FRAMO CARGO PUMPING SYSTEM

DOCUMENTATION:

1. FRAMO MOUNTING INSTRUCTION: GENERAL RECOMMENDATIONS AND REQUIREMENTS FOR DESIGN, HANLING AND INSTALLATION OF THE FRAMO CARGO PUMPING SYSTEM

2. FRAMO DRAWING PUMPING SYSTEM: GENERAL ARRANGEMENT FRAMO SPECIFICATION, EQUIPMENT DRAWING, TECHNICAL DATA, SYSTEM DRAWINGS

3. FRAMO DRAWING PIPING SYSTEM: PIPING SPECIFICATION, LATOUT DRAWINGS, COMPONENT DRAWINGS.

4. FRAMO SERVICE MANUAL PUMPING SYSTEM: TECHNICAL DATA, INITIAL START UP,OPERATION, MAINTENANCE ,DRAWING – PART LISTS.

5. FRAMO SERVICE MANUAL PIPING SYSTEM: PIPING SPECIFICATION, LAYOUT DRAWINGS.

1. THE FRAMO HYDRAULIC SYSTEM IS DESIGNED AS A CENTRAL HYDRAULIC RING LINE SYSTEM. THE HYDRAULIC POWER UNIT DELIVERS OIL TO THE MAIN PRESSURE LINE, AND FROM THIS LINE IT IS POSSIBLE TO RUN A NUMBER OF HYDRAULIC MOTORS AS LONG AS THE OIL DELIVERY IS SUFFICENT. IN ORDER TO CONTROL THE SPEED OF THE MOTOR AND TO PREVENT OVER-SPEED, A CONTROL VALVE IS FITTED FOR EACH MOTOR. 

THE HYDRAULIC SYSTEM IS BUILT AS A CENTRAL HYDRAULIC MAIN RING LINE SYSTEM IN OPEN LOOP WHERE HYDRAULIC PUMPS DELIVER OIL TO A MAIN PRESSURE LINE

HYDRAULIC POWER UNIT

HYDRAULIC OIL STORAGE / CLEAN OIL DRAIN TANK

HYDRAULIC OIL TRANSFER UNIT

TANK CLEANING PUMP

SUBMERGED BALLAST PUMP

PORTABLE PUMP

WINCH FOR PORTABLE PUMP

HEAT EXCHANGER

SUBMERGED CARGO PUMP

THRUSTER MOTOR

HYDRAULIC SYSTEM CONTROL PANEL

REMOTE CONTROL ASSEMBLY

THE FRAMO CARGO PUMPING SYSTEM IS CONTROLLED BY A PROGRAMMABLE LOGIC CONTROL ( PLC ) INSTALLED INSIDE THE CONTROL PANEL. THE PLC IS PROGRAMMED BY FRAMO AND PROVIDES THE LOGIC FOR SAFE OPERATION OF THE SYSTEM. MODIFICATIONS OF THE SYS./ PROGRAM CARRIED OUT BY OTHER MAY EFFECT  THE WARRANTY OF HT SYSTEM.

2. WATER CONTENT:  MAX. RECOMMENDED WATER CONTENT IS 300 PPM ( 0.03 % ) ,AND MUST UNDER NO CIRCUMTANCES BE ABOVE 500 PPM ( 0.05 % ).IF IN DOUBT, PLEASE CONTACT FRAMO.

3. CLEANLESS LEVEL: THE REQUIRED CLEANLINESS LEVEL IS BASED UPON ISO SOLID CONTAMINANT CODE ISO 4406.

CODE :          NUMBER OF PARTICLES:      PARTICLE SIZE ACC. TO 1999 REVISION

16 / 12            320 / 640                                              6 MICRON ( C )

                         20 / 40                                               14 MICRON ( C )

15 / 11             160 / 320                                             6 MICRON ( C )

                         10 / 20                                                14 MICRON ( C )

RECOMMENDED CLEANLINESS LEVEL IS CODE 16 / 12 ACCORDING TO ISO 4406 ( OR CETOP PR 20).16 / 12 MEANS THAT NUMBER OF PARTICLES: ABOVE 6 MICRON IN 100 ML IS BETWEEN 32000 AND 64000. ABOVE 14 MICRON IN 100 ML IS BETWEEN 2000 AND 4000

2. SUBMERGED CARGO PUMPS: SUBMERGED CARGO PUMPS SHOULD BE INSTALLED AT THE AFT END OR IN THE LOWEST PART OF EACH TANK, LOCATED EITHER TO PORT OR STARBOARD

LOCAL CONTROL V. / STRIPPING V./ CARGO V. / COFFERDAM PURGING CONNECTION

CARGO PIPE PURGING CONNECTION / EXHAUST TRAP DRAIN V. / HYDRAULIC PRESSURE SERVICE V.

3. SUBMERGED BALLAST PUMP

4. FRAMO CONTROL SYSTEM

THE FRAMO CARGO PUMPING SYSTEM IS NORMALLY OPERATED / MONITORED FROM THE FRAMO CONTROL PANEL, CONSISTING OF HYDRAULIC SYSTEM CONTROL PANEL AND CARGO PUMP CONTROL PANEL.

EMERGENCY STOP ARRANGEMENT

FRAMO SUPPLIES THREE EMERGENCY STOP BUTTONA AS STANDART.

HYDRAULIC POWER UNIT

3 POWER PACKS: EACH POWER PACK CONSIST OF A HYDRAULIC PUMP WITH INTEGRATED PULSATION DAMPER, DRIVEN BY AN ELECTRIC MOTOR.

JOCKEY PUMP

HYDRAULIC SYSTEM TANK

MAIN HYDRAULIC OIL FILTER

HYDRAULIC OIL COOLER :

THE HYDRAULIC OIL IS COOLED BY SEA WATER ( FRESH WATER ), AUTOMATICALLY CONTROLLED BY AN ELECTRICALLY OPERATED ON-OF VALVE .THE VALVE IS OPERATED FROM THE FRAMO PLC ( PROGRAMMABLE LOGIC KONTROL )TOO LOW WATER FLOW THROUGH THE COOLER MAY CAUSE CORROSION / FOULING PROBLEMS. TOO HIGH FLOW MAY CAUSE EROSION PROBLEMS

JOCKEY PUMP

THE JOCKEY PUMP SHALL ALWAYS BE RUNNING. THE FOLLOWING WILL BE INDICATED ON THE CONTROL PANEL  IF THE JOCKEY PUMP STOPS WHEN A POWER PACK IS RUNNING:

THE PROTECTION PRESSURE LOW ALARM WILL BE INDICATED AND THE JOCKEY PUMP RUNNING LIGHT WILL START FLASHING.TO RESET THE ALARM ,THE JOCKEY PUMP STOP PUSH BUTTON MUST BE OPERATED.

MAIN POWER PACKS

THE POWER PACKS CAN BE STARTED IN ANY SEQUENCE. MAX. 4 STARTS SHUOLD BE MADE DURING ONE HOUR. MAX.  2 FOLLOWING STARTS CAN BE MADE, THEN 15 MINUTES BETWEEN EACH. THE STARTS ARE CONTROLLED BY THR PLC, INCLUDING EVENTUAL STARTS FROM THE LOCAL STARTER CABINET.THE HYDRAULIC PUMP WILL BE DISENGAGED FOR 10 SECONDS DURING THE START-UP.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 INDICATED CLOSED VALVE.THE POWER PACKS WILL AUTOMATICALLY BE RELOADED IN SEQUENCE WHEN THE HYDRAULIC OIL TEMPERATURE HAS DEGREASED BELOW 60 DEGREES C.

COOLING WATER VALVE

THE VALVE IS AUTOMATICALLY CONTROLLED AND WILL RECEIVE ‘ OPEN ‘ COMMAND AT HYDRAULIC OILTEMPERATURE ABOVE 50 DEGREES C, IT WIL STAY OPEN UNTIL THE TEMPERATURE DECREASES TO BELOW 30 DEGREES C WHEN ‘CLOSE’ COMMAND IS GIVEN.

THE ‘ FLUSHING MODE ‘ PROGRAM MAKES IT POSSIBLE TO INCREASE THE OIL TEMPERATURE DURING FLUSHING.

IN THIS MODE THE VALVE IS CLOSED BELOW 50 DEGREES C AND OPENED AT 58 DEGREES C

ALARM SYSTEM

1. ALARMS AND SHUT DOWN OF THE HYDRAULIC SYSTEM.
2. ALARMS FOR INDICATION ( PREWARNING ) ONLY.

MAIN ELECTRIC HYDRAULIC POWER PACK: 3 PCS

JOCKEY PP: 1 PC./ HYDRAULIC OIL COOLER: 1 PC./ HYDRAULIC OIL TRANSFER UNIT: 1 PC

CARGO PPS: 12 PCS.( TYPE SD150-SDA-HH107-B333-5 / 335 M3 / H ) /CARGO PPS: 2 PCS. ( TYPE SD100-5DA-HH23-A210-S )

PORTABLE PUMP: 1 PC ( TYPE : TK80-DU-HH16-A168-S ) / BALLAST PUMP: 2 PCS. ( TYPE: SB200-2MU-HH90-A372-S )

BOW THRUSTER MOTOR : 1PC. ( 600 KW ) / CARGO HEATER : 12 PCS.CAP. 250 KW.

PRESSURE TRANSMITTERS / PRESSURE SWITCHES / TEMPERATURE TRANSMITTERS

TEMPERATURE SWITCHES / LEVEL TRANSMITTER

EMERGENCY OVERRIDE PANEL

FOR SYSTEMS WITH BALLAST PUMPS ( HIGH AVAILABILITY REQUIREMENT ), AN EMERGENCY OVERRIDE PANELIS PROVIDED BY FRAMO

THRUSTER MOTOR AND CONTROL VALVE

THRUSTER MOTOR

THRUSTER CONTROL VALVE : THE DSTC ( DIRECTIONAL SPEED TORQUE CONTROLLER ) REGULATES THE TORQUE ( SPEED FROM ZERO TO MAXIMUM ) OF A FIXED PROPELLER IN BOTH DIRECTIONS ( PORT AND STARBOARD )

THRUSTER PILOT CONTROL ASSSEMBLY

BRIDGE AND WINGS PANELS

PROGRAMMABLE LOGIC CONTROL SPEED SENSOR

COUPLING REQUIREMENT: THE COUPLING BETWEEN THE HYDRAULIC MOTOR AND THE THRUSTER MUST BE BALANCED IN ACCORDANCE WITH ISO-1940/1 CLASS G6,3 AT MAXIMUM SPEED.

PERIODICAL MAINTENANCE

FILTER REPLACEMENT:

WHEN THE DIFFERENTIAL PRESSURE IS HIGH

HYDRAULIC OIL COOLER

INSPECT ANODES AT EVERY 3 MONHTS

CLEAN THE COOLER BUNDLE TUBES EVERY 6 MONTHS OR IF HEAT EXCHANGE RATE IS TOO LOW.

ANODES : ( BALLAST PUMP AND OTHER PUMPS )

INSPECT THE ANODES ANNUALY

STAINLESS STEEL ON DECK

CLEAN THE STAINLESS STEEL SURFACES REGULARLY

CARGO HEATERS

CLEAN THE HEATERS ACCORDING TO SERVICE MANUAL, IF HEAT EXCHANGE RATE IS TOO LOW.

OIL TESTING

ANALYSE THE OIL ( WITH MAX. 4 MONTHS INTERVALS

OIL LEVEL

CHECK THE OIL LEVEL DAILY. ( HIGH LEVEL WHEN POWER PACK ARE STOPS / LOW LEVEL WHEN THEY ARE RUNNING. )

NOISE FROM PUMP / MOTOR

CHECK THE NOISE DAILY WHEN IN OPERATION

PURGING OF CARGO PUMPS

PURGING OF CARGO PUMPS TO BE DONE IN ACCORDANCE WITH SEPERATE PURGING INSTRUCTION.

CARGO PUMP TEST

APPLY THE SPECIAL PROCEDURE IF THE CAPACITY IS GETTING LESS THAN NORMAL

HYDRAULIC OIL LEAKAGE INSPECTION: CHECK IT DAILY WHEN IN OPERATION

DEBRIS SWITCHES AND DETECTORS: DEBRIS SWITCHES TO BE CHECKED EVERY 6 MONTHS OR IF ALARM IS INDICATED.DEBRIS DETECTORS ( IF INSTALLED ) TO BE CHECKED EVERY 3 MONTHS.

ALARM CHECK

FOLLOWING ALARMS TO BE CHECKED ACCORDING TO THE SYSTEM MAINTENANCE PROCEDURE  AT EVERY 6 MONTHS

OIL LEVEL ALARM HIGH / OIL LEVEL ALARM LOW / WEAR ALARM / OIL TEMPERATURE HIGH ALARM

DIRTY FILTER ALARM ( CLOSED SYSTEM ) / LOCAL SUCTION VALVES /  SYSTEM PRESSURE LOW

OIL LEVEL ALARM LOW LOW / FEED PRESSURE LOW ( CLOSED SYSTEM )

RETURN LINE VALVES / EMERGENCY STOP  SWITCHES

INSTRUMENT SET-POINT ADJUSTMENT: FOLLOWING INSTRUMENTS TO BE READJUST EVERY 6 MONTH ACCORDING TO THE INSTRUCTION NO. 1400 – 0180 – 4

PRESURE TRANSMITTER FOR SYSTEM PRESSURE

TEMPERATURE TRANSMITTER FOR HYDRAULIC OIL TEMPERATURE

OIL LEVEL TRANSMITTER FOR HYDRAULIC OIL LEVEL MONITORING.

ELECTRIC MOTORS

THE INSULATION RESISTANCE MUST BE CHECKED EVERY 6 MONTHS.USE A 500 VDC MEGGER.

IF AN INSULATION RESISTANCE LOWER THAN 10 MEGAOHMS IS MEASURED BETWEEN FHASES AND TO EARTH, THE WINDING MUST BE DRIED OUT UNTIL AN ACCEPTABLE READING IS OBTAINED.

LUBRICATE THE BEARINGS EVERY 2500 HOURS

RENEW THE GREASE OF THE BEARING OR REPLACE THE BERING AFTER 5 YEARS.

ANODES: INSPECT THE ANODES ANNUALLY

ALARM, WEAR INDICATION : CONTACS IN A DEBRIS SWITCH GIVES ALARM ‘ WEAR INDICATION ‘. THIS MEAN THAT THE DRAIN LINE TO TANK IS CONTAMINATEDBY MAGNETIC PARTICLES.

ALARM, CONTAMINATED MAIN RETURN  FILTER:IT MEANS THAT THE FILTER ELEMENT MUST BE REPLACED.

HIGH CONTAMINATION LEVEL IN OIL.( IF RESULTS FROM TESTING ....): CHECK MAIN RETURN FILTER ELEMENT AND ITS BY-PASS VALVES.CONTACT ONE OF FRAMO SERVICE STATION.

ANODES :

THE ANODES INCLUDED BY FRAMO ARE ONLY INTENDED FOR PROTECTION OF THE PUMP, NOT THE TANK.

CALCULATION OF ANODE LIFETIME IS BASED ON:

--- 100 % EXPOSURE IN SEAWATER

--- CURRENT DENSITY WHEN EXPOSED IN SEAWATER: 0,1 A / M2

--- ZINC ANODE ELECTROCHEMICAL CAPACITY: 780 AH /KG

IT IS RECOMMENDED TO INSPECT THE ANODES ANNUALLY UNTIL RATE OF CONSUMPTION IS ESTABLISHED. FURTHER INSPECTION INTERVALS TO BE BASED ON EXPERIENCE

 CALCULATED ANODE LIFETIME FOR BALLAST PUMP SB200. 12000 HRS

PURGING INTERVALS,-LOGGING OF PURGING RESULT

LOADING                                   VOYAGE                                              DISCHARGE

1. SHORTLY BEFORE            1. 1-2 DAYS AFTERM LOADING                             1. SHORTLY BEFORE

 LOADING.                               2. IF NO LEAKAGE AT STEP 1,                                DISCHARGING

                                                       PURGE EVERY FORTNIGHT                                2.SHOTLY AFTER

                                                  3. IF LEAKAGE IS DETECTED AT STEP 1,             DISCHARGING                          

                                                      OR AT A LATER STAGE DURING THE VOYAGE,

                                                      PURGE THIS PUMP EVERY DAY.

                                                   4. IF PUMPS ARE USED FOR CARGO CIRCULATION

                                                       DURING THE VOYAGE, THE COFFERDAM MUST BE PURGED

                                                       BEFORE AND AFTER STOP

THE PURGING FORM SHOULD BE FILLED IN WITH THE RESULTS EVERY PURGING OPERATION.

EVALUATION OF THE PURGING RESULTS

CARGO LEAKAGE:

A SMALL LEAKAGE RATE OF UP TO ABOUT 0.5 LT / DAY ( AND HIGHER WITH LIGHT CARGOES ) DURING PUMP OPERATION IS NORMAL.

CARGO LEAKAGE TO COFFERDAM NORMALLY INDICATES SHAFT SEAL LEAKAGE.

HYDRAULIC OIL LEAKAGE:

HYDRAULIC OIL IN THE COFFERDAM NORMALLY INDICATES SHAFT SEAL LEAKAGE, BUT MIGHT COME FROM FLANGE FACE SEALS IN PIPE STACK / PUMP HEAD OR DAMAGE IN THE PIPE STACK  / PUMP HEAD. ( LEAKAGE: 0,25 LT / DAY DURING PP OPERATION IS NORMAL.

THE MOST IMPORTANT CHECK IS THE PURGING THE  CARGO PUMP’S COFFERDAM. THIS IS THE ONLY WAY TO CHECK THE SEALING ARRANGEMENT ON THE SUBMERGED PUMPS, AND RENEWAL OF SEALS SHOULD ONLY TAKE PLACE WHEN THE PURGING ROUTINEIS SHOWING, AN UNACCEPTABLE LEAKAGE,AND PRESSURE TESTING OR THE COFFERDAM IS INDICATING WHERE THE PUMPING IS LEAKAGE.IF THE LEAKAGE IS MORE THAN APPROXIMATELY 2-3 LITERS PER 24 HOURS, THE LEAKAGE MUST BE FOUND AND REPAIRED AS SOON AS POSSIBLE. A LEAKAGE THAT IS NOT BLOWN OUT OF THE COFFERDAM COULD COAGULATE AND BLOCK THE COFFERDAM .IF A BLOCKAGE OCCURS, THE PORTABLE PUMP MUST BE USED TO EMTY THE TANK,AND THE CARGO PUMP MUST BE REPAIRED IMMEDIATELY.

A CARGO PUMP WITH A BLOCKED COFFERDAM MUST NOT BE USED!

OIL SAMPLE

A HYDRAULIC OIL SAMPLE FOR PARTICLE COUNTING ACCORDING TO ISO 4406 SHOULD BE DRAWN FROM THE VALVE MARKED ‘FRAMO OIL SAMPLE POINT’, EVERY THIRD MONTH. A HIGH PARTICLE AMOUNT COULD INDICATE ABNORMAL WEAR AND THE TEAR IN THE SYSTEM, WHILE A LOW AMOUNT OF PARTICLES REFLECTS A NORMAL CONDITION.

THE HYDRAULIC PUMPS  ARE ALSO EQUIPPED WITH MAGNETIC CHIP DETECTORS LOCATED IN THE PUMP’S DRAIN LINE .IF A BEARING FAILURE OCCURS, THIS WILL START THE PRODUCTION OF MAGNETIC DEBRIS. THIS WILL STICK ON THE PARTICULAR PUMP’S MAGNET EQUIPPED WITH AN ELECTRICAL SWITCH TRIGGING THE ALARM ‘EXCESSIVE WEAR’. IF THE ALARM IS REPEATED JUST A FEW MINUTES AFTER CLEANING THE MAGNET,THE HYDRAULIC PUMPS MUST BE OVERHAULED AND THE NECESSARY PARTS RENEWED.

FRAMO PRESSURE CONTROL SYSTEM ( A4V DP )

1. SYSTEM PRESSURE CONTROL BLOCK: THE MAIN FUNCTION OF THE SYSTEM PRESSURE CONTROL BLOCK IS TO REGULATE PILOT PRESSURE  TO THE A4V PUMP REGULATOR.PILOT PRESSURE IS CONTROLLED BY A COMMON SYSTEM PRESSURE CONTROL VALVE.

2. UNLOADING VALVE

3. SYSTEM PRESSURE RELIEF VALVE

4. SYSTEM PRESSURE CONTROL VALVE

5. PILOT CHECK VALVES

6. STRAINER: THE STRAINER IS ONLY A LAST CHANCE PROTECTION, AND IS NOT LIKELY TO BE CLOGGED. SERVICE IS ONLY NECESSARYWHEN TROUBLESHOOTING INDICATES CLOGGED STRAINER

THRUSTER CONTROL SYSTEM ( DSTC – 60 )

THRUSTER MOTOR

THRUSTER CONTROL VALVE: THE DSTC ( DIRECTIONAL SPEED TORQUE CONTROLLER ) REGULATES THE TORQUE ( SPEED FROM ZERO TO MAXIMUM ) OF A FIXED PROPELLER IN BOTH DIRECTIONS ( PORT AND STARBOARD )THE HYDRAULIC CONTROL VALVE, ( DSTC ) IS REMOTELY OPERATED FROM A BRIDGE OR WING CONTROL PANEL. ELECTRIC / HYDRAULIC PILOT CONTROL BLOCK

THRUSTER PILOT CONTROL ASSSEMBLY

THE PILOT CONTROL BLOCK IS DESIGNED FOR REGULATING TWO PILOT PRESSURES ( PORT A AND B ) TO THE HYDRAULIC CONTROL VALVE ( DSTC ).

DIRECTIONAL SPEED TORQUE CONTROLLER , DSTC

THE HYDRAULIC CONTROL VALVE , DSTC -60-M CONSIST OF THE FOLLOWING MAIN PARTS :

TWO MANIFOLD MOUNTED SPEED TORQUE CONTROLLER ( STC- 60 – M ), SIMILAR TO THE HYDRAULIC CONTROL VALVES FOR THE FRAMO CARGO PUMPS .

ONE MANIFOLD

ONE HYDRAULIC PILOT CONTROL BLOCK , MOUNTED ON THE MANIFOLD,

FILTER OF THE PILOT CONTROL BLOCK

BRIDGE AND WINGS PANELS

PROGRAMMABLE LOGIC CONTROL SPEED SENSOR

COUPLING REQUIREMENT: THE COUPLING BETWEEN THE HYDRAULIC MOTOR AND THE THRUSTER MUST BE BALANCED IN ACCORDANCE WITH ISO - 1940/1 CLASS G6,3 AT MAXIMUM SPEED.

HYD. BRAKE PROTECTION: THE BRAKE WORKS BOTH WHEN THE THRUSTER IS IN OFF AND STAND BY MODE

SERVICE INTERVALS OF THRUSTER CONTROL SYSTEM

--- THE PILOT FILTER SHOULD BE CHECKED AT REGULAR INTERVALS .

--- CHECK THE VISUAL INDICATOR WHEN THE SYSTEM IS WORKING AT NORMAL FLOW AND OPERATING TEMPERATURES.AS THE ELEMENT GETS DIRTY RED WILL APPEAR IN THE WINDOW. AT THIS POINT , PRIOR TO THE OPENING OF THE BY-PASS VALVE , THE ELEMENT SHOULD BE CHANGED.THE FILTER ELEMENT IS NOT CLEANABLE.

--- THE LAST CHANCE FILTERS INSIDE THE DSTC SHOULD BE REPLACED IF CLOGGED

--- THE DEBRIS DETECTOR , WHICH IS INCLUDED IN THE NON RETURN VALVE IN THE MOTOR RETURN LINE, MUST BE CHECKED MANUALLY.