Section
2 Refuelling facilities
2.1 Fuel storage
2.1.2 Storage
tanks can be integral tanks or independent tanks and shall be located
in a designated area. Tanks shall be segregated from accommodation,
service and machinery spaces by provision of a cofferdam, see
Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.10.
2.1.4 The
storage and handling area is to be permanently marked. Instructions
for filling fuel are to be posted in the vicinity of the filling area.
2.1.5 Storage
tanks are to be protected from aircraft/ helicopter crashes, mechanical
damage, solar radiation and high temperatures as a result of a fire
occurring in an adjacent area. Where applicable, storage tanks are
also to be protected from radar and HF radio effects.
2.1.6 Storage
tanks are to be of an approved construction and attention is to be
given to inspection procedures, mounting and securing arrangements
and electrical bonding of tanks and fuel transfer system. The internal
surfaces of steel tanks are to be suitably coated with impervious
paint to prevent corrosion. The coating is to comply with Vol 2, Pt 7, Ch 4, 2.6 Fuel contamination 2.6.1. Independent fuel oil tanks
are to comply with the requirements of Vol 2, Pt 7, Ch 4, 2.2 Independent fuel oil tanks. Transportable tanks shall be specially designed for their
intended use and equipped with suitable fittings, lifting and fixing
arrangements and earthing, and should comply with the relevant Codes
for the transportation of dangerous goods in ships.
2.1.7 Tank
ventilation pipes are to be fitted with an approved type of vent head
with pressure-vacuum valve and flame arrester. The vent outlet is
to be located in a safe position away from accommodation spaces, ventilation
intakes and equipment that may constitute an ignition hazard.
2.1.8 Fuel
storage and handling areas are to be provided with collection trays
of suitable capacity for containing leakage from tanks, pump units
and other equipment that requires opening up for maintenance, and
for draining any such leakage to a tank or container located in a
safe area. For tanks forming an integral part of the ship’s
structure, cofferdams are to be provided as necessary to contain leakage
and prevent contamination of the fuel.
2.1.10 Cofferdams are to be provided between tanks and spaces containing sources
of ignition.
2.1.11 The cofferdam is to be provided with permanently fitted gas detectors in
accordance with Vol 2, Pt 9, Ch 11 Gas detection, and a permanent
ventilation system.
2.1.12 Drainage
of the cofferdam space is to be entirely separate from the machinery
space drainage arrangements.
2.1.13 The
air pipe for the cofferdam space is to be led to the open in a safe
space and fitted with an approved air pipe head having a wire gauze
diaphragm of incorrodible material.
2.1.14 Where
it is intended to store fuel having a flash point not less than 60ºC,
the arrangements are to be in accordance with Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.4, Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.5, Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.6, Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.8 and with the applicable requirements
of Vol 2, Pt 7, Ch 2 Ship Piping Systems and Vol 2, Pt 7, Ch 3 Machinery Piping Systems.
2.1.15 In
addition to the particular requirements relating to the storage of
fuel having flash points greater or less than 60ºC as identified
in Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.1 and Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.14, the requirements of Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.16 to Vol 2, Pt 7, Ch 4, 2.1 Fuel storage 2.1.20 are also to be complied
with for all fuels.
2.1.16 Storage
tanks are to be provided with stripping arrangements to facilitate
the removal of water.
2.1.17 A
separate tank is to be provided to collect stripping and system drains
and is to be arranged such that it can be drained to a fuel recovery
tank.
2.1.18 Means
are to be provided to eliminate the possibility of overflow from storage
tanks into spaces where there are sources of ignition and to safeguard
against overflow from the tanks through the air pipes. High level
alarm arrangements are to be provided to indicate when fuel storage
tanks have been filled in excess of maximum operating levels. In addition,
low level alarm arrangements are to be provided for storage tanks
capable of supplying fuel to refuelling systems.
2.1.19 The use of water compensated fuel tanks for fuel supply to aircraft and
helicopters is not permitted. Wherever practicable they are to be avoided for fuel
supply to engined vehicles. Attention is drawn to regulations that may be specified by
the Naval Administration in connection with the International Convention for the
Prevention of Pollution of the Sea by Oil, 1973/78. Where ship design
considerations require the use of such tanks, the requirements of Vol 2, Pt 7, Ch 3, 4.19 Water compensated fuel oil tanks
are applicable
2.2 Independent fuel oil tanks
2.2.2 In general,
the minimum thickness of the plating of independent fuel oil tanks,
where they do not form part of the structure of the ship, is to be
5 mm, but in the case of very small tanks, less than 500 litres, the
minimum thickness may be 3 mm.
2.2.4 The
dimension given in Table 4.2.1 Plate thickness of independent
fuel oil tanksfor
the breadth of the panel is the maximum distance allowable between
continuous lines of support, which may be stiffeners, washplates or
the boundary of the tank.
Table 4.2.1 Plate thickness of independent
fuel oil tanks
| Thickness of plate, in
mm
|
Head of bottom of tank to top of overflow pipe, in metres
|
| 2,5
|
3,0
|
3,7
|
4,3
|
4,9
|
| Breadth of panel, in mm
|
| 5
|
585
|
525
|
|
|
|
| 6
|
725
|
645
|
590
|
|
|
| 7
|
860
|
770
|
700
|
650
|
|
| 8
|
1000
|
900
|
820
|
750
|
700
|
| 10
|
1280
|
1140
|
1040
|
960
|
900
|
2.2.5 Where
necessary, stiffeners are to be provided, and if the length of the
stiffener exceeds twice the breadth of the panel, transverse stiffeners
are also to be fitted, or, alternatively, tie bars are to be provided
between stiffeners on opposite sides of the tank.
2.2.6 On completion,
the tanks are to be tested by a head of water equal to the maximum
to which the tanks may be subjected, but not less than 2,5 m above
the crown of the tank.
2.2.7 Where
independent tanks are for the storage of fuel with a flash point below
60°C, provisions are to be made for the measurement of fuel oil
temperature at the pump suction pipe.
2.3 Fuel pumping and filling
2.3.2 Tank
outlet valves and filling valves located below the top of the tank
are to be mounted directly onto the tank and are to be capable of
being closed from a remote location outside the compartment in the
event of a fire in the compartment. Ball valves are to be of the stainless
steel, anti-static, fire tested type.
2.3.3 The
pumping unit is to be arranged to be connected to only one tank at
a time. Pipes between the tanks and the pumping unit are to be of
stainless steel or equivalent material, or flexible hoses of an approved
type, fire-tested to an acceptable National Standard. Such pipes or
hoses are to be protected from mechanical damage and be as short as
possible. Where a flexible hose is used to connect the pumping unit
to a tank, the hose connection is to be of the quick-disconnect, self-closing
type.
2.3.4 Fuel
oil bunkering system(s) for ship's propulsion and auxiliary engines
are to be separate from the refueling systems for aircraft. Provision
is to be made for an emergency cross connection to enable:
-
In an emergency,
the supply of propulsion/auxiliary machinery fuel oil to aircraft/helicopters/vehicle
refueling systems.
-
For operational
reasons, the transfer and addition of aircraft fuel to the fuel oil
storage system for the ship's propulsion/auxiliary engines.
The emergency cross connections are to incorporate an isolating
valve on each system with a portable connection between them and be
clearly marked and arranged to prevent inadvertent use.
2.3.5 Pumping
units are to be capable of being controlled from the fuel station
and from a position remote from the fuel station.
2.3.6 Pumping
units shall incorporate a device to prevent over-pressurisation of
the filling hose.
2.3.7 Arrangements
for circulation of fuel through filter units, fuel metering and fuel
sampling are to be provided. To allow circulation of fuel, each tank
is to be provided with suitable high and low suction arrangements.
2.3.8 Filling
arrangements for tanks are to be through closed piping systems with
outlet ends configured to reduce turbulence and foaming of the fuel.
2.3.9 The
locker housing equipment associated with fuel filling is to be well
ventilated and drained.
2.3.10 Fuel
piping systems are to be designed to limit the maximum flow rate to
7.0 m/s to reduce the possibility of the build up of static electricity.
2.3.11 Suitable
filtration arrangements are to be provided to reduce the level of
water and particulate contamination of the fuel to within the limits
specified by the Owner.
2.3.13 Pipe
systems designed for portable hose connections are to be provided
with an isolating valve and blanking arrangement at each connection.
Non-return valves are to be provided at connections where necessary
to prevent back flow of fluids into systems and tanks where this could
affect the integrity of the system or spaces.
2.3.14 All
piping systems intended for fuel having a flash point less than 60ºC
are to be located clear of accommodation spaces, escape routes, embarkation
stations and ventilation openings and are not to pass through category
A machinery spaces.
2.3.15 Means
are to be provided for keeping deck spills away from accommodation
and service areas. This may be accomplished by means of a 300 mm coaming
extending from side to side. Special consideration will be given to
the arrangements associated with stern loading.
2.3.16 Drip
trays for collecting replenishment oil residues in pipelines and hoses
are to be provided beneath pipe and hose connections in the manifold
area.
2.4 Refuelling aircraft/helicopters
2.4.1 Service
tanks for storing ready use fuel are to be provided with test facilities
to determine fuel quality and stripping arrangements for removal of
any water found. The tanks are to be provided with sloping bottoms
to assist in stripping water.
2.4.2 Arrangements
are to be provided for fuel to be passed through suitable filtration/water
absorption equipment immediately prior to embarking fuel onto an aircraft.
This equipment should be as near as practicable to the aircraft.
2.4.3 Refuelling
and defuelling hoses are to be of an approved type. Hoses for refuelling
are to include an automatic shut-off facility at the aircraft or vehicle
end. A hose end pressure controller is also to be provided for fuelling
hoses to prevent the possibility of the aircraft/helicopter fuel tanks
being subject to excessive pressure.
2.4.4 Provision
is to be made to earth the aircraft of static electricity before commencing
and during any refuelling/ defuelling procedure.
2.4.5 To allow
through flushing, the pipe system to refuelling stations is to include
shut off valves and a return pipe system to the storage or recovery
tanks.
2.5 Defuelling
2.5.1 Arrangements
are to be made to ensure that only fuel having a flash point equal
to or greater than the flash point for which the ship has been designed
and approved for is discharged into the ship's fuel storage system.
Arrangements and equipment are to be provided to ensure that if defuelling
of aircraft/helicopters carrying fuel having a flash point less than
60°C is required, the fuel flash point is increased to a figure
above 60°C before discharge into the ship's storage system. Fuel
from aircraft/helicopters may also be contaminated and to provide
segregation before discharge to the ship's storage system, a separate
recovery tank for handling this fuel is to be provided. The capacity
of the recovery tank is to be sufficient to safely handle the fuel
from an aircraft/ helicopter and is to be identified in the System
Design Description required by Vol 2, Pt 7, Ch 4, 1.2 Documentation required for design review 1.2.2.
2.6 Fuel contamination
2.6.1 Materials
and/or their surface treatment used for the storage and distribution
of fuel are to be selected such that they do not introduce contamination
or modify the properties of the fuel. The use of copper or zinc compounds
in fuel piping systems where they may come into contact with the fuel
is not permitted. Copper-nickel materials are permissible but are
to be limited to positions after the filtration/water absorption equipment
required by Vol 2, Pt 7, Ch 4, 2.4 Refuelling aircraft/helicopters 2.4.2.
2.6.2 The
location and arrangement of air pipes for fuel tanks are to be such
that in the event of a broken vent pipe, this does not directly lead
to ingress of sea-water or rain water.
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