5.1 The ship Safety Management System should contain
procedures to identify vibration, fatigue, defects, poor components
and poor fitting of the fuel system and ensure that proper attention
to protecting hot surfaces is maintained. Check lists should be prepared
to ensure that all procedures are followed at major overhauls and
that all components, supports, restraints etc., are refitted on completion
of such work. The installed system should be routinely inspected for:
- verifying the adequacy of its supports and the condition of its
fittings;
- evidence of fatigue stresses to welded or brazed pipes and connections;
- assessing the level of vibration present; and
- the checking of the lagging or shielding of hot surfaces.
5.2 Components of the fuel system should be comprehensively
examined, particularly threaded connections, at each dismantling.
5.3 Injection pump restraining bolts should be
proved tight by testing with a torque spanner at frequent intervals
(interval not to exceed 3 months).
5.4 The supports and retaining devices of the
low pressure fuel system should be checked at regular intervals (interval
not to exceed 6 months), to be proved tight and to provide adequate
restraint. The lining of such devices should be examined for wear
and renewed if they provide insufficient support.
5.5 Flexible pipes should be closely examined
and renewed if signs of material cracking or deterioration are evident.
Extra care should be exercised in the tightening of these pipe connections
to ensure that they are not twisted when re-installed.
5.6 Flexible pipes should be pressure tested to
their original design pressure at least at five yearly intervals.
Alternatively, such pipes should be the subject of a study aimed at
determining their finite life and then be automatically renewed before
that has been reached. The views of engine and fuel system manufacturers
should be sought and considered.
5.7 All gasket and seal ring materials, and any
jointing compounds used, should comply with the requirements of the
engine manufacturer.
5.8 Where already fitted, compression fittings
should be carefully examined and if necessary tightened (but not over-tightened)
with a torque spanner to the manufacturer's specification. Replacement
with flanged connections should be considered.
5.9 Existing copper and aluminium-brass piping
should be heat treated (annealed) and sufficient supports fitted to
prevent damage from vibration. Replacement with steel piping should
be considered.
5.10 All component locking devices, such as spring
and tab washers, locking wires etc., should be present and in use.
(It is recognised that it is impracticable to lock fuel pump vent
screws with wire, due to their frequent use. However, wire loops containing
a weight attached to each screw would prevent them unscrewing under
the influence of vibration if they became slack.)
5.11 Spray or deflection plates and lagging should
be correctly replaced after maintenance to reduce the possibility
of fire in the event of fuel leakage.
5.12 The fuel system on existing ships should
be checked for compatibility with the high pressure pulses which are
generated by the fuel injection pumps.