Frank Mohn Services AS

Framo Training Course

 Frank Mohn Services AS

▀ Why Framo Submerged

Cargo Pumps?

▀ Basic Hydraulic
and Components on a
"FRAMO-ship"
Improved Tanker Design with Frank Mohn Cargo Pumping System

1 Increased cargo carrying capacity

No pump room = more volume for cargo
Reduced steel weight and no hazardous pump room environment
2 No suction lines inside tanks
No suction losses, quick stripping, easy cleaning
3 All cargo piping on-deck
Total amount and sizes of cargo piping is substantially reduced
All piping and valves are located on-deck, easy to inspect and maintain
4 In-Tank pumps have better stripping abilides with less amount of slop
Built-in stripping device. No extra stripping equipment required
5 No obstructions inside tank provides quicker cleaning
6 Submerged pumps offers the possibility of deck mounted cargo heaters which implies
more efficient heating and reduced steam consumption
7 Reduced installation time for yard due to
less piping to install
no piping penetration between cargo tanks
all equipment located on-deck
coating of tanks can be done quicker with the highest quality due to no obstructions
inside cargo tanks when applying the coating
cargo pumps to be installed after coating of cargo tanks
8 Hydraulic power used for deck machinery, no separate power System required
9 Submerged hydraulically driven ballast pumps implies less ballast piping
10 Hydraulic system also to power hydraulic motor for bow thruster
Hydraulic motor can be located in hazardous area
Hydraulic motor stepless speed control = fixed pitch propeller to be used
11 Hydraulic drive gives staph ass capacity and speed control of cargo pumps
Optimal power consumption regardless of terminal head, cargo viscosity or
specific gravity
12 One pump in each tank offers full cargo segregation
More compettive in tough world market
13 Framo submerged cargo pumps have increased discharge capacity at lower terminal
heads which implies shorter discharge time and more cargo carrying days of the
ships.
14 Cargo pumps are easy to maintain with all service poin~ located at the pump head
Pump to be serviced inside the tank- no need for pulling the pump
15 Hydraulic power plant totally assembled and tested by Rrank Mohn prior to shipment
Modulized design / Easy to install by yard
16 Advanced hydraulic system with low noise evel
17 Technical support to designers and Framo engineer present at yard during final installation
and commissioning, full scale testing
 18 Framo system guarantee
19 World-wide service
20 Framo training school for education of ships crew

POWER TRANSMISSION

How many types of power transmission

do you know ?

A) Mechanical power transmission

Shaft
ENG.

Prop.

B) El. power transmission

El. Cables
El. m.

ENG.
Gen.

C) High pressure hydraulic power transmission

Hydr. Pump

ENG.
Hydr. Motor
Hydr. Pipes

Pump
 What is the advantage with a hydraulic
power transmission system ?

HYDRAULIC
POWER TRANSMISSION

1 No explosion danger.

2 Stepless speed control of the cargo pumps.

3 High flexibility (one power station for many consumers).

4 Hydraulic fransmission for the cargo pumps can also be

utilized for other purposes, bow propeller - ballast pump
- tank cleaning pumps, etc.

5 All moving parts lubricafed by the hydraulic oil.

6 No ventilation - produced heat returns to the cooler.

7 Small dimensions - low weight.

8 High efficiency (η tot. = 0,75).

9 Cargo pump design for spec. gravity 1 .0, able to pump

cargo with spec. gravity 2.0.
 DESCRIPTION or HYDRAULIC SYSTEM

The hydraulic system is built up as a central hydraulic system in closed

loop where a number of hydraulic pumps deliver oil to a main pressure
line. From this line it is possible to run any of a number of hydraulic
motors as long as the oil delivery from the pumps is big enough.
However, in order not to overspeed the motors, there is mounted a flow
control valve in front of each motor.

The working principle is explained by drg. 290-104-1. The main hydraulic

pumps are of axial piston type - bent axis design.

Each el . hydr. power packs are equipped with one pump with variable
displacement.

The P.T.0. gear is equipped with one pump with variable displacement
and one fixed pump. Both pumps are max. 1000 cm3/rev. max. volume.
See main hydraulic diagram, drg.no. 286 - 451 - 1.
For minimize the torque during start up, the oil flow from the pump
assembly is zero when engaging the cluth (ref. item 10).

For system description ref. drg.no. 287-369 -1/290 - 104 - 1.

Item’s described refers to main specification and drg.no.287 - 369 - 1.

Item 1/29 Feed pump (only one running and one In stand by).
To keep suction pressure to main pumps at min.= 2,5 bar -
set pressure = 3 bar.

Item 1/34 Pilot pump (only one running and one in stand by).
Continuous running to keep constant mm. pressure in
hydraulic lines when the main system is not in operation and
pilot pressure for the variable pump during start up.

Item 1/5/1 Solenoid operated directional valve which is disengaged

during normal pumping operation and engaged for operation as
described under item 1/34.

Item 27 Pilot pressure controller for stepless regulation of the ntain

hydraulic pressure. Regulation from 30 bar to max. 245 bar
system pressure.

This valve opens for oil to the control cylinder X2—port,

 which operates the cylinder to mm. direction depending of
the consumption from cargo pumps in operation.

The bent axis variable pump will, by pilot oil from item 27,
always balance the oil flow with the consumption.

Item 10 P.T.O. gear with one fixed and one variable pump.
Oil flow from 0 - 2126 l/min.

The variable pump start in minus max. angle. That means that
this pump is acting as a motor and will therefore consunipt all
the oil delivered from the fixed pump. (Note the by -pass line
in the pressure lines.) From the detail diagram of A2Y 1000 DZ-
pump you will see that when both solenoids are disengaged the
pilot pressure in Pst1 (X2) will force the cylinder to minus
max. position. When engaged solenoids the pump will act as
variable.

Item 20 El./hydraullc aggregate with variable pump. Oil flow from

0 - 610 l/min. The variable pump start in min. zero angle.

If the oil consumption from the cargo pumps is increased, the

system pressure will drop slightly and the oil flow through the
pressure control valve will drop. Pilot oil from the pilot oil
pump Pst1 - line will now push the cylinder to increase swivel
angle until new balance is obtained between oil delivery and
consumption. In order to give signal to the operator the
variable pumps are also equipped with cam switches which ables
the operator to decide wheather more or less power packs shall
be engaged or disengaged. Signal is given in the main FRAMO
control center - "increase”/”decrease”.

All cargo pumps etc. are remotely controlled via the flow
control valve from the control (room) panel (72) (73) where the
speed can be steplessly regulated. The feed pressure is
controlled by the main return line relief valve (1/15). The
main filter (5) and oil cooler (4) are mounted on the main
return line to keep the oil clean a and temperature constant.

For safe operation of the system several switches/alarms are

mounted (Hydraulic oil tank, level switches, limit switches on
main suction/return line, service valves, pressure switch low
feed pressure, dirty filter indication, etc.)
OIL CLEANLINESS - FILTRATION

Main key to acgieve a long lasting well functioning cargo pumping plant-
and improvement of the total economy

Þ Oil sampling every 3rd month

Þ Particle counting ISO 4406

Þ Never mix the hydr. Oil with other

brands of lub oil.

Þ pressure drop over the filter

combined with particle counting
is the only safe indicator when to
change the filter elements.

Þ New filters with bigger dirt-

capacity give longer service
intervals and improved economy

Þ Cheap-non original-filters are

always costly in the end.
In this Service Bulletin we will highlight the hydraulic oil and the filtration.

As we all know the cleanliness of the oil as well as the as the general oil condition is very
important for the lifetime of the system.

The practical life has shown that some of the ‘FRAMO ships” are sailing around with far too
high particle level in the hydr. oil.

Our recommended level of particles in the system is:

ISO 4406 code 16/12.

This means:
Number of particles per ml ≥ 5μm : 320, max 640
Number of particles per ml ≥ 15μm : 20, max 40

With FRAMO original filter element this cleanliness level should not be of any problem to
maintain.

Nevertheless, we have found ships sailing around with more than 2-3 thousand particles per
ml between 5- 1 5μm.

This is very costly in the end, and we therefore strongly advise you to pay attention to the
filtration and the cleanliness of the hydr. Oil.

As you know the hydr. oil has four main functions in the system:
1: Transmit the power from the aggregates to the different consumers.
2: Lubrication of all moving parts.
3: Transter all produced heat back to the cooler.
4: Transfer all dirt back to the filter.

Do not play around with non FRAMO oil filter elements.

Be aware of the following important filter specifications:

1 The filer Beta Ration (β)

Normal FRAMO filters have a Beta Ration = β 12 ≥ 75.
This means it 75 particles of 12 pm or bigger come into the filter only one passes
through. In other words the Beta Ration is the filter’s ability to stop the particles i e
β = particles in
 particles out
2 The filter dirt capacity
Filtor with higher dirt capacity gives longer service intervals and improved economy.

Particles counting combined with pressure drop over the filter is the
only safe indicator when to change the filter element.

FRAMO offices in Bergen. Rotterdam. Houston and Singapore can

offer hydr. oil monitoring and particle counting.

It is essential that the oil sampling is provided regularly. from the same
highlighted sampling point, and in an absolutely clean sampling bottle,

FRAMO systems designed before June t 983 are using ISO VG32 oil, and systems designed
after June 1983 are using ISO V046 oil,

For the VG46 oil. FRAMO filter element ID no. 109637, was replaced in 1992 by ID no.
3025780 with approx. 3 times bigger dirt capacity than the old type. The new element fits into
the old filter box.

In addition to the particle counting the oil analysis shall as a minimum give the following infer
mation
TEST TEST METHOD
Specific gravity ASTM D 1298
Flash point ASTM D 92
Viscosity cSt at 40ºC ASTM D 445
Viscosity cSt at 100ºC ASTM D 445
TAN (total acid No.) mg KOH/g ASTM D 664
Water % ASTM D 95
Zinc PPM
Phosphore PPM
Chlorides PPM
Calcium PPM

General acceptance criteria can not be given as they will vary for different oils, but the following
can be said:

Water Max 0,05 or 500 ppm

Zinc Max reduction 25% of original value
Phosphore Max reduction 25% of original value
Chlorides
Calcium Depends on type of oil
Viscosity 40ºC VG46 oil. Min 36 cSt
Viscosity 100ºC V046 oil Min 6,2 cSt

For the rest of the analyse the oil company will infornn if the oil is fit for further use.

Factors affecting the lifetime of the oil are:

Specific gravity: A significant change indicates mixing
Flash point: A significant change indicates mixing
Viscosity: Reduced viscosity indicates:
 - lnsutficient shear stability
- Mixing with another liquid

Increased viscosity indicates:

- Excessive oxidation
- Mixing with another liquid

If the viscosity drops below 38 cSt at 40ºC or 6.2 cSt

at 100ºC, the oil does no longer meet the ISO VG46 grade.
If the rest of the analysis confirm that the oil is in a
good condition, replenish with ISO VG68 oil of the same
type as in the system.

Tan: Critical values depend on the oil used and must be

informed by the oil supplier.

Water: High water content will:

Increase wear in the system
Increase corrosion in the system
Damage the additive package causing clogged filters
for some types of hydraulic oils. If the water
exceeds 0.05%, it has to be removed.
Centrifugal separators are not permitted used as it
can damage the additive package
Contact Frank Mohn Services AS for help.

Chlorides: Chlorides have the same efect as water. ln addition

it will accelerate corrosion in the system.

Calcium: A certain amount of calciurn is a natural part of the additive package in some
hydraulic oils. An increase in the calcium level indicates mixing with another
type of oil (for ex. Motor oil). Calcium added to the oil this way can damage the
normal additive package of the hydraulic oil causing a total breakdown of the
system.

Zinc and
Phosphre: This is for most hydraulic oils the normai antiwear additive for the oil and
should be monitored carefully.
A decreased level will cause increased wear in the system. At a decreased
25% of the values for new oil, counter measures such as:

Replenish with normal fresh oil or

Replenish with new oil specially blended with a higher level of
antiwear additives shout be taken.

If any further information is needed, Please contact FRAMO Service offices world-wide.
 FRAMO RETURN LINE FILTER

CHANGING OF FRAMO 12 MICRON ABS. FILTERS

DURING CHANGING OF FILTERS, CLEANLINESS IS THE MOST IMPORTANT FACTOR REGARDING

THE EFFICIENCY AND RELIABILITY OF A HYDRAULIC SYSTEM

A. For closed hydraulic systems, proceed as

1 Depressurize system and s

2 Close valves (6) and (7).
3 Open vent - valve (9) and drain valve (8) and drain to min drain level.
4 Close drain valve (8).
5 Remove top cover (1), nuts (2) and by-pass valve assembly (3).
6 Remove elements (4).
7 Discard the elements and their o-rings.

THE FILTER ELEMENTS ARE NOT CLEANABLE.

8 Wet o-rings (5) on replacement filterv elements with clean oil, and mount
 filter elements in filterhouse. Take care not to strike or scrape filter -
elements against the flange of the filter house.
9 Fit by - pass valve assembly (3)
10 Open valve (7) and vent valve (9).

NEVER OPEN VALVE (6) BEFORE FILTERHOUSE IS COMPLETELY FILLED AND

VENTED. I.E. NO AIR BLEEDS FROM VALVE (9).

11 Open valve (6).

COLD STARTING

If the oil temperature is below 20ºC, circulate the oil (through the heating and venting
valve installed in the system) for heating with only one power pack running
according to Fig. 1.

Operation temperature for Framo systems

(Based upon hydraulic oil viscicity ISO VG46 according to ISO3448)

hydraulic oil
temp. (ºC)
70
60 Alarm temperature 60ºC
55
50 Normal
40 Optimum range operating range
30 20 - 60ºC
20
10 Limited operation. System to be heated.
0 Hydraulic pressure approximately 100 bar.
-5
-10
Limited operation. System to be heated.
-20 Hydraulic pressure approximately 60 bar.
-30
Air Venting in Hydraulic System
 GENERAL

In this Service Bulletin we would like to highlight the importance of keeping your
Hydraulic System “air free”, to avoid failure, and in the worst case break-down of
components.

Air in a hydraulic system is a contamination and is critical to the performance and

lifetime.

Design practice of the hydraulic system foresees neither air in the oil, nor air as free
pockets in the piping system.

During commissioning at the shipyard, after oil filling and flushing, air venting is an
important part of the “start-up procedure”.

Air venting must be a cart of your Periodical Maintenance program,

and is important after every service.

Any air in the system will accumulate to “high points” in the system; where vent
cocks shall be installed.

•Necessary time for air venting after service / repair must be included
total scope of work, even if time schedule is limited.

HOW TO PREVENT AIR ENTERING INTO THE SYSTEM

• Do not open a hydraulic system unless service/repair is required.

• After service/repair the air shall be vented as close to the actual component as
 possible to avoid any “locked-in’ air pocket(s) to be mixed into the oil after start-up.
-Air vent the component prior to opening service valves(s).

• Check that all connections, 0-rings, gaskets, shaft seals and threads are tight.
-Air can be sucked -in from any opening to atmosphere.
HOW TO DETECT AIR IN THE SYSTEM
Remark

• Cargo Pump will not start from remote. Possible

• Level variatons in the hydraulic oil tank at different Yes

system pressure.

• Back flow to hydraulic oil tank during stand still. Yes

• Foaming in the hydraulic oil tank. Yes

• Oil sample "milky" / white, or air bubbles mixed into the oil. Yes

• Abnormal noise from hydraulic pumps or motors. Possible

• Uncontrolled pressure variations (hunting) during operation. Possible

• Pressure peaks / shock in the system during start / stop Possible

of consumers.

HOW TO AIR VENT THE SYSTEM

Use vent cocks installed in the piping system and on components.

-Take the necessary time for air venting.

• In a closed loop system with feed pumps or pilot pumps, air

venting shall be done while these are running.

• Even if air venting after service of component have been carried out, repeat
 the air venting when the hydraulic oil temp. have reached 5Q550 C

Oil filling is crittical for mixing air into the system

For a system delivered today we include a combined / compact Filling Unit with filter
to ensure correct filling.
This unit is permanently hooked-up to the vessels storage tank.

From our program today we can offer a Filling Unit as above for easy installation
onboard an old model hydraulic system.

Condition monitoring of your cargo pumping system

Condition based maintenance has proven to be cost effective.

Follow up the condition of the cargo pumping system will give
improved lifetime of the components in the system.
To assist our customers with cost control and optimal operation,
Framo can today offer the following assistance:
Oil monitoring program.
Annual inspections.
Pre-docking inspections.

The primary advantages are :

Secure optimal performance of your Framo caro pumping system
Reduced maintenance cost.
Increased lifetime of hydraulic components.
Better possibility to plan the maintenance and to have spares available.
Documentation of system condition.

Oil monitoring / Annual inspections / Pre-docking inspection:

The program will be managed by one of the Framo service Stations which will:
Provide schedules for samples and inspections to ship and ship owner.
Supply necessary sample bottles.
Contact the ship when the next sample/inspection is due.
Pergorm trend analysis of the different tests and samples and
send this to ship and owner.
Provide an annual report based on the available information
from samples, inspection onboard and consumption statistics.
Pre-docking inspection prior to dockings.
Proposal for actions required, if any.
The program comprise the following :
Level 1 :
• Particle counting and water content test, quarterly.
The oil sample will be analysed at a Framo test laboratory
according to ISO 4406.
Number and size of particles.
Water content analysis in accordance to Karl Fisher ASTM E-1064.

The program includes a total of 4 samples analysis annually.

Level 1 :
• Full oil analysis, annually comprising the following:
Particle count
Water content, ppm (max 500ppm)
Viscisity test at 40º C.
Total acid no.
Chlorides, ppm.
Phosphor, ppm.
Zinc, ppm.
Calcium, ppm.

In addition to collecting the oil sample, Framo will also carry out
an Annual inspection of the Framo cargo pumping system.

Annual inspection:
The visual inspection will include the following:
Hydraulic oil sampling and analysing.

Visual inspection of hydraulic power unit.

Inspection of manual wear indicators.

Check for air in the system and deaerate if necessary.

General inspection of the system for leakages, abnormal noise etc.

Visual inspection and evaluation of hydraulic deck piping

and valves, including quick coupling stations for portable
pump connection.
 Inspection of cargo pump top plates, including FCV/STC valves.

Evaluation of purging routines, status of the cargo pumps cofferdam.

Visual inspection of Framo portable pump with accessories.

Inspection of standard pumps and other Framo delivered equipment.

Control of Framo toolbox/Pressure testing kit.

Inspection and evaluation of spare part inventory as well as stock

location.

Evaluation of planned maintenance records.

Status report with recommendations.

Pre-docking inspection:
Prior to dry-docking, Framo will evaluate the condition of the entire Framo Cargo Pumping system.
The pre-docking inspection is recommended carried out during a discharge operation
or a short voyage.

The inspection comprise the following:

Test all cargo pumps against closed valve in order to evaluate condition of the pumps
and control valves
Purge cofferdam on all cargo pumps.
Test each hydraulic power pack.
Test hydraulic control system, alarm and shutdown functions.
Visual inspection of hydraulic piping and service valves.
Inspection and test of portable pump if possible.
Test and evaluation of ballast pumops and tank cleaning pumps.
Following the survey, a detailed inspection report with repair recommendation will be
sent to the shipowner/management company, preparing the dry-docking activities
on the Framo system.
 Local control valves and service valves for cargo pumps

By correct operation and maintenance of Local Control and Ball valves for the cargo pumps
the life time will be increased and your costs reduced.

Local control valves:

All cargo pumps have a local control valve. There are different designs
depending upon generation.

The main purpose of the local control valve is

- Control the cargo pump during str pping of the cargo tank.
- Stepless capacity control locally from deck, if required.

During stripping it is important to control the pumps from deck.

The benefits of this are:
 - Improved stripping result.
- Reduced wear and tear.
- Better observation of fluctuation in hydraulic pressure.
- Better observation of pump’s vibration.
- Immediate stop of cargo pumps upon completion of stripping.
- Regular operation of the local control valves will ensure properly
functioning valves.

Special tool:
To improve the operation of today’s generation local control valves on cargo
pumps equipped with the stainless steel Speed Torque Control valve (STC), a
special tool is available.

Note: The valves must be

operated by hand force only!

Ball valves:

In all Framo Cargo Pumping Systems dosigned after 1983, the ball valve on
the hydraulic inlet line to each cargo pump shall always be in open position
(even when the cargo pump is not in operation). The same applies to systems
designed before 1983, which have been upgraded with pressurised return line
(overpressure system). This to ensure the safety of having a pressurised hydraulic
return side with a higher pressure than the static cargo pressure.

Also on older ships built before 1983, we recommend to keep the ball valves
open. This to avoid opening the valves with high hydraulic inlet pressure.
Operating the valves with high inlet pressure willreduce the valves lifetime.

To avoid sticking we recommend to move all ball valves on deck quarterly,

when the main hydraulic system is not in use.
Mild steel valves are delivered with primer only. During replacement a proper
coating must be applied to the valves, and a corrosion protection must be
maintained.

To increase the lifetime of these valves and reduce the costs:

- Use them
- Move them
- Paint them
General

Purging of the eofferdam is one of the most important operations to be done when
operating a submerged FRAMO Cargo Pump. This is because the only way to check
the pumps’ seals, and thus the conditions of the pumps, is by purging possible
leakages in the cofferdam. If this is done and necessary action in case of large
leakages is taken, troublefree operation of the cargopump is obtained.

Purging routine on board

The pump’s cofferdam must be purged regularly according to FRAMO instruction
high lighted in service manual 1000.010 GBOO. (Rev. 1995).

The primary responsibility for purging has to be with the ship’s staff on board.

The reasons for this are that correct operation and correct preventative maintenance
can only be carried out on board, in the dady life of the ship.

If the purging result indicates that action must be taken - the necessary step must be
done on board by the ship’s staff without any delay. If requested, FRAMO can of
course assist in any way necessary.

From 1995 - New routine for distribution and filing

To get a quicker response in case the ships staff need Information/advise from
FRAMO, they shall according to the new routine from 1995 contact us by telefax. Use
telefax No. +47 55 99 93 82, and the ship will receive a quick answer from
Frank Mohn SerMces AS. Alternatively call +47 55 99 92 00 or after office hours
47 90 99 00 06

The standard purging routine diagram will normahy not be answered by FRAMO
anymore due to time delay, but will be controlled and filed by FRAMO as a part of our
service record for the ship.
PURGING INSTRUCTIONS FOR FRAMO SUBMERGED CARGO PUMPS

CONTENTS

1 WHY PURGING THE COFFERDAM?

2 HOW TO PURGE THE COFFERDAM

3 PURGING INTERVALS, -LOGGING OF PURGING RESULT

4 EVALUATION OF THE PURGING RESULT

5 TROUBLE SHOOTING

6 PRECAUTIONS TO BE TAKEN WHEN HANDLING SPECIAL TYPES

OF CARGOES
7 EXAMPLE OF PURGING FORM
This procedure is to be followed for purging of submerged cargo pumps with "DRY" cofferdarn
For submerged cargo pumps on FSO´S and EPSO´S, refer to instruction 1000-102-4.

1 WHY PURGING THE COFFERDAM?

- leakaue detection
condition monitoring of the shaft seal system
avoid that leakaae’s are blockinn the cofferdam

2 HOWT 0 PURGE THE COFFERDAM

Preparation:
place a suitable container underneath the
exhaust trap to collect the leakage.
check that valve and bottom of exhaust trap
is not clogged by residue after last purging
operation. Stick up with a pin if necessary.
check that the drain hole from the relief valve
on the puraing valve block is open.
Location and design of purging valve is
different for the various pump types. For
 technical details, refer to the pumps service
manual.
connect air or inert gas supply to the snap-on
coupling on the purging valve. (Maximum
supply pressure is 7 bar.)
drain the supply line for condensed water.

Purging:
NOTE : To prevent damage from dangerous
cargoes, take necessary precautions, wear
safety gear, and avoid contact with drain from
exhaust trap.
open valve on air/inert gas supply line
check that air/inert gas is coming out of the
exhaust trap vent line. (Cofferdam is open)
the relief valve on the puruing valve block is
set to an opening pressure of 3-3.5 bar, so a
small leakage here is normal
purge cofferdam in several sequences if required
drain exhaust trap between each sequence
disconnect air/inert gas supply
close exhaust trap drain valve
measure the amount of leakage,-evaluate and
Iog a the purging result.

3 PURGING INTERVALS, - LOGGING OF PURGING RESULT

LOADING VOYAGE DISCHARGE

1. Immediately before 1. 1-2 days after loading. 1. Immediately before
loading, discharging.
2. If no leakage at step 1, 2. Immediately after
purge every fortnight. discharging.
3. If leakage is detected at
step 1, or at a later stage
during the voyage, purge
this pump every day.
4. If pumps are used for
cargo circulation during
the voyage, the cofferdam
must be purged before
start and after stop.

NOTE! Purging neglection can result in a blocked cofferdam.

The purging form should be filled in with the results from every purging operation. Each
horizontal line in the form represents one cargo in one tank from loading till discharging. If a
ship loads and discharges some tanks more frequently than other, an extra form should be
filled in for these tanks.

Fill in the columns as follows: (see page 9 for example of purging form)

Tank no. tank no.

Cargo type of cargo
Date date for the purging operation
Result If no leakage. write OK
If leakage, write amount of leakage in litres and type of leakage
(Example: 1H = 1 litre hydraulic oil. 1C = 1 litre cargo, 1H/C = 1 litre mixture
of hydraulic oil and cargo)

Remarks note action taken. Example: new seal installed, etc.

Filled in purging form to he sent to Shipowner and to Fraino

(Green copy for the ship. red copy for the Shipowner atiu white copy for Franio.)

The ship’s staff on board have the primary responsibility for purging and necessary action to
be taken.

4 EVALUATION OF THE PURGING RESULT.

4.1 Cargo leakage

Cargo in the cofferdam can come from shaft seals, flange face seals in pipestack/pumphead or
damage (cracks) on the pipestack/pumphead.
A small leakage rate over the shaft seals up to about 0.5 I/day during pump operation is
normal, and replacement of seals should not be necessary with this leakage rate. For short
periods of time, higher leakage peaks can occur. The leakage rate is also depending on the
type of cargo. Some cargoes like naphtha, condensate etc. penetrate the shaft seals more easily
than lub. oils, vegetable oils and other viscous cargoes.
If the leakage rate is up to about 2 litres/day, the pump must be purged a couple of times daily,
and inspected as soon as possible to find the reason for the leakage.
Intensify the purging if the leakage rate is increasing above acceptable level. If this is not
keeping the leakage under control, do not operate the pump; use the portable pump to
discharge the cargo.
The development of a cargo leakage can be followed if purging is done according to specified
intervals. Thereby maintenance work can be planned, and unexpected shut down due to
leakage can be avoided.

4.2 Hydraulic oil leakage

Hydraulic oil in the cofferdam can come from shaft seals, flange face seals in pipestack/
pumphead or damage (cracks) on the pipestack/pumphead.
A small leakage rate into the cofferdam up to about 10 mI/h (0.25 l/day) from the mechanical
oil seal or lip seal during pump operation is normal. For short periods of time, higher leakage
peaks can occur.
If the leakage rate is increasing above acceptable level, the pump must be purged a couple of
times daily, and inspected as soon as possible to find the reason for the leakage.
Intensit’ the purging if the leakage rate is increasing anove acceptable level. If this is not
keeping the leakage under control, close the hydraulic service valve. Do not operate the pump,
use the portable pump to discharge the cargo.

5 TROUBLE SHOOTING

Symptom: Possible reason Remedy:

No air/inert gas is Blocked cofferdam Check the exhaust trap and piping for blockage.
coming out of the system Open if possible.
exhaust trap vent
pipe when purging If the blockage is not possible to open, do not
operate thc pump. Use the portable pump to
discharge the cargo.

When the tank is empty/gasfree, disconnect the

cofferdam check pipe from the pump head. By
purging, the blockage will be detected either in the
pipestack./pumphead or in the check pipe.

Blocked check pipe:

 -Use steam or solvent from top plate, or stick up
the pipe using a steel chord or similar.
Pressurize the pipe from top plate to blow out the
blockage.

Blocked pipestack/pumphead:
-Remove and clean lower seal house.
-Stick up the hole leading into the pumphead
cof’ferdam with a pin.
-Use steam, solvent etc. to open up the blockage.
-Continue dismantling until blockage is found.

NOTE! To prevent damage from dangerous

cargoes, take necessary precautions, wear safeN’
gear, and avoid contact with spray/gases.

NOTE! Pressure test pump after assembly.

Symptom: Possible reason Remedy:

Cargo leakage in How to find the leakage
cofferdam Pressure test the cofferdam. Soap wash to localize
the leakage. Never start any dismantling before
you know if/where you have a leakage.

Worn out cargo Change cargo seals

seals

Cracks/wear on Change ceramic sleeve

ceramic sleeve

Leaking pipestack/ Control seal elements. Change damaged seals.

pumphead seals Check condition of seal grooves (pitting, scratches
etc.) and repair if necessary
 Cracks in pipes Contact FM Services A/S

Combined purging Control seal elements. Change damaged seals.

/stripping valve Check condition of seal grooves (pitting, scratches
leaking * etc.) and repair if necessary

* Combined valve
only on earlier
pump models.

Hydraulic oil in Pressure test the hydraulic return line, and check
cofferdam for leakage’s at the shaft seal or at other seals.

Worn out shaft Change mechanical oil seal or lip seal

seal

Wear on shaft Chance shaft sleeve.

sleeve (Lip seal
only)

Leaking pipestack/ Control seal elements. Change damaged seals.

pumphead seals Check condition of seal grooves (pitting, scratches
etc.) and repair if necessary.

NOTE! Evaluate if changed parts as sleeves, mechanical seals etc. are possible to recondition..
Keep these parts in stock until next visit by a FRAMO representative, and ask for a evaluation.
evaluation.

6 PRECAUTIONS TO BE TAKEN WHEN HANDLING SPECIAL TYPES OF CARGO

The main rule is to have the cofYerdam clean. drv and vented to atmosphere through the exhaust
trap vent line, in order to avoid any leakage’s.
However, when handling certain groups of cargoes it niay bean advantage to fill the cofferdam
with liquid to improve the seal life time and to avoid cargo blocking the cofferdam.
The list below gives recommended type of liqtiid in the cofferdam for some groups of cargoes.
This is a general advice, as the ship crew have to learn by experience which type of liquid gives
the best result for the great number of different types of cargoes.

To fill liquid in the cofferdam, disconnect the

exhaust trap piping from the pump top plate. Using a
 suitable adapter, fill the liquid through the cofferdam
check pipe. Open the snap-on coupling on the
purging valve block to ventilate the cofferdam
during filling. (Connect a open female coupling or
similar.)

A circulation of liquid through the cofferdam can be

arranged in the following way:
-Connect liquid supply to the snap-on coupling on
the purging valve block. The supply line must also
be equipped with a valve to regulate the liquid flow.
-Open drain valve on the exhaust trap, and collect
the return liquid here.

Acid cargoes
After discharging and purging is finished, it can bean dvantace to circulate fresh water
through the cofferdam to remove all residue after a leakage.

Polymerising cargoes. (TM. MDI)

Fill cofferdam with 5-10 litres of DOP to avoid hlockint’ of cofferdam.

Crystallizing cargoes
Fill cofferdant with 5-10 litres of fresh watcr. The cofferdam flay also he filled completely
and arranged with a small water circulation

Phenol. caustic etc

A circulation of hot water through the cofferdam can avoid clogcing But remember some of
these types of cargoes are very dangerous, poisonous).

Heated oil products (fuel oil, crude oil)

Fill cofferdam with approx. 5-10 litre of diesel oil/white spirit to keep any leakage into
cofferdam in liquid form. This is especially important after stripping and during tank cleaning.

NOTE
When filling liquid in the cofferdam, it is important that the hydraulic oil return pressure
always is higher than the pressure will be in the liquid filled cofferdam. This is especially
important on hydraulic systems with non-prcssurised return line, as the pressure difference
between the return line and the cofferdam will he negative if the cofferdam is filled with to
much liquid.
BEFORE STARTING DISMANTLING OF THE CARGO PUMP

If the purging routine has detected a cargo leakage (more than 2 l / day* ), and the
evaluation indicates that action must be taken, first thing you have to do is to identify the
leakage. The best way is to pressure test the pump’s cofferdam.

Never start any dismantling of the Curgo pump before you know:
what, and where, you have a problem.
PRESSURE TES OF THE CARGO PUMP’S COFFERDAM

CARGO LEAKAGE
If a cargo leakage is detected the complete cargo pump’s cofferdam has to be pressure
tested to identify the leak. We have learned from FRAMO on board training that crew on
some ships start to automatically change the pump’s cargo seal as soon as there is a
cargo leakage although the eak may be somewhere else. This is waste of time and
money. So always identify where you have a leak first!

The cofferdam can be pressure tested by bUnding 0ff the purging medium relief valve by
means of a rubber gasket. Dismantle the cofferdams’s riser pIpe flange on the top cover
plate and install a test flange with pressure gauge (see figure 1). Connect the purging
medium to the test flange and increase the pressure to 3 bar.

After approximately 5 minutes check all flanges around cargo seal, riser pipe, and all
other connections for possible leakage. Use soapy water for better detecting of the
possible leakage.

Note: If the cargo leakage is not possible to identify, and the 3 bar pressure is stabilized
for a long period of time during the pressure testing, - it is still possible that the
cargo seal in the pump is worn out, and have to be changed. The reason could
be that the 3 bar pressure in the cofferdam is pressing the upper lip (facing the
cofferdam) around the pump shaft. Dismantle the cargo seal for control.

If this is not the case, and the cargo leakage is not possible to detect, you have to split the
cargo pump, and pressure test the main components separately.

HYDRAULIC OIL LEAK

If the cargo pump has a hydraulic oil leak you normally have to split the pump to identify
the leak. A hydraulic oil leak is very rare under normal conditions, but if a hydraulic oil
leak does occur, there could be three reasons:

a) Hydraulic oil seal - the life time is normally very high (> 10.000 running hours).

b) Crack in pipe stack - can occur if the cargo pump is vibrating heavily for some
 abnormal reasons.

c) Corrosion attack in seal rings grooves can occur after long service.

LEAKAGE TEST OF PUMP HEAD, PIPE STACK AND RISER PIPE

For each type of FRAMO Submerged Cargo Pump there is a complete pressure testing kit
(flanges - bolts - pressure gauge) available, delivered in a small tool box.

FRAMO Pressure Testing Kit

Unfortunately on many ships equipped with FRAMO Cargo Pumps the pressure testing
tools are missing. If they are missing on hoard your ship, we strongly recommend to
order the pressure testing kit at the nearest FRAMO office
PRECAUTIONS TO BE TAKEN BEFORE THE SERVICE JOB IS FINISHED

• After the leakage h05 been identified and repaired, and the repaired part has
been pressure tested, the cargo pump can be reassembled,
Remember, cleanliness is absolutely necessary.

• When the mounting is completed, pressure tesf the complete cofferdam with max.
 3 bar pressure as described earlier.

• After minimum 5 min. check all flanges, cargo seal and other critical points with
soapy water for possible leakage.

• Leave the 3 bar pressure in the pumps cofferdam for at least 30 mm., and check
that the pressure is stable.

• Necessary time for control must be included in the total scope of work, even if
time schedule is limited.

• Fill the pumphead and pipe stack with hydn oil by opening
the ball valve on the pressure line on deck.
Open the venting plug on the non return valve on the return
pipe on deck.

• Keep the venting plug open and start the cargo pump
carefully for test running.

• Close the venting plug when clean airfree oil is coming out.

For more information please contact our FR/JAG Services offices

in Norway, Rotterdam, Houston or Singapore.
SUBJECT: FRAMO SINGLE AND DOUBLE CARGO SEALS

Statistics show that these seals are changed mostly with the same service
intervals, and we recommend that these seats are changed at the same time,
based on following reasons:
 - Main part of the job is to open the pump.

- The remaining lifetime of the single cargo seal is

limited when the double seal is worn out.

- From the purging, only the condition of the double

cargo seal will be shown. The condition of the single
cargo seal can only be evaluated after dismantling.

By delivering these seals as a set, stock keeping on board will be easier, as it

will be easier to identify for how many pumps you have seals in stock. One
package will also take less space, and this new package is made of an environment
friendly material.

The ID numbers for the various sets are:

ID no.s Pump types
A 20887 SD-100/SVS-4
A 20888 SD-125/15015D5-5I6ISDS-4
A 20889 SD-200/TK-150/5v5-6/sPs-8
A 20890 SD-300/SPS-1O/12
A 20891 SD-350-VERSION 2-4
A 20898 SD-350-VERSION 1
PERFORMANCE DIAGRAM

A standard performance diagram

(fig. 1) is based on pump test
with fresh water, sp. graiity
1,0 and viscOsity 1,0 Cst.
Head is measured directly on pump
head (pipestack is not included).
For cargoes with other sp. Grav-
ities but same Viscosity as
water, oily hydraulic pressure
must be corrected as follows:
Hydr. pressure p1 p x sp. gr.
Hydraulic pressure In diagram
is pressure drop across the
hydraul ic motor In pump.
p = p inlet - p return
p inlet and p return varies from
pump to pump, but in general:
p inlet = Max. hydr. system pressure set.
(see hydr. diagram) minus 12 bar
(loss in valves and pipes).
P return = Return press. set. (see hydr. diagr.) plus 3 bar (loss in valves and
pipes).

Example, (see fig. 1)

Cargo with specific gravity 1,3, viscosity 1,0 Centistcke.

Hydraulic system pressure setting = 240 bar.
Hydraulic return pressure setting = 4 bar.

For hydr. motor p = (240-12) - (4+3) = 221 bar

what is max. capacity and head without speed drophead without speed drop?

Use 221 = 170 bar on curve based on water (fig.1).

1.3

Max. capacity and head without speed drop will be approx.:

180 m3/h-105 mlc.

Manometer reading at s.g. 1.3 will be : 105 x 1,3 = 13,4 bar

10.2
minus static head in tank, and cargo pipe lasses.

If capacity is increased, speed will drop and capacity and head will follow a
curve as indicated by curve (8), approx. parallell to the drop curve (A) for
fresh water.

Evaluation Test for FRAMO Cargo Pumps

Test Procedure

Each cargo pump to be tested against a closed discharge valve.

Hydr. System pressure to be at maximum.
Record hydr. pressure at control valve and cargo pressure at top cover plate.

Corrections

Ullage and sp. gr. for the cargo.

Conlrol of results

Check the recorded results against the actual pump curve

Possible wear and tear

Increased wear ring clearance.

Control valve is not compensating.
Worn out hydr. motor.

Evaluation of results

1 Normal cargo pressure - hydr. pressure too high =

Increased wear ring clearance.
2 Cargo pressure too low - hydr. pressure too low =
Reduced speed - bad control valve - bad hydr motor
3 Cargo pressure too high - hydr. pressure too high =
Overspeed caused by control valve
 6 RULES for FRAMO PORTABLE PUMPS

How to connect the pump to the main system:

1 Always connect the snap-an coupling on the return side first.

2 Then connect the pressure side in the same way.

3 Be sure that the snap-on couplings are secured by means of

the locking ring - and that the locking screw on the starting
head (flow control valve) is secured.

4 Start the pump slowly and run it on deck for about 30 sec. to
make sure that oil flow is free and the pump runs normal -
flush the seal area with water.

5 Never hook-up the portable pump to the main system with

out using a flow control valve for speed control of the portable
pump!

6 Lower the portable pump into the cargo tank by means of a

sling and never by the hoses.
General
FRAMO Portable Pump is normally supplied as a part 0f our cargo pumping systems, for stand-by and safety
applications according to classification societies

In addition, the equipment is also supplied separately to coastguards, saLvage companies, refineries and
terminals all over the world - and also available for rental world-wide.

Ranges of portable pumps produced by FRAMO have been up-graded and redesigned many times over the
last 30 years, but for all types of portable pumps supplied as part of our cargo pumping systems spare parts
and service are available world-wide if needed
Highlights / advise for handling and operation of FRAMO Portable Pump

A) How to connect the pump to the main system

1 Always connect the snap-on coupling on the return side first,
2 Then connect the pressure side in the same way.
3 Be sure that the snap-on couplings are secured by means of the locking
ring- and that the locking screw on the starting head (flow control valve)
is secured.
4 Start the pump slowly and run it on deck for about 30 sec. to make sure
that oil flow is free and the pump runs normal,- flush the seal area with water,
5 Never hook-up the portable pump to the main system without using a flow
control valve for speed control of the portable puinpl

B) Correct operation of equipment during pumping

Handling:
• Lower the portable pump into the cargo tank by means of a sling, and newer
by the hoses.
• For easy and controlled handling of pump and hoses in/out of tank use the
FRAMO portable hoist.

• The portable pump to be placed on the tank top in a vertical position.

• Secure the cargo hose and hydraulic hoses at the tank hatch on deck to avoid
stress on the portable pump and to avoid the pump tipping over.
• Materials in the portable pump are of stainless steel AISl 316L, and the flexible
hydraulic hose neoprene rubber as a standard.
• The portable pump ports exposed to cargo resists most chemicals and acids,
but the neoprene rubber In the flexible hoses has some limitations.
• For frequent discharge of cargoes with destructive effect on the neoprene hoses,
FRAMO can offer special chemical resistant, or stainless steel protection hoses.
• Another alternative is to avoid contact between the cargo and the flexible hoses
by lowering the pump with liquid level in tank. Some companies are using this
 as a standard routine, but here the operator must pay extra attention to avoid
dry running of the portable pump.

Starting - Discharging:

• Start the portable pump by turning the handwheel on the starting head anti-
cIock wice.
• Discharge capacity will increase if the back pressure is reduced to a minimum.
if possible use the portable pump to transfer the cargo to another cargo tank
and discharge the cargo ashore with the main cargo pump.

C) Cleaning/preservation after use

Stopping:
• Stop the portable pump - by closing the flow control valve.
• Close the ball-valve on pressure side snap-on coupling-station.
• Relieve the pressure in the hose by opening flow control valve a short period
of time.

Cleaning:
• For cleaning the pump inside, run the pump in fresh water in a drum on deck.
• For cleaning the pump and hoses outside, use steam or flush with fresh water,
according to what type of cargo has been discharged.

Disconnection:
• Disconnect the pressure snap-on coupling first.
• Drain off approx. one cup hydraulic oil from the flex. pressure hose.
• Check that the snap-on coupling is clean and corrosion protected (greased).
• Put on the protection cover.
• Disconnect the return side snap-on coupling the same way.

D) Storage on board
General

For oh ships trading world-wide, it wih in the near future be required to have an approved
Quality Assurance System - ISO 9002 onboard.

An important part of your ship’s Q-A System will be a Planned Maintenance System far all the
equipment on board, he, lob specifications, carried cut by, approved by, inspection intervals
as well as a separate record book far logging of results,

There is no doubt that a properly maintained system will reduce operation costs and obtain a
safe and sound ship.

Planned Maintenance System for FRAMO Cargo Pumping System

Approximately 1200 ships are today equipped with FRAMQ Cargo Pumping System Some of
them have already an approved Quality Assurance System on board, but the majority will have
to develop and implement a Q-A System in the near future.

To give these «FRAMO Ships» some guidance, we have in this Service Bulletin proposed a ba
sic Planned Maintenance System on the next pages. The equipment on board, as well as the
type of ship and trade may differ from ship to ship - our proposal is therefore to be understood
as guidance only.

Explanation to the following basic Planned Maintenance System

«Equipment» is the main components in your specific FRAMO Cargo

Pumping System.

«Job Specifications»: specifies the various activities.

Note! A visual inspection of the cargo pump’s top plate
means visual control of local control valve, purging valve,
ball valve, pressure gauge, et cetera. Repair when
necessary.

«Drawing No,» : refer to the drawing in the FRAMO Service Manual.

«Maintenance instruction»: refer to FRAMO Service Manual,

«Carried out by/Approved by»: can vary from ship to ship, but it is a trust that the
responsibilities are clearly defined

«Inspection intervals»: can vary according to type 0f ship and trade and your
own experience.
Ten Rules to remember...

1 Purge the cargo pump’s cofferdam before and after discharge. Lag and
evaluate the purging result. Take necessary action.

2 Never start any dismantling of the cargo pump before you have identified
the problem. Always pressure test the cargo pumps cofferdam to identify
any leak. Always remember to use the correct tools from the FRAMQ tool
box.

3 Use only genuine FRAMO parts.

4 If you have any problem with capacity, stripping or parallel pumping,

check the cargo pump’s condition against the performance curve

5 During discharge: Regulate the hydraulic system pressure to approx.

15 bar above the hifhest consumer - regulate cargo pump capacity by
hydraulic pressure, not by throttling of cargo valve,

6 Avoid air in the hydraulic system. Deoirate the system on a regular basis.

7 Keep the hydraulictystem clean. Cleanliness is absolutely necessary.

8 Take a hydraulic oil sample, every 3rd month for particle counting (ISO
4406). Every 12th month full analyze according to FRAMO standard
1400.063.

9 Never mix the hydraulic oil with lub. oil.

10 Implement a planned maintenance system for the complete cargo

pumping system.
Planned Maintenance System - Updated Recommendations
RECOMMENDATIONS TO REDUCE YOUR MAINTENANCE COSTS

With the implementation of the SM-code, a planned maintenance program is required. In this respect we would like to
draw your attention to the part of the program concerning the FRAMO cargo pumping plant. Based on experience, new
technology and feedback from our customers, the maintenance recommendations hove changed over time.

We recommend you to update your program according to this information.

Hydraulic Oil Filters - Change Intervals

In the original instruction manuals you may find that the
filters hove been recommended changed once a year,
even without any filter dorm. Today the filters are to be

changed based on condition only, either from a filter

alarm due to high differential filter pressure or Fern the
analysis result of oil samples.

Should no filter alarm occur and your hydraulic oil is in

good condition (cleanliness level better than ISO code
16/12) the filters should not be changed.

We recommend that you draw a sample for particle

contamination analysis four times a year, in addition, a
full analysis should be carried out once a year. FRAMO
can offer assistance during oil sampling, monitoring and
trend analysis as well as providing advice of preventive
maintenance.

Reduced Water Content in Hydraulic Oil -

Increased Lifetime
Previously the maximum allowed water content in the
hydraulic oil was 0,1%. Experience has shown that a low
water content in the hydraulic oil improves lifetime of
hydraulic components as well as of the hydraulic oil itself.
We have found that the maximum water content should
be below 0,05% or 500ppm.

The water content should normally be well below

200ppm.

Any increase In water content must be investigated, the

cause corrected and the water removed. To remove water
we may offer rental 0f purifier and / or special water
filter. Note that this is only a temporary solution - the
cause of the water ingress must be located and repaired

Testing of Cargo Pumps

In the past we have recommended you to test run your cargo pumps against closed discharge valve, once or twice a
year. Such a test requires cvalibrated pressure gauges and there are several possibilities for errors as well as
the amount of work involved. Provided no problems are experienced during discharge, parallel pumping or stripping,
there is no need for periodical testing of cargo pumps.
The cargo pump test is useful when trouble shooting a specific pump.

Testing of cargo numps is recommended in view of a planned docking.

Pre-docking tests are necessary to set up a

proper repair schedule to determine which
cargo pumps will need an overhaul.

Cargo pump testing is also carried out during

on board training courses.

Spline Lubrication
Experience indicates that inspection and lubricotion of the spline connection between the hydraulic pumps and the
PTO output shafts is neglected, causing abnormal wear on the spline. This is also the case on electric motors with
spline connection.

It is very importrant to have a scheduled routine for control of this lubrication. We recommend that the oil on the
spline is changed every 800 running hours, or every six months, whichever comes first.
Reconditioning of Mechanical Seals

Repair of Seals as an integrated part of

the total pump overhaul gives :

þ Reduced
Turn Around Time

þ Reduced Life Cycle Cost

þ Better feed back

of operational
experiences
Total Pump Service

The shaft seal is one of the most critical parts of a pump.

To ensure a long lifetime of the seal, it is important to have a detailed knowledge of the pump design, the liguid handled
and the seal system. The mechanical seal is also in many cases the part that limits the Mean Time Between Failures for
the pump. By performing all the activities in our Maintenance Facilities, a complete failure analysis and a total pump
repair can now be offered to our Customers at reduced Turn Around Time. This will also ensure the best Quality of the
job. If the duty or other operational circumstances makes it necessary to upgrade the seal arrangement, our Engineering
Service group will evaluate all consequences, and the best solution proposed to our Customers,

Seal design and upgrade

• A successful new, or upgraded seal design requires total
knowledge of the system in which the seal is on integrated
part.
• Our engineers have many years of experience from pomp
and seal design, including troubleshooting and testing of
seal system for offshore’ and marine applications.
• Experienced technical assistance in selection of seals and
application studies is available.

Availability
• Pump downtime con be greatly reduced f spare seals are
available when reqoired.
• For most FRAMO pumps new seals, or reconditioned
Exchange Units ore available.
• The exchange program can be further developed
in agreement with our customers.

Reconditioning
• In our dedicated Mechanical Seal Shop most types of seals
can he repaired or totally reconditioned, regardless of
material quality or seat configuration.
• Depending on condition, reconditioning is carried out at
three levels:
A) Re-lapping of both sealing surfaces + renewal of
elastomers, springs and fasteners.
 B) As A + renewal of stationary seat.
C) A + B + shrink in new seat material.
• Lapping con be done to Plane, Concave or Convex
configuration.
• The shop contains a full range of modern equipment and
tools, operated by highly qualified personnel.
• All activities in the shop are subject to thorough Quality
Control in accordance with relevant ISO standards.
• Tools arid equipment are surveyed and calibrated in
accordance with procedures and standards.
• Seal Condition Report issued on request.

Maintenance
Survey on
board
Prefabrication
Installation

Upgrading
Material
Design
Documentation
Maintenance / Upgrading of Hydraulic Piping System on board

Like any other systems on board a ship, the hydraulic piping systems in carbon steel need
maintenance. The first rule is to always make sure that the piping is properly painted /
coated and protected. As we know, the piping on open deck is subject to corrosion
from sea water in combination with high temperature, weather conditions and / or other
external causes. The criticai spot is in the clamping zone. Over time it may become
necessary to renew some piping.

During renewal of hydraulic pipes it is of great importance to maintain the quality of

pipes and components, and the cleanliness level in the system.

If possible, work on the hydraulic piping system during sandblasting period os aciuhc o;pira t
docking shodd be avoided. If this is not possible, and pipeworks and sandblasting must
be carried out simultaneously, at least one should try to keep this work in separate
areas. Such work must be carried out with the utmost care to maintain cleanliness. The
hydrauhc system must be properly protected and covered up to prevent dirt from
entering. Pipes must be properly blinded with flanges and seals.

Upgrading
During the years a lot of efforts have been put into reducing the sound level. Hydraulic piping
systems can be upgraded to the latest version to minimize noice, by use of resilient bulkhead
penetrations and resilient pipe clamps.

Deck Side
Resilient bulkhead penetration Resilient pipe clamp
spection of the system for leakages, abnormal noise etc.
of purging routines, status of the cargo pumps cofferdam.

of standard pumps and other Framo delivered equipment.

rt 0f our cargo pumping systems, for stand-by and safety
f cargoes with destructive effect on the neoprene hoses,
l chemical resistant, or stainless steel protection hoses.
knowledge of the system in which the seal is on integrated

Experienced technical assistance in selection of seals and

In our dedicated Mechanical Seal Shop most types of seals