Trabajo Fin de Grado: Petrolero de Crudo 280.000TPM

Transcription

13-P6
Trabajo Fin de Grado:
Petrolero de Crudo
280.000TPM
Cuaderno Nº12
Equipos y Servicios
Mónica Mª Rodríguez Lapido
Grado en Propulsión y Servicios del Buque
09/10/2014
Trabajo Fin de Grado
Propulsión y Servicios del Buque
Curso 2.013/2.014
1.
CONTENIDO DEL CUADERNO. ............................................................................................. 3
2.
EQUIPO DE AYUDA A LA NAVEGACIÓN. ............................................................................. 4
3.
EQUIPO DE SALVAMENTO. ................................................................................................. 5
4.
EQUIPO DE LASTRE. ............................................................................................................ 7
5.
EQUIPO DE CARGA, DESCARGA Y SISTEMA COW. .............................................................. 8
6.
SISTEMA DE INERTIZADO DE TANQUES. ............................................................................. 9
6.1.
CÁLCULO DE LAS CARACTERÍSTICAS DEL SISTEMA. ................................................... 12
6.2.
SELECCIÓN DEL SISTEMA DE GAS INERTE. ................................................................. 13
7.
SERVICIO DE VENTILACIÓN ............................................................................................... 14
7.1.
VENTILACIÓN EN LA CÁMARA DE MÁQUINAS. ......................................................... 14
7.2.
AIRE ACONDICIONADO. ............................................................................................. 15
8.
EQUIPOS DE ELEVACIÓN. .................................................................................................. 15
8.1.
EQUIPOS EXTERIORES DE ELEVACIÓN. ...................................................................... 15
8.2.
EQUIPOS DE ACCESO Y ELEVACIÓN. .......................................................................... 16
9.
INSTALACIONES SANITARIAS. ........................................................................................... 17
9.1.
SERVICIOS SANITARIOS. ............................................................................................. 17
9.2.
CÁLCULO DEL GENERADOR DE AGUA DULCE. ........................................................... 18
9.3.
BOMBA DE AGUA SANITARIA. ................................................................................... 18
9.4.
SERVICIO DE AGUA POTABLE..................................................................................... 19
9.5.
SERVICIO DE AGUA CALIENTE. ................................................................................... 20
10.
SERVICIO DE FONDA Y HOTEL. ...................................................................................... 21
10.1.
COCINA Y GAMBUZAS. ........................................................................................... 21
10.2.
LAVANDERÍA. ......................................................................................................... 21
11.
EQUIPO CONTRAINCENDIOS. ........................................................................................ 22
11.1.
EQUIPOS PASIVOS. ................................................................................................. 22
11.2.
EQUIPOS ACTIVOS. ................................................................................................. 22
12.
EQUIPO DE AMARRE Y FONDEO. .................................................................................. 29
12.1.
CÁCULO DEL NUMERAL DE EQUIPO. ..................................................................... 29
12.2.
CÁCULO DE LA POTENCIA DE LOS MOLINETES. ..................................................... 30
12.3.
SELECCIÓN DE LOS MOLINETES (Windlass). .......................................................... 32
Petrolero de Crudo de 280.000 TPM
i
Cuaderno nº12
12.4.
13.
Curso 2.013/2.014
MAQUINILLAS DE AMARRE (Mooring winches). ................................................... 32
GENERACIÓN DE VAPOR. .............................................................................................. 33
13.1.
CALENTADORES DE LAS PURIFICADORAS. ............................................................. 33
13.2.
CALENTADORES DE HFO DEL MOTOR PRINCIPAL. ................................................. 34
13.3.
CALENTADORES DE TANQUES ALMACÉN DE HFO. ................................................ 35
13.4.
CALENTADORES DE TANQUES SEDIMENTACIÓN DE HFO. .................................... 35
13.5.
CALENTADORES DE TANQUES DE USO DIARIO DE HFO. ....................................... 35
13.6.
CALENTADORES DE TANQUES DE CARGA. ............................................................. 35
ANEXO 1 MEDIOS DE SALVAMENTO .
ANEXO 2 GRÚAS DE CUBIERTA .
ANEXO 3 C.O.W.
ANEXO 4 CALDERA Y GASES DE ESCAPE.
ANEXO 5 GENERADOR DE GAS INERTE.
ANEXO 6 EQUIPO DE AMARRE Y FONDEO.
ANEXO 7 EQUIPO CONTRAINCENDIOS.
ANEXO 8 CARACTERÍSTICAS DEL CRUDO.
ii
Cuaderno nº12
Escola Politécnica Superior
DEPARTAMENTO DE INGENIERÍA NAVAL Y OCEÁNICA
GRADO EN INGENIERÍA DE PROPULSIÓN Y SERVICIOS DEL BUQUE
CURSO 2.012-2013
PROYECTO NÚMERO 13-P6
TIPO DE BUQUE : BUQUE TANQUE DE CRUDOS
CLASIFICACIÓN , COTA Y REGLAMENTOS DE APLICACIÓN : DNV, SOLAS,
MARPOL
CARACTERÍSTICAS DE LA CARGA: Crudos de petróleo 280000 T.P.M.
VELOCIDAD Y AUTONOMÍA : 16,0 nudos en condiciones de servicio. 85 % MCR+
15% de margen de mar. 18.000 millas a la velocidad de servicio.
SISTEMAS Y EQUIPOS DE CARGA / DESCARGA : Bombas de carga y descarga en
cámara de bombas. Calefacción en tanques de carga.
PROPULSIÓN : Un motor diesel acoplado a una hélice de paso fijo
TRIPULACIÓN Y PASAJE : 30 Personas en camarotes individuales. Cabina personal de
Suez
Ferrol, Febrero de 2.013
ALUMNO : Dª. Mónica Mª Rodríguez Lapido.
1
Curso 2.013/2.014
1. CONTENIDO DEL CUADERNO.
En este cuaderno se definirán tanto los equipos que llevará a bordo nuestro buque,
como los sistemas de navegación, los sistemas de carga y descarga, maniobra, fondeo,
amarre, equipamiento de cocina etc.
Las características del buque serán las siguientes.
Eslora entre Perpendiculares Lpp
316,49 m
Eslora Total Lt
329,19 m
Manga B
57,57 m
Puntal D
29,70 m
Calado T
Navegación Normal
Navegación Suez
21,073 m.
17,50 m
Francobordo FBV de verano
6809 mm
Francobordo FBI de invierno
7286 mm
Peso Muerto DW
290255 t
Capacidad de Tanques (incl. Slops)
Desplazamiento ∆
331501 m3
352568 t
Coeficiente de Bloque CB
0,89
Coeficiente de la Maestra CM
0,99
Coeficiente de la Flotación CF
0,96
Coeficiente Prismático CP
0,89
Potencia con 15% M.M, a 82 rpm
3/36
29492 kW
Cuaderno nº12
Curso 2.013/2.014
2. EQUIPO DE AYUDA A LA NAVEGACIÓN.
Los equipos de ayuda a la navegación se repartirán en las distintas zonas en las que se
divide el puente como se ha indicado en el plano de habilitación.
En la siguiente tabla mostraremos los distintos equipos, su localización y el número de
unidades instaladas.
EQUIPOS DE AYUDA A LA NAVEGACIÓN
Consola alerones.
Equipo V.H.F.-RT 4800 Sailor.
Teléfonos automáticos.
Transpondedores de radar.
Indicador de ángulo de timón.
Indicador de revoluciones M.P.
Repetidor girocompás.
Sistema ECDIS.
Consola radiocomunicaciones GMDSS.
Corredera.
Ecosonda.
Equipo V.H.F.
Receptor 2182.
Receptor Facsímil.
Receptor G.P.S.
Receptor NAVTEX.
Registrador de rumbos.
Reloj maestro.
Unidad de control girocompás.
Girocompás
Amplificador de Radio y T.V.
Consola puente.
Controlador satélite.
Impresora.
Ordenador PC.
Radioteléfonos portátiles.
Telefax.
Teléfono.
Transceptor Estándar B.
Unidad Radiotelefónica FM./AM.
Compás magnético.
SITUACIÓN
Alerones
Alerones
Alerones
Alerones
Alerones/Puente
Alerones/Puente
Alerones/Puente
Consola Puente
Derrota
Derrota
Derrota
Derrota
Derrota
Derrota
Derrota
Derrota
Derrota
Derrota
Derrota
Comunicaciones
Comunicaciones
Puente
Puente
Puente
Puente
Puente
Puente
Puente
Puente
Puente
Techo Puente
4/36
UNIDADES
2
2
2
2
2/1
2/1
2/1
1
1
1
1
1
1
1
2
1
1
1
1
2
1
1
1
1
1
3
1
1
1
1
1
Cuaderno nº12
Curso 2.013/2.014
3. EQUIPO DE SALVAMENTO.
Tenemos que cumplir con el reglamento del SOLAS (Capítulo III), por lo que debemos de
disponer de los siguientes medios de salvamento.

Bote salvavidas. (Capítulo III. Parte B. Sección III. Regla 31.1.2.1).
Se dispondrá de dos botes salvavidas de caída libre cerrados que cumplan lo prescrito
en la sección 4.7 del Código, que puedan ponerse a flote por caída libre por la popa
del buque y cuya capacidad conjunta baste para dar cabida al número total de
personas que vayan a bordo. El material de construcción será de poliéster reforzado
con fibra de vidrio. Los botes salvavidas cumplirán con lo prescrito par un bote de
rescate y podrán recuperarse tras la operación de salvamento. Todas las
embarcaciones de superviviencia irán provistas de materiales retrorreflectantes. Idem
para los botes de rescate, chalecos y aros salvavidas.
Como botes salvavidas se han seleccionado los botes de caída libre tipo DAVITS
ANEXO 1 – Salvamento. del fabricante alemán BECSO autopropulsados con hélice en
tobera que actúa a su vez como timón favoreciendo la maniobrabilidad con
capacidad para 19 personas cada uno.

Balsas salvavidas. (CapítuloIII Parte B.Sección III. Regla 31.1.2.2)
Se dispondrán cuatro balsas salvavidas con capacidad suficiente, a cada banda. Irán
adecuadamente estibadas en la zona de popa del buque, dos a cada banda.
La distancia horizontal desde el extremo de la roda hasta el extremo más próximo de
la embarcación de supervivencia más cercana es mayor de 100m, por lo que
dispondremos de otra balsa junto al mamparo de popa del castillo.
Las balsas irán estibadas de manera que estén fácilmente disponibles en caso de
emergencia y que puedan soltarse y flotar libremente, inflarse y zafarse del buque si
este se hunde.
Se han seleccionado las balsas GIVENS BUOY LIFERAFT ANEXO 1 – Salvamento. con
capacidad para 12 personas que son estables hidrodinámicamente sin necesidad de
emplear lastre. Se encontrarán equipadas con el equipo de supervivencia que incluirá
víveres, agua, bengalas de mano, pistola de bengalas lanzables, un equipo de pesca,
botiquín de primeros auxilios, recolector de agua, etc…

Aros salvavidas. (Capítulo III. Parte B. Sección III Regla 32.1.1).
Se dispondrán al menos 14 aros salvavidas dispuestos a lo largo de la eslora del
buque (aplicable a buques de 200 o más metros de eslora) como se puede observar en
la tabla siguiente.
5/36
Cuaderno nº12
Curso 2.013/2.014
ESLORA DEL BUQUE EN METROS
Menos de 100
De 100 a menos de 150
De 150 a menos de 200
200 o más
NÚMERO DE AROS SALVAVIDAS
8
10
12
14
El número de aros salvavidas instalados será mayor que el valor mínimo indicado por
el SOLAS, ya que debido a la eslora de nuestro buque consideramos que así debe ser
en aras de la seguridad de la tripulación. Se instalarán por lo tanto 21 aros salvavidas.
A cada banda del buque habrá como mínimo un aro salvavidas provisto de una rabiza
flotante de una longitud igual por lo menos al doble de la altura a la cual va estibado
por encima de la flotación de navegación marítima con un calado mínimo o a 30
metros, si este valor es superior. En nuestro caso la altura desde la flotación con el
calado mínimo la calcularemos del siguiente modo:
Así obtenemos que nuestro calado mínimo es 11,980m, hasta los candeleros de la
cubierta resistente donde estibaremos los aros es de 17,72m ya que el puntal es de
29,70 y la altura del aro sobre la cubierta es de 1 m.
Por lo tanto la rabiza de cada aro salvavidas tendrá una longitud de 35,44m.
La mitad al menos del número total de aros salvavidas estarán provistos de luces de
encendido automático y al menos dos de estos aros llevarán también señales
fumígenas de funcionamiento y se podrán soltar rápidamente desde el puente de
navegación; los aros salvavidas provistos de luces y de señales fumígenas irán
distribuidos por igual a ambas bandas del buque y no serán aquellos que estén
provistos de rabiza.
En nuestro caso en caso de ser necesario un rescate se dispondrán de diez aros con
rabiza y los once restantes estarán dotados de señales luminosas y fumígenas como
se ha indicado. Ambos tipos irán estibados de forma alterna.

Chalecos salvavidas. (Capítulo III. Parte B. Sección I Regla 7.2.1).
Para cada una de las personas que vayan a bordo se proveerá un chaleco salvavidas.
Los chalecos salvavidas se colocarán de modo que sean fácilmente accesibles y su
emplazamiento estará claramente indicado.
Debido a las dimensiones de la habilitación, consideramos escaso dicho número. Por
lo tanto, situaremos los chalecos salvavidas junto con los trajes de supervivencia en
los pañoles dedicados a tal efecto y situados cerca de la salida de la superestructura,
tanto en los costados como a popa de la misma.
6/36
Cuaderno nº12

Curso 2.013/2.014
Respondedores de radar. (Capítulo III Parte B. Sección I. Regla 6.2.2).
Todo buque de pasaje y todo buque de carga de arqueo bruto igual o superior a 500
llevará por lo menos un respondedor de radar a cada banda. Dichos respondedores de
radar se ajustarán a normas de funcionamiento no inferiores de radar y que estén
equipados con botes salvavidas de caída libre (como es el caso), uno de los
respondedores de radar irá estibado en un bote salvavidas de caída libre y otro estará
situado en las proximidades inmediatas del puente de navegación de modo que se
pueda utilizar a bordo y esté listo para trasladarlo rápidamente a cualquiera de las
otras embarcaciones de supervivencia.

Bengalas para señales de socorro. (Capítulo III. Parte B. Sección I. Regla 6.3).
Se llevarán por lo menos 12 cohetes lanzabengalas con paracaídas que cumplan lo
prescrito en la sección 3.1 del Código, estibados en el puente de navegación o cerca
de éste.
En los botes salvavidas, también contaremos con bengalas de este tipo en el
equipamiento de superviviencia.
4. EQUIPO DE LASTRE.
De los registros de las sociedades de clasificación y de otros proyectos estimamos una
cantidad máxima de lastre a embarcar de unos 104145,898t (101605,754m3).
Si estimamos que para lastrar un buque el tiempo necesario es de 12 horas, y que la
pérdida de carga a salvar por la bomba será del orden de la altura del tanque de lastre.
Necesitaremos una presión aproximada de 3 bares. Si disponemos de 3 bombas:
Capacidad de las bombas:
Capacidad de cada bomba:
Potencia de cada bomba:
7/36
Cuaderno nº12
Curso 2.013/2.014
5. EQUIPO DE CARGA, DESCARGA Y SISTEMA COW.
Estará formado por tres turbo bombas en Cámara de Maquinas según lo indicado en los
RPA con una capacidad cada una de 5500m3/h lo que permite descargar nuestra carga
de 332.501m3, en 20 horas, con lo cual, permite reducir la estancia en puerto de destino
más de un día con el consiguiente ahorro para el armador, cuanto más tiempo esté el
buque parado más rentabilidad perderá el armador.
Las bombas se accionarán por el vapor generado en la caldera auxiliar de escape y sus
turbinas serán turbinas de contrapresión, es decir, la descarga del vapor no se realiza a
un condensador de vacío sino que descarga a otro consumidor en el cual la presión es
mayor o igual que la atmosférica. Al tener este tipo de turbinas podemos obtener una
gran potencia con una turbina pequeña en dos etapas tipo CURTIS también denominada
“de acción”.
Los impulsores de las bombas serán dobles, ya que el diámetro será menor que si
utilizásemos un impulsor simple y así evitaríamos el consiguiente empacho en Cámara
de Bombas.
Podemos calcular la potencia absorbida por las bombas para así calcular la potencia de
las turbinas.
es el caudal del fluido en m3/h 5500m3.
es la altura manométrica de descarga en metros de columna de agua (m.c.a.)
hasta el manifold de descarga aproximadamente unos 27m.
densidad del fluido en kg/m3, es de 870kg/m3.
La potencia por bomba resulta ser de 478,5 H.P. Si consideremos el rendimiento
mecánico η=0,97, la potencia que debe entregar la turbina Curtis es de 493H.P.
La exhaustación de las turbinas se realizará al circuito de vapor de los serpentines de
calentamiento de la carga para aprovechar su calor remanente. De estos pasará al
condensador de vapor, que será un condensador de vacío.
Los serpentines podrán ser alimentados directamente por el vapor generado en la
caldera sin necesidad de accionar las turbinas. Esto será así en los instantes previos a
la descarga del crudo para reducir su viscosidad y facilitar el bombeo.
Los tanques dispondrán de una máquina de lavado hidráulica tipo COW de lavado
con crudo cumpliendo así la normativa MARPOL. Los restos del lavado de crudo irán
hacia los tanques SLOP que es el lugar donde se almacenarán y posteriormente serán
descargados en puerto antes de realizar una nueva carga de crudo. Las máquinas de
lavado tipo COW utilizan la presión del propio crudo empleado en la operación para
8/36
Cuaderno nº12
Curso 2.013/2.014
girar sobre su propio eje de rotación y en torno a ese cabezal de lavado. El consumo
de la bomba de crudo para esta máquina se ha estimado en el cuaderno n°11, en
20kW. ANEXO 3 COW.
6. SISTEMA DE INERTIZADO DE TANQUES.
Cumplirá los reglamentos internacionales para el transporte de mercancías peligrosas
por mar.
Según la Regla 62 del Capítulo II-2 del SOLAS, la misión del sistema inerte es:”suministrar
a los tanques de carga, en todo momento, un gas o una mezcla gaseosa tan faltos de
oxigeno que la atmósfera interior del tanque resulte inerte, es decir, incapaz de propagar
las llamas”.
Además este sistema debe satisfacer las siguientes prescripciones:
1. No penetrará aire fresco en ningún tanque durante las operaciones normales,
excepto cuando se le esté prestando para que entre en él personal, es decir
cuando se busque una atmósfera salubre.
2. Una vez extraída la carga, se podrán purgar los tanques vacíos de gas inerte a
razón de un 125% de la capacidad máxima de las bombas de carga/descarga.
3. En condiciones normales el sistema deberá poder mantener una presión positiva
en el interior de los tanques para evitar la entrada de aire fresco.
4. Las purgas de gas (HI-JETS) estará situados en posiciones convenientes al aire
libre y se ajustarán a las mismas prescripciones generales que los de ventilación
de tanques.
5. El sistema dispondrá de medios que eviten el retorno de gas inerte desde los
tanques hacia los espacios de máquinas y eviten la formación de vacío y presión
excesivos.
6. Habrá instalados instrumentos que indiquen y registren de modo continuo, en
todo momento en que se esté suministrando gas inerte, la presión y el contenido
del oxígeno del gas en el colector de suministro del gas inerte, en el lado de
descarga del ventilador, la temperatura y presión del colector de gas inerte.
7. Los dispositivos de alarma indicarán:
o Contenido excesivo de oxígeno en el gas del colector de gas inerte.
o Presión insuficiente del gas en el colector de gas inerte.
o Presión insuficiente en el abastecimiento destinado al cierre hidráulico de
cubierta
o Temperatura excesiva del gas en el colector de gas inerte.
9/36
Cuaderno nº12
Curso 2.013/2.014
o Presión insuficiente del agua de entrada en la torre de lavado.
Se dispondrá además de medios de parada automático del sistema, que actuarán
cuando se alcancen límites predeterminados al ocurrir lo indicado en los apartados
anteriores.
La necesidad de este sistema es justificado por la volatilidad del la carga. El crudo de
petróleo desprende hidrocarburos, y aunque la velocidad a la que estos se desprenden
disminuye al estabilizarse el petróleo durante su almacenamiento, en las operaciones
que suponen el movimiento de la carga en especial la carga y limpieza de tanques,
tiende a aumentar esta velocidad. Por lo tanto dentro de un tanque siempre habrá
gases combustibles de hidrocarburos, aunque se encuentre vacío y presentará una
situación de riesgo de incendio siempre que en los tanques exista oxígeno en una
proporción adecuada para la formación de una atmósfera inflamable dentro de la cual
un foco de ignición puede producir una explosión.
Debe considerarse pies que este factor del tetraedro del fuego, el combustible, está
siempre presente en los tanques. Por ello para evitar un posible incendio solo podremos
actuar sobres los otros factores. Los focos de ignición que son varios y no siempre
controlables, y el comburente oxígeno, que es lo único que puede ser controlado
eficazmente mediante el control de la atmósfera y la inertización.
La planta de tratamiento de gas inerte debe realizar las siguientes funciones:
1. Suministrar el gas inerte a una presión determinada al sistema de distribución de
cubierta y de ahí a los tanques.
2. Suministrar aire fresco a los tanques de carga para desgasificarlos como medida
previa a trabajos en su interior o a la entrada en dique.
Debido a la gran demanda de gas en estas operaciones cada uno de los dos
ventiladores deberá tener una capacidad igual o superior al 150% de la capacidad
máxima de las bombas, teniendo en cuenta las pérdidas de carga en el circuito de
forma que el sistema siempre suministre el 125% de la capacidad máxima de las
bombas de carga.
Durante el viaje en carga se necesita una pequeña cantidad de gas inerte para
rellenar los tanques y mantenerlos a presión para impedir la entrada de aire.
El gas inerte cumplirá su cometido si tiene la siguiente composición:
10/36
Cuaderno nº12
Oxígeno
Nitrógeno
Dióxido de carbono
Dióxido de azufre
Óxidos de nitrógeno
Arrastre de agua
Sólidos libres
Temperatura
Curso 2.013/2.014
COMPOSICIÖN DE LOS GASES
(valores en volumen)
GASES DE COMBUSTIÖN
GAS INERTE
4,2%
4,2%
78%
78%
13,5%
13,5%
0,2-0,3%(2000-3000ppm)
0,02-0,03% (100-150ppm)
150ppm
150ppm
5,5%
0,125%
3
250 mg/m
8 mg/m3
300°C
2°C sobre el agua del mar
Ventiladores.
Su finalidad es impulsar el gas inerte a presión hacia el sistema de distribución a través
del sello de cubierta. Debido a la presión y capacidad necesaria (un 125% de la de las
bombas de descarga) se emplean ventiladores centrífugos, de una sola etapa con
rodetes de gran diámetro, y pequeña altura movido en general por un motor eléctrico.
Los impulsores han de probarse a una velocidad un 20% superior a la de diseño y el
motor debe de ser autolimitado, es decir, que incorpore un mecanismo que evite su
embalamiento, característico de estos ventiladores cuando trabajan con la descarga o
admisión cerradas.
Los ventiladores de gas inerte son del tipo de carcasa partida que permiten el acceso al
impulsor sin necesidad de desconectar tuberías ni el motor. También tienen una purga
para elimina el agua que pueda acumularse.
11/36
Cuaderno nº12
Curso 2.013/2.014
Los ventiladores se aíslan con válvula de mariposa de asientos de goma situadas en la
aspiración y descarga, telemandadas por solenoides con dos posiciones una abierta y
otra cerrada.
Antes de realizar los cálculos necesarios para la elección del sistema más apropiado,
conviene destacar la principal diferencia entre los dos tipos de sistemas posibles:

Flue Gas System:
El gas inerte se genera a partir de los gases de exhaustación del motor principal o de
los auxiliares. Para ello estos gases deben cumplir con las propiedades expuestas , en
la tabla anterior, especialmente con la cantidad de oxígeno en volumen (<5%)>, ya
que el sistema no puede eliminar el acceso de oxígeno, tan sólo dar la alarma. Por
ello este sistema solo se utiliza cuando se puede garantizar que los gases de
exhaustación del motor principal o calderas, no contengan más de un 5% de oxígeno.
No obstante este sistema cuenta con un pequeño generador autónomo que se
emplea cuando el caudal de gases de escape de los motores no es suficiente.

Inert Gas System:
El gas inerte se genera a partir de los gases de exhaustación generados por la
combustión H.F.O. (Heavy Fuel Oil) en el generador de gas. De este equipo depende
exclusivamente la producción de gas inerte, ya que no se emplea los gases de
exhaustación de los motores en ningún caso. Este sistema se utiliza cuando los gases
de exhaustación de los motores tienen un contenido mayor del 5% de oxígeno en
volumen.
6.1.
CÁLCULO DE LAS CARACTERÍSTICAS DEL SISTEMA.
Se seguirá el Capítulo II-2 del SOLAS.

Capacidad de los ventiladores:
Como la capacidad máxima de las bombas de carga es de 5.500m3/h, la capacidad
de los ventiladores será:
Por lo que la capacidad máxima de nuestros ventiladores será de 20.625m3/h.
Por lo tanto el sistema de gas inerte deberá suministrar un caudal de gas igual o
mayor que el caudal de los ventiladores.
Tiempo necesario para el inertizado:
El tiempo mínimo necesario para el inertizado de los tanques simultáneamente con
ambos ventiladores será:
12/36
Cuaderno nº12
Curso 2.013/2.014
Donde μ es la permeabilidad de los tanques en función de que tengan los refuerzos
exteriores (μ=1) o interiores (μ=0,98 aproximadamente). El tiempo mínimo para la
desgasificación de todos los tanques simultáneamente será también de 15,75h ya
que se emplean, como hemos visto, los ventiladores para la desgasificación e
inertizado.
6.2.
SELECCIÓN DEL SISTEMA DE GAS INERTE.
Para seleccionar el sistema, más adecuado debemos conocer previamente la
composición de gas de escape del motor principal. Para ello empleamos partimos de los
datos del motor y de la composición porcentual del combustible. El combustible
contiene los siguientes elementos principales:
El método de cálculo será el expuesto en el libro “Máquinas para la propulsión de
buques” de D. Enrique Casanova Rivas. De esta forma obtenemos los siguientes
resultados:
MASA DE GAS POR kg DE H.F.O. (kmol/kg)
VOLUMEN (m3·/kg.fuel)
=0,07363
=1,7966
=0,05375
=2,3115
=0,0735
=1,7165
=0,64272
=15,6824
TOTAL
Mg=0,84045
Vg=20,5070
El contenido máximo en volumen de oxígeno no puede superar el 5%, por lo tanto,
como el volumen total de gases de escape es Vg=20,5070m3/kg fuel el límite para la
cantidad de oxígeno es 1,0254m3/kg fuel, inferior al volumen de oxígeno que se obtiene
en los gases de exhaustación del motor principal (ver tabla superior).
Si empleásemos un sistema FGS, con los gases obtendríamos un contenido de O2 del
8,37% muy por encima del máximo permitido para obtener una atmósfera no inflamable
por empobrecimiento de la misma. Por lo tanto, de estos resultados concluimos que el
sistema adecuado para este buque es el sistema de gas inerte con generador autónomo
I.G.G.
13/36
Cuaderno nº12
Curso 2.013/2.014
Para la selección de un sistema de gas inerte del tipo I.G.G, solo es necesario conocer el
caudal y nuestro caudal es de 20.625m3/h, para el cual hemos encontrado la siguiente
opción.
FABRICANTE
Y EQUIPO
DETEGASA
FGS-R22
ELEMENTO
CAUDAL
(m3/h)
Generador de gas
Rompedor P/V
22.000
PRESIÓN
(mmcda)
1.500
2300/750
CONSUMO
D.O. (t/h) ELÉCTRICO (Kw)
1,73
334
El consumo y tiempo necesario para realizar la operación de inertizado de tanques con
cada equipo funcionando al 100% vienen dados en la siguiente tabla:
FABRICANTE Y EQUIPO
DETEGASA FGS-R22
TIEMPO INERTIZADO (h)
15,06
CONSUMO TOTAL de M.D.O. (t)
26,06
Aunque el caudal considerado, el nominal de cada equipo, excede al calculado con
anterioridad, aquel es la capacidad mínima exigida por el SOLAS, y al considerar una
mayor capacidad no se penaliza económicamente la instalación (al estar entonces
sobredimensionados los ventiladores), ya que estos elementos se suministran como
parte integrante del sistema en ambos casos.
Ver ANEXO 5 – Sistema de Gas Inerte.
7. SERVICIO DE VENTILACIÓN
7.1.
VENTILACIÓN EN LA CÁMARA DE MÁQUINAS.
Se dispondrá de un sistema de ventiladores en la Cámara de Máquinas. Partiendo de
que las renovaciones necesarias en la Cámara de Máquinas son de 40 renovaciones por
hora, y de que el espacio de la Cámara de Máquinas es de unos 25.286,24m3,
necesitaremos mover:
Disponemos de ocho ventiladores de 127.000m3/h y 40mm.c.a. Para el cálculo de
potencia supondremos un rendimiento mecánico de 0,65. La potencia ejercida por el eje
será:
Para el motor eléctrico que acciona cada ventilador se considera un rendimiento de 0,88
y de 0,73 para el que acciona el extractor. Por tanto:
14/36
Cuaderno nº12
Curso 2.013/2.014
Por lo que la potencia para los ocho ventiladores será de 193,36kW.
7.2.
AIRE ACONDICIONADO.
Primero hemos de conocer el volumen de la Cámara de Máquinas y de la Habilitación:
Volumen de la Cámara de Máquinas 60m3, con 40 renovaciones por hora.
Volumen de habilitación 7367m3, con 15 renovaciones por hora.
El total de volumen de aire acondicionar será de
Instalaremos un aire acondicionado con los siguientes consumidores:
Ventilador del aire acondicionado
Compresor del aire acondicionado
55,63kW
131,28kW
8. EQUIPOS DE ELEVACIÓN.
8.1.
EQUIPOS EXTERIORES DE ELEVACIÓN.
Para el manejo de provisones y mangerotes de carga y descarga, se instalarán cuatro
grúas.
Dos de ellas se situarán a popa de la superestructura para el aprovisionamiento y para la
recuperación de los botes salvavidas que deben servir, como se ha indicado, como botes
de rescate.
Otros dos se situarán en la sección media, próximas a las conexiones del manifold de
carga en ambos costados. A continuación estimaremos la potencia eléctrica de las grúas
suponiendo para las cuatro una velocidad máxima de elevación de 5m/min.

Grúas de maniobra de mangas:

Grúas de aprovisionamiento:
15/36
Cuaderno nº12
Grúas de maniobra de mangas
Grúas de aprovisionamiento
Curso 2.013/2.014
CAPACIDAD (t)
20
8
POTENCIA(Kw)
23,15
9,26
BRAZO (m)
22
16
Las grúas seleccionadas serán las siguientes:
TOWIMOR PH 200-20 (para mangas)
TOWINOR P 100-10 (de servicio)
CAPACIDAD (t)
20
10
POTENCIA(Kw)
75
45
BRAZO (m)
20
20
Ver ANEXO 2- Grúas de Cubierta.
8.2.
EQUIPOS DE ACCESO Y ELEVACIÓN.

Escala real:
Se dispondrán de dos escalas reales, una a cada banda del buque, que irán abatidas
en posición horizontal sobre la cubierta. La anchura útil de las escalas será de 0,7m.
Los peldaños serán fijos autodeslizantes y curvos, de manera que se pueda utilizar la
escala con una inclinación entre 30 y 60 grados con la horizontal.

Escala de práctico:
Se dispondrán dos escalas de gato de longitud suficiente para el alcance desde la
cubierta principal hasta la línea de flotación en lastre. El costado estará provisto de
barandillado fijo y un paso de cadena a cada banda.

Elevador:
Se instalará un elevador con capacidad para 8 personas OTIS 2000 VF-MRL de 630kg
de capacidad entre la cubierta principal de superestructura y el puente. Este ascensor
presenta la ventaja de que la maquinaria se sitúa en el mismo hueco del ascensor en
una de sus paredes por lo que no es necesario disponer de la consabida caseta de
maquinaria sobre el hueco quedando el techo del mismo a la misma altura que el
techo puente. Para el cálculo de la potencia supondremos que el peso de la cabina es
el 20% de la capacidad de carga. La altura de elevación es de 15m.
La potencia eléctrica la calculamos como si se tratase de una maquinilla:
16/36
Cuaderno nº12

Curso 2.013/2.014
Equipo de desmontaje.
Se dispondrá de un polipasto de 5t. situado sobre el motor y a popa de la
superestructura para el mantenimiento y reparación del motor principal.
Consideraremos una velocidad del gancho de aproximadamente 4m/min. Y un
rendimiento mecánico de 0,85 para el cálculo de la potencia mecánica:
Sabiendo que nuestro rendimiento eléctrico es de 0,83, tendremos una potencia
eléctrica de:
9. INSTALACIONES SANITARIAS.
Dispondremos de dos sistemas de agua dulce a bordo, uno para los servicios sanitarios y
otro para el agua potable.
9.1.
SERVICIOS SANITARIOS.
Estará compuesto por un tanque hidróforo que aspira de los tanques de agua sanitaria.
El tanque a presión suministrará agua sanitaria a los siguientes servicios:









Alimentación del tanque calentador de agua sanitaria.
Suministro de agua para baldeo de aseos y cocina.
Suministro de agua fría a todas las duchas y lavabos.
Tanque de expansión de agua dulce para los cilindros del motor propulsor.
Tanque de agua sanitaria (para trasiego).
Tanque filtro agua alimentación caldera.
Tanque de expansión de agua dulce para los cilindros de los motores auxiliares.
Tanque de expansión de agua dulce para el sistema centralizado.
Tanque de expansión para el sistema de circulación de agua caliente y fría del aire
acondicionado.
El elemento principal de todo servicio será el generador de agua dulce a partir de la
evaporación de agua salada, aprovechando para ello el agua de refrigeración de las
camisas del motor principal. El agua producida por el generador se conducirá
directamente a los tanques de agua sanitaria. Este circuito constará de dos tanques
almacén de agua sanitaria, que estarán alimentados desde el generador de agua dulce
pero también dispondrán de conexiones en cubierta para poder cargarlos de agua dulce
del exterior.
17/36
Cuaderno nº12
9.2.
Curso 2.013/2.014
CÁLCULO DEL GENERADOR DE AGUA DULCE.
El generador de agua dulce absorberá un 40% del calor disipado en el enfriador de
cilindros 4130 kW por lo tanto la potencia disponible en el generador es
0.4*4130 kW= 1652 kW
Usando un generador de agua dulce del tipo de evaporador de vacío de simple efecto, la
producción de agua se puede estimar en 0,03t/24h por cada kW por lo tanto
0,03*1652 = 49,56 t/dia
9.3.
BOMBA DE AGUA SANITARIA.
Se dispondrán de dos bombas centrífugas autoaspirantes, una de ellas de reserva.
Suponiendo que en la hora punta un 60% de la tripulación está empleando un lavabo o
una ducha, y que el consumo de estos elementos sea de 0,1 l/s, el caudal máximo puede
considerarse:
La presión diferencial de la bomba debe de ser capaz de elevar agua dulce sanitaria
desde el tanque almacén, el aseo más alto, que está en el puente de navegación.
Tomamos como presión diferencial mínima que debe dar la bomba 50m.c.a.
La potencia de la bomba la calcularemos con estos parámetros: 6,48m3/h y 50 m.c.a.
Potencia Hidráulica:
Potencia Mecánica:
Potencia eléctrica:
18/36
Cuaderno nº12
9.4.
Curso 2.013/2.014
SERVICIO DE AGUA POTABLE.
Hasta hace relativamente poco tiempo se utilizaba en agua dulce obtenida por el
proceso anterior para abastecer el servicio de agua potable que debido al proceso
seguido para su obtención, por evaporación de agua salada a 45°C y presión inferior a la
atmosférica, no era directamente apta para el consumo humano y portaba gérmenes.
Era necesario instalar una planta potabilizadora.
Actualmente gracias al desarrollo de membranas de fibra de vidrio altamente eficientes
la obtención de agua dulce y su potabilización se pueden confiar a una planta de
ósmosis inversa. Las plantas de ósmosis inversa se dimensionan en función del consumo
diario de agua potable. El consumo habitual de agua por miembro de tripulación y día es
de 80 litros. El gasto diario de agua será:
Sobre este consumo supondremos un margen del 20% ya que parte de su travesía la
realizará por zonas tropicales. Tenemos entonces un consumo de agua dulce de:
De las plantas potabilizadoras de ósmosis inversa disponemos en el mercado de
diferentes fabricantes y modelos. La planta seleccionada para nuestro buque es:
Aqua Wisper AWS 900-2
Tiene un consumo eléctrico incluyendo los motores de alimentación de 2,7 HP (2,01kW)
alimentada a 230V/60Hz.
Este equipo alimentará a todos los servicios de agua potable del buque.
Se instalará una bomba. Para calcular el máximo caudal de esta bomba, supondremos
que en la hora punta un 10% de la tripulación un 10% de ella está consumiendo agua
dulce, y que el consumo es de 0,1l/s, el caudal máximo considerado será:
La presión diferencial mínima es igual que para el agua sanitaria, 50 m.c.a.
La potencia de la bomba la calcularemos con estos parámetros: 1,08m3/h y 50m.c.a.
19/36
Cuaderno nº12
Curso 2.013/2.014
Potencia Mecánica:
9.5.
SERVICIO DE AGUA CALIENTE.
El servicio de agua caliente se suministra a las duchas, lavabos, piletas de la cocina,
oficios, lavandería y un ramal para la limpieza de las ventanas del puente. El suministro
de agua caliente se hará por medio de un circuito cerrado, en el que la bomba del
sistema hará circular el agua dulce a través del calentador. Este sistema suministrará
también agua sanitaria caliente para lavado de las purificadoras de combustible y de las
turbosoplantes del motor principal.
Es costumbre suponer para el agua caliente un consumo de aproximadamente la mitad
del consumo estimado para agua sanitaria. Por tanto se considerará la instalación de
una bomba con un caudal de 3.240 l/h y un calentador de vapor de 300 litros (que
elevará la temperatura del agua caliente de 15°C a 70°C), el cual irá conectado al
hidróforo de agua dulce. La presión debe llegar a los mismos lugares supuestos para el
agua potable, por lo que la presión debe ser la calculada anteriormente.
La potencia de la bomba la calcularemos con estos parámetros: 3,24m3/h y 50 m.c.a.
Potencia Mecánica:
20/36
Cuaderno nº12
Curso 2.013/2.014
10. SERVICIO DE FONDA Y HOTEL.
10.1. COCINA Y GAMBUZAS.
Se dispone de una cocina en la primera cubierta de la habilitación, con acceso directo a
la gambuza que estará por debajo de la cocina, en la cubierta principal de habilitación, y
dónde se almacenarán los víveres. A este fin, se segregará la gambuza seca y gambuza
refrigerada, en atención al tipo de conservación que requieran los mismos. Dentro de la
gambuza refrigerada, se mantendrán dos temperaturas: una cercana a los 0°C para la
conservación de fruta, verdura, y lácteos y otra de -15°C para las carnes, pescados y
alimentos congelados.
Los víveres se separarán en cada una de estas gambuzas por su naturaleza y periodo de
conservación, identificando convenientemente los más perecederos para ser
consumidos antes de su deterioro.
El equipamiento de la cocina constará de un horno, dos frigoríficos, dos cocinas
eléctricas en el centro de la cocina, amasadora, peladora, parrilla, freidora, lavavajillas,
microondas, molinillo, cafetera y cafetera de agua.
Anexos a la cocina y accesibles desde ella, se disponen como se muestra en la
disposición general, dos oficios, uno para oficiales y otro para tripulación, dotados de
cafetera, microondas y frigorífico doméstico.
10.2. LAVANDERÍA.
En la cubierta principal de habilitación habrá una lavandería destinada a la limpieza de la
ropa de trabajo, personal y de cama de todo el buque. La ropa sucia se almacenará en
cubos, separando la de trabajo de la personal. La ropa de cada tripulante será encerrada
en unas redecillas perfectamente identificadas con el nombre de su propietario antes de
introducirlas en la lavadora.
La lavadora tendrá una capacidad de carga mínima de 5kg y máxima de 20. La ropa de
cama será manipulada por el camarero de almacén que existe a su efecto en el interior
de la lavandería.
Se dispondrá además de una secadora y una plancha industrial.
21/36
Cuaderno nº12
Curso 2.013/2.014
En los pañoles de cada cubierta de la habilitación habrá una plancha y una tabla de
planchar.
11. EQUIPO CONTRAINCENDIOS.
Hemos de distinguir entre equipos activos y pasivos.
11.1. EQUIPOS PASIVOS.
Protección del tipo I.C. Se usarán detectores de humos sensibles a la presencia de humo
en la atmósfera, y en todos los mamparos serán ignífugos, no arderán ni producirán
vapores tóxicos a menos de 500°C. Las puertas de la habilitación serán de acero del tipo
A60, que resisten 1h. expuestas al fuego.
11.2. EQUIPOS ACTIVOS.
Su elemento principal son las bombas de contraincendios (CI). Impulsará agua salada
hacia las bocas de incendio equipadas (BIE) con mangueras situadas en distintos puntos
del buque y convenientemente señalizadas según SOLAS Capítulo II-2 Regla 10:
2.1.5.1 “El número y la distribución de las bocas contraincendios serán tales que por lo
menos dos chorros de agua que no procedan de la misma boca contraincendios, uno de
ellos lanzado por una manguera de una sola pieza, puedan alcanzar cualquier parte del
buque normalmente accesible a los pasajeros o a la tripulación mientras el buque
navega, y cualquier punto de cualquier espacio para vehículos, en este último caso, los
dos chorros alcanzarán cualquier punto en el espacio, cada uno de ellos lanzado por una
manguera de una sola pieza. Además, estás bocas contraincendios estarán emplazadas
cerca de los accesos a los espacios protegidos”.

Número de Bombas CI.
El SOLAS en el Capítulo II-2, Regla 2.2.2 determina el número de bombas a instalar en
función del tamaño del buque.
“En buques de carga de arqueo bruto igual o superior a 1000 se instalarán al menos
dos bombas CI”

Presión de las bocas contraincendios.
La presión de las BIE y demás bocas contraincendios viene indicada en la Regla 2.1.6:
“Se mantendrán las siguientes presiones en todas las bocas contraincendios: buques
de carga. de arqueo bruto igual o superior a 6000→0,27 N/mm2.
Siempre será tal que se garantice el fácil manejo de las mangueras.
Las mangueras tendrán una longitud que se encontrará entre los siguientes valores.
22/36
Cuaderno nº12
Espacios de Máquinas
Otros espacios y cubiertas
Cubiertas expuestas

Curso 2.013/2.014
LONGITUD MÍNIMA (m)
10
10
10
LONGITUD MÁXIMA (m)
15
20
25
Caudal del colector CI.
El caudal del colector viene dado por el SOLAS Capítulo II-2 Regla 10 2.1.3.
“El diámetro del colector y de las tuberías contraincendios será suficiente para la
distribución eficaz del caudal máximo de agua requerido para dos bombas
contraincendios funcionando simultáneamente, salvo cuando se trate de buques de
carga, en cuyo caso bastará con que el diámetro sea suficiente para un caudal de
agua de 140m3/h”.

Potencia de las Bombas CI.
“El caudal de las bombas será no superior a 180m3/h en cualquier buque de carga
dividida por el número de bombas prescritas y no inferior a 25m3/h”.
Como la capacidad máxima es 180m3/h y el 80% es 144m3/h, y además tenemos 2
bombas CI el caudal sería 72m3/h. Sin embargo consideramos el límite impuesto por
SOLAS que en nuestro caso es de 90m3/h por bomba.
Podemos hallar la potencia de cada bomba si tenemos que cada una moverá un
caudal de agua salada de 90m3/h y tiene que proporcionar 40,09 metros de columna
de agua, que es la distancia desde el fondo de Cámara de Máquinas donde van
alojadas las bombas, hasta la cubierta continua más alta que es la cubierta puente. Si
a esto le sumamos la presión mínima necesaria en las bocas, de 0,27N/mm2 es decir
2,7 bar o 2m.c.d.a., tenemos la presión total que debe proporcionar la bomba.
Con esta presión y el caudal necesario podemos calcular la potencia de las bombas.
Potencia Mecánica:
23/36
Cuaderno nº12
Curso 2.013/2.014

Bomba CI de Emergencia.
La bomba CI de emergencia tendrá una capacidad no menos del 40% de la capacidad
de cada bomba CI, y nunca menos de 25 m3/h.
Suponiendo la misma presión de descarga, la potencia necesaria para accionar la
bomba CI de emergencia será:
Potencia Mecánica:
Con estos parámetros seleccionamos las bombas contraincendios. Elegimos un
fabricante que suministra las bombas y sus controles como un módulo prefabricado
listo para su montaje a bordo.
24/36
Cuaderno nº12
Curso 2.013/2.014
BOMBAS CONTRAINCENDIOS IDEAL FOC-65-26
La situación de esta bomba contraincendios de emergencia viene determinada por el
SOLAS Capítulo II-2 Regla 10 2.2.3.2.1 según la cual ni su local ni el local que alberga a
su fuente de energía pueden tener acceso directo desde la Cámara de Máquinas. Por
lo tanto la situaremos en la primera cubierta de la caseta del guardacalor separada
del mismo por un coferdam de 1 m de espesor al igual que el local del grupo
generador de emergencia, que será su fuente de energía.

Sistema CI por inundación con CO2.
Viene definido en el SOLAS Capítulo II-2 Regla 10 7.1.
Se dispondrá un sistema de extinción de incendios por CO2, que modifica la
atmósfera desplazando el oxígeno presente en ella por gravedad, esto es porque el
CO2 es más pesado que el O2. Al desplazar al oxígeno la atmósfera se empobrece en
comburente hasta situarse por debajo el límite inferior de inflamabilidad.
El disparo DEBE ser manual y NUNCA automático para evitar disparos fortuitos que
puedan provocar la muerte por asfixia de todo el personal presente en el local donde
se produzca el disparo. El disparo solo puede ser automático en locales o espacios
donde no sea posible la presencia humana: Interior de motores, envueltas de
turbinas de gas, etc…
El local de almacenamiento de las botellas de CO2 estará por encima de la cubierta
principal y con acceso directo desde ésta.
El volumen necesario de CO2 a instalar será el necesario para la extinción de un
incendio en la Cámara de Máquinas y en la Cámara de Bombas. Para conseguir la
extinción, la densidad de CO2 en la atmósfera de dicho local ha de verse elevado
hasta ocupar el 30% en la Cámara de Máquinas. La densidad de CO2 es de 0,56 kg/m3.
Volumen de la Cámara de Máquinas=25.286,24m3
Volumen de CO2=
Masa necesaria de CO2=
Si las botellas donde se almacena el CO2 pueden contener hasta 50kg de este gas
necesitaremos un total de 84,96 es decir unas 85 botellas de CO2.
25/36
Cuaderno nº12

Curso 2.013/2.014
Equipos de cubierta.
Se definen en SOLAS Capítulo II-2 Regla 10 8.1. Se instalarán en cubierta lanzas de
espuma de alta expansión capaces de alcanzar cualquier tanque con el fin de:

Extinguir el fuego prendido en sustancias derramada e impedir la ignición de
los hidrocarburos derramados que todavía no estén ardiendo.

Combatir incendios en tanques que hayan sufrido roturas.
Su situación se encuentra especificada en el Código CIQ 83.90 en las siguientes reglas:
11.3.2 “Se proveerá un solo tipo de concentrado de espuma, el cual habrá de ser para
el mayor número posible de las cargas que se vayan a transportar”.
11.3.3 “Los dispositivos destinados a dar espuma podrán lanzar ésta sobre toda la
superficie de cubierta correspondiente a tanques de carga y en el interior de uno
cualquiera de éstos cuando la parte de cubierta que le corresponda se suponga
afectada por una brecha”.
11.3.4 “Su puesto principal de control ocupará una posición convenientemente
situada fuera de la zona de la carga”.
11.3.5 “El régimen de alimentación de solución espumosa no será inferior a la mayor
de las tasas siguientes:
(1) “2 l/min por metro cuadrado de superficie de cubierta correspondiente a
tanques de carga, entendiendo por superficie de cubierta correspondiente a
tanques de carga de manga máxima del buque multiplicada por la longitud
total de los espacios destinados a tanques de carga”
En nuestro caso tenemos un área de
, lo que
supone un caudal de 29.287,01 l/min.
(2) “20 l/min por metro cuadrado de la sección horizontal del tanque que tenga la
mayor área de sección horizontal”.
En nuestro caso tenemos la mayor área horizontal en el tanque n°5 con
1802,85 y un caudal total de 36.053,4 l/min.
(3) 10 l/min por metro cuadrado de la superficie protegida por el cañón, y sin que
la descarga pueda ser inferior a 1.250l/min eficaz.
Por lo tanto el régimen de alimentación de la solución espumosa no será
inferior a 36.053,4 l/min.
11.3.7 “Para la entrega de espuma del sistema fijo habrá cañones fijos y
lanzaespumas móviles. Cada uno de los cañones podrá abastecer el 50% al menos del
caudal correspondiente a las tasas señaladas en 11.3.5.1 ó 11.3.5.2. La capacidad de
todo cañón fijo será al menos de 10 l/min de solución espumosa por metro cuadrado
26/36
Cuaderno nº12
Curso 2.013/2.014
de superficie cubierta protegida por el cañón de que se trate, encontrándose toda esa
superficie a proa del cañón”.
Por lo tanto cada cañón debe abastecer un caudal de 18.026,7 l/min.
11.3.8 “La distancia desde el cañón hasta el extremos más alejado de la zona
protegida, situada a proa del cañón, no será superior al 75% del alcance del cañón
con el aire totalmente en reposo”.
11.3.10 “Los lanzaespumas quedarán dispuestos de modo que den flexibilidad de
operación en la extinción de incendios y cubrán las zonas que los cañones no puedan
alcanzar porque estén interceptadas. Todo lanzaespumas tendrá una capacidad no
inferior a 400 l/min y un alcance, con el aire totalmente en reposo, no inferior a 15m.
Se proveerán de cuatro lanzaespumas por lo menos”.
Situados por lo tanto seis cañones situados por parejas, uno a cada banda y sobre los
mamparos de proa de:




en la Cubierta “A”.
Tanque n°5.
Tanque n°3.
Sistema de agua nebulizada.
La protección contra incendios en el mar es especialmente exigente, con numerosos
requisitos que se deben cumplir para garantizar que las operaciones marinas son
seguras. El cumplimiento de dichos requisitos por parte de HI-FOG® está bien
demostrado a través de su historia tan enraizada en la protección marina contra
incendios.
En la actualidad, HI-FOG® protege la mayoría de cruceros de pasajeros en el mundo.
A través de una investigación y un desarrollo extensivos, además de la realización de
pruebas rigurosas, Marioff es capaz de ofrecer una amplia gama de aplicaciones,
desde yates de lujo, cruceros y ferris de pasajeros, hasta barcos convencionales,
naves de suministro y aplicaciones navales y offshore.
o Beneficios de HI-FOG® para astilleros:
 Proveedor único para todas las aplicaciones.
 Proveedor único para la ejecución de proyectos y para la formación.
 Ahorros de diseño y coordinación.
 Protección contra incendios durante la construcción.
 Socio proveedor fiable y con experiencia.
o Beneficios de HI-FOG® para propietarios de barcos:
 Daños de incendios reducidos debido a la rápida activación y a la
pequeña cantidad de agua utilizada.
 Formación de la tripulación para un solo sistema de protección
contra incendios.
27/36
Cuaderno nº12





Curso 2.013/2.014
Solo es necesario mantener un sistema.
Un solo panel mímico para todas las aplicaciones.
Componentes de calidad y larga vida útil.
Punto único de asistencia postventa.
Solución sostenible.
HI-FOG® es una solución de protección contra incendios ideal para muchos tipos de
embarcaciones, incluidas las que no son para pasajeros, como los buques de carga.
HI-FOG® se usa principalmente para proteger las salas de máquinas de buques de
carga, al haberse demostrado que mejora la seguridad contra incendios
considerablemente y consigue reducir los incendios en dichos espacios a un mínimo
absoluto.
Como sistema de agua nebulizada a alta presión, HI-FOG® ofrece muchas ventajas en
comparación con las soluciones convencionales, como por ejemplo:



Activación inmediata y, por tanto, daños mínimos.
Refrigeración efectiva de espacios.
Uso mínimo de agua que resulta en el uso de depósitos pequeños de agua.
El sistema de extinción seleccionado es de tipo diluvio. A diferencia del sistema de
tubería húmeda, un sistema de diluvio normalmente tiene boquillas nebulizadoras
abiertas y el flujo del agua está controlado mediante válvulas cerradas. Cuando se
abre una válvula, el agua nebulizada se descarga por todas las boquillas en la sección
controlada por dicha válvula. Ver ANEXO 7 – Contraincendios.
28/36
Cuaderno nº12
Curso 2.013/2.014
12. EQUIPO DE AMARRE Y FONDEO.
12.1. CÁCULO DEL NUMERAL DE EQUIPO.
Antes de comenzar debemos calcular el numeral de equipo, que se determina mediante
la fórmula que viene definida en el DNV en la Parte 3 Capítulo 3 Sección 3 C101.
Donde:
Desplazamiento correspondiente a un calado de 21,07m y un desplazamiento de
352.568t.
Manga de trazado en metros.
es la altura efectiva, en metros, desde la flotación de verano hasta la
cubierta de la superestructura. A su vez es la distancia en metros en la maestra desde
la línea de carga de verano hasta la cubierta superior.
es la altura en crujía de cada hilada de casetas que tengan una manga mayor de B/4.
Para la hilada más baja se mide sobre crujía desde la cubierta superior.
es el área en m2 del perfil del casco, superestructura y casetas sobre la línea de carga
de verano que estén situadas dentro de la eslora reglamentaria. Las superestructuras
con una manga menor de B/4 serán excluidas en este cómputo.
El Numeral de Equipo será:
Con este valor, entramos en la Tabla C1 de 3.3-3 C100 del reglamento DNV. Como el
valor calculado excede de 7900 y no excede de 8400 el Numeral de Equipo se define por
el valor calculado y la letra F.
Letra del equipo F.
Las características del equipo son las siguientes:
ANCLAS DE LEVA
SIN CEPO
REDONDO DEL ESLABÓN
(acero calidad NV-K3)
Número
Masa
(kg)
c/u
Longitud
(m)
Diámetro
(mm)
2
24500
770
122
ESTACHAS
DE REMOLQUE
Carga
Longitud rotura
min (m)
min
(kN)
300
1471
29/36
ESTACHAS DE AMARRE
N°
L c/u
(m)
11
200
Carga
rotura
min
(kN)
735
Cuaderno nº12
Curso 2.013/2.014
Sin embargo según la Parte 3.3-D104 del Reglamento DNV en el caso de utilizar un ancla
de tipo HHP (High Holding Power) el peso de la misma podrá ser reducido en no más del
75% del peso obtenido de la tabla C1 de 3.3-3 C100. Por lo tanto el peso de cada una de
las anclas será el siguiente.
W ancla=18375kg.
La validez de este tipo de anclas debe ser aprobada por DNV según lo establecido en la
parte 3.3-3 D500.
Volumen de la caja de cadenas. Está definido en función del diámetro y longitud de la
cadena.
Como la longitud total de la caja de cadenas se divide en dos, babor y estribor, el
volumen de cada una de las dos cajas de cadenas será la mitad del calculado. La caja de
cadenas se situará centrada en crujía.
12.2. CÁCULO DE LA POTENCIA DE LOS MOLINETES.
Se realiza en base al peso del ancla y teniendo en cuenta las distintas fases de levar que
son:

“Hacer por el ancla” hasta tener esta a pique. La tracción que se considera
es:

“Zarpar” el ancla del fondo. La tracción se compondrá de los conceptos
detallados a continuación.
o Peso del ancla dentro del agua dado por
donde;
p es el peso del ancla en kg.
7,82 es la densidad considerada del acero en t/m3
1,025 es la densidad del agua de mar en t/m3
De donde el peso del ancla dentro del agua es de 15.986,25kg.
o Adherencia del ancla al fondo=2p=36.750kg.
30/36
Cuaderno nº12
Curso 2.013/2.014
o Peso de la cadena sumergida dado por
donde n es el número de
largos de cadena sumergidos, tomamos n=2, y el peso sumergido es
18.375kg.
o Rozamiento en el escobén, con los siguientes coeficientes correctores:

Levar el ancla y la cadena.
El coeficiente considerado, 1,5 se da en el caso de

Potencia del Molinete.
Si consideramos una velocidad de izado de 10 metros por minuto, un
rendimiento mecánico de 0,65 y un rendimiento eléctrico de 0,80, tenemos que
la expresión de la potencia del molinete es:

Velocidad que se utiliza para zarpar el ancla.
31/36
Cuaderno nº12
Curso 2.013/2.014
12.3. SELECCIÓN DE LOS MOLINETES (Windlass).
Según los resultados obtenidos el molinete seleccionado será el modelo.
MW 150HCU125K3
Fabricado por Rauma Winches perteneciente a Kamewa LTD.
Se instalarán dos unidades, una a babor y otra a estribor con un peso de 28.540kg y una
potencia de 152kW. Cada uno cuyas características se incluyen el ANEXO 6.
12.4. MAQUINILLAS DE AMARRE (Mooring winches).
Su dimensionamiento se realizará según la parte 3 Capítulo 3 sec. 3G 501 del
Reglamento DNV según el cual cada cabrestante mecánico (párrafo 3) deberá tener
frenos de tambor suficientes para evitar el giro del carretel cuando la tensión del cable
tiene un valor no inferior a ¼,5 y no mayor de 1/3 de la capacidad de rotura de la
estacha de la primera capa.
Según la tabla del equipo, obtenida por medio del numeral, la carga de rotura de la línea
es de 1471kN. Entonces la potencia al freno es de 490,33kN.
Para cumplir con este requerimiento se dispondrán de seis maquinillas de amarre de 50
toneladas de tracción, y una velocidad de izada de 9 metros por minuto. De los
catálogos disponibles hemos seleccionado el siguiente modelo.
TTS Mod. 50T
Fabricado por ENGINOR y cuyas características se incluyen en el Anexo antes
mencionado. Tiene un peso de 21.300kg y una potencia total de 234kW.
Por lo tanto podemos construir el siguiente cuadro resumen del equipo de maniobra y
fondeo.
EQUIPO
MODELO
POTENCIA (kW)
PESO (t)
XG (m)
Molinetes (x2)
MW 150HCU 125K3
152 kW
28,54t
300,24
Maquinillas (x2)
TTS Mod. 50T
234kW
21,30t
300,24 PROA
8,66 POPA
Anclas (x3)
TIPO HHP
-
18,38t
307
PESO (t)
58t
Xg(m)
300
Cadena (x2)
LONGITUD(m)
770
DIÁMETRO (mm)
122
32/36
Cuaderno nº12
Curso 2.013/2.014
La posición longitudinal de las anclas se toma, por similitud, del buque base ya la
cadena, a efectos del cálculo del centro de gravedad la consideramos estibada en la caja
de cadenas.
Ver ANEXO 6 – Amarre y fondeo.
13. GENERACIÓN DE VAPOR.
A continuación realizaremos un cálculo del vapor y potencia necesaria en cada uno de
los servicios para finalmente seleccionar la caldera apropiada.
13.1. CALENTADORES DE LAS PURIFICADORAS.

Purificadora de Fuel Oil.
El caudal de la purificadora de FO es de 7.020 l/h y el caudal de vapor a 6 bar. de
presión para elevar la temperatura del fuel, desde la ambiente de la Cámara de
Máquinas supuesta de 35°C hasta la temperatura de centrifugación, 98°C es la
siguiente:
Donde:
es el caudal de fuel a través de las purificadoras.
es el número de purificadoras. Aunque cada una tenga su calentador calculamos.
es la densidad del fuel 0,98 kg/l.
es el incremento de la temperatura.
La energía necesaria para calentar este flujo de fuel es de:

Purificadora de Diesel Oil.
El caudal de las purificadoras de D.O. es de 7.020 l/h, para poder intercambiarla por
la de HFO en caso necesario, y el caudal de vapor a 6 bar de presión para elevar la
temperatura del fuel desde la temperatura ambiente de la Cámara de Máquinas
supuesta de 35°C hasta la temperatura de centrifugación, 80°C es la siguiente:
Donde:
33/36
Cuaderno nº12
Curso 2.013/2.014
es el caudal de D.O. a través de las purificadoras.
es el número de purificadoras. Aunque cada una tenga su calentador calculamos
ambos caudales como uno solo.
es la densidad 0,90 kg/l
es el incremento de la temperatura.
La energía necesaria para calentar este flujo de combustible es de:

Purificadora de aceite.
El caudal de la purificadora de aceite es de 4.150 l/h y el caudal de vapor a 4,8 bar. de
presión para elevar la temperatura de fuel desde la temperatura ambiente de la
Cámara de Máquinas supuesta a 35°C hasta la temperatura de centrifugación, 95°C
es el siguiente:
La energía necesaria para calentar este flujo de fuel es de:
13.2. CALENTADORES DE HFO DEL MOTOR PRINCIPAL.
El fuel que se encuentra a una temperatura de 70°C en los tanques de uso diario debe
ser calentado hasta una temperatura de 98°C para su inyección.
El caudal de combustible que pasa de los tanques al motor es:
Donde:
es el consumo específico del motor en kg/h.BHP.
BHP es la potencia MCR del motor al freno.
El caudal de vapor necesario para calentar este flujo es de:
La energía necesaria para calentar este flujo es de:
34/36
Cuaderno nº12
Curso 2.013/2.014
13.3. CALENTADORES DE TANQUES ALMACÉN DE HFO.
El fuel de los tanques almacén debe ser calefactado hasta 70°C para permitir su
bombeo. Mientras el buque está en puerto o maniobrando los auxiliares y el motor
principal queman D.O. por lo que se dispone de este tiempo para elevar la temperatura
desde la temperatura media de la Cámara de Máquinas supuesta de 35°C hasta 70°C.
Esta temperatura deberá ser mantenida durante toda la travesía. El tiempo de estancia
en puerto ha de ser como mínimo de
para la descarga de crudo.
El caudal de vapor necesario para calentar ambos tanques de fuel es de:
La energía necesaria para calentar ambos tanques es de:
13.4. CALENTADORES DE TANQUES SEDIMENTACIÓN DE HFO.
El caudal de vapor necesario para calentar ambos tanques de fuel es de.
13.5. CALENTADORES DE TANQUES DE USO DIARIO DE HFO.
El caudal de vapor necesario para calentar ambos tanques de fuel es de.
13.6. CALENTADORES DE TANQUES DE CARGA.
La densidad del crudo a cargar es de 0,87t/m3.
35/36
Cuaderno nº12
Curso 2.013/2.014
Sabemos que hemos de cumplir los reglamentos del canal de SUEZ, por lo tanto, debido
a la ruta que seguirá este buque al Golfo Pérsico y a la densidad del mismo, podemos
determinar que el crudo que transporta es crudo arábigo de grado medio, que no
precisa ser calentado para bombearlo, por lo tanto hemos decidido no instalar
serpentines de calentamiento. Las características de este crudo se pueden consultar en
ANEXO 8 – Características del crudo
El caudal de vapor de los serpentines lo podemos ver en la tabla inferior, junto con las
toneladas hora de vapor que se necesitan, y la potencia.
CAUDAL DE VAPOR
POTENCIA
16.082t/h
6.616.977kcal/h
17t/h
7.696kW
La caldera y el economizador (VER ANEXO 4 )seleccionados serán los siguientes:
ECONOMIZADOR AALBORG “MISSION XW”
CALDERA AALBORG “MISSION OM”
36/36
18 bar
18 bar
17 t/h
17 t/h
Cuaderno nº12
Curso 2.013/2.014
ANEXO 1 MEDIOS DE SALVAMENTO
Cuaderno nº12
GIVENS MARINE SURVIVAL
CO., INC.
PRESENTS
THE
GIVENS
BUOY
Life Raft
The patented hemispherical l
buoy stabilizer
GIVENS MARINE SURVIVAL CO., INC. • (401) 624-7900 • http://www.givensliferafts.com
THE GIVENS BUOY LIFE RAFT
Coast Guard tested
which raft would you rather be in?
Givens Rafts
The stabilized Givens Buoy Life Raft Or capsized lightly ballasted rafts
“The Givens liferaft is a superior quality raft, which has
proven itself in the most severe storm conditions.”
– U.S.C.G.
“A major advance in lifesaving equi
pment.”
–U.S. Navy
The Givens Buoy Raft is Hydro-dynamically stabilized, not ballasted as other rafts are.
Illustrations below show the underwater stabililization process as follows:
1. Water rapidly enters the first stage, “toroid”, through portholes as inflation chambers force panels apart lending almost immediate stability to the raft. Importantly, this process is faster in rough seas. Simultaneously, stainless steel cables assist in deployment of the
main ballast chambers as water enters the “one-way flapper valve” through which it cannot escape.
2. When the dual-stabilizer chambers are fully deployed, the raft effectively becomes part of and moves with the sea: it can be towed and
rowed even when fully ballasted. This has been done in actual survival situations.
3. The stabilization system compensates for changes in wave angle and weight shift. Because it is water in water, the Givens Buoy
Stability System is virtually weightless, acting on the principles of resistance and capillary integrity. Only the fabric stability chamber
itself moves through and around the water. For this reason, stress on the life raft is minimized and likelihood of capsize is practically
eliminated. In hurricane Allen, 30’ seas, 195kt. winds, the raft never capsized, while survivors’ 30 ton ketch was reportedly lifted
from the sea and capsized. If a rogue wave should overturn the raft, the momentum of water in the Givens Buoy Stability System will
enable the raft to somersault and reright itself as it repeatedly did in hurricane Fico saving 2 men.
DEPLOYMENT &
INITIAL STABILIZATION
MAXIMUM STABILIZATION
PATENTED
DIMENSIONS
A and B
VARIABLE
Flexible
Dual Stabilizer
Optional deballasting
port for towing
INFLATION OF THE GIVENS BUOY LIFE RAFT
Approximate tim
e fo
r inflation
Painter line is pulled
from start to end:
12 seconds.
out to 55 feet to trigger
inflation. Additional 5
feet remains attached to
Inflation of raft forces
raft (total 60 feet).
valise to open.
First and second
buoyancy chambers
inflated. Canopy
inflating: duration so
far: approx. 7 seconds.
GIVENS MARINE SURVIVAL CO., INC. • 548 Main Road, Tiverton, R.I. 02878
(401) 624-7900 • http://www.givensliferafts.com
Self erecting canopy up:
raft fully inflated.
Depending on weather
conditions, this can be
done on deck or in water.
FEATURES OF THE GIVENS BUOY LIFE RAFT
Water-activated lights
Automatically inflated
canopy arch tubes
Rain catch for
drinking water
Line cutting knife
Be sure to chec
k out our web
site!
http://www.give
nsliferafts.com
Interior and exterior
safety straps
Double Insulated Floor
helps protects survivors
from hypothermia
Floating ring with
100 feet of line
Automatic inflation
system
Heavy Duty Boarding Ladders
rugged nylon straps provide
reliable entry to raft.
190 KNOT WINDS, 35 FOOT SEAS,
4 SAILORS
SURVIVE IN A GIVENS BUOY LIFE RAF
T
GIVENS
Double Insulated Canopy
protects occupants from
wind, waves, and spray
Sea Anchor helps
prevent drifting
1st Stage Stabilzer
toroid provides initial
stabilization for boarding
2nd Stage Stabilzer
Hemispherical Ballast
chamber fills with water
providing more stability
than any competitor’s raft.
One-way Flapper Valve
allows water in, but not
out. Controls ballast.
ALL GIVENS BUOY LIFE RAFTS FEATURE AUTOMATIC INFLATION SYSTEMS
AND SELF-INFLATING CANOPIES
GIVENS MARINE SURVIVAL RHODE ISLAND MANUFACTURING FACILITY
Givens Marine
Survival’s manufacturing plant gives
the company the
flexibility to meet the
increasing demand
for high quality life
saving equipment.
New products are
designed in our
own research and
development facility.
New technology and
automation allows
G.M.S. to build
a superior quality
product and meet
our customer’s time
schedules.
GIVENS MARINE SURVIVAL CO., INC. • 548 Main Road, Tiverton, R.I. 02878
(401) 624-7900 • http://www.givensliferafts.com
GIVENS BUOY LIFE RAFT MODELS
12 PERSON
10 PERSON
Deluxe Raft Dimensions
Diameter:
108”
Height:
53.5”
Base Tube Dia.: 12”
Top Tube Dia.: 10.5”
Arch Tube Dia.: 9”
Floor Area:
40.33 sq. ft.
Weight:
235 lbs.
Diameter:
97”
Height:
50.5”
Base Tube Dia.: 10.5”
Top Tube Dia.: 9”
Floor Area:
31.5 sq. ft.
Weight:
185 lbs.
IOR 6, 8, 10 PERSON
8 PERSON
Diameter:
87”
Height:
50.5”
Top Tube Dia.: 9”
Floor Area:
24.3 sq. ft.
Weight:
135 lbs.
6 PERSON
IOR 8 Raft Dimensions
Diameter:
96”
Height:
50.5”
Top Tube Dia.: 9”
Floor Area:
32.2 sq. ft.
Weight:
85 lbs.
4 PERSON
Diameter:
78.5”
Height:
50.5”
Top Tube Dia.: 9”
Floor Area:
20.9 sq. ft.
Weight:
120 lbs.
Diameter:
73”
Height:
49”
Base Tube Dia.: 10”
Top Tube Dia.: 9”
Floor Area:
18.6 sq. ft.
Weight:
100 lbs.
Larger sizes available upon request. Ask us for pricing and specs.
VALISE
Rugged vinyl for below-deck
Givens Buoy Life Raft
installations.
EQUIPMENT PACK
Various equipment packs to
meet your needs. Packs can
be customized with food, water,
hand flares, parachute flares,
fishing kits, USCG First Aid kits,
watermakers, EPIRB, seasickness pills, etc.
CANISTER WITH
LOCKING BRACKET
Best for on-deck installations.
Provides security with pad-lock
or combination lock. Quick
release design allows raft to
inflate even if bracket is still
locked.
GIVENS MARINE SURVIVAL
550 MAIN ROAD • TIVERTON, R.I. 02878
(401) 624-7900 • FAX (401) 625-1099
web: http://www.givensliferafts.com
email: [email protected]
CO., INC.
SURVIVALCRAFT FREE FALL LIFEBOAT
The SURVIVALCRAFT® FC FF59 FREE FALL lifeboat is designed, built and fitted out according to the latest
SOLAS Regulations - 1996 amendments to SOLAS 1974. It is suitable for installation on cargo vessels, tankers
and also on offshore oil and gas platforms. It is designed to be launched and recovered from a
SURVIVALCRAFT® hydraulic ramp and is backed by a worldwide installation, commissioning, maintenance
and repair service provided by our own team of mobile engineers.
The design of the SURVIVALCRAFT® range of lifeboats draws on many years of experience gained by the
founders of Survival Craft Inspectorate when they were carrying out repairs and maintenance on competitor's
lifeboats. The design brief was to ensure that SURVIVALCRAFT® lifeboats are designed without compromise
to guarantee maximum reliability in the harshest marine conditions and yet have the lowest possible lifetime
ownership costs. This design philosophy is evident in every single component, from the smallest nut and bolt,
to the choice of diesel engine and the release gear.
The result of this design process and strict adherence to our rigorous quality control procedures gives us the
confidence to offer a unique five-year after sales warranty on all SURVIVALCRAFT® lifeboats. Full details of
the warranty are available on request.
Main Features
Hull and canopy are double skinned and moulded in fire retardant GRP.
Integral buoyancy tanks ensure boat is self-righting even in damaged condition.
Diesel engine with twin electric start.
Available in fire protected version complete with external water spray and internal compressed air supply.
Corrosion resistant materials used throughout - GRP, stainless steel, brass, hot dipped galvanised steel or marine
grade aluminium.
Full installation, commissioning, and maintenance service available worldwide.
Unique five-year warranty.
SPECIFICATION - SC FF59 FREE FALL
Capacity 25 persons
Length 5.90 metres
Breadth 2.36 metres
Height 3.10 metres
Weight:
Dry Cargo Version
2710 kgs - unloaded
4585 kgs - davit load
Tanker version
3010 kgs - unloaded
4885 kgs - davit load
Maximum drop height - 13.5 metres
Moulded in GRP
SURVIVAL CRAFT INSPECTORATE
Findon Shore, Findon
Aberdeen, Scotland, AB12 4RN
Tel: + 44 (0) 1224 784488, Fax: + 44 (0) 1224 784111
www.survivalcraft.com E-mail: [email protected]
Norsafe as
TECHNICAL SPECIFICATION
Made by: J. Dawes
Approved by: B. Skaala
Valid from: 13.09.99
GES 25
FREE FALL LIFEBOAT
Document No. TEK - 325
Rev. date:
Rev. No: 05
Page 1 of 4
1. TECHNICAL INFORMATION
Dimensions - Overall
Length
Beam
Height
7,50 m
2,75 m
3,42 m
Boat Data
Capacity, maximum
31 persons
Weight, boat with equipment
4.443 kg
Davit load, with 40 persons
Installation height, maximum
Speed, minimum
Colour
7.000 kg
20,4m
6 knots
Orange (RAL 2004)
2. MATERIALS
Hull and Superstructure
Boat structure
Buoyancy material
Seats
Windows
Fire retardant glassfibre reinforced polyester
(GRP)
Polyurethane foam
Polyethylene seats with safety harness
Impact resistant polycarbonate
Fittings
Handrails and steps
Steering nozzle
Tanks
Towing bollard
Sea water resistant aluminium
GRP
Sea water resistant aluminium
Hot dipped galvanised steel
3. GENERAL DESCRIPTION
Totally Enclosed Free Fall Lifeboat designed and manufactured according to latest
SOLAS, Classification Society and National Authority requirements.
The lifeboat provides a secure and protected means of escape for persons onboard
vessels or platforms. The lifeboat is for skid launch by a specific davit. Design and
construction fulfil the need for reliable, low maintenance standby and operation.
q:\boats\ges 25\a - general technical documentation\tek-325_r05-ges25.doc
Norsafe as
Made by: J. Dawes
GES 25
FREE FALL LIFEBOAT
Rev. date:
Rev. No: 05
Page 2 of 4
4. HULL AND SUPERSTRUCTURE
The lifeboat is fabricated in fire retardant glassfibre reinforced polyester (GRP).
The space between hull and hull liner, and between deck and deck liner, is filled with
polyurethane buoyancy foam. In fully flooded and loaded condition, the lifeboat is
self-righting. If damaged below the waterline, buoyancy is sufficient to float the boat
at safe level.
5. RELEASE MECHANISM
Free fall release is activated by either of two, fully independent, hydraulic pump
arrangements - both located on the transom. Primary release pump control handle is
located at the helmsman’s position. Secondary release pump is located within reach
of one of the aft seating positions. During launch, the hydraulic pump lifts the aft of
the boat until the hook disengages the securing bar on the davit.
The boat is equipped with a lifting sling to allow retrieval of the boat with a crew of
three persons after launch.
6. EMBARKATION AND SEATING
Embarkation is through the aft door. Seats are positioned on each side of the central
aisle. All seats are anatomically shaped and angled, rear facing and fitted with a 4point harness to provide optimum safety and comfort during free fall launch.
There is a forward hatch on top of the canopy and one at the helmsman’s position.
7. STEERING AND CONTROLS
The lifeboat is equipped with hydraulic steering. A steering nozzle gives optimum
manoeuvrability and increased bollard pull. Emergency steering is provided.
The steering position is at the aft of the boat. The helmsman has a 360º view and
controls the following:
x
x
x
x
x
Engine controls and instruments
Steering
Compressed air system (tanker version)
Free fall release pump
Electrical equipment
Norsafe as
Made by: J. Dawes
GES 25
FREE FALL LIFEBOAT
Rev. date:
Rev. No: 05
Page 3 of 4
8. ENGINE
The boat is fitted with a SOLAS approved diesel engine with the following features:
x Electrical starter, with two independent batteries
x Fuel tank of sufficient capacity to run the fully loaded boat for 24 hours at a
speed of 6 knots
x Transmission allowing the craft to be driven ahead and astern
x Freshwater cooling with header tank and external cooler. The engine can be
run in the davit for a maximum of 5 minutes without overheating
x Engine compartment with top access is located under the steering position
x Under pressure relief valves providing sufficient air intake to prevent cabin
under pressure when engine is running
9. ELECTRICAL EQUIPMENT
The lifeboat is equipped with the following:
x
x
x
x
x
Main and emergency switch
Electrical starter powered by two independent batteries
Standby battery charging from 42 volt ship’s power supply
Engine has a 12 volt alternator for charging batteries while boat is running
Electrical panel with switches for interior lighting, navigation light, a 12 volt
power outlet for searchlight and a switch for additional electrical equipment.
There are circuit breakers for all electrical equipment
10. TANKER VERSION - ADDITIONAL
For boats installed on tank ships and oil installations, the following is required:
x Compressed air system of sufficient capacity to provide air for persons
onboard and engine combustion for a minimum of 10 minutes. The system
creates an over pressure inside the boat - limited by a relief valve - preventing
intake from the external hazardous atmosphere.
x Over pressure release valve preventing too large pressure inside cabin when
using compressed air system.
x Water spray system with an engine driven centrifugal pump. The system
creates a deluge over the surface of the lifeboat, protecting from fire and
maintaining cabin temperature. The sprinkler system is made of sea water
resistant aluminium pipe work with spray nozzles. The sea water intake is at a
low point under the boat, so flammable liquid is not drawn into the system.
Norsafe as
Made by: J. Dawes
GES 25
FREE FALL LIFEBOAT
Rev. date:
Rev. No: 05
Page 4 of 4
11. OPTIONAL EQUIPMENT
x Power-supply for VHF consisting of:
Separate battery with independent charging and wiring
x Stainless steel sprinkler system
Typical specification - subject to revision according to customer requirement.
All products are subject to continuous review. Norsafe as reserve the right to change
specification without prior notice.
Curso 2.013/2.014
ANEXO 2 GRÚAS DE CUBIERTA
Cuaderno nº12
"P" TYPE SERVICE CRANES
Service cranes are designed for: - provision handling,
- store and other deck equipment handling,
- engine room handling.
Type of
crane
Capacity
P
10-08
10-12
10-16
20-08
20-12
20-16
30-08
30-12
30-16
40-08
40-12
40-16
40-20
50-08
50-12
50-16
50-20
60-08
60-12
60-16
60-20
80-12
80-16
80-20
100-12
100-16
100-20
Outreach
Working speeds1)
Hoisting
Luffing
Slewing
Dimensions
Power 1)
Pedestal loading
Weight
approx.
(t)
Rmax
(m)
Rmin
(m)
A
( mm )
B
( mm )
C
( mm )
(m/min)
(s)
(min -1)
( kW )
M
( kNm )
F
( kN )
(t)
1
1
1
2
2
2
3
3
3
4
4
4
4
5
5
5
5
6
6
6
6
8
8
8
10
10
10
8
12
16
8
12
16
8
12
16
8
12
16
20
8
12
16
20
8
12
16
20
12
16
20
12
16
20
1,6
2,2
3,2
1,6
2,5
3,2
1,6
2,0
2,7
1,6
2,0
2,5
4,0
1,6
2,0
2,5
4,0
1,6
2,0
2,5
3,6
2,2
3,2
3,6
2,2
3,2
3,6
600
600
600
770
770
930
770
930
930
930
930
1200
1200
930
1200
1200
1200
930
1200
1200
1530
1200
1530
1570
1530
1530
1570
1200
1350
1350
1750
1750
2000
1750
2000
2000
2000
2000
2000
2130
2000
2000
2130
2130
2000
2130
2130
2200
2130
2200
3000
2200
2200
3000
1900
2100
2100
2850
2850
3150
2850
3150
3150
3150
3150
3150
3600
3150
3150
3600
3600
3150
3600
3600
3700
3600
3700
4850
3700
3700
4850
20
20
20
20
20
20
14
20
20
20
20
20
20
20
20
20
20
15
15
15
15
15
15
15
15
15
15
50
60
60
30
40
65
40
50
50
40
40
40
60
40
40
60
60
60
60
60
80
60
80
100
70
70
100
1,0
1,0
1,0
1,0
1,0
1,0
1,0
1,0
1,0
1,3
1,3
0,9
0,7
1,3
0,9
0,7
0,6
1,3
0,9
0,7
0,6
0,7
0,7
0,6
0,7
0,7
0,6
6
6
6
12
12
12
12
18
18
24
24
24
24
30
30
30
30
30
30
30
30
36
36
45
45
45
45
170
250
340
270
405
560
370
620
850
520
750
1000
1350
600
950
1300
1650
750
1400
1550
2000
1500
2000
2600
1900
2500
3100
40
45
50
55
60
70
70
95
100
100
105
120
150
110
130
150
160
130
150
180
190
190
210
240
230
250
270
2,2
2,9
3,3
2,8
3,3
5,3
3,2
5,2
5,9
5,0
5,4
7,0
10,0
5,2
7,0
9,5
10,5
5,3
8,0
9,8
11,0
9,5
11,5
16,2
11,5
13,0
16,5
1) Data valid for 3~440V, 60Hz, for standard cranes, other data on request.
Crane can be delivered in a version with remote cable or radio controller.
TOWIMOR reserves the right to change specifications without special notice.
TOWIMOR S.A.
OWIMOR
ul. Starotoruñska 5, 87 - 100 Toruñ - Poland, tel. (+48 56) 62 15 374, 62 15 208, fax (+48 56) 65 42 517, 65 42 585
e-mail: [email protected]; www.towimor.com.pl
“PH” TYPE HOSE HANDLING CRANES
2000
B
C
Cranes designed for hose handling of tankers, chemical carriers,LPG carriers
Type of
crane
Capacity
øA
Outreach
Working speeds1)
Hoisting Luffing Slewing
Dimensions
Power1)
Pedestal loading
Weight
approx.
PH
(t)
Max
(m)
Min
(m)
A
( mm )
B
( mm )
C
( mm )
(m/min)
(s)
(min -1)
( kW )
M
( kNm )
F
( kN )
(t)
20-08
20-12
20-16
30-08
30-12
30-16
40-08
40-12
40-16
40-20
50-08
50-12
50-16
50-20
60-08
60-12
60-16
60-20
80-12
80-16
80-20
100-12
100-16
100-22
150-12
150-16
150-20
150-26
200-10
200-16
200-20
2
2
2
3
3
3
4
4
4
4
5
5
5
5
6
6
6
6
8
8
8
10
10
10
15
15
15
15
20
20
20
8
12
16
8
12
16
8
12
16
20
8
12
16
20
8
12
16
20
12
16
20
12
16
22
12
16
20
26
10
16
20
1,6
2,5
3,2
1,6
2,0
2,7
1,6
2,0
2,5
4,0
1,6
2,0
2,5
4,0
1,6
2,0
2,5
3,6
2,2
3,2
3,6
2,2
3,2
4,0
2,4
2,8
3,5
4,4
2,4
3,0
4,0
770
770
980
770
930
980
980
980
1200
1200
980
1200
1200
1200
980
1200
1200
1715
1200
1715
1800
1715
1715
1800
1800
2560
2560
2560
1800
2560
2560
1750
1750
2000
1750
2000
2000
2000
2000
2000
2130
2000
2000
2130
2130
2000
2130
2130
2200
2130
2200
3000
2200
2200
3000
3000
3250
3250
3250
3000
3250
3250
2850
2850
3150
2850
3150
3150
3150
3150
3150
3600
3150
3150
3600
3600
3150
3600
3600
3700
3600
3700
4850
3700
3700
4850
4850
5300
5300
5300
4950
5300
5300
20
20
20
14
20
20
20
20
20
20
20
20
20
20
15
15
15
15
15
15
15
13/26 2)
13/26 2)
13/26 2)
13/26 2)
13/26 2)
13/26 2)
13/26 2)
13/26 2)
13/26 2)
13/26 2)
30
40
65
40
50
50
40
40
40
60
40
40
60
60
60
60
60
80
60
80
100
80
80
100
80
90
90
90
80
90
90
1,0
1,0
1,0
1,0
1,0
1,0
1,3
1,3
0,9
0,7
1,3
0,9
0,7
0,6
1,3
0,9
0,7
0,6
0,7
0,6
0,6
0,7
0,6
0,6
0,7
0,6
0,6
0,6
0,7
0,6
0,6
12
12
12
12
18
18
24
24
24
24
30
30
30
30
30
30
30
30
36
36
45
40
40
40
60
60
60
60
75
75
75
270
405
560
370
620
850
520
750
1000
1350
600
950
1300
1650
750
1400
1550
2000
1500
2000
2600
1900
2500
3450
3000
3900
4800
5910
2900
4950
6130
55
60
70
70
95
100
100
105
120
150
110
130
150
160
130
150
180
190
190
210
240
230
250
290
360
410
420
430
420
480
500
2,8
3,3
5,3
3,2
5,2
5,9
5,0
5,4
7,0
10,0
5,2
7,0
9,5
10,5
5,3
8,0
9,8
11,0
9,5
11,5
16,2
11,0
12,5
16,0
15,5
21,0
23,0
25,0
16,0
22,0
24,0
1) Data valid for 440V, 60 Hz, a.c.for standard cranes, other speed parameters on request.
2) 26 m/s only for 0-30% of load on the hook.
Cranes are designed in accordance with OCIMF requirements
Crane can be supplied from its self-contained power pack or from central pump system
and can be equipped with cabin or open platform.
TOWIMOR reserves the right to change specifications without special notice.
TOWIMOR S.A.
OWIMOR
Curso 2.013/2.014
ANEXO 3 C.O.W.
Cuaderno nº12
VP MONOMATIC T2S
TANK WASHING MACHINE
The VP Monomatic T2S single-nozzle tank washing machine
for fixed installations in Crude oil and product tankers, OBO’s
and Bulkers.
•
Programmable.
•
Bronze or Stainless Steel construction.
•
Turbine drive. Self start.
•
Integral control head.
•
Deck-mounted.
•
Crude oil or water wash.
•
Powerful efficient jet.
•
Four overlapping wash arcs. (Multi-stage). Variable
wash pitch up to 18°. (Single stage).
•
Two interchangeable programming modules. Singlestage and Multi-stage.
•
Maintenance free below deck.
•
4 nozzle sizes – up to 168m³/hr.
1 / 2 VP-MONOMATIC-T2S.PDF Issued JULY 02
Performance Specification
Suitable for tank washing on all types of tanker subject to material selection, but in particular
VLCC’s and ULCC’s for crude oil washing.
Materials: Bronze cleaning head with selected Stainless Steel components. Mild Steel
downpipe and flanges – all triple epoxy coated. Alternatively in Stainless Steel 316L.
Housing: Cast iron with copper addition.
Flanges: Inlet flange 100mm/DIN/BS/ASA/JIS. Separate filter screen and gasket supplied.
Deck flange designed to suit standard 318mm (10 or 12 studs) opening or built to vessel
requirements.
Design: Single ‘maximum energy’ nozzle with smooth jet flow for efficiency. Self start turbine
drive with integral programmable control head for specific multi-stage tank washing. The
machine has a maintenance free cleaning head lubricated by the wash media.
Operation: Single nozzle helical wash. Nozzle pitch on each rotation infinitely variable up to
18° on single stage (set by operator). On multi stage pre set arcs 2° Down – 6° Upwards Pass
nozzle pitch.
Typical wash cycle: Variable time. (Example 160° - 0° - 160° at 2°/6° pitch (106 revs = 320°
= 90 minutes.) Cycle time typical of 38mm nozzle.
Nozzles: Sizes from 28mm to 38mm. Performance data below.
(1) Jet – (C.O.W.) = Classification society approved length of wash jet with maximum.
(2) Jet – (Water) – Maximum length of wash jet – horizontal throw.
2 / 2 VP-MONOMATIC-T2S.PDF Issued JULY 02
Curso 2.013/2.014
ANEXO 4 CALDERA Y GASES DE ESCAPE
Cuaderno nº12
Exhaust gas economizer
MISSION
TM
XW
“MINERVA ALICE” equipped with one AV-6N (now called MISSIONTM XW)
and two oil-fired MISSION™ OM boilers.
The MISSION™ XW is a water tube,
forced circulation exhaust gas economizer. It is specially designed to utilize
thermal energy in diesel engine
exhaust gas but the basic design suits
numerous applications.
Steam capacity: 0.2 - 17.0 t/h
Design pressure: 18 bar(g) or 24 bar(g)
MISSIONTM XW
Exhaust gas economizer
Description
The economizer can be supplied
Boiler characteristics:
The MISSION™ XW is a water tube,
with a dividing wall system for con-
Forced-circulation exhaust gas
forced circulation exhaust gas eco-
nection of several exhaust gas
nomizer. It is specially designed for
sources to one economizer.
heat recovery from diesel engine
economizer
Water tube economizer with gilled tubes for exhaust gas heat
exhaust gas but the basic design
The MISSION™ may be used in con-
suits numerous applications.
junction with an oil-fired auxiliary
recovery
Robust, well-proven construc-
boiler or a separate steam drum, in
tion, able to withstand vibra-
The heating surface is made of
both cases acting as a steam/water
tions and exhaust gas pulsation
double gilled tubes with a spacing
separator.
which minimizes soot build-up. It is
which ensures the required out-
supplied with an efficient cleaning
In connection with a thorough
system with steam or with com-
revision/standardisation of Aalborg
pressed air sootblowers.
Designs with single
gilled tubes or bare
tubes are also available
Heating surface composition
Industries' marine boiler product
range, the exhaust gas economizer
previously referred to as AV-6N has
be renamed to MISSION™ XW.
put from the most compact unit
Efficient, well-proven cleaning
system with steam or air soot
blowers
Superheater and preheater as an
option
www.aalborg-industries.com
DATA SHEET series
© Aalborg Industries Marketing, June 2005 (Reservation is made for design data changes without prior notice).
Your Preferred Partner
The medium capacity
modular boiler plant
MISSION
TM
OM
DN
40
DN
40
The MISSION™ OM boiler is
supplied as a standard, preassembled unit. The furnace
is built of membrane walls.
Sufficient circulation is
ensured by downcomers.
The optimally designed pintube elements ensure high
performance. These elements
are also used for support of
the top plates of the furnace
and the boiler.
Capacity range: 14-45 t/h
18 bar (g) design pressure
14 – 45 t/h, 18 bar (g)
MISSION™ OM boiler
Capacity and dimensions
S TA N D A R D P R O D U C T R A N G E
Steam
capacity
kg/h
Design
pressure
Thermal output
at 100% MCR
Height H
Diameter D
(incl. insulation)
Width W1
Heating coil
removal
Width W2
Burner
removal #
Flue gas
outlet
connection
Boiler dry
weight ##
Water
volume
bar (g)
kW
mm
mm
mm
mm
DN
ton
m3
14,000
18
9.8
7,300
3,000
2,015
3,320
700
19.0
8.3
16,000
18
11.2
7,800
3,000
2,015
3,440
700
20.3
8.1
20,000
18
14.0
7,900
3,300
2,165
3,595
900
24.7
10.0
25,000
18
17.5
8,700
3,300
2,165
3,820
900
27.0
10.5
30,000
18
21.0
9,000
3,600
2,315
4,000
1,000
32.9
12.6
35,000
18
24.5
9,620
3,900
2,465
4,775
1,000
38.4
15.1
40,000
18
28.0
9,660
4,100
2,565
4,735
1,200
43.3
16.6
45,000
18
31.5
9,660
4,100
2,565
5,690
1,200
45.7
17.0
# With KBSA steam atomising burner
## Without burner and accessories
Capacity 45,000 kg/h is with extended furnace.
DATA SHEET series
© Aalborg Industries 2001, rev.: 3.0, October 2005 (Design data are subject to change without prior notice).
Curso 2.013/2.014
ANEXO 5 GENERADOR DE GAS INERTE.
Cuaderno nº12
Inert Gas Systems
for the tanker industry
Risk Management during sea transport, unloading and tank cleaning
is crucial to the tanker industry.
International IMO/SOLAS conventions requiring installation of IGS
plant have therefore existed since
1974. Aalborg Industries offers an
innovative, compact IGS solution
that can be controlled and monitored in unison with the boiler plant.
Inert Gas Systems help
prevent explosions in cargo tanks
To funnel
To funnel
P/V breaker
(pressure/vacuum)
Aux. boiler
Scrubber
IGS fan
Deck water seal
Leading the way in safety
Risk-reduction made compact
Aalborg Industries has almost 30
The extensive expertise gained over
years of experience in the develop-
the years was put into Aalborg
ment and delivery of around 600
Industries’ own compact and effi-
Inert Gas Systems (IGS) to the world’s
cient IGS plant which was first devel-
major tanker operators. In fact,
oped in 1996/97. Trend-setting
The Frontline crude oil tankers,
Aalborg Industries helped pinpoint
product development and constant
“Golden Stream” and “New
the causes and factors involved in
design improvements are key factors
Vista”, built at Hitachi Zosen
the series of tanker explosions that
in the innovative approach of
Corp. are equipped with IGS of
in 1969 prompted the tanker indu-
Aalborg Industries.
Aalborg Industries IGS
20,250 m3/h respectively 20,630
m3/h capacity.
stry to voluntarily introduce the IGS
to help prevent explosions in cargo
A thoroughly global group of com-
The Chevron tanker “Frank A.
tanks. Regulations for installation of
panies, Aalborg Industries is the
Shrontz” (centre page), built at
IGS on tankers were adopted by the
world’s only IGS producer who is
Samsung Heavy Industries, is
International Conference on Safety
also a boiler manufacturer. We offer
equipped with an 18,750 m3/h IGS.
of Life at Sea (SOLAS) in 1974.
our customers the benefits of combined control of IGS and boiler systems – always ensuring optimal
performance.
Risk Management
with an innovative design
Based on years of experience
effectively reduces the oxygen con-
The scrubber tower ensures stable
During transportation and storage
tent in cargo tanks to below 8% by
cooling and cleaning performance
of crude oil and refined products
supplying inert gas. The IGS washes
under any operating condition. And
there is a real risk that explosive gas
and cools the boiler flue gas, con-
the design of the filler material pro-
mixtures form in cargo and slop
verts it to an inert gas, and distrib-
vides a well-balanced distribution of
tanks. Often referred to as the fire
utes it to the cargo tanks.
the gas flow and spray water in the
scrubber tower.
triangle, the three elements in a
tank explosion are flammable gas,
Cost-effective solution
oxygen and heat. By controlling the
The design of the corrugated
IGS plant advantages:
oxygen content in the cargo tanks,
packing in scrubber and demister
■ Effective gas cooling and
the IGS prevents explosions, even
ensures highly effective removal of
cleaning
when the two other elements are
solid particles, SOx and water mist.
■ Stable performance
present.
The innovate, compact design gives
■ Low power consumption
low cooling water consumption and
■ Minimum maintenance
Flexible capacity
therefore high efficiency and low
■ Long life
Aalborg Industries’ IGS plants are
power consumption.
designed for capacities of 3,00030,000 Nm3/h. Our IGS solution
Easy implementation
and on-screen documentation
Technological excellence
Customer-oriented approach
Aalborg Industries offers fast quota-
We can provide a package offer and
tions thanks to the standard design
commissioning of the IGS and boiler
of our IGS solutions. CAD dimension
plants.
and arrangement drawings can be
supplied on floppy disk for easy
Maintenance
inclusion in shipyard drawings, sup-
Less servicing and longer lifetime
plemented by simple and standard
with:
technical specifications. This mini-
■
a standard capacity of 500 m3/h.
No maintenance of scrubber
packings and demister
mises the amount of engineering
required by the shipyard – and im-
The IGS can be supplied with a
topping up Inert Gas Generator with
■
High-performance lining
■
Materials selected to cope with
proves overall economy.
corrosive working environments
The IMO/SOLAS 1974 regulations
– covering all new crude and product
carriers of 20,000 tonnes dwt or above –
require that the oxygen content in the
tanks is controlled to prevent explosions.
Combined control
of IGS and boiler systems
Versatility and integration
Designed for the real world
The boiler load can be controlled
A PC monitor with a graphic user
automatically in optimised opera-
interface enables complete remote
tion to meet inert gas demand and
control and monitoring of the inte-
steam demand for cargo unloading.
grated IGS and boiler systems, either
Easy remote control and
Automatic operation also applies
from the engine control room or the
monitoring of the integra-
when boiler operation is required
cargo control room. This joint moni-
ted IGS and boiler system
only for production of flue gas for
toring of the IGS and boiler systems
the IGS.
effectively simplifies operation and
meets today’s requirements for
The IGS system is optimised for
maximum safety during cargo
unloading and tank cleaning.
Fuel oil saving during IGS topping
reduced ship crews.
up mode is made possible by installing a burner with a very large turn
Aalborg Industries offers both boiler
down ratio while maintaining a low
plant and IGS from our own product
oxygen content in the flue gas.
line and can integrate them in a
combined system.
World-wide service network
Aalborg Industries’ international boiler
and combustion technology and production network are certified to the
highest quality standards. Consequently, the end users of Aalborg Industries
equipment receive full technical support from our own dedicated engineers
in both service and spare parts'
supplies.
Complete capability
Recognised as the world’s leading
marine boiler manufacturer, Aalborg
Industries also has an extensive production of inert gas systems, thermal fluid
heating systems and heat exchangers.
Please visit our website:
http://www.aalborg-industries.com
Business Centre:
Sannomiya Intes, 6th floor
Your local contacts:
1-8, 7-chome, Isogami-dori
■ China: Tel. +86 21 6886 3565
■ Japan: +81 3 3584 8351
Chuo-ku, Kobe 651-0086
■ China: Tel. +86 411 270 9291
■ Korea: Tel. +82 51 703 6162
Japan
■ Denmark: Tel. +45 9930 4000
■ Netherlands: Tel. +31 181 650 500
Tel. +81 78 271 5720
■ Dubai/UAE: Tel. +971 4 324 1061
■ Singapore: +65 261 9898
Fax +81 78 271 5741
■ Finland: Tel. +358 2 838 3100
■ Sweden: Tel. +46 8 580 243 00
E-mail: [email protected]
■ Hong Kong: Tel. +852 2836 3826
■ USA: Tel. +1 281 862 2245
Halskov & Halskov 03/2001
Aalborg Industries K.K.
DETEGASA
FLUE GAS SYSTEM
FGS18000
FLUE-GAS SYSTEM
SPECIFICATION Nº FGS-18000
SIZE 18000
Techinical Characteristics of the main components of the system are detailed below.
201
SCRUBBER (ITEM 14)
The unit incorporates a three (3) stages of impingement baffle trays to clean the flue gases from the boiler uptake.
The DETEGASA system incorporates a control to maintain a constant and correct operating velocity through
the scrubber at varying output gas volumes required to the tanks. This is achieved by recirculating some inert
gas around the scrubber.
The operation is controlled by the modulating valves, main control and recirculation, described later in this
specification.
Scrubber Performance
Solid Particle:
90% of all particles in the flue gas greater than five microns in size
with inlet contents as large as 250 mg/m3.
Substantial removal of submicronparticles is achieved.
Sulphur Compounds:
At a sea temperature of 65 degress F. 90% of sulfur dioxide will be
removed, with inlet contents of 0,3%.
Material Of Construction
Scrubber Shell:
Fabricated from mild steel plates.
Scrubber Lining:
Flexible rubber or Polyester coating over all surfaces and flange faces-Spark
tested for continuity.
Gas inlet:
AISI 316L in incoloy 825 partly submerged in water to give water seal against
stack pressure.
Baffle Trays
GRP in PVC.
Demister
Polypropylene knitteed held between top and bottom GRP or PVC support
grids.
Quench Spray
Incoloy 825
External Finish
One coat Zinc Silicate (60 microns)
Spray Nozzles
Inconel 625 or similar.
( Unit is pressure tested to 5 PSI before dispatch ).
Ancillary Equipment
The gas scrubber is complete with the following items and features:
DESARROLLOS TECNICAS INDUSTRIALES DE GALICIA, S.A. (D.E.T.E.G.A.S.A.)
Address:
CTRA. CASTRO / MEIRAS, VALDOVIÑO, 15550 LA CORUÑA, SPAIN
P.O. BOX:
566 - 15480 EL FERROL - (LA CORUÑA) - SPAIN
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 1 of 7
DETEGASA
FLUE GAS SYSTEM
FGS18000
Gas temperature gauge
High water level switch
Drain valve
Adequate access
Pressure points
Inspection ports
See drawing Nº TL-000-G01
Main Dimensions Of Gas Scrubber
Sea Water Supply
To top tray
215 m3/h.
Quench sprays
140 m3/h.
Water seal scrubber
15 m3/h.
Total to scrubber
370 m3/h.
To Deck Water Seal
10 m3/h.
202
FAN UNITS (ITEM 21-22)
Qty.
2
Casings
Material
Fabricated from 6 m/m thick mild steel plate stiffened
Connections
Inlet and outlet connections can be oriented to suit plant layout.
Lining
With soft rubber, poliester coating or adequate protection.
Shaft
Stainless Steel 316, or CU-AL-10NI.
Drain
Connections at lowest part of scroll (2").
Other
Inspection cover.
Water washing connections.
Impeller
Material
Fabricated from Ni-AL-Br or AISI 316.
Coupling
Grid type flexible coupling
Bearings
Mounted externally
Balance
Dynamic
Supply
Complete with prime mover on a combined base frame.
Temperature switches are provided for fan outlet connections for alarm indication and shutdown.
Perfomance Details
Flow at 20º C-500 mm.W.G.
20340
Total Delivery Pressure mm.W.G.
1.900
Absorved Power. Kw.
132
Speed. RPM
3.550
Motor fitted. Kw
160
Motor enclosures - Marine TEFC:
203
440 VAC, 3 Phase, 60 Hertz.
DECK SEAL - WET TYPE UNIT (ITEM 36)
Qty
1
Overall Dimensions:
I.G. inlet and outlet Dia.ND
550
Material Of Construction
Casing
Mild steel
Address:
P.O. BOX:
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 2 of 7
DETEGASA
FLUE GAS SYSTEM
FGS18000
Lining
Soft rubber ; poliester coating or adequate protection.
External finish
One coat Zinc Silicate (60 microns).
Demister
Polypropylene; fitted between top an bottom grids.
Steam heating coil
Suitable for sea water.
Other Elements
Non - return valve, at water inlet connection.
Water flow switch with alarm contacts for installation by shipyard in the water feed pipe in a "GAS-SAFE"
area.
204
PRESSURE / VACUUM BREAKER (ITEM 43)
Qty.
1
Material
Mild steel plate
Overall Dimensions
See drawing Nº RPV-000F-G01.
Pressure
2100-2300 mm.wc.
Filling Medium
Internal Coating
Vacuum
Epoxy
500 - 750 mm.wc.
Ethylene Glycol
Address:
P.O. BOX:
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 3 of 7
DETEGASA
FLUE GAS SYSTEM
FGS18000
800
SCOPE OF SUPPLY
STANDARD SUPPLY
We detail below our Standard Scope of supply.
!
Engineering. As detailed in Chapter 100 of the Specification.
!
Scrubber unit complete with accessories as detailed in Chapter 201 of the Specification
!
Two (2) electrically driven inert gas blowers, 100% capacity each, as detailed in Chapter 202 of the
Specification.
!
One (1) deck water seal complete as detailed in Chapter 203 of the Specification.
!
One (1) P/V Breaker as detailed in Chapter 204 of the specification.
!
One (1) local control panel (Main Control Panel) as described in Chapter 205 of the specification.
!
One (1) cargo control room panel with mimic diagram as detailed in Chapter 206 of the Specification.
!
One (1) panel for installation in engine control room.
!
One (1) panel in the wheelhouse.
!
One (1) pneumatic control panel situated nearby the inert gas fans, comprising, solenoid valves,
pressure switches and other equipment as required.
!
One (1) set of control equipment, including the elements detailed in Chapter 207 and other control
elements that would be required for the correct operation of the system.
!
One (1) oxygen analyzer, fixed type.
!
Different Inert Gas Valves:
-Two (2) boiler uptake. Items 07/08.
-Two (2) main fan inlet. Item 17/18
-Two (2) rubber expansion bellows Item 19/20.
-Two (2) main fan outlet. Item 27/28
-Two (2) rubber expansion bellows. Item 23/24.
-One (1) main control valve. Item 33.
-One (1) non-return valve. Item 37.
-One (1) purge valve. Item 94
-One (1) deck main isolation valve. Item 38.
-One (1) recirculation valve. Item 31.
-One (1) gas-free inlet valve. Item 16
-One (1) safety valve. Item 34.
-Two (2) air seal valves. Item 12/13.
Optional Supply:
•
One (1) topping-up Inert Gas Generator Capacity 500 Nm3/h. Item 93 (See Annex I)
DRAWING LIST
Flow Diagram (4 pages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI-001F-F01I
Srubber General Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TL-000F-G01I
Deck Seal General Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SC-000F-G01I
Pressure/Vacuum Breaker General Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RPV-000F-G01I
Address:
P.O. BOX:
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 4 of 7
DETEGASA
FLUE GAS SYSTEM
FGS18000
Annex I
Topping-up Inert Gas Generator
(Item 93)
OPTIONAL SUPPLY
An inert gas topping-up generator is described below. Can be supplied
as an option for the production of inert gas by combustion of 2
Diesel oil.
1.
Generator
Type
IGG 500 Nm3/h.
2.
Output
Data
2.1.1. Capacity
500 Nm3/h.
2.1.2.
Discharge
Pressure
1500 MM.
2.1.3.
Discharge
Temperature
5º C. Above sea water.
2.1.4. Gas
Composition
2.1.5.
Dewpoint
WC.
(Dry Basis)
Nitrogen (N2)
84%
Oxygen
Max. 4%
(O2)
Sulphur Oxides
(SO2+SO3)
50ppm max.
Hydrogen (H2)
100 ppm max.
Inert Trace Gases
Balance
Saturated.
3.- This unit is also able to deliver the same amount of air for gas
freeing with the same dewpoint.
Address:
P.O. BOX:
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 5 of 7
DETEGASA
4.
FLUE GAS SYSTEM
FGS18000
Supply Data
4.1. Fuel
Type:
 2
Diesel.
Inlet
Pressure
0,6 Ata
Flashpoi
nt
72º C.
Min.
Consumpti
on
39 Kg/h.
Capacity
20 m3/h max.
4.2. Instrument air for starting only
Quality
Free of
dirt
5 Kg/cm2 min.
Supply pressure
7 Kg/cm2 max.
4.3. Electricity
Supply System
440 V III 60 Hz
Power of
electric motors:
1 x 100% Blower, HP
Rating/actual Kw
15/10
Controls KW
Oil Pump Rating/actual KW
0,5/0,3
0,3
4.4. Cooling water for combustion chamber and scrubber
Consumption
46 M3/h.
Quality
0,5 Mesh filtered
Inlet Pressure
30 mWC Max.
14 mWC. Min.
Outlet
Pressure
Inlet
Temperature
3 mWC or less.
32ºC. Max.
0ºC. Min.
4.5. Combustion air
Average Pressure
760 MM
Mercury
Inlet
Temperature
40ºC.
Max.
Consumption for
combustion
590 m3/h.
Relative
Humidity (40ºC)
Max.
90%
Supply Pressure
(Kg/cm2).
Max. 7
4.6
Instrument air
Quality
Free of dirt, oil
and water.
Address:
P.O. BOX:
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 6 of 7
DETEGASA
Consumption
FLUE GAS SYSTEM
FGS18000
(Aprox.) 7m3/h.
Min. 5
DRAWING LIST
General Arrangement & Interfaces . . . . . . . . .
GGI-0500-G01I
Flow Diagram . . . . . . . . . . . . . . . . . . . .
GI-00F-F01I
Address:
P.O. BOX:
PHONE:
+34-981-494000
FAX:
+34-981-486352
E-MAIL:
WEB:
[email protected]
[email protected]
www.detegasa.com
Page 7 of 7
Curso 2.013/2.014
ANEXO 6 EQUIPO DE AMARRE Y FONDEO.
Cuaderno nº12
MOORING CAPSTANS
WITH HYDRAULIC DRIVE
Technical parameters
Type
Pull
[ kN ]
Nominal
Speed
[ m/min ]
Hydraulic Drive
Volume
Work
Flow
Press
[ l/min ]
[ bar ]
Rope breaking
force
[ kN ]
G1H
10
10
G2H
20
20
50 ÷ 80
G3H
30
30
100 ÷ 200
G5H
50
G8H
80
G10H
100
G12H
125
140
350 ÷ 400
G16H
160
150
350 ÷ 400
0 ÷ 15
55
85
30 ÷ 50
250
100
250 ÷ 300
300 ÷ 350
300 ÷ 350
Other sizes and parameters on request.
Dimensions
Dimensions
Nominal Pull
[ kN ]
A
B
C
D
L
[ mm ]
10
250
250
457
710
360
360
640
900
450
450
960
1 300
20
30
400
50
80
100
125
650
160
TOWIMOR S.A.
OWIMOR
Modular Deckmachinery
•
•
•
•
•
•
Significant time saving for installation
More flexibility for foundation design
Deck sheer has no influence on
installation
Low requirements on the foundation’s
accuracy
Full motor protection against sea-water
No lead-through of wires through the
deck
design acc. to DIN 3730 and DIN 4568 - patent pending worldwide
© Rolls-Royce plc 2003
Tel. +44 117 974 8500
Fax +44 117 979 2607
www.rolls-royce.com
Printed in Norway
www.rolls-royce.com
PO Box 31 Fishponds, Bristol BS16 1XY, England
Naval Marine
Fax +47 70 01 40 05
Tel. +47 70 01 40 00
PO Box 160, N-6065 Ulsteinvik, Norway
Commercial Marine
Rolls-Royce plc
MPDM 0503
Whilst this information is given in good faith
based upon the latest information available to
Rolls-Royce plc, no warranty or representation is
given concerning such information, which must
not be taken as establishing any contractual or
other commitment binding upon
Rolls-Royce plc or any of its subsidiary or
associated companies.
The information in this document is the property
of Rolls-Royce plc and may not be copied, or
communicated to a third party, or used, for any
purpose other than that for which it is supplied
without the express written consent of
Rolls-Royce plc.
Reliable solutions
make efficient operations
deck machinery
The test centre has automatic
fishing and naval applications.
and manual hoisting capacity above
100 tonnes. Six winch stands are
At the test centre the new winches are
tested and approved. It is also used for
testing and calibration of winches after
repairs.
Rolls-Royce is one of few suppliers
worldwide that offer low-pressure
The ergonomically-designed Captain’s
chair features integrated winch controls
in the armrests.
hoisting capacity up to 15 tonnes,
winches located in Brattvåg, Norway.
standard for offshore, merchant,
3
The Rauma Brattvagg modular concept
offers tailor-made anchoring and
mooring winch solutions from a range of
standard modules.
the lowest operating cost.
an approach that delivers quality at
from fully optimised performance
development, the customer benefits
Rolls-Royce has a test facility for
installations on all types of vessels.
merger of Hydraulic Brattvaag,
Focusing strongly on continuous
practically become an industry
programme available for customised
The name itself is a result of the
and consistent equipment support –
customer with the best option
was manufactured as early as 1942.
and four for tests with load.
To ensure the best performance,
winch range. This provides the
Rauma Brattvaag hydraulic winch
available; two for re-generative tests
Today, the winch systems have
and electric drive options for its
name Rauma Brattvaag. The first
Norwinch and Rauma Winches.
hydraulic, high-pressure hydraulic
There is a proud tradition behind the
A pioneer in technology
and development
Deck machinery
constant pressure type. One pump
can simultaneously supply a number
of winches and other hydraulically
driven devices. The high-pressure
drive has excellent stalling and
effective low speed performance. It is
easy to install, operate and maintain.
Three speed pole-change drive
The nearly maintenance-free electric
motor is of squirrel-cage rotor type,
without mechanical contact between
the rotor and the stator. The motor is
equipped with standstill heating,
temperature sensors and a fail-safe
brake. The winch control is precise
and easy. Speed steps in both
directions are obtained by a single
lever. Electric systems are easy to
install and provide quick start in all
customer, low-pressure hydraulic,
high-pressure hydraulic, frequency-
converter electric drive or pole-
change electric drive. The choice of
drive type often depends on type of
application and the actual winch
operations.
Low-pressure
The low-pressure drive has been
produced by Rolls-Royce since 1942.
The key characteristics of the motor
are foremost reliability and robust-
ness. In addition, the low-pressure
drive gives dynamic braking, low
noise level and is easy to operate.
Further advantages are stepless
speed regulation and high-torque.
Because it has few mechanical parts,
the low-pressure drive is less
4
pressure drive is of an open loop,
systems can be, as required by the
environmental conditions.
The hydraulic system for the high-
The power source for the winch
High-pressure
maintenance costs.
drive options suitable for all types of
vessel.
exposed to wear and tear, giving low
Rolls-Royce offers three different
Rauma Brattvaag™ drive
options for all types of
vessel
living and working environment.
operation helps to provide a good
performance, and smooth low noise
system also offers good stalling
control and anchor nesting. The drive
the use of very low speed for clutch
available. The stepless control allows
advanced electric drive technology
represents the latest and the most
The frequency converter model
Frequency converter drive
The low-pressure drive gives
dynamic braking, low noise
level and is easy to operate.
The high-pressure drive has
excellent stall characteristics and
effective low speed performance.
5
The electric based winches are
delivered with pole-change or
frequency-converter drives.
Drive options
6
COOPERATION
Rolls-Royce sales representatives are
experienced in module-based system
technology, and are highly knowledgeable
about the possibilities that it offers. They
give advice to suit customer requirements
early in the project stage.
SHORT RESPONSE TIME
When Rolls-Royce or our international
representatives receive your enquiry, our
marine engineers will configure a
module-based system to meet your
requirements.
CONFIGURATION
Using our database system we can
customise the winches with our wide range
of standard options and get quotation and
dimensional drawings for the winch
system.
TIMELY DELIVERY
Global production and distribution ensures
that the module-based winches are
produced close to our customers at
competitive prices, to an agreed quality
and with the promise of timely delivery.
quality, elimination of prototype
benefits are short lead times, high
as well as in delivery times. Further
efficiency in customer applications
process enables flexibility and
commercial vessels. The production
standard modules for naval and
and mooring winches made up from
concept offers tailor-made anchoring
The Rauma Brattvaag modular
LOCAL EXPERTISE
Through a number of subsidiaries around
the world, our experienced service
engineers can carry out close product
follow-up on site. This covers technical
back-up and installation assistance, consultancy services and quality assurance.
Suitable for all kinds of
vessels such as:
• tankers
• dry cargo ships
• passenger ships
• ferries
• workboats
• offshore vessels
• fishing vessels
• naval vessels
Typical
applications:
Anchoring and mooring –
the modular concept
7
GLOBAL SERVICE AND SUPPORT
Rolls-Royce provides worldwide back-up
for its winches. Our service engineers carry
out scheduled inspections and maintenance programmes under specific agreements with an owner. We take life-long care
of supplied equipment!
delivery.
our own assembly workshops before
process. The equipment is tested in
team controls the whole delivery
are our own, and the Rolls-Royce
Both mechanical and system design
cycle costs.
risks, variety of lay-out and low life-
Anchoring & mooring
stainless steel.
install. The modular design and the
8
brake is an external contracting band
run on roller bearings. The drum
All shafts, including the main shaft,
performance.
budgetary constraints and optimum
modules to meet the strictest
the customer to combine the relevant
starter is located below deck.
locatable control stands. Only the
motor and one or more freely
electric motor, starter for the electric
components – the winch with an
system consists of three basic
The electric anchoring and mooring
Electric systems
such as the pins, are made of
winches is light, compact and easy to
standard option programme allows
brake. All important brake parts,
The range of anchoring and mooring
The Rauma Brattvaag™
module-based system
simple, yet extremely, reliable
solutions. The low-pressure system
has dynamic braking as standard and
high lowering speed and no overspeed. In addition, use of band brake
during anchor operation is
unneccesary, which reduces wear and
tear, safe and easy operation.
power pack and the winch itself,
with a hydraulic motor and the
control valve mounted on the winch.
The high-pressure systems is based
on a working pressure of 200 to 280
bar. The design of the internal
hydraulic circuits avoid the need to
install separate drain lines – instead,
Cable lifter
Chain stopper
The system is characterised by
The system consists of the hydraulic
oil is led through return lines.
Low-pressure systems
Hydraulic high-pressure systems
Manual brake
Power pack
• stainless steel brake drums
of rotation, brakes and clutches
• remote control for speed, direction
• autotensioning
OPTIONS
Mooring winches
Hydraulic brake
Control stand
• stainless steel brake drum surface
• chain stopper
• cable length indicator
• independent driving gear
lowering
9
• automatic remote control for anchor
Windlasses
The range of mooring winches is
from 5 to 40 tonnes of pulling
capacity and anchor windlasses
up to 137 mm chain.
Anchoring & mooring
10
Rolls-Royce bulk tank
systems are delivered for
Cement, Barite and
Bentonite with dome or
cone-shaped tanks.
Capstan winches from
1.5 - 15 tonnes.
The air dryer de-humidifies
compressed air before entering
the dry bulk tanks. De-humidified
air reduces the possibility for
pipe clogging.
Tugger winches from
1.5 - 30 tonnes.
The compressors compress
the air (5.6 bar) which is used
for transport of dry bulk
material.
A total system supplier
for supply and service vessels
The cargo handling system is
delivered with easily operated
monitoring and control
systems.
This capability is unique to
Rolls-Royce and has been developed
products to integrated systems.
tailored to the specific application.
developed by utilising the latest
technology in design and production,
The dimensions of the winches are
The Rauma Brattvaag products are
Electric driven windlass/mooring winch.
available types of drive systems.
requirements – from individual
11
in close cooperation with customers.
The winches can be delivered with all
operating profitability.
contributes further to ensure high
throughout the vessel’s lifetime
tonnes. The low maintenance costs
capacity from 1.5 tonnes to 625
This includes winches with pull
market to the best of our ability.
to satisfy the supply and service
Solutions that meet our customer
Suitable for:
• platform supply vessels
• offshore support vesssels
• diving support vessels
• stand by/field support
vessels
• anchor handling tug
supply vessels
Typical
applications:
valves, air dryers and compressors.
with remote controls, tanks and
tailor-made cargo handling systems
systems. Rolls-Royce also offers
pack systems, control and monitoring
chain rollers, stern rollers, power
kinds of winches, spooling devices,
service fleet. The range comprises all
supplier to the offshore supply and
Rolls-Royce is the most experienced
Anchoring and mooring windlasses are tailored to
the vessel and its operation. Up to 30 tonnes.
Towing and anchor
handling winches
tension of the wires.
in order to minimise the risks of
human failure. In addition, they
assure great precision, which is
harbour tugs. The dimensions of the
winches are tailored to the specific
vessel and its operations.
12
storage winches and stern rollers
especially important in deep waters.
based systems is of vital importance,
suitable for both AHTS vessels and
The product range also includes
The use of highly advanced computer
tonnes pull. These winch systems are
The DTL NT is a dual-winch monitoring
system, informing the user about length,
speed and tension.
information about length, speed and
pressure hydraulic or electric drives,
and offer capacities of up to 625
monitoring) equipment provides
The DTL (digital tension and length
deep sea or towing operations.
of the winch systems, whether it is
gives the operator complete control
The Towcon NT monitoring system
systems that towing vessels require.
as well as all other kinds of winch
handling and towing duties use low-
Suitable for:
• AHTS vessels
• combined offshore
service vessels
• harbour tugs
Typical
applications:
Rauma Brattvaag winches for anchor-
wide to secure valuable applications.
winches are used by operators world-
a Rauma Brattvaag solution. These
strongest towing winch ever built is
handling and towing winches. The
developing the largest anchor-
Rolls-Royce is the fore-runner in
Winches and winch equipment
for offshore and harbour tugs
Towcon NT is a Windows-based monitoring
system. Graphic display shows length,
tension, pressure, speed, temperature,
couplings and brakes.
Rolls-Royce offers a wide range of towing
winches and systems for harbour tugs.
Storage winch.
Stern rollers are delivered as single,
twin and triple rollers. MWL up to
800 tonnes.
13
Towing and anchor
handling winches
14
Windlasses
Chain jacks
Serving the exploration
and production market
Drum winches
Traction winches
hydraulics, or electric drive.
to applications in the offshore oil &
Typical applications:
low-pressure or high-pressure
range of deck machinery customised
Chain stoppers
for precise handling and control.
with control and monitoring systems
Most of the products are delivered
chain jacks and chain stoppers.
tion, Rolls-Royce supplies fairleads,
chain) and traction winches. In addi-
combination winches (wire/rope/
Chain fairleads
Wire fairleads
for every task.
develop the best solutions possible
point of contact, enabling us to
15
items, Rolls-Royce provides a single
design and production of all major
Being a total supplier with «in-house»
customer cooperation.
very much thanks to continuous close
for safe operation in all climate zones,
high-quality and reliable machinery
Suitable for:
• semi-drilling vessels
• rigs
• semi-FPSO/production rigs
• FPSO
• jack-up
• pipe-laying barges
• seismic vessels
• shuttle tankers
• drilling ships
rings and turnings, anchor mooring
windlasses, anchor mooring drums,
We have a reputation for supplying
product range comprises turret bea-
gas industry. The Rauma Brattvaag
The winches can be supplied with
Rolls-Royce provides a complete
Towing and anchor
handling winches
16
Synchro Autotrawl System
2002 Electric drive systems
2000 New generation hydraulic motor
1999 New generation Synchro Autotrawl
1988 Twin-rig trawling innovation
The first winch
net sensors, echo sounders etc.
• Automatic communication with
trawling
• Handles bottom- and pelagic
triple-trawl systems
• Can handle single-, double- and
pumps in automatic mode
• Automatic start/stop of required
length adjustment
• «Split function», for independent
• Graphical display of net alignment
touch screen
based on monitoring system with
• Custom designed display pictures,
Key features
1969 Release of the first and the original
1942 The first hydraulic winch
Innovations since 1942
flexibility.
stability, simple operation and great
technology providing excellent
The system is based on the latest
arrangements.
for single-, double- and triple-trawl
for maximising the catching ability
Autotrawl is the optimum solution
to prevent damage. The Synchro
system pays out wire automatically
ditions, and if the trawl snags the
speed, even under difficult con-
The trawl is kept moving at constant
changing course during trawling.
It keeps the trawls fully open when
functions are fully integrated.
essential control and monitoring
advanced on the market, and all
The trawl system is one of the most
trawl, pelagic trawl and pair trawl.
demersal trawl, triple-rig demersal
single-rig demersal trawl, twin-rig
developed for dynamic control of
The Synchro Autotrawl system is
Rauma Brattvaag™
Synchro Autotrawl system
Synchro RT makes it possible to trawl
with split function on the winch,
with both single-, double- and triple
trawl.
17
The illustrations show the advantage
in controlling the trawl(s) by using
Synchro Autotrawl.
Winches for
fishing vessels
regulation, low maintenance costs and
flexible arrangement.
winches, Synchro Autotrawl, winch
18
operate.
Auxiliary winches
from 0.7-50 tonnes.
robust construction and is easy to
low-pressure hydraulic, which has a
commonly used drive system is the
customer requirements. The most
high-pressure hydraulic according to
Net drum winches
from 6-120 tonnes.
Suitable for:
• bottom trawlers with
single-, double- and
triple-trawl
• pelagic trawl
• purse seiner
• danish seiner
• longliners
• scientific research
The power source of the drives can be
electric, low-pressure hydraulic or
Typical
applications:
choice of three different winch drives.
Net sounder winches
from 2-6 tonnes.
remote controls.
All winch systems are delivered with
smooth-running.
higher shooting speed and very
transmission, less maintenance,
advantages including; no gear
6 tonnes to 75 tonnes provides
for direct driven trawl winches from
The new high-torque hydraulic motor
provides advantages of stepless speed
fishing vessels. The solution includes
monitoring and control systems, and a
The low-pressure system also
of deck machinery for all kinds of
Trawl purse winches
from 6 - 120 tonnes.
Rolls-Royce offers a complete system
Rauma Brattvaag™
fishing solutions
The radio control system ensures that
the operator is free to work in direct
contact with the load, or to control
the winch at long range.
The picture shows a remote control
panel for modern trawlers. Equipped
with background light for easy night
operation.
19
Winches for
fishing vessels
programmed position on the
receiving vessel. The control system
ensures that the position of the
payload is maintained regardless
of the relative movement of the
vessels.
ling rigs. For liquids and solids trans-
fer, the latest dual-purpose systems
can automatically transfer payloads
of two tonnes or hose catenaries from
a single station, and operate safely up
to sea-state 6 and 7. One man, from
• Crane refuelling rigs
supply ship and decelerates, safely
20
• Astern refuelling rigs
payload accelerates as it departs the
mer preference.
change drive depending on custo-
electric or 3 speed AC electric pole
thyristor controlled electric, hydro-
naval requirement. Operation is by
They can be tailored to virtually any
to meet exacting naval standards.
of windlasses and winches designed
machinery comprises a wide range
The Rolls-Royce range of naval deck
• Deep-sea scientific winches
• Towed array sonar winches
capstans
• Anchor cable and warping
• Mooring capstans
• Anchor windlasses
• Mooring/towing winches
Products include:
• Moveable highpoints
tions. Once in automatic mode the
Naval deck machinery
Associated equipment:
on the supply ship controls all func-
the custom designed control platform
stopping as it approaches the
conventional abeam and astern refuel-
systems to complement its range of
loped fully automated all-electric
ship concept, Rolls-Royce has deve-
moving to the low-manned all-electric
package. With many modern navies
systems as part of an integrated
underway replenishment (UNREP)
Rolls-Royce specialise in providing
safely in rougher conditions.
fuels and solid stores quickly and
replenishment vessels to supply both
The latest all-electric systems enable
Underway replenishment
and refuelling systems
Cable and warping capstan
The latest systems enable replenishment
vessels to supply both fuels and solid
stores quicker and in rougher conditions.
low-pressure system can be
is also possible. For example, the
to 100%. Upgrading of drive systems
trawl has given a catch increase of up
upgrading from single to double
combination of Synchro NT and an
reliable. One has experienced that a
older vessels to be more effective and
design and new technology can help
The advances in deck machinery
the original design. This upgrades
substituted for worn components of
unit is overhauled, a new module is
often developed so that when an old
The Rauma Brattvaag spare parts are
with no extra weight added.
output from existing components
installation. This will give 30% more
but with no visible changes to the
upgraded by increasing the pressure,
Upgrading and replacement components can pay dividends in vessel
performance and fuel savings. Once
a product is in service, it is expected
to last 25 years or more. During that
time, there will be tremendous changes
in the technology available.
To continuously improve your vessel’s
performance, we provide a variety of
upgrading solutions.
Upgrading is a good
investment
having to do expensive rebuilds.
21
can meet changing markets without
This means that in many cases you
– fit new equipment to your vessel.
upgrade old applications or purpose
partner, our experienced engineers
With Rolls-Royce as your service
well as restoring it to health.
the performance of the product as
Upgrading & Support
2
worldwide.
page 10 - 15
page 16 - 19
page 20 - 23
Upgrading & Support
Anchoring & mooring
Winches for fishing vessels
Drive options
Towing- and anchor
handling winches
page 4 - 5
page 6 - 9
Deck machinery
With a truly international presence, Rolls-Royce
provides service availability and maintenance
page 2 - 3
Content:
The high standard of Rolls-Royce product range is
attributed to years of continuous research and development.
levels of quality, expertise and performance.
satisfaction is your guarantee for the highest
The Rolls-Royce commitment to customer
products, services and expertise in the world.
has the broadest range of deck machinery
accumulated over 100 years, Rolls-Royce today
decade. Combining technology and skills
investment exceeding £5 billion in the last
the success of Rolls-Royce, with a total company
Ongoing research and development is the key to
cost-effectiveness.
customer demands regarding performance and
A supplier who has the capability to meet
winch systems to customers worldwide.
been the leading manufacturer of highly reliable
For more than half a century Rolls-Royce has
The winch maker
Ålesund (Ship Design)
Tel: +47 70 10 37 00
Fax: +47 70 10 37 01
Oslo (Repr. office)
Tel: +47 23 31 04 80
Fax: +47 23 31 04 99
Volda (Propulsion)
Tel: +47 70 07 39 00
Fax: +47 70 07 39 50
Ulsteinvik (Propulsion)
Tel: +47 70 01 40 00
Fax: +47 70 01 40 14
Ulsteinvik (Ship Design)
Tel: +47 70 01 40 00
Fax: +47 70 01 40 13
Ulsteinvik (Head Office)
Tel: +47 70 01 40 00
Fax: +47 70 01 40 05
Tennfjord (Steering Gear)
Tel: +47 70 20 88 00
Fax: +47 70 20 89 00
Longva (Automation)
Tel: +47 70 20 82 00
Fax: +47 70 20 83 51
Hareid (Rudders)
Tel: +47 70 01 40 00
Fax: +47 70 01 40 21
Brattvåg (Deck Machinery)
Tel: +47 70 20 85 00
Fax: +47 70 20 86 00
Bergen (Steering gear)
Tel: +47 56 57 16 00
Fax: +47 56 30 82 41
Bergen (Engines)
Tel: +47 55 53 60 00
Fax: +47 55 19 04 05
ROLLS-ROYCE
Bergen (Foundry)
Tel: +47 55 53 65 00
Fax: +47 55 53 65 05
N O R WAY
ROLLS-ROYCE
Rotterdam, Pernis (Service)
Tel: +31 10 40 90 920
Fax: +31 10 40 90 921
THE NETHERLANDS
Norderstedt
Tel: +49 40 52 87 36 0
Fax: +49 40 52 31 58 0
Hamburg, Kamerunweg
(Service)
Tel: +49 40 780 91 90
Fax: +49 40 780 91 919
ROLLS-ROYCE
Hamburg, Jessenstr.
Tel: +49 40 381 277
Fax: +49 40 389 2177
GERMANY
Paris (Naval Marine)
Tel: +33 147 221 440
Fax: +33 147 457 738
ROLLS-ROYCE
Rungis
Tel: +33 1 468 62811
Fax: +33 1 468 79398
FRANCE
Rauma (Propulsion/
Deck Machinery)
Tel: +358 2 837 91
Fax: +358 2 837 94804
Kokkola (Water jets)
Tel: +358 6 832 4500
Fax: +358 6 832 4511
ROLLS-ROYCE
Helsinki
Tel: +358 9 686 6330
Fax: +358 9 686 63339
FINLAND
ROLLS-ROYCE
Aalborg (Service)
Tel: +45 99 30 36 00
Fax: +45 99 30 36 01
DENMARK
NORTHERN EUROPE
POLAND
Dalian
Tel: +86 411 230 5198
Fax: +86 411 230 8448
Hong Kong
Tel: +852 2526 6937
Fax: +852 2868 5344
ROLLS-ROYCE
Shanghai
Tel: +86 21 6387 8808
Fax: +86 21 5382 5793
CHINA
ROLLS-ROYCE
Christchurch
Tel: +64 3 337 6420
Fax: +64 3 337 6421
NEW ZEALAND
North Ryde (Naval Marine)
Tel: +61 2 9325 1222
Fax: +61 2 9325 1394
Perth
Tel: +61 8 9336 7910
Fax: +61 8 9336 7920
ROLLS-ROYCE
Melbourne
Tel: +61 3 9873 0988
Fax: +61 3 9873 0866
AU S T R A L I A
ASIA PACIFIC
Madrid
Tel: +34 917 356 736
Fax: +34 917 356 737
ROLLS-ROYCE
Tarragona
Tel: +34 977 296 444
Fax: +34 977 296 450
S PA I N
ROLLS-ROYCE
Genova
Tel: +39 010 572 191
Fax: +39 010 572 1950
I TA LY
ROLLS-ROYCE
Rijeka
Tel: +38 5515 00100
Fax: +38 5515 00101
C R OAT I A
SOUTHERN EUROPE
Worcestershire (Allen Gears)
Tel: +44 1386 552 211
Fax: +44 1386 554 491
Manchester (Engines-Crossley
Pielstick)
Tel: +44 161 223 1353
Fax: +44 161 223 7286
Derby (Naval MarineSubmarines)
Tel: +44 1332 661 461
Fax: +44 1332 622 935
Bristol (Marine Systems)
Tel +44 117 979 5456
Fax +44 117 979 5632
Bristol (Naval Marine)
Tel: +44 117 974 8500
Fax: +44 117 979 2607
Dunfermline (Motion
Control/RAS)
Tel: +44 1383 82 31 88
Fax: +44 1383 82 40 38
Dartford
Tel: +44 1322 394 300
Fax: +44 1322 394 301
ROLLS-ROYCE
Newcastle (Bearings)
Tel: +44 191 273 0291
Fax: +44 191 272 2787
UNITED KINGDOM
ROLLS-ROYCE
Kristinehamn (Propulsion)
Tel: +46 550 84000
Fax: +46 550 18190
SWEDEN
Gdynia
Tel: +48 58 782 06 55
Fax: +48 58 782 06 56
ROLLS-ROYCE
Gniew (Deck Machinery)
Tel: +48 58 535 22 71
Fax: +48 58 535 22 18
INDIA
Washington (Naval Marine Inc)
Tel: +1 703 834 1700
Fax: +1 703 709 6086
Walpole (Naval Marine Inc)
Tel: +1 508 668 9610
Fax: +1 508 668 2497
Pascagoula (Foundry-Naval
Marine)
Tel: +1 228 762 0728
Fax: +1 228 769 7048
Miami (Syncrolift Inc)
Tel: +1 305 670 8800
Fax: +1 305 670 9911
Annapolis (Naval Marine Inc)
Tel: +1 410 224 2130
Fax: +1 410 266 67221
Seattle
Tel: +1 206 782 9190
Fax: +1 206 782 0176
New Orleans
Tel: +1 504 464 4561
Fax: +1 504 464 4565
Houston
Tel:+1 713 273 7700
Fax: +1 713 273 7776
ROLLS-ROYCE
Fort Lauderdale
Tel: +1 954 745 5400
Fax: +1 954 745 5401
USA
Vancouver (Propulsion)
Tel: +1 604 942 1100
Fax: +1 604 942 1125
St. Johns
Tel: +1 709 364 3053
Fax: +1 709 364 3054
ROLLS-ROYCE
Halifax
Tel: +1 902 468 2883
Fax: +1 902 468 2759
CANADA
Rio de Janeiro (Naval Marine)
Tel: +55 21 2277 0100
Fax: +55 21 2277 0186
ROLLS-ROYCE
Rio de Janeiro
Tel: +55 21 3860 8787
Fax: +55 21 3860 4410
BRAZIL
AMERICAS
ROLLS-ROYCE
Vladivostok
Tel: +7 4232 495 484
Fax: +7 4232 495 484
RUSSIA
ROLLS-ROYCE
Busan (Deck Machinery)
Tel: +82 51 831 4100
Fax: +82 51 831 4101
KO R E A
ROLLS-ROYCE
Tokyo
Tel: +81 3 3237 6861
Fax: +81 3 3237 6846
J A PA N
NORTH EAST ASIA
ROLLS-ROYCE
Dubai
Tel: +971 4 299 4343
Fax: +971 4 299 4344
U N I T E D A R A B E M I R AT E S
ROLLS-ROYCE
Singapore
Tel: +65 686 21 901
Fax: +65 686 22 477
SINGAPORE
ROLLS-ROYCE
Mumbai
Tel: +91 22 820 45 41/-823 53 19
Fax: +91 22 820 45 42
Curso 2.013/2.014
ANEXO 7 EQUIPO CONTRAINCENDIOS.
Cuaderno nº12
Sistema de extinción
n de diluvio. Fire protection for the high seas
© ROYAL CARIBBEAN INTERNATIONAL
HI-FOG® for marine and offshore applications
Providing maximum
If a ship fails to meet the marine
industry’s tough global safety regulations, the costs could be measured
in lives. The HI‑FOG® Water Mist Fire
Protection System is proven to meet
these regulations. HI-FOG® ensures
the smooth-running continuity of your
shipping business.
HI-FOG®’s proven operational
strength over decades is reflected
in more than a thousand of vessels
currently fitted with the system and
numerous real case fires successfully
suppressed. Originally developed for
protecting accommodation spaces
of passenger ships, HI-FOG® is now
being used for the protection of all
spaces on every types of vessels.
HI-FOG® delivers extremely good performance,
combating fire by removing two of the main elements
a fire needs to survive: heat and oxygen.
The HI-FOG® water mist displaces oxygen at the
seat of the fire and quickly cools the surrounding air,
effectively surpressing and controlling the fire before
it can spread or reignite.
This is achieved with remarkably little water:
HI-FOG® uses significantly less water than
conventional sprinkler solutions.
© BAE SYSTEMS
fire safety at sea
HI-FOG® benefits:
• Fast: immediate activation
• Proven: success in countless real fires
• Safe: harmless to people and the
environment
• Cooling: prevents fire from reigniting
• Short downtime: economic risk reduction
• Low water usage: minimized damages
• Flexibility: single central pump can
service the entire integrated system
Immediate activation
The moment the fire is detected, HI-FOG®
springs into action, immediately attacking the fire. HI-FOG® controls and suppresses the fire. The water mist cools the
surroundings, preventing the fire from
reigniting.
Spaces do not need to be evacuated or
closed off for HI-FOG® to be activated.
This dramatically reduces the potential
damage fire can cause.
Safety
HI-FOG® is entirely safe for people and
the environment. Premises can be entered while the system is discharging as
it does not affect the system’s fire fighting
efficiency or pose any danger to people.
Never depleted
Remaining protected also after fire is
very important. While most other solutions need recharging or special service
after activation, HI-FOG® is ready to go
again without delay.
HI-FOG® makes evacuation and fire
fighting safer by blocking the radiant
heat emitted by the fire.
The system is designed so that
water supply is never depleted. If
water tanks are emptied, HI-FOG®
switch to sea water for continued
protection.
the
the
can
fire
© KLAUS JORDAN
Meeting the needs of
HI-FOG® is fitted on nearly every
modern cruise liner. And the story
doesn’t end there. Through intensive
research and full-scale testing, HI-FOG®
has become a high performance
solution well suited for marine and
offshore applications.
From control and suppression in
accomodation and service spaces
to completely extinguishing fire in
machinery rooms, HI-FOG® does the
job. Installations can be combined with
single central pump unit serving the
entire, integrated system.
HI-FOG® protects all types
of vessels:
• Cruise ships and ferries
• Ro-Ro/Ro-Pax vessels
• Cargo ships
• Workboats
• Luxury yachts
• Naval vessels
• Offshore exploration and
production units
• Service vessels
HI-FOG® protects all spaces:
• Accommodation and service
spaces
• Machinery spaces and pump
rooms
• Ro-Ro decks and special
category spaces
• Deep-fat fryers and ducts
• Balconies
© STX EUROPE
all maritime operations
Reliable
Countless tests and numerous real case
fires have proven HI-FOG®’s value time
and again.
Fully compliant with the latest International Maritime Organization regulations, HI-FOG® delivers the performance
and reliability needed to protect your
business from fire. HI-FOG® is compliant with the latest SOLAS regulations
and the relevant marine type approvals.
A short selection of HI-FOG® approvals
Oasis of the Seas
One of the largest cruise vessels ever
build, the 225,000 GT Oasis of the Seas
can carry up to 5,400 passengers. The
HI-FOG® system for Oasis of the Seas
is the largest marine fire fighting protection ever done covering all accommodation, public and service spaces. In
addition, HI-FOG® protects machinery
spaces in accordance with RCCL safety
standards, along with laundry facilities,
galley ducts and deep fat fryers.
Bourbon Hamos, GPA 670 MKII (PSV)
This was the first of four Platform Support Vessels for Bourbon Offshore. The
vessel is designed for world-wide, deep
water and shallow water operations. The
HI-FOG® system protects the machinery
spaces as well as the deep fat fryer and
galley duct.
© DE VRIES
© COLOR LINE
© BOURBON
© PETER NILSSON
© FOTOFLITE
Proven success in all
marine applications
Colour Fantasy
This massive ferry has been described as
‘a cruise ship with a car deck’. She can
carry 2,770 passengers and 750 cars,
and operates between Oslo and Kiel.
Fire protection is based on the HI-FOG®
2000 sprinkler system. In addition, the
vessel has a HI-FOG® local application
system, as well as a HI-FOG® system for
the protection of deep fat fryers.
Visby
Each kilogram was critical for this new,
ultra hi-tech carbon fibre naval vessel,
the first to feature fully developed stealth
technology. It required an effective fire
protection system which could withstand battle conditions and be as light
as possible. All accomodation spaces
have protection coverage provided by
HI-FOG®.
Manon
As a car and truck carrier leading the
way in quality, safety and environmental
principles, Wallenius brought 27 of its
ships in line with the IMO MSC/Circ.913
fire protection standards by installing the HI-FOG®. The systems protect
engine room hot spots including main
engines, auxiliary engines, purifiers and
boiler fronts. The retrofit program was
carried out on ships docked in harbours
around the world, as well as on some
while they were in service.
M/Y Katrion
Luxury yachts are built to the highest
standards of quality, performance and
design. HI-FOG® combines safety and
elegance into one compact, efficient
fire protection system. The HI-FOG®
system protects both accomodation and
machinery spaces of a 38m super yacht
M/Y Katrion.
Customized solutions
and expert services
Marioff provides the entire solution with top quality professional services for the lifetime
of the installation.
We offer after-sales support
and services all around the
world to maintain the safety
and operability of every vessel
fitted with the HI-FOG® system. Along with comprehensive systems and components
support, we also provide crew
training to all our customers.
Design & project management
Marioff designs the right HI-FOG® system for each vessel based on the fire risk
assessment, water supply and any special protection requirements. A Marioff
project manager ensures smooth and
correct system delivery. Marioff also
takes responsibility for regulatory approvals of each installation.
Installation
Marioff is expert at installation in various environments world-wide. The full
range of our experience will be placed
at your disposal in the project planning
stages. The work is scheduled in accordance with the operations with minimal
disruption.
Marioff Services
Marioff provides annual, 5-year and
10-year service packages. All activities
are performed by certified service engineers who have a deep understanding of
HI-FOG® systems.
Monitoring and regular checks help
ensure the system operates as expected.
Marioff offers basic operator training to
all HI-FOG® customers. Each course is
tailored based on the customer-specific
HI-FOG® installation.
As the original manufacturer of HI-FOG®
components, the system will be well
supported with the timely supply of topquality spares.
12
06
01
07
11
08
09
10
03
15
04
02
14
05
01
02
03
04
05
06
07
08
Water Inlet
Separator
Fire Main Inlet
T-joint
Section Valve
Distribution Block
Assembly Body
Sprayhead
09
10
11
12
13
14
15
16
Fire Detector
Manual Release Button
Alarm Siren
Fire Alarm Control Panel (ECR)
Fire Main
Fresh Water Main
Compressed Air Supply
Feed Water Pump
16
13
The HI-FOG® system uses small diameter stainless steel tubes that can be easily hidden above the inner
ceiling. The high quality tubing bends easily around corners and obstructions.
HI-FOG® 3000-series nozzles
Head Office
Marioff Corporation Oy
Plaza Business Park Halo
P.O.Box 1002, FI-01511 Vantaa, Finland
Tel. +358 (0)10 6880 000
Fax +358 (0)10 6880 010
Email: info@marioff.ﬁ
The HI-FOG® gas-driven pump unit (GPU).
The HI-FOG® electrically-driven pump unit (SPU).
The picture shows a SPU 5+1 pump unit that is the
most common unit used for marine applications.
Information on Marioff group companies, agents/distributors and references can be found at
www.marioff.com.
Marioff Corporation Oy reserves the right to change or modify the information given in this
brochure, including technical details, without notice. HI-FOG® and Marioff® are registered
trademarks of Marioff Corporation Oy. Marioff is a part of UTC Building & Industrial Systems,
a unit of United Technologies Corp. (NYSE:UTX).
All rights reserved. Reproduction of any part of this document without the express written
permission of Marioff Corporation Oy is prohibited.
3001F-EN © Marioff Corporation Oy 2014
HI-FOG® sprayhead
List of MARINE type approvals
BLUE: MPU / SPU / MT4 / MLPU
RED: GPU
GREEN: HF2000 / Bilge Foam / ML9
VIOLET: ML5-ML9
Machinery spaces & pump rooms
Deep fat fryers
Galley ducts
Total flooding
Local application
ISO 15371
-
MSC/Circ.1165
MSC/Circ.913
Accommodation areas,
public spaces and
service areas
Ro-Ro spaces
Balconies
Res.A.800(19)
MSC.1/Circ.1272
MSC.1/Circ.1268
EC Type Examination Certificate Council Directive 96/98 EC on Marine Equipment (MED)
11489/B0 EC
BV Valid 3/2013
MED-B-6908 DNV
Valid 4/2016
MED-B-3878 DNV
Valid 4/2013
MED-B-7932 DNV
Valid 1/2018
09485/C0 EC
BV Valid 9/2017
12873/C0 EC
BV Valid 9/2017
05415/C1 EC
BV Valid 5/2014
09486/C1 EC
BV Valid 5/2014
11265/C0 EC
BV Valid 5/2014
MED-B-6544 DNV
Valid 11/2015
MED-B-6543 DNV
Valid 11/2015
06-LD110221/2-PDA
Valid 4/2016
04-LD411874/4-PDA
Valid 5/2014
13-LD964185-PDA
Valid 5/2018
01-HS149727/2-PDA
Valid 4/2016
01-HS142249-4-PDA
Valid 1/2017
03-LD375738/1-PDA
Valid 9/2013
00-HS124355-3-PDA
Valid 7/2015
04-LD411488-2/PDA
Valid 5/2014
03-LD376430-2-PDA
Valid 5/2018
08-LD369670-2-PDA
Valid 5/2018
08-LD361737-2-PDA
Valid 5/2018
17131/B0
Valid 1/2016
09484/C0
Valid 2/2017
31907/A0
Valid 11/2017
(MED)
(MED)
11263/C0 EC
BV Valid 5/2014
(sprinklers approval)
21458/A0
Valid 8/2014
ABS
03-LD380522-3-PDA
Valid 5/2018
Bureau Veritas
(MED)
June, 2013
11549/C0
Valid 11/2017
1/4
China Classification Society
GB11T00006
Valid 3/2015
GB11T00006
Valid 3/2015
GB11T00006
Valid 3/2015
GB11T00006
Valid 3/2015
GB11T00006
Valid 3/2015
(MED)
F-20124
Valid 6/2016
F-20123
Valid 6/2016
F-20122
Valid 6/2016
F-20126
Valid 12/2014
F-20125 (Store rooms)
Valid 12/2014
F-20341
Valid 12/2014
F-18999
Valid 6/2013
(MED)
(MED)
26 688-05 HH
Valid 1/2016
45 874-02 HH
Valid 10/2016
59 834 - 13 HH
Valid 1/2018
15 722-00 HH
Valid 5/2015
15 349-00 HH
Valid 1/2015
45 991-03 HH
Valid 5/2017
85 430-96 HH
Valid 7/2015
44 978-07 HH
Valid 7/2015
17 426-01 HH
Valid 7/2015
59 248-08 HH
Valid 8/2018
59 390-08 HH
Valid 8/2018
DNV
F-19539
Valid 12/2013
F-19197
Valid 12/2013
Germanischer Lloyd
45 445-02 HH
Valid 11/2015
45 446-02 HH
Valid 1/2017
Korean Register
HEL06587-FF002
Valid 12/2014
HEL06587-FF001
Valid 12/2014
HEL06587-FF004
Valid 6/2013
June, 2013
2/4
Lloyd’s Register
SAS F110348
Valid 6/2013
SAS F110349
Valid 6/2013
SAS F100289/M4
Valid 8/2015
SAS F100080
Valid 3/2015
SAS F130049
Valid 3/2018
SAS F090312/M1
Valid 7/2014
SAS F090314/M1
Valid 11/2014
SAS F110341
Valid 7/2015
SAS F090037
RRD (Deluge)
Valid 3/2014
SAS F090038
RRS (Sprinklers)
Valid 3/2014
SAS F090169
Valid 5/2014
FPE361110CS/002
Valid 4/2016
FPE361110CS/003
Valid 4/2016
FPE190112CS
Valid 7/2017
FPE285311CS/003
Valid 7/2015
FPE285311CS/002
(Store rooms)
Valid 7/2015
FPE285311CS/001
Valid 7/2015
FPE285311CS/004
Valid 7/2015
FPE153110CS
Valid 4/2015
FPE192710CS
Valid 5/2015
11.03569.009
Valid 12/2016
11.03568.009
Valid 12/2016
11.03573.009
Valid 12/2016
13.00639.313
Valid 7/2015
13.00637.313
Valid 7/2015
11.03571.009
Valid 12/2016
SAS F100287
Valid 8/2015
SAS F100288
Valid 8/2015
SAS F120384
Valid 12/2017
Nippon Kaiji Kyokai
KC09ES256
Valid 6/2014
RINA
FPE361110CS/001
Valid 12/2015
FPE266611CS
Valid 8/2016
FPE265611CS
Valid 8/2016
FPE127407CS
Valid 03/2015
Russian Maritime Register of Shipping
13.00641.313
Valid 2/2018
June, 2013
13.00641.313
Valid 2/2018
11.03575.009
Valid 12/2016
11.03576.009
Valid 2/2016
13.01102.313
Valid 7/2015
3/4
Transport Canada
RDIMS#6839936
Valid 6/2016
RDIMS#4828209
Valid 3/2014
RDIMS#8165638-v1
Valid 8/2015
RDIMS#4828209
Valid 3/2014
RDIMS#752890
Valid 3/2014
RDIMS#8138354
Valid 7/2014
RDIMS#4828209
Valid 3/2014
RDIMS#752890
Valid 3/2014
SEG-TEC-RG02/06/70
SEG-TEC-RG02/06/80
162.135/7/0
Valid 5/2018
162.135/9/0
Valid 6/2014
RDIMS#6660392
Valid 4/2016
Autoridad Maritima de Panamá
United States Coast Guard
162.135/11/0
Valid 1/2015
162.135/6/0
Valid 9/2016
June, 2013
4/4
Curso 2.013/2.014
ANEXO 8 CARACTERÍSTICAS DEL CRUDO.
Cuaderno nº12
TECHNICAL INFORMATION PAPER
FATE OF MARINE OIL SPILLS
Introduction
When oil is spilled into the sea it undergoes a number
of physical and chemical changes, some of which lead
to its removal from the sea surface, whilst others cause
it to persist. Although spilled oil is eventually assimilated
by the marine environment, the time involved depends
upon factors such as the amount of oil spilled, its initial
physical and chemical characteristics, the prevailing
climatic and sea conditions and whether the oil remains
at sea or is washed ashore.
An understanding of the processes involved and how
they interact to alter the nature, composition and
behaviour of oil with time is fundamental to all aspects
of oil spill response. It may, for example, be possible to
predict with confidence that oil will not reach vulnerable
resources due to natural dissipation, rendering a cleanup response unnecessary. When an active response is
required, the type of oil and its probable behaviour and
fate will determine which response options are likely to
be most effective and should therefore be selected.
This paper describes the combined effects of the various
processes acting on spilled oil and the implications for
clean-up response.
Properties of Oil
gravity (high °API) tend to contain a high proportion of volatile
components and to be of low viscosity.
Crude oils of different origin vary widely in their physical and
chemical properties, whereas many refined products tend to
have well-defined properties irrespective of the crude oil from
which they are derived. Residual products such as intermediate
and heavy fuel oils, which contain varying proportions of nonrefined components blended with lighter refined components
also vary considerably in their properties.
The main physical properties which affect the behaviour and
the persistence of an oil spilled at sea are specific gravity,
distillation characteristics, viscosity and pour point. All are
dependent on chemical composition (e.g. the amount of
asphaltenes, resins and waxes which the oil contains).
Specific gravity or relative density of an oil is its density in
relation to pure water. Most oils have a specific gravity below
1 and are lighter than sea water which has a specific gravity of
about 1.025. The American Petroleum Institute gravity scale
°API is commonly used to describe the specific gravity of crude
oils and petroleum products, and is calculated as follows:
°API =
141.5
specific gravity
-131.5
In addition to determining whether or not the oil will float, the
specific gravity can also give a general indication of other
properties of the oil. For example, oils with a low specific
No.2
Distillation characteristics of an oil describe its volatility. As the
temperature of an oil is raised, different components reach
their boiling point one after another and evaporate, i.e. are
distilled. The distillation characteristics are expressed as the
proportions of the parent oil which distil within given
temperature ranges. Some oils contain bituminous, waxy or
asphaltenic residues which do not readily distil, even at high
temperatures. These are likely to persist for extended periods
in the environment.
Viscosity of an oil is its resistance to flow. High viscosity oils
do not flow as easily as those with lower viscosity. All oils
become more viscous (i.e. flow less readily) as their
temperature falls, some more than others depending on
their composition. Since sea temperatures are often lower
than cargo or bunker temperatures on board a vessel,
viscosity-dependent clean-up operations such as skimming
and pumping generally become more difficult as the spilled
oil cools. The temperature-viscosity relationships for three
crude oils are shown in Table 1 and Figure 1. In this paper,
units of kinematic viscosity, expressed as centistokes (cSt) are
used.
Pour point is the temperature below which an oil will not flow.
The pour point is a function of the wax and asphaltene content
of the oil. As an oil cools, it will reach a temperature, the so-
2002
called ‘cloud point’, at which the wax components begin to
form crystalline structures. This increasingly hinders flow of the
oil until it eventually changes from liquid to semi-solid at the
pour point. An example of this behaviour is shown for Bonny
Light in Figure 1 and Table 1. For this oil, as it cools from a
typical cargo temperature of >30°C, its viscosity rises slowly,
but below 20°C it begins to thicken exponentially until at
around 12°C the viscosity has increased so much that it will no
longer flow. For the other two oils shown, the pour points and
cloud points are below 0°C.
Weathering Processes
Table 1: Physical characteristics of three typical crude oils.
Origin
Arabian
Super Light
Bonny Light
Merey
Saudi Arabia
Nigeria
Venezuela
°API
48.5
34.6
15.7
SG at 15°C
0.79
0.85
0.96
Wax content
12%
13%
10%
Asphaltenes
7%
No data
9%
-29°C
12°C
-18°C
Pour point
The physical and chemical changes that spilled oil undergoes
are collectively known as ‘weathering’. Although the individual
processes causing these changes may act simultaneously, their
relative importance varies with time. Together they affect the
behaviour of the oil and determine its ultimate fate. These
processes are illustrated in Figure 2 for a spill of a typical
medium crude oil under moderate sea conditions.
Spreading
As soon as oil is spilled, it starts to spread over the sea surface.
The speed at which this takes place depends to a great extent
on the viscosity of the oil and the volume spilled. Fluid, low
viscosity oils spread more quickly than those with a high
viscosity. Liquid oils initially spread as a coherent slick but
quickly begin to break up. Solid or highly viscous oils fragment
rather than spreading to thin layers. At temperatures below
their pour point, oils rapidly solidify and hardly spread at all
and may remain many centimetres thick. Winds, wave action
and water turbulence tend to cause oil to form narrow bands
or ’windrows’ parallel to the wind direction. At this stage the
properties of the oil become less important in determining slick
movement.
The rate at which oil spreads or fragments is also affected by
tidal streams and currents - the stronger the combined forces,
the faster the process. There are many examples of spills
spreading over several square kilometres in just a few hours
and over several hundreds of square kilometres within a few
days, thus seriously limiting the possibility of effective clean-up
at sea. It should also be appreciated that, except in the case of
small spills of low viscosity oils, spreading is not uniform and
large variations of oil thickness from less than a micrometre to
several millimetres can occur.
Figure 1: Viscosity/temperature relationship for three crude oils.
Viscosity is plotted on a double log scale.
Evaporation
The more volatile components of an oil will evaporate to the
atmosphere. The rate of evaporation will depend on ambient
temperatures and wind speed. In general, those oil
components with a boiling point below 200°C will evaporate
within a period of 24 hours in temperate conditions. The
greater the proportion of components with low boiling points,
the greater the degree of evaporation. The initial spreading
rate of the oil affects evaporation since the larger the surface
Figure 2: A schematic representation of the fate of a crude oil spill showing changes in the relative importance of weathering
processes with time - the width of each band indicates the importance of the process.
2
Fate of Marine Oil Spills
area, the faster light components will evaporate. Rough seas,
high wind speeds and warm temperatures will also increase
the rate of evaporation. Any residue of oil remaining after
evaporation will have an increased density and viscosity, which
affects subsequent weathering processes and the effectiveness
of clean-up techniques.
Spills of refined products, such as kerosene and gasoline, may
evaporate completely within a few hours and light crudes can
lose up to 40% of their volume during the first day. In contrast,
heavy fuel oils undergo little, if any, evaporation. When
extremely volatile oils are spilled in confined areas, there may
be a risk of fire and explosion or human health hazards.
Dispersion
Waves and turbulence at the sea surface can cause all or part
of a slick to break up into droplets of varying sizes which
become mixed into the upper layers of the water column.
While some of the smaller droplets may remain in suspension,
the larger ones rise back to the surface, where they either
coalesce with other droplets to reform a slick or spread out in
a very thin film, often referred to as ‘sheen’. Droplets which are
small enough are kept in suspension by the turbulent motion
of the sea, which mixes the oil into ever greater volumes of sea
water, so reducing its concentration. The increased surface
area presented by dispersed oil can promote processes such
as biodegradation, dissolution and sedimentation.
When medium and light oils spread unhindered, the oil will
eventually form very thin films. These appear as iridescent
(rainbow) and silver sheens, which dissipate rapidly.
The rate of dispersion is largely dependent upon the nature of
the oil and the sea state, proceeding most rapidly with low
viscosity oils in the presence of breaking waves.
Oils that remain fluid and spread unhindered by other
weathering processes may disperse completely in moderate
sea conditions within a few days. The application of dispersant
chemicals can speed up this natural process. Conversely,
viscous oils and oils at temperatures below their pour point, or
oils that form stable water-in-oil emulsions, tend to form thick
lenses on the water surface that show little tendency to
disperse, even with the addition of dispersant chemicals. Such
oils can persist for weeks and on reaching the shore may
eventually form hard asphalt pavements if not removed.
Dissolution
The rate and extent to which an oil dissolves depends upon its
composition, spreading, water temperature, turbulence and
degree of dispersion. The heavy components of crude oil are
virtually insoluble in sea water whereas lighter compounds,
particularly aromatic hydrocarbons such as benzene and
toluene, are slightly soluble. However, these compounds are
also the most volatile and are lost very rapidly by evaporation,
typically 10 to 1,000 times faster than by dissolution.
Concentrations of dissolved hydrocarbons in sea water thus
rarely exceed 1 ppm and dissolution does not make a
significant contribution to the removal of oil from the sea
surface.
When oil becomes mixed with sediment, the density can
become sufficiently high for it to sink if it is washed off the
beach. In this photo, large patches of sunken oil are visible in
shallow water close to the beach.
Emulsification
In moderate to rough seas, most oils will take up water
droplets and form water-in-oil emulsions under the turbulent
action of waves on the sea surface. This can increase the
volume of pollutant by a factor of up to four times. Emulsions
form most readily in oils which have a combined
Nickel/Vanadium concentration greater than 15 ppm or an
asphaltene content in excess of 0.5% when they are fresh. The
presence of these compounds and the sea state determine the
rate at which emulsions form. Oils which readily emulsify do
so rapidly in sea states greater than Beaufort Force 3 (wind
speed 7 - 10 knots). Very viscous oils tend to take up water
more slowly than more liquid oils. As the emulsion develops,
the movement of the oil in the waves causes the droplets of
water which have been taken up in the oil to become smaller
Oils spilled into the sea at temperatures below their pour point
form solid fragments. This photo shows Nile Blend crude, pour
point +33o C, in sea water of 28o C. Such oils are highly
persistent and have the potential to travel great distances.
3
and smaller, making the emulsion progressively more viscous
and stable. As the amount of water absorbed increases, the
density of the emulsion approaches that of sea water. Stable
emulsions may contain as much as 70% - 80% water and are
often semi-solid and have a strong red/brown, orange or
yellow colour. They are highly persistent and may remain
emulsified indefinitely. Less stable emulsions may separate out
into oil and water if heated by sunlight under calm conditions
or when stranded on shorelines.
The formation of water-in-oil emulsion reduces the rate of
other weathering processes and is the main reason for the
persistence of light and medium crude oils on the sea
surface.
The dissipation of many oils is slowed by the formation of
highly viscous water-in-oil emulsions.
Water-in-oil emulsions often accumulate on shores in thick
layers.
Sediment-oil interactions
A greatly magnified image (x1,000) of a water-in-oil emulsion
showing individual water droplets surrounded by oil.
Oxidation
Hydrocarbons can react with oxygen, which may either lead to
the formation of soluble products or persistent tars. Oxidation
is promoted by sunlight and although it occurs throughout the
existence of a slick, its overall effect on dissipation is minor
compared to that of other weathering processes. Even under
intense sunlight, thin oil films break down only slowly, and
usually less than 0.1% per day. Thick layers of very viscous oils
or water-in-oil emulsions tend to oxidise to persistent residues
rather than degrade, as higher molecular weight compounds
are formed that create a protective surface layer. This can be
seen in tar balls which sometimes strand on shorelines and
which usually consist of a solid outer crust of oxidised oil and
sediment particles, surrounding a softer, less weathered
interior.
4
A few heavier residual oils have specific gravities greater than
sea water (more than 1.025), causing them to sink once
spilled. Most crude and fuel oils have sufficiently low specific
gravities to remain afloat unless they interact with and attach
to more dense sediment or organic particles. Dispersed oil
droplets can interact with sediment particles suspended in the
water column, thus becoming heavier and sinking. However,
adhesion to heavier particles most often takes place when oils
strand or become buried on beaches. On exposed, high
energy beaches, large amounts of sediment can be
incorporated and the oil can form dense tar mats. Seasonal
cycles of sediment build-up and erosion may cause oil layers
to be successively buried and uncovered. Even on less exposed
sandy beaches, stranded oil can become covered by windblown sand. Once oil has been mixed with beach sediment, it
will sink if washed back out to sea by storms, tides or currents.
On sheltered shorelines, where wave action and currents are
weak, muddy sediments and marshes are common. If oil
becomes incorporated into such fine grained sediments, it is
likely to remain there for a considerable time.
Shallow coastal areas and the waters of river mouths and
estuaries are often laden with suspended solids that can bind
with dispersed oil droplets, thereby providing favourable
conditions for sedimentation of oily particles to the sea bed.
Like some heavy crudes, most heavy fuel oils and water-in-oil
emulsions have specific gravities close to that of sea water, and
even minimal interaction with sediment can be sufficient to
cause sinking. Fresh water from rivers also lowers the salinity
of sea water, and therefore its specific gravity, and can
encourage neutrally buoyant droplets to sink. Oil may also be
ingested by planktonic organisms and incorporated into faecal
pellets, subsequently falling to the seabed.
Figure 3: Processes acting on spilled oil.
When oil droplets in the water column adhere to very fine
sediment particles or particles of organic matter they can form
flocculates, which may be widely dispersed by currents or
turbulence. Small quantities of oil in sea bed sediments or on
beaches may also become attached to such particles and
become suspended in the water as flocculates as a result of
storms, turbulence or tidal rise and fall. This process,
sometimes referred to as clay-oil flocculation, can result over a
period of time in the removal of oil from beaches.
Biodegradation
Sea water contains a range of marine micro-organisms
capable of metabolising oil compounds. They include bacteria,
moulds, yeasts, fungi, unicellular algae and protozoa which
can utilise oil as a source of carbon and energy. Such
organisms are distributed widely throughout the world’s
oceans although they tend to be more abundant in chronically
polluted coastal waters, such as those with regular vessel traffic
or which receive industrial discharges and untreated sewage.
The main factors affecting the rate and extent of
biodegradation are the characteristics of the oil, the availability
of oxygen and nutrients (principally compounds of nitrogen
and phosphorus) and temperature. Each type of microorganism involved in the process tends to degrade a specific
group of hydrocarbons and thus a wide range of microorganisms, acting together or in succession, are needed for
degradation to occur. As degradation proceeds, a complex
community of micro-organisms develops. Although the
necessary micro-organisms are present in relatively small
numbers in the open sea, they multiply rapidly when oil is
available and degradation will continue until the process is
limited by nutrient or oxygen deficiency. Whilst microorganisms are capable of degrading most of the wide variety
of compounds in crude oil, some large and complex molecules
are resistant to attack.
Because the micro-organisms live in the water, from which they
obtain oxygen and essential nutrients, biodegradation can
only take place at an oil/water interface. At sea, the creation
of oil droplets, either through natural or chemical dispersion,
increases the interfacial area available for biological activity
and so may enhance degradation.
In contrast, oil stranded in thick layers on shorelines or above
the high water mark will have a limited surface area and will
be subject to drier conditions which will render degradation
extremely slow, resulting in the oil persisting for many years.
Similarly, once oils become incorporated into sediments on the
shoreline or sea bed, degradation is very much reduced or
may stop due to a lack of oxygen and/or nutrients.
The variety of factors influencing biodegradation makes it
difficult to predict the rate at which oil may be removed.
Although biodegradation is clearly not able to remove bulk oil
accumulations, it is one of the main mechanisms by which
dispersed oil or the final traces of a spill on shorelines are
eventually removed.
Combined Processes
The processes described previously are summarised in Figure
3. All come into play as soon as oil is spilled, although their
relative importance varies with time, as shown in Figure 2.
Spreading, evaporation, dispersion, emulsification and
dissolution are most important during the early stages of a spill
whilst oxidation, sedimentation and biodegradation are longer
term processes which determine the ultimate fate of oil. An
understanding of the way in which weathering processes
interact is important when attempting to forecast the changing
characteristics of an oil during the lifetime of a slick at sea.
It should be appreciated that the movement of an oil slick on
the sea surface is due to winds and surface currents, and may
be influenced by the combined weathering processes. The
actual mechanisms governing spill movement are complex,
but experience shows that oil drift can be predicted from a
simple vector calculation of wind and surface current direction,
based on about 3% of the wind speed and 100% of the current
velocity. Reliable prediction of slick movement is clearly
dependent upon the availability of good wind and current
data. Accurate current data are sometimes difficult to obtain.
For some areas it is presented on charts or tidal stream atlases
but often only general information is available. In shallow
waters near the coast or among islands, currents may be
complex and are often poorly understood, rendering accurate
prediction of slick movement particularly difficult.
5
Table 2: Classification of oils according to their specific gravity.
The colours of each group relate to Table 1 and Figures 4 and 5.
Group 3
Specific Gravity 0.85 – 0.95 (ºAPI 17.5 - 35)
A Pour point ºC
B Viscosity cSt @ 15ºC: 8 - Solid Average 275
C % boiling below 200ºC: 14 - 34% Average 22%
D % boiling above 370ºC: 28 - 50% Average 46%
Group 1
Specific Gravity < 0.8 (°API > 45)
High Pour Point >5º C
A
B
Bakr
7
1,500
Belayim
15 S
Bonny Light
12 25
Cabinda
17 S
Dai Hung
25 S
Djeno
6
Duri
18 S
Mandji
9
70
Morgan
7
30
Nile Blend
36 S
Soyo Blend
15 S
Suez Mix
10 30
Trinidad
14 S
Zaire
15 S
B Viscosity cSt @ 15°C: 0.5 - 2.0
C % boiling below 200°C: 50 - 100%
D % boiling above 370°C: 0%
Gasolene
Naptha
Kerosene
B
0.5
0.5
2.0
C
100
100
50
D
0
0
0
Group 2
C
14
22
30
18
30
16
5
21
25
13
21
24
23
18
Specific Gravity 0.8 – 0.85 (ºAPI 35 - 45)
A Pour Point ºC
B Viscosity cSt @ 15ºC: 4 - Solid, Average 8
C % boiling below 200 ºC: 19 - 48% Average 33%
D % boiling above 370 ºC: 12 - 50% Average 31%
High pour point >5º C
A
Amna
18
Argyll
9
Arjuna
27
Auk
9
Bach Ho
35
Bass Straight
15
Beatrice
12
Bintulu Neat
17
Bunyu
18
Cormorant
12
Dunlin
6
Es Sider
6
Escravos
10
Gippsland Mix
15
Lalang
33
Lucina
16
Nigerian Light
9
Qua Iboe
15
Rio Zulia
27
San Joachim
24
Santa Rosa
10
Sarir
24
Seria
18
Soyo
17
Thistle
9
Zuetina
9
B
S
11
S
9
S
S
32
S
S
13
11
11
9
S
S
S
S
7
S
S
4
S
S
S
9
9
C
25
29
37
33
21
40
25
24
29
32
29
28
35
40
19
26
35
29
34
43
34
24
37
20
35
35
D
30
39
15
35
47
20
35
34
12
38
36
42
15
20
49
41
27
32
30
20
27
39
15
50
38
30
Low pour point
Abu Dhabi
Arabian Super Light
Berri
Beryl
Brass River
Brega
Brent Blend
Ekofisk
Kirkuk
Kole Marine
Lower Zakum
Marib Light
Montrose
Murban
Murchison
Olmeca
Oseberg
Palanca
Qatar Land
Sahara Blend
Sirtica
Gas Oil
B
7
3
9
9
4
9
6
4
1
1
7
7
7
10
9
4
7
C
36
26
36
35
45
38
30
46
35
34
34
40
36
32
36
32
28
30
36
48
44
D
31
39
35
34
17
32
38
25
36
35
35
20
31
34
20
32
39
35
33
27
27
5
High pour point oils would only behave as Group 2 at ambient
temperatures well above their pour points. At lower temperatures
treat as Group 4 oils.
6
D
60
55
30
56
33
61
75
53
47
59
48
49
28
55
Low Pour Point
Arabian Heavy
Arabian Light
Arabian Medium
Basrah Light
Bonny Medium
Buchan
Champion Export
Escravos
Flotta
Forcados
Forozan
Forties
Gullfaks
Hout
Iranian Heavy
Iranian Light
Khafji
Kuwait Export
Leona
Loreto
Maya
Miri Light
Nigerian Medium
Oman
Qatar Marine
Santa Maria
Siberian Light
Tia Juana Light
Upper Zakum
Medium Fuel Oil
(IFO 180)
B
55
14
25
C
20
24
22
26
14
14
31
18
15
30
11
34
12
17
24
8
32
13
21
15
24
25
24
26
80
21
30
23
14
17
500
17
25
40
14
23
29
250
22
24
2,500 24
26
1,5003,000
D
56
45
51
45
39
39
28
32
26
37
49
36
40
48
48
43
55
52
56
50
61
25
40
45
39
54
52
45
44
High pour point oils would only behave as Group 3 at ambient
temperatures well above their pour points. At lower temperatures
treat as Group 4 oils.
Group 4
Specific Gravity > 0.95 (ºAPI < 17.5) or Pour Point > 30ºC
A Pour point ºC
B Viscosity cSt @ 15ºC: 1500 - Solid
C % boiling below 200ºC: 3 - 24% Average 10%
D % boiling above 370ºC: 33 - 92% Average 65%
Bachequero
Boscan
Bu Attifil
Cinta
Cyrus
Daquing
Duri
Gamba
Handil
Heavy Lake Mix
Jatibarang
Merey
Minas
Panuco
Pilon
Quiriqure
Shengli
Taching
Tia Juana Pesado
Wafra Eocene
Widuri
Heavy Fuel Oil (IFO 380)
A
-20
15
39
43
-12
36
14
23
35
-12
43
-18
37
2
-4
-29
21
35
-1
-29
46
B
5,000
S
S
S
10,000
S
S
S
S
10,000
S
7,000
S
S
S
1,500
S
S
S
3,000
S
5,000-30,000
C
10
4
19
10
12
12
5
11
23
12
14
7
14
3
2
3
9
12
3
11
7
D
60
80
47
54
66
66
74
54
33
64
65
70
57
76
92
88
70
49
78
63
70
Predictions of potential changes in oil characteristics with time
allow an assessment to be made of the likely persistence of
spilled oil and thereby the most appropriate response option. In
this latter regard, a distinction is frequently made between nonpersistent oils, which because of their volatile nature and low
viscosity tend to disappear rapidly from the sea surface, and
persistent oils, which dissipate more slowly and usually require a
clean-up response. Examples of the former are gasoline,
naphtha and kerosene, whereas most crude oils, intermediate
and heavy fuel oils, and bitumen are classed as persistent [see
footnote*]. However, this simple distinction fails to recognise the
wide variation in the properties of different oil types. Better
predictions of persistence can be made by using relatively simple
empirical calculations based on oil type. For this purpose
commonly transported oils can be roughly classified into four
main groups according to their specific gravity (Table 2).
and if the ambient temperature is low, the oil will be either a
solid or a highly viscous liquid, and natural breakdown
processes will be slow. Figure 4 shows typical increases in
viscosity with time after spillage for groups 2 - 4.
Figure 5 shows a simplified schematic of the rate of natural
removal of the four oil groups and also takes into account the
effect of the formation of water-in-oil emulsions on the volume
of oil over time. The schematic has been developed on the
As a general rule, the lower the specific gravity of the oil the
less persistent it will be. The concept of a ‘half life’ is helpful in
defining removal rates of less persistent oils. This is the time
taken for the removal of 50% of the oil from the sea surface so
that after six half-lives, little more than 1% of the oil will
remain. Half-life calculations are less useful for heavier oils
and water-in-oil emulsions. However, it is important to
appreciate that some apparently light oils behave more like
heavy ones due to the presence of waxes. Oils with wax
contents greater than about 10% tend to have high pour points
*Footnote: The international liability and compensation
regime for tanker spills does not apply to non-persistent oils,
which for this purpose are defined as consisting of
hydrocarbon fractions, (a) at least 50% of which, by volume,
distils at a temperature of 340°C, and (b) at least 95% of
which distils at a temperature of 370°C, when tested by the
ASTM Method D 86/78 or any subsequent revision thereof.
Figure 4: Typical rates of viscosity increase in moderate to
rough seas. The viscosity of Group 1 oils never exceeds 100cSt
and so is not shown.
Figure 5: The volume of oil and water-in-oil emulsion remaining on the sea surface shown as a percentage of the original spill volume
(100%). The curves represent an estimated ‘average’ behaviour for each group. The behaviour of a particular crude oil may differ
from the general pattern depending on its properties and environmental conditions at the time of the spill.
7
basis of observations made in the field and is intended to give
an impression of how persistence varies according to the
physical properties of the oil. The precise behaviour of an
individual crude oil will depend on its properties and the
circumstances at the time of the spill. Weather and climatic
conditions will particularly influence the half-life of a slick. For
example, in very rough weather an oil in Group 3 may
dissipate within a time scale more typical of a Group 2 oil.
Conversely, in cold, calm conditions it may approach the
persistence of Group 4 oils. Group 4 oils, including heavy fuel
oils, which are carried as bunker fuel by many ships, are
typically highly viscous and highly persistent, and are amongst
the most problematic to clean up. Their persistence gives them
the potential to travel considerable distances at sea and cause
widespread contamination.
Computerised weathering models have been developed that
attempt to predict how a spilled oil will change with time under
given sets of conditions. These often draw on databases of the
physical and chemical characteristics of different oils, as well
as the results of scientific research and observations of oil
behaviour. In some cases such weathering models are
combined with a trajectory model so that the overall fate and
potential impacts of a slick can be forecast. However, due to
the complexity of the weathering processes and slick
movement, and because their precise interactions remain
poorly understood, reliable predictions of overall fate are still
difficult to achieve.
It is important therefore to appreciate the assumptions on
which weathering and trajectory models are based and never
to place too much reliance on the results. Model predictions
should be verified by observations of actual oil distribution and
behaviour. This is equally true both for simple empirical
models and complex computerised numerical models.
Nevertheless, models can provide a useful method of
evaluating which clean-up techniques are likely to be effective
and for how long, and what problems might be faced. Model
simulations for specific circumstances can be of particular
value during contingency planning and training.
Implications for Clean-up and
Contingency Planning
The movement of slicks and the changing nature of the oil
through weathering can determine whether a response,
beyond monitoring slick dissipation, is necessary at all. The
tendency of oil to spread rapidly and fragment, especially in
rough sea conditions, will always place constraints on the
effectiveness of any response option and should not be
underestimated. Once oil is scattered over many square
kilometres of sea surface, which for low viscosity oils can
happen in just a few hours, it becomes very difficult to
encounter large quantities since oil recovery systems typically
have a swath width of only a few metres. This is the main
reason why response at sea rarely results in the removal of
more than a fraction of a widely spread slick.
Where a response is called for, the weathering processes which
can change an oil from a liquid to a semi-solid or solid state
will require clean-up techniques to be re-evaluated and
modified over time. For example, dispersants applied at sea
reduce in efficiency as the oil spreads and as oil viscosity
increases. Depending on the characteristics of the particular
oil, many dispersants become significantly less effective once
viscosity reaches the 5,000 - 10,000 cSt level and most cease
to work at all when the viscosity rises above this. Because oil
viscosity can increase very quickly, the time available for using
dispersant can be very short and the effectiveness of the
dispersant application should therefore be checked frequently.
In a similar fashion, if collection methods are employed, the
type of pumps or skimmers used may need to be changed as
the oil weathers and the viscosity rises.
An understanding of the likely fate and behaviour of different
oils and the constraint that this imposes on clean-up
operations is fundamental to preparing effective contingency
plans. In addition, information on the prevailing winds and
currents throughout the year will indicate the most likely
movement of the oil and which sensitive resources might be
affected for a given location. Data on the types of oil handled
and transported can enable predictions to be made regarding
the probable lifetime of slicks and the quantity and nature of
the residue that may require a clean-up response. It will also
determine the selection of appropriate clean-up techniques
and types of equipment.
For fixed installations such as oil terminals and offshore oil
fields, where a limited number of oil types are involved and
prevailing conditions are well known, fairly accurate
predictions can be made, which simplifies the development of
an effective plan. Plans for areas where a wide range of oil
types are handled or where tankers pass in transit cannot
cover all eventualities. It is therefore even more important that
the type of oil spilled is established at the earliest opportunity
so that when a response is required, the most appropriate
techniques may be used.
The International Tanker Owners Pollution Federation Limited (ITOPF) is a non-profit making organisation involved in all aspects of
combating spills in the marine environment. Its highly experienced technical staff have responded to more than 450 ship-source spills
in over 85 countries to give advice on clean-up measures, environmental and economic effects, and compensation. They also
regularly undertake contingency planning and training assignments. ITOPF is a source of comprehensive information on marine
pollution through its library, wide range of technical publications, videos and website. For further information contact:
The International Tanker Owners Pollution Federation Limited (ITOPF)
1 Oliver’s Yard, 55 City Road, London EC1Y 1HQ, United Kingdom
Tel: +44 20 7566 6999
Fax: +44 20 7566 6950
Email: [email protected]
Web site: www.itopf.com
© The International Tanker Owners Pollution Federation Limited

Trabajo Fin de Grado: Petrolero de Crudo 280.000TPM

Transcription

Similar documents

Building scenarios

Starting At - O`Reilly Auto Parts

Descargar - Aclunaga - Capacidades del sector naval gallego

freidora - Premier

0.9l deep fryer 0.9l freidora

Guía Visual de producto Iluminación y control

Off - Bristol Warner Marketplace

Norwalk Town Square

SERRANO, Aina i ALBERT, David. L`oli a Mallorca: del passat al

Salvamento en el mar: una guía sobre los principios y

Catálogo completo - Correas elevadoras

138 compaginado para cd.qxd

Icon - DSpace en ESPOL

Cuentos del agua - World Water Council

c-series - Arrow Engine

TRABAJO FIN DE GRADO 15 105 P / BUQUE LNG DE

PORTADA TESE final - Cristóbal Pérez web page

MaxxForce 7.2P - MWM Motores Diesel

Diseño de maquinaria de cubierta de buques, en base - RUC

cubierta100 montada.qxd