Lube oil and fuel oil systems

46 CFR §56.50-60

§ 56.50-60 -60 Systems containing oil. (a)(1) Oil-piping systems for cargo or fuel oil must be separate from other piping systems as far as practicable, and positive means must be provided to prevent interconnection in service. (2) Fuel oil and cargo oil systems may be combined if the cargo oil systems contain only Grade E oils. (3) Oil pumps must have no discharge connections to fire mains, boiler feed systems, or condensers. (b) When oil needs to be heated to lower its viscosity, heating coils must be properly installed in each tank. (1) Each drain from a heating coil as well as each drain from an oil heater must run to an inspection tank or other suitable oil detector. (2) No part of the fuel-oil system containing heated oil under pressure exceeding 180 kPa (26 psi) may be placed …

46 CFR §56.50-65

§ 56.50-65 -65 Burner fuel-oil service systems. (a) All discharge piping from the fuel oil service pumps to burners must be seamless steel with a thickness of at least Schedule 80. Short lengths of steel, or annealed copper nickel, nickel copper, or copper pipe and tubing may be used between the fuel oil burner front header manifold and the atomizer head to provide flexibility. All material used must meet the requirements of subpart 56.60. The use of non-metallic materials is prohibited. Flexible metallic tubing may be used when approved by the Marine Safety Center. Tubing fittings must be of the flared type except that flareless fittings of the nonbite type may be used when the tubing is steel, nickel copper or copper nickel. (b)(1) All vessels having oil fired boilers must have at leas…

46 CFR §56.50-80

§ 56.50-80 -80 Lubricating-oil systems. (a) The lubricating oil system must be designed to function satisfactorily when the vessel has a permanent 15° list and a permanent 5° trim. See § 58.01-40 of this subchapter for operational requirements for propulsion and vital machinery at vessel angles of inclination. (b) When pressure or gravity-forced lubrication is employed for the main propelling machinery, an independent auxiliary lubricating pump must be provided. (c) Oil coolers must be provided with two separate means of circulating water through the coolers. (d) For internal combustion engine installations, the requirements of paragraphs (b) and (c) of this section do not apply to vessels in river and harbor service, nor to any vessel below 300 gross tons. For internal combustion engi…

DOE-HDBK-1012 §3-1

DOE-HDBK-1012 §3-1 — Fluid properties and flow regimes Fluid flow is the study of liquids and gases in motion and the energy relationships within a moving fluid. Key properties are density (mass per unit volume), specific volume (its reciprocal), and viscosity (a fluid's resistance to shearing, i.e. its internal friction). Thick, high-viscosity fluids such as cold lube oil resist flow and require more pumping power; heating a fuel or lube oil lowers its viscosity so it flows and atomizes readily, which is why fuel-oil heaters are fitted ahead of purifiers and burners. Liquids are essentially incompressible (constant density), while gases are compressible and change density with pressure and temperature. Flow through a pipe falls into two regimes distinguished by the Reynolds number, which…

DOE-HDBK-1018 Vol.1 §1-4

DOE-HDBK-1018 Vol.1 §1-4 — Cooling and lubrication support systems Combustion temperatures far exceed the melting point of engine metals, so a cooling system must carry away roughly a third of the fuel's heat energy to keep cylinder liners, heads, and valves within safe limits while holding the block warm enough for efficient combustion. Most marine diesels use a closed jacket-water (fresh-water) loop circulated by an engine-driven centrifugal pump through the block, heads, and a heat exchanger; that jacket water is in turn cooled by raw seawater in a shell-and-tube or plate cooler. A thermostat regulates temperature by bypassing the cooler until the engine is warm. Too-cold operation causes incomplete combustion and cylinder wash-down; overheating causes loss of oil film, scoring, and cr…

NAVEDTRA 14075 §3-2

NAVEDTRA 14075 §3-2 — Fuel-oil systems, service, and injection timing The fuel-oil system delivers clean, correctly conditioned fuel from the storage tanks to the injectors. Fuel is drawn from bunker (storage) tanks, may be transferred to settling tanks where water and heavy sediment settle out and are drained, and then to service (day) tanks that feed the engine. Heavier fuels are heated to bring their viscosity down to the value needed for good pumping and atomization. From the service tank a supply pump sends the fuel through duplex filters (arranged so one can be cleaned while the other stays in service) to the injection equipment; a water separator removes free water, which otherwise corrodes injectors and disrupts combustion. Clean fuel is essential because the injection plunger and…