in loss of fuel supply to engine, e ngine is n
48、ormally designed for optimum performance based on specific fuel oil temperature and viscosity range, i mproper fuel for a particular engine can result in premature wear to critical engine components, including injection pumps, cylinder liners, and piston rings, i n certain engines, fuel leaks may ca
49、use fuel dilution of lubricating oil, which can degrade the lubricating properties and result in significant damage to expensive engine bearings, i mproper control of LSF temperature may result in excessively low viscosity of fuel, c onsidering the total base number (TBN) of the lubricating oil (cylinder and engine) when the sulfur content of the fuel is not consistent, c onsulting engine and boiler manufacturers for fuel switching guidance, c onsulting fuel suppliers and engine manufacturers f
