SUBMERGED BALLAST PUMPS

Installation of ballast pumps inside the double side ballast tanks in combination with a submerged
cargo pump in each cargo tank make the pump room superfluous. This arrangement provides a
safer ship design and make more space available for carrying cargo. Submerged ballast pumps
have become the standard arrangement in modern tankers and FPSOs.

Ajit Vadakayil
Sunday, December 12, 2010
DEEPWELL PUMPS ON CHEMICAL TANKERS-- CAPT AJIT VADAKAYIL

FRAMO PUMP AND PUMPING OPERATIONS

Deepwell pumps have done away with the suction pipeline where 90% of pumping problems lie.

It has almost eliminated cavitation for free flowing liquids. Fluids are broadly classified as
Newtonian and non Newtonian depending on their obedience to the laws of classical mechanics.
Newtonian fluid/ rate of flow is proportional to the force applied.. Some will not flow till the force
exerted is greater than the yield point.

Deepwell pumps on our chemical tankers are mainly Norwegian Framo and Japanese Deepwell
types on a few .

JD ( lets call Japanese deepwell pumps JD —for convenience ) pumps have huge disadvantages
over Framo pumps .

1) The JD SS impeller is locked by a SS washer and nut which can work loose. In Framo a nylon
bolt and washer ( disposable ) is used which provides better friction coefficient. A loose impeller
can cause explosion.

2) The JD cargo seal is mechanical while for Framo it is a double lip seal teflon ring. Mechanical
seal cannot run dry as it will over heat and get damaged. This overheat is not conducive to safety .

3) JD pumps do not have a jockey pump which in a Framo system runs round the clock 365 days a
year to prevent cargo ingress into hydraulic system. Here the cofferdam is pressurised by air/
nitrogen from a fixed pipeline connection to prevent cargo ingress into cofferdam. This serves to
cool the mechanical seal too. While on a Framo air blow to purge the cofferdam is from an air
flexible. Fixed air connections can cause high density free flowing cargoes like Sulphuric acid to
ingress the compressed air lines. Jockey pump provides continious air venting, filtration of hyd oil
and prevents moisture ingress. If the JD system does not have a feed/ jockey pump, it is important
to purge air from the highest point--- it could be on top of the crane.

4) Framo uses rotating impeller as a non return valve while stripping stack, while on Japanese
models there could be a non return flap just on top of the impeller which is a huge disadvantage
when you want to clear the suction pit off sediments by blowing air or steam.

5) In JD the hydraulic inlet valve is opened only when the cargo tank pump is run. On Framo the
ball valve for high pressure inlet is closed only while servicing the pump.

6) Latest Framo pumps have stripping cones to feed impeller which reduced the rob to less than a
litre.

Here we shall talk about a typical Framo system which is fitted on majority of EMS ships :---

Remember a cargo pump with a blocked cofferdam must never be used. Cofferdam separates the
hydraulic system fom the cargo system. The cargo seals consists of upper single cofferdam lipseal
and lower double cargo lip seal mounted on ceramic sleeve. Both must be changed together as per
Framo recommendation. The wear rings need not be changed unless there is a significant
reduction in pump capacity or sweeping party gets affected by cargo spray.

For 2 power packs you will have have to start the second generator.

Main hyd system pressure must be 15 bars above the highest consumer.

The number of pumps you can use at full speed is governed by the hyd oil consumption of each as
per list posted in CCR.

Remove air from hyd system always at the highest point.

Power pack has vent interlock.

Always start the Framo pump with the dischg valve shut. When starting dischg open the cargo
dischg valve only when the dischg pressure is above manifold common pressure ot you will have
a backflow.

When there is high back pressure it is better to do internal stripping. If there is no possibility to do
this ensure that the dischg from tank is going ashore and not to another tank. For this both the
tanks dischg pressure must be higher than the manifold pressure.

It is better to run as many pumps in parallel as practicable at a reduced hyd pressure than just a
few pumps at max hyd pressure. 2 pumps at 100 % capacity is same as 4 pumps at 50 % capacity.
The advantage is reduced hyd system pressure on old ships where the hyd lines are corroded.
When starting screw booster pump ( molasses/ clay slurry ) without bypass ensure that the
delivery side valves incl shore tank is open , or you will spring a leak.

Empty tank at reduced pressure. If required throttle delivery valve on deck. This is not reqd if you
have a suction well.

When you have suction well and less back pressure like when stripping salt water , as soon as the
tank is empty close cargo valve fast and stop pump.

Pump speed depends upon backpressure, viscosity and density of cargo.

When using the CCR joystick to discharge make sure the local control STC is fully open ( fully
clockwise )
Stripping cannot be done from CCR especially if there is no suction well.-- as it is important to
hear the booming sound when the tank gets empty.

Stripping procedure:--

Keep some body in CCR. Reduce pump hyd pressure to 100 bars when pump loses suction as
indicated by pressure fluctuation.

Go on deck and shut STC / FCV ( turn anticlockwise to shut) till hyd pressure drop by 10 bars.
You must see the movement of needle. The idea is to avoid surge while transfer of control.

Now the control is on deck.

Tell CCR to fully open the remote flow control joystick lever by pushing it max upward.

Shut cargo delivery valve once you hear the air rushing inside stack.

Connect compressed air to stack and strip stack.

( At 7 kg pressure. There is no need to open and shut air as the liquid always remains at bottom
and air on top in stack as per the laws of Physics . Ensure air is opened slowly to avoid liquid
hammer especially with dense liquids like Sulphuric acid. This can cause the ptfe gasket to creep
and spray acid on the stripper. At time of stripping stack 50 bars hyd pressure is enough. Never run
Framo pump less than 50 bars. It is not possible on the later models.)

Once stack is empty you can hear the pump racing. Shut the STC/ FCV ( turn anticlockwise ) to
reduce pressure.

Close cargo dischg valve first.

Then put off pump from CCR by pulling down the remote flow control lever fully.
If the tank is aft of manifold and there is good stern trim then super strip the topline. You must
have have Polypropelene super strip hoses. Basically you are transferring liquid from inboard end
of shut manifold valve to outboard end.

Purge the cofferdam. Neglecting purging with high mp heated cargoes will result in a blocked
cofferdam. Before purging cofferdam check that the relief valve ( lifts at 3 bars ). First drain the
compressed air line from the lowest point. Or you get wrong measurement in container. Purge
several times , not once.

Purging the cofferdam must be done as a ritual—

1) Immediately after loading
2) 12 hrs after loading
3) If leaking purge every day, other wise every 7 days
4) If doing recirc like clay , then before after start/ stop.
5) Before / after dischg.
Fill up the Framo purging log , chief officer must ensure.

No air coming out means a blocked cofferdam. Use steam/ solvent to clear the block.

To fill up cofferdam with water ( while dischg Molasses etc ) use the same system of purging
cofferdam in reverse. This means that the air purging connection must be opened out to vent air
out which is displaced by water. For cargoes like clay slurry the water must be recirculated or the
cargo seals will get damaged.

Filling up cofferdam with ( to avoid cargo ingress and improve seal life , always ensure hyd return
pressure converted to head is higher)---
Phenol / caustic recirc hot water.
TDI/ MDI and polymerising cargo fill up with DOP (VD is 13.5)
Crystallising cargo like Molasses fill up with FW
Phosphoric acid/ recirc with FW to remove residue
Clay slurry/ Kaolin flush cofferdam 3 times daily . Don’t use deepwell pump to strip tank.
Flushing of cofferdam during dischg of viscous cargoes has cooling effect on friction heat between
cargo sleeve and ceramic sleeve.

Hyd oil leakage into cofferdam upto 200 ml a day is nothing to worry about.
For this you have to stand the sample for oil to separate out from mixture.
For Hyd oil in cofferdam, pressurise the hyd return side. Change mech oil seal or shaft seal.
If cargo leaks into the cofferdam don’t just change the seal. First find out where the leak is from.
To pressure test cofferdam blank by rubber gasket the relief valve and test for pressure drop at 3
kg and soap water. 400ml of cargo in cofferdam when pump is running the full day is ok.

It is better to superstrip the topline before stripping the pumpstack when you are dealing with
viscous Luboils, Molasses etc. This way you are able to strip against the lowest backpressure. For
your info Molasses is NEVER loaded through framo pump if there is no filter at ships manifold—
there might be the odd old shoe or cane piece coming along. High brix Molasses ( Columbian is
93 ) is usually pumped out by Framo portable screw pump MP125, of head 100 m. The pump can
be reversed to dispose off fibres of Molasses in the screws.

During tankwash ensure the bottom is always dry. Water in must be equal to water out. In the end
allow 10 cm of wash water build up by stopping the pump. Then run pump full speed for 3
minutes to flush internal parts. At this time open and shut stripping valve to flush the stripping
line.

Never allow saltwater to remain in pump stack. Always flush with FW.

Every 6 months Framo pump wear test should be carried out. This can be done by running Framo
with dischg valve shut as good speed and FW as medium. Wear rings get worn out by running a
pump dry. Dry running happens during stripping and tankcleaning. The Framo pumps can be run
against a closed cargo valve without an risk of eventual overheating as the wear ring loss comes
back into the tank.

The bearings in the Framo cargo pump is lubricated and cooled by hyd return oil and so the pump
can run dry without any damage. This means that the hyd return oil temperature is also a bearing
monitoring system. An alarm will be activated if the temp is greater than 60 deg C. If temp
exceeds 65 deg C all powerpacks are automatically unloaded except one. When temp drops <60
deg C they will be automatically reloaded. System reset button must be activated before any pump
can be restarted. The temp is automatically maintained between 30 and 50 deg C by cooling water.

When picking up anchor and for stations keep system pressure sufficiently high. Max main Hyd
pressure allowed is around 240 bars. The return to tank is 4 kg. Joint leaks on old ships always
happen while starting, due to air bubbles smashing in pressure line, and expansion in return line.

Cargo in cofferdam means—cargo seal, ceramic sleeve, pumphead seal leaks.

Ceramic sleeves can be polished. Worn seals can be reconditioned by Framo shore service.

Oil in cofferdam means---mech or lip shaft seal, pumphead seals leaks.

If hyd oil /cargo leakage is too much close hyd valves and use portable Framo.

Cofferdam seperates cargo section from hyd section.

Cargo seal is exposed only to static head from cargo.

Avoid dry running of Framo pumps or steaming stack for more than 10 min.

To replace a worn shaft bearing the complete pump needs to be withdawn by the shore crane.
The following passage is for better technical understanding of swivel angle/ swash plate and is
available in the technical manuals—

Framo power pack load sharing is by ammeter or swash plate angle.

FCV has been replaced by STC on new Framo systems. STC or speed torque control valve
prevent overspeed of pumps. STC regulated hyd pressure and limits the flow of hyd oil to pump
motors . The max outflow is adjusted by Framo manufacturer and the adj screw is sealed. If the
seal is broken the warrantly claims will not be honoured. The construction of a hyd motor is
exactly the same as the hyd pump.

Pilot pressure controller:

To keep a balance between oil delivery and consumption a PCV is needed. This valve is a stepless
remote control from CCR. When system pressure reached the set value of the PCV , the valve will
open for oil to the pump angle control cylinder. The swivel angle will now balance out. If the oil
consumption from the cargo pump is increased, system pressure will drop slightly and oil flow
through the PCV will drop. The swivel angle will now increase until a new balance is achieved
between oil delivery and consumption. By means of this system , oil delivery will always remain
same as oil consumption.

The coarse filter on the suction side of the powerpack pump is 100 microns while the fine filter on
the delivery side of pump is 10 microns.

The flow into the cargo pump hydraulic motor is regulated by FCV. The control signal into this
valve can be adjusted locally ( deck ) or remotely ( CCR ) with the motor rpm depending upon
hyd delivery pressure. Varying hyd pressure varies motor rpm. In closed system the level of hyd
pressure is fed back to the control side of pump. This signal adjusts the swash plate of the pump
adjusting the delivered hyd oil quantity. The pilot pump supplies the desired hyd pressure signal to
the swash plate control and thus signal is adjustable. The feed pump maintains a slight positive
pressure on the suction side of the pump and should only deliver fluid when the main system has
some leakage or the hyd oil contracts due to lowering temp.

Keep the special Framo tools like—

Antirotating tool for impeller hub
Extractors for impeller/ hub/ sleeve / hyd motor
Assembling cylinder
Mech seal assembler
Drain tool
Drain pump
Jack
Lifting bolts
Mirror
Plastic strips
Etc in a safe place and not mixed up with other tools

When loading through the Framo pump must the manufacturers rates be NEVER be exceeded.
When planning the loading rate the density of the cargo must be considered to avoid possible
irreparable damage to the submerged pump.
In case a cofferdam is blocked—no air returned while purging—inform the chemical operator.
NEVER use abrupt and sudden movements of the Framo joystick in the CCR. When starting
discharge, keep pump at slow speed until all checks have been completed, before increasing pump
speed. When discharging against high back pressure—do internal stripping.

When tankcleaning , the cargo pump stripping capacity should be balanced against the volume of
washing water being introduced to the tank. NEVER OPERATE THE CARGO PUMP DRY

Simple rules for the correct operation of the Framo Pumps

1 Purge cofferdam, before during and after use.

2 Check back pressure in return filters and in oil cooler.
3 Refill the oil tank through the filter box.
4 Drain off any water or sediment in the oil tank.
5 Slow down pump when tank cleaning.

PORTABLE FRAMO PUMP

If a vessel is fitted with individual deepwell pumps, then she will also be required to carry at least
one portable pump.

The pumps should be tested at least 4 times a year and hydraulic couplings on deck should be
identified, kept operational and covered with denso-tape.

The use of the portable pump occurs when a main tank pump fails and the tank can only be
discharged using the emergency procedures.

The use of the portable pump is a labour intensive and high risk operation, which can be further
compounded by the nature of the chemical to be discharged.

If the emergency pump is to be used, then the terminal and owners should be advised.

The terminal should also be aware of any problems anticipated and co-operation and
communication is vital for the safe and efficient discharge of the cargo.
The pump described below is a FRAMO TK4. If another type of pump is on board, then the
particular operation of that pump is to be used.

There are basically three main components which make up the portable pump.
1 The pump unit.
2 The starter head with hoses between pump and head.
3 Pressure and return hoses between the starter head and the snap on coupling stations on deck.

Flexible hoses of sufficient length are coupled to the pump to effect the discharge. The length of
flexible hose should be kept to the minimum to reach the installed pipework.

The portable pump is lowered into the cargo tank by a sling and not by the hydraulic
hoses.

PORTABLE FRAMO TRY OUT

As soon as a new Chief officer/ Pumpman joins he should at the earliest rig up the portable Framo
pump and try it out.

Never hook up without a flow control valve for speed control and stop/ start.

A) Fill up a empty 200 litre drum with SW and keep a couple of fire hoses standby to fill it up.

B) Use tripod the same way you will use in a tank.

C) Before connecting hyd hoses close flow control valve.

D) Check for cleanliness on snap on couplings.

E) Always connect return hyd hose first--- ‘and open valve’.

F) Connect pressure hyd hose and open valve.

G) Open flow control valve till the required rpm is reached, don’t let the drum go dry. If so then
put dischg back into the drum.

H) Probable specs of a portable framo will be 180 bars/ 70 cum per hour/ 140 ltrs hyd oil per min

I) After you are satisfied , rinse with FW. Then first shut flow control valve. Make system
pressure zero.

J) Close pressure line valve first and then return.

K) Always disconnect pressure hyd hose first and then return.

L) Before keeping back in store release the oil pressure inside hyd hoses by removing about 20
CC of oil, by pushing with fingers. Otherwise in an actual emergency you will have difficulty in
connecting the snap on couplings.

M) Don’t kink the hoses in the store.

Portable Framo pump is not used to pump ashore. Rather it is used to pump from one tank whose
pump does not work to another tank of the same grade or empty tank whose pump works.

If the emergency pump is to be used, then the terminal and chemical operator should be advised.
The terminal should also be aware of any problems anticipated and mutual co-operation is vital for
the safe and efficient discharge of the cargo.

Ensure that only the lower half of the pump is submerged and is lowered as the cargo level falls .

FRAMO DEEPWELL PUMP OVERHAULING

MODELS: SD125 AND SD150 ( design number 5 )

Shut inlet valve of main hydraulic inlet pressure line.

Purge the cofferdam.
Take the Framo tool box down.

To dismantle impeller and wear rings:

Remove 8 nos bolts to dismantle pump support ring.

Lift up the support ring and tie it up with a rope about one metre high.
Loosen 8 nos bolts of upper wear ring support.
Then loosen 2 turns only 6 nos allen bolts for impeller hub (inner ).
Turn impeller clockwise for easy access.
Press down the bolts and impeller.
When impeller is loose remove the bolts.
Remove 4 nos bolts between volute casing and cargo leg.
Replace 2 of the bolts with long lifting bolts---one bolt on each leg.
Remove remaining bolts between volute casing and bearing housing of cargo flange.
Now all volute casing , impeller and suction cover is hanging on lifting bolts diagonally positioned
on each cargo leg.
Lower unit on plastic strips.
Slide the unit out of the well.
Remove upper wear ring and inspect it ( white large ring ).
Remove black o ring and small white seal element between impeller and impeller hub.
Put unit upside down
Remove nuts between suction cover and impeller.
Inspect white wear ring. Normal radial clearance is 0.2 mm. if clearance becomes greater than
1mm renew.
Loosen locking bracket and remove locking ring.
Fit back the suction bellmouth to lift up the suction cone
Finally lift up the impeller.
Note; wear rings usually last 10 years for clean oils. For sediment cargoes like clay slurry you will
have to renew often.

To dismantle double cargo lip seal and cofferdam seal:

First dismantle 4 bolts on the lower part of thin cofferdam check pipe.
Put a mirror.
Dismantle impeller hub from the pump shaft.
Loosen lock washer.
Remove bolt and pull out impeller hub.
Use extractor to remove impeller hub.
Don’t damage or ring and ceramic sleeve.
Put on the assembling cylinder to keep the ceramic sleeve in place and protect seal lips.
Pull down seal ring housing with cargos seal.
Remove the thin white Teflon seal ring.
Remove (thick small with spring) double cargo lip seal.
Remove single lip cargo seal.
Note : always change single and double cargo lip seal together as they come as one spare part.
Remove ceramic sleeve after removing the assembling cylinder.

To dismantle Mech oil seal :

Mech seal can be dismantled without draining oil from the hyd pump stack.
Remove bearing housing from pump casing.
Put upside down and remove upper seal ring housing.
Use 2 lifting bolts and remove mech seal stationary part ( black ) and Teflon seal element.
Use special tool for rotating part of mech sealnever use grease on oring of stationary seal---use
soap water.
Dismantle pumpshaft, ball bearing and back stop unit ( after reading the manual ).
For hyd motor you must drain out hyd oil from pump stack.
Use air driven drain pump given by Framo.
Lower hyd motor by using Framo jack.

Assembling
Assembling is done the reverse way the things came off.
However turn ceramic sleeve by 180 degrees.
Groove from double lip cargo seal must be facing towards the impeller.
Fit retainer ring on geared shaft correctly at end of ceramic sleeve.

Running test:

Pressure test cofferdam at 3 bars pressure.

Blank cofferdam vent pipe.
Unscrew the complete air relief valve and connect pressure guage.
Check for pressure drop . Pressure must be stable for 30 minutes.

FRAMO HARDWARE

When a new delivery Master or Chief Engineer goes to the yard to take over a ship , they must
know the following minimum essentials.

They must know which hardware is yard supply and what is Framo supply. The Framo supply is
usually perfect, the yard supply and the interfacing needs to be checked in great detail —this is
why they are sent by company to the yard well in advance. The new building superintendent is of
course there much before, and he need to read this chapter too. Sometimes for yard’s convenience
they do not fit Framo supply hardware, and this must be rectified.

For example, recently when one of our Masters pointed out to the yard, that the Framo air purge
couplings for stripping the stack do not have non return ball valves ( but wrongly fitted with yard
supply shut off cocks ) as is usual for Framo fitted ships as a Framo supply , the yard initially
stonewalled—but since this was done in writing with copy to Framo and company, the yard was
forced to recify it free of cost before delivery. Imagine Sulphuric acid spraying on the Pumpmans
face, after he finished stripping the stack!!.

Look for alien voltage from interfaced equipment prior to working. There must be sufficient
service space and lifting hook pad eyes. Hydraulic oil used must be mineral based and must have
FP between 180 and 230 C. This was another mistake recently noticed---the yard had to drain out
the cheap quality yard supply hydraulic oil , flush the system and then fill up again with the
correct viscocity/ FP hydraulic oil ,as specified by Framo.

Any hyd leak spray must not come in contact with heated surfaces. Check hyd oil connections,
valves and flanges—if necessary put splash tapes on flanges. If the power pack is in the ER—an
oil mist detector is desirable. This is bound to be a regulation very soon.

Welding on framo equipment in not to be done without permission.

There must be no paint on flexible hoses and rubber dampers—as it will crack very soon.

It is important to know the hyd oil conspumption of all cargo pumps—big and small , ballast
pumps, portable pump, tankcleaning pump etc in litres/ minute. This must be posted at the
remore panel in the CCR.

Any consumer hooked on to the central hydraulic ring , main system can be run ( like crane ) as
long as the oil delivery is sufficient. To control the speed of the hyd motor a FCV ( old ships ) /
STC ( all new ships ) is fitted. Framo does not make FCV any more—they make it only for the
portable pumps.

Check the hydraulic oil storage tank and clean oil drain tank. Both must have sloping bottoms
away from the suction and towards the bottom drain for efficient water draining. These tanks are
usually yard supply—the rest are Framo supply.

In case the power pack is situated outside the ER, the ventilation must be sufficient—without
ingress of salt spray. The advantage of having the power pack in the higher level FP store is the
natural head of hydraulic oil afforded , to the mechanical hydraulic oil seal at cofferdam of
submerged cargo pump, in case the Jockey pump fails.

There must be an obstruction free arrangement in case the whole pipe stack and pump head has to
be removed from the tank with a tall crane.

The pipestack must be parallel to the bulkhead, where the bracket for the intermediate support is
welded.

From Framo CCR control—you should be able to see manifold—the console is made by yard.

Look for dents on framo pump risers –due to incorrect handling by slings or forklift marks under
power pack units ( they must be lifted by 4 hooks ). The risers have concentric pipes inside inlet/
return/ cofferdam.

Framo pumps must be installed only after the welding causing spatter, grinding, pickling in the
tanks are over in SS tanks -- or for the matter ,painting in coated tanks.

Note—Framo recommends hyd drums to be stored horizontally when it is kept out door—so that
the bungs are covered by oil—oil can leak out—but water cannot come in.
Water has a negative effect on hyd oil additives , which have been primarily put to improve oil
quality.

Framo drops must not lead to pump suction—it must not hit steam coils—must slip underneath
and hit the forward bulkhead for tsunami recirculation.
Flexible hoses for stack stripping will have SS snap on couplings, with a NR ball valve at each
end. The hose will not be > 2 metres long, will be SS braided, will be heavy duty and hard to bend
at 180 deg angles. There will be NO jubilee clips—if you notice Jubilee clips it is a deliberate yard
mistake. They have fitted a compressed air outlet valve far away from the pump, and instead of
relocating the air valve they did the next best in a clandestine manner—that is, give the ship a
longer hose with couplings fixed by jubilee clamps. After stripping the stack there must be no
need to shut a cock before disconnecting. Cargo must not ingress the air flexible even if air
pressure drops from 7 kg.

Exhaust traps must have 50 cms clearance to keep a collecting bucket . Cofferdam blow is done
into a compatible bucket and not into the clear sample glass bottle. There must be different
buckets for different grades of cargo.

The intermediate riser supports must no be welded in corners or slope of corrugated solid steel –or
on 2 different bulkheads at corners of tank. Framo have certain calculations on which they decide
whether to put one or two intermediate riser supports. Be aware in tanks without sloshing
considerations and less load density, carriage of free flowing high density cargoes like sulphuric
acid of SG-1.85 can cause cracks. Master must prevent ship from rolling excessively and not trust
the Framo calculations to deliver his tanks from cracking danger . Framo calculations have not
taken into account the ships tanks’ load density—if a heavy cargo of 2.0 SG can be loaded 98% or
partially full.

Prior pump installation the deck trunk and brackets for intermediate and bottom support have to be
welded into the tank. A good yard will use a Framo provided dummy with laser beam holes to
avoid templating misalignment. Good alignment means no cracks. While the Japanese yards are
experts in this—newly mushroomed yards who have jumped into the fray with the chemical Type
2 tanker veg oil shipping boom ( after 1.1.2007 ) may not be so. In such yards the Owners yard
new building superintendent must carry his own laser pencil beam—available in the market.

Welding seams of deck trunks must not be facing the ship side where they can get pounded by a
incompressible green water wave.

Ammeters must be be provided for motors > 7.5 KW. A good chief engineer who knows about
swash plate angles of variable displacement Framo power pack pumps will hardly need this
Ammeter. The ratio of current transformer must be told to Framo by yard if an ampere meter is
required on the hydraulic system control panel.

Cables for motor heating elements and thermistors must not be interchanged as voltage >2.5V will
damage the thermistors. Motor heating elements must be powered up immediately after
installation.

Hydraulic oil tanks must be vented indoors repeat indoors -and that too with an air filter, not to
outer decks. The storage volume must be min 50% of the total oil volume in the hydraulic system
—the recommended is 70%.
The storage and clean oil drain tank must be SS to prevent coating—if not grit blast to SA2.5 and
give two coats of hyd oil resistant epoxy 100 microns each. Only SS pipes are used, copper or
galvanized pipes must never be used.

Manometer test connections must be provided by the yard at both supply and return lines, to do
trouble shooting and to test for pressure peaks.

Venting plugs must be at the highest point—at both pressure and return pipes.

Framo does not accept hydraulic cylinders connected to the system. If a crane has to be used they
recommend a separate hyd system with hyd motor driven from Framo system. But as long as the
CCR OOW is aware that a crane is being operated , he can be vigilant.

Pipelines must not have too much of pressure drop ( smooth internal surface ) or air pockets.
Framo pressure drop calculations are based on minimum ID .

Unnecessary flanges must be avoided by yard. All pipeline spool welds must be possible to be
inspected from a flange—say using a video scope, at the yard.

The resilient pipeline clamps must have 4 rubber pads at all 4 quadrants—equally compressed to
absorb vibrations and prevent transmission to deck structures. These clamps must be welded to
rigid structure.

Pipeline bulkhead penetrations must be resilient Framo supply. The inner bulkhead must have a
protection cup,, lined with glass wool.—both yard supply.

Expansion loops on hyd pipelines must be always horizontal—never vertical. These are for
thermal expansion and axial forces/ deflection of ship’s structure.

Water ballast pumps must be connected to different RCV blocks—to ensure operation of ballast
system if one valve block is out of service.

Pilot pipes on open decks must be made of SS. Pilot pipes min distance between expansion loops
is 25 metres. If attached to the catwalk—expansion loop must correspond with the expansion joint.
If there are 2 tiers there must be no contact between any pipe and adjacent flange—flanges can be
turned to avoid contact. Only cold bending is permitted.—free of wrinkles on inner side and 7%
ovalty. Pipes must be degreased before bending and pickled after bending. Low pressure pipes
have Teflon mandril inside the pipes.

TIG welding with Argon gas is recommended for SS. Carbon steel pipes must be coated with zinc
rich epoxy. Neutralization of carbon steel pipes after pickling—2% phosphoric acid at 85 deg C
for 5 min, the Framo way is wrong—Nitric acid would have been the best. Neutralization of SS
( passivation ) 14% Nitric acid at ambient temp for 45 min.
Pipe clamps must be welded only AFTER alignment and assembly of pipes. Adjusting spools are
min 2 to 3 metres long—the pipes must be pulled apart before inserting to prevent damage to
spool O ring. Use Molebnenum Sulphide grease on screw connections.

As soon as you join the ship –check the manifold—if the manifold athwartship pipes are above
the fore and aft cargo deck lines it simplifies the loading. If it is below—it simplifies the stripping.
This knowledge is vital with high MP cargoes loaded from barges in freezing weather—like
Phenol loading / dischg in winter. If pipelines get frozen with toxic cargo and you have to put you
crew in danger to unfreeze the lines—it is a disgrace.

If the manifolds are above deck lines—then separate drain lines have to be installed for all deck
pipelines. If the manifold common collector is above the manifold pipelines—then 2 drain tanks
at the manifold.

Hyd oil pour point should be around -26 deg C, with viscosity ISO VG46—the trade name
whether it is TELLUS--Shell/ RANDO--Texaco or BARTRAN—BP will have the number 46.
The hyd oil must always be filtered by using the Framo hyd oil transfer unit when the oil is filled
into the system from the storage tank. Water content must be below 300 ppm or 0.03%

Air in the system is indicated by –

Back flow into the system when at standstill
Great difference in tank level at low and high system pressure
Foaming
Discoloured oil

Cooling water pipelines are fitted with flexible bellows to prevent vibrations. Piping at the outlet
side must be routed above the oil cooler and a vacuum breaker must be installed.

The tank risers have concentric hyd pipes for max safety. Framo cofferdam is at atmospheric
pressure, unlike the Japanese deepwell pumps who use air pressurized cofferdams to make up for
the lack of Jockey pump—and that too with a fixed air connection!

Remember Framo cargo double lip seal faces only static pressure. Framo pump design permits dry
running during stripping and tankcleaning. It facilitates in tank replacement of wear and tear parts
without interfering with hydraulic section.

By purging only the condition of the double seal cargo seal is known, hence replace both single lip
and double lip cargo seals together always.

After fixing the snap on hydraulic couplings of portable framo, secure it with locking ring —only
then the arrangement is safe.

Portable Framo TK80 usually provided on board EMS ships have a capacity of 90 cum/ hr.
Portable Framo inlet pressure is usually 180 bars and the return line pressure 16 bars.

Before purging cofferdam drain the compressed air supply line off water. When purging cofferdam
the cofferdam relief valve operates at 3.5 bars. If not, then you get air into the hydraulic system
with once the air pressure is greater than the jockey pump pressure, due to a blocked cofferdam.

Light cargoes like Methanol/ Naphtha bypass cargo seals and penetrate cofferdams more easily
than viscous ones like Lub oils/ Veg oils. Cofferdam ingress of cargo volume means nothing, if
the type of cargo purged is not mentioned.

Non viscous cargo leakage 0.5 litres/ day is normal. Oil leakage 0.25 litres / day is normal.
Cargo leakage in cofferdam can be—
Wear on ceramic sleeve
Leaking pump stack/ pumphead seals

To fill up a cofferdam prior dischg, for cargoes like Caustic soda—

Disconnect exhaust trap piping from pump top plate—use a suitable adaptor and fill up.—allow
air to escape from snap on air coupling –in other words this is reverse of purging

For continious circulation of water while discharging ,for cargoes like Clay slurries:--
Same way as you blow the cofferdam. Ensure the hyd return oil pressure is higher than the
cofferdam pressure.

If the hyd oil temp is <20C circulate the oil for heating at max 100 bars prior to raising the
pressure to 150 bars.

When using deck mounted heaters –make sure the cargo is circulating though the heater before
opening steam inlet valve. Never heat without necessary cargo flow through the heater to avoid
carbonizing. Shut off heating medium before the pump is stopped. For deck mounted heaters do
NOT heat while discharging—or cargo will come back into the tank.

Jockey pump also prevents water entry into hydraulic oil from leaking cooler.

If oil temp is <20C, circulate the oil though the heating/ venting valve –with one power pack
running.

Manual override:--
Mode one--1)Sensor on oil tank is indicating shut down level, and it has been determined that
level is OK
2)A limit switch is indicating closed valve and it has been verified that the valve is fully open.

Mode 2—for PLC failure

Cooling water valven for power pack is automatic , 50C open—30C shut
The Framo pumps can be run against a closed cargo valve without any risk of eventual
overheating as the wear ring loss is led directly back into the tank.

PCV is a proportional valve for precise and fast control of pressure. This valve is primarily used
for remote control of pilot pressure to a Framo hyd control valve. PCV is a compact unit with
integrated electronics and a pressure transducer for controlling the pressure on port A. when the
current to PCV is zero the spool is in spring return position.

When the actual pressure at port A is lower than the set pressure, the spool will more so that port P
and port A are connected, while port T ( to tank ) will close. The valve is then in supply mode.
A limitation is built into the electronics so that the PCV will not open unless the command signal
exceeds a pressure of 10-12 bars. The valve closes when the command signal gets lower than 10
bars. When using remote control PCV, the local control valve must be set in max position and vice
versa. Everybody on the ship must know this—when a tank is being discharged in bulk or at sea ,
the local control valve STC must be fully open or fully clockwise. The command signal to the
valve is usually set by a potentiometer at the control panel.

Emergency over ride—

This procedure must be known to Chief engineer. Read the Framo manual as soon as you join, and
familiarize how to do it, where the allen key has to be inserted and how it has to be turned after
loosening the check nut. If you do this simple procedure fast, the chief officer need not rig up the
labour intensive portable Framo and end up with ROB and a mandatory and costly pre-wash.

If the valve has an electrical fault you can mechanically connect port P to port A, and run the cargo
pump from local control. Remember to unload local control valve before changing to manual
override. Use an allen key—clockwise. After operations connect port A to port T ( tank ) by
screwing counter clockwise. Fasten the locknut—don’t use force with allen key.

CAPT AJIT VADAKAYIL ( 28 YEARS IN COMMAND )

..
Capt. Ajit Vadakayil at 12:02:00 PM

44 comments:

RinkuJanuary 6, 2011 at 2:42 PM

Capt,
Very informative
Thanks

Reply
SHISHIR DUTTFebruary 17, 2011 at 11:13 AM
Dear Capt. Ajit ,
Can you provide some description on the drawing and function of superstrip system .

rgrds
Shishir

Reply

Capt. Ajit VadakayilFebruary 17, 2011 at 11:49 AM

sishir,

Superstrip of cargo pipelines , must be done on a chemical tanker after dischg to comply with
Marpol ROB min quantity.

Also -- in case of inconvenient cargoes like Sulphuric acid , Luboils and high MP cargoes, after
completion of loading.

Basically you shove cargo from inboard side of the shut manifold valve , to outboard shore side.

You cant blow cargo in a large dia pipeline uphill against gravity , ( aft of manifold with trim by
stern ) from tank till manifold, as air will skim on top of cargo inside the pipeline.

So air is blown inboard of a shut manifold valve , to force the cargo to flow downhill, to the aft
tank stack, and then the cargo is ushered into a small diameter superstip pipeline ( this could be
portable --if fixed piggy back superstrip pipelines are not fitted for all aft tanks ) , which takes the
cargo outboard of the shut manifold valve, ashore. Air cannot skim on top of cargo in a very small
diameter pipeline.

On modern Chemical tankers, superstrip piping is avoided by raising the aft tank delivery pipes
upwards , so that cargo flows towards manifold by gravity --due to a sloping pipeline.

This makes sure that after dischg all your cargo goes ashore by gravity. But on the other hand after
completion of loading your manifold cross pipes of aft tanks will be full of cargo. Sulphuric aacid
sloshing in rolling during loaded passage , can destroy all the butterfly valves at the manifold, on
both sides.

CAPT AJIT VADAKAYIL

..

Reply

sehmusSeptember 13, 2011 at 12:29 PM

dear captain ,
we faced with one remark in veetting inspection ..could you pls advise brand of oil mist dedector
for power pack room as used for framo system...
thanks in advance,
sehyuc@yahoo.com

Reply

Capt. Ajit VadakayilSeptember 13, 2011 at 2:27 PM

hi,

you can go for any of the three OMD --

DAIHATSU
GREEN INSTRUMENTS AS
QMI MULTIPLEX

capt ajit vadakayil

..

Reply

HydroponicsNovember 17, 2011 at 3:49 PM

Pipelines must not have too much of pressure drop ( smooth internal surface ) or air pockets.
Framo pressure drop calculations are based on minimum ID.

Automated Feed Pump for Grease Traps

Reply

Mahmoud RedaDecember 1, 2011 at 11:18 PM

Thanks Capt. Ajit Vadakayil for information

i'm student in naval architect and marine engineering dep. , Port-Said university , Egypt
and i'm doing a research on differences between chemical and oil tankers.

i need to ask about something pls

1 - is there any protection for deep well pumps in case of tank loaded with aggressive acids ?
2 - can you tell me what is the main differences between chemical and oil tankers in pumping
system?

thanks in advance
Reply

Capt. Ajit VadakayilDecember 1, 2011 at 11:46 PM

hi mahmoud,

1) acids are loaded in stainless steel tanks, with stainless steel deepwell pumps, with teflon inserts.
epoxy and zinc silicate paints cannot handle acids. framo deepwell pumps have a cofferdam to
prevent acid cargo entering the hydraulic oil impeller motor drive.

2)oil tankers have pumprooms with pumps and all tanks are connected at the bottom level of tank.
you can prevent an overflow while loading by opening an empty tank.

chemical tankers do NOT have pumproom as all pumps are situated inside the tanks- to prevent
having a suction pipe, where all pumping problems lie. this way all tanks are connected above
tank level at the manifold. here overflow is prevented while loading by shutting the full tank.

capt ajit vadakayil

..

Reply

BOSSDecember 12, 2011 at 1:02 PM

thanks for provided a nice information
We Manufacturers and Suppliers of Single Spring Mechanical Seal, Dry Mechanical Seals,
Reactor Mechanical Seal ,Cartridge Mechanical Seals, Mechanical Shafts Seal Manufacturers.

Reply

SmMarch 12, 2012 at 10:37 AM

Capt Vadakayil,

I was surfing the net and found very helpful info of chemical tankers on your blog. Excellent
details.
Have a question today on carriage of Furnace oil with 2% sediments in it for a long voyage on a
IMO-II chemical tanker with Framo deep well pumos. How do you see this as a problem cargo
and any risk associated.

Appreciate your input.

Many thanks.

S Modak.

Reply
Capt. Ajit VadakayilMay 8, 2012 at 2:20 PM
hi modak,

it is very difficult to clean FO tanks after discharge.

the next cargo CANNOT be a clean one. the best next cargo will be LDO ( NOT the golden gas oil
).

if the charterers push you--take your own sweet time for tankcleaning and ask for enough
degreaser tankcleaning chemicals --

dont ever get rushed, for nobody will give you a gold medal for being an eager-beaver -- but you
will get hung if your ship fails the next first foot.

extensive flushing of pipelines with degreaser will be required. the black oil tends to get behind
even a valve seat ring.

the first pre-wash cannot be hot -- as the lighter solvent fractions will evaporate, and the balance
sediments will involve nightmare cleaning. .

remove cold interface while HOT washing.

capt ajit vadakayil

..

Reply

alekhya bizconnJuly 3, 2012 at 9:34 AM

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and superior quality products, we have established ourselves as a renowned company catering to
our clients with varied precision mechanical seals solutions. <a
href="http://www.globalautomotive-industry.com/products-services/accessories/ashish-industries/
> Single Spring Mechanical Seal</a>.

Reply

alekhya bizconnOctober 1, 2012 at 1:44 PM

Thanks for every other informative site. The place else may just I am getting that type of info
written in such a perfect approach? I have a undertaking that I am just now working on, and I have
been at the look out for such information.AGS Filtration Pvt. Ltd is a Native Indian organization
of Worldwide reputation in the field of multiple demand and program Filtration.Compressed Air
Filte.
Reply

Jesus F. BrachoDecember 6, 2012 at 2:35 AM

Dear Capt. Vadakayil
Regarding framo pumps cofferdams, what could be the reason to fill the cofferdams with water?,
different from the reason of avoiding clogging (molasses, etc). Many thanks in advance! JBracho

Reply

Capt. Ajit VadakayilDecember 6, 2012 at 8:13 AM

hi jesus,

cofferdam prevents cargo from entering the hydraulic system-- and also hydraulic oil from
entering the cargo tank.

conversely both hyd oil and cargo are expected to ingress in the cofferdam in small quantities--as
this space is also a INDICATOR which tells you if the cargo or oil seal requires renewal, due to
wear.

hence cofferdam must always be clear. you must NOT load cargo in a tank whose pump's
cofferdam is clogged.

there are certain cargoes which will harden inside the cofferdam and hence cannot be purged with
air, before loading the next cargo.

also some of these cargoes may be "ABRASIVE" ( like clay slurry ) and destroy the ceramic
sleeve on which the cargo seal abuts. and since clay slurry is INSOLUBLE in water and HEAVY ,
just filling up the cofferdam will NOT do.

crystallizing cargoes like phosphoric acid and caustic soda are also abrasive.

when the pump runs, water has to be continiously filled and ejected out on deck.

TO AVOID INGRESS OF WATER INTO HYD OIL (WHILE RECIRC OF WATER) -- DO NOT
TRUST THE SMALL PRESSURE EXERTED BY THE JOCKEY PUMP -- RUN THE FRAMO
SYSTEM, WHEN WATER IS FILLED IN THE COFFERDAM.

capt ajit vadakayil

..

Reply

Jesus F. BrachoDecember 7, 2012 at 12:31 AM

Dear Capt. Vadakayil
Many thanks for your prompt answer and help!
Very best regards,
JBracho

Reply

vijay kamalDecember 28, 2012 at 9:12 PM

dear captain,
Greetings.i have sailed in bulk carrier for two years and i have done single contract as 4/e in bulk
carrier.now i am getting a offer from a maritime agency to do chemco and join a chemical carrier
as 4/e but the wages they give is 1800$,kindly advice on this.in bulk carrier they pay me 3400$

Reply

vijay kamalDecember 28, 2012 at 9:15 PM

dear captain,i have sailed in bulk as 4/e and now i get 3400$ monthly and i got a offer from a
maritime agency to do chemco and join their chemical tanker for 1800$ monthly.is chemical
tanker safe to work with and also i heard life is hectic at chemical tankers...kindly advise

Reply
Replies

Capt. Ajit VadakayilDecember 28, 2012 at 9:44 PM

hi vijay,

it is good to do chemco and get experience on a chemical tanker.

negotiate your wages and go for a short contract.

life on chemical tankers is safer than on a old bulk carrier.

capt ajit vadakayil

..

Harshal DureApril 20, 2013 at 4:32 AM

DEAR CAPTAIN...
I HAVE ONE QUISTION AND IAM LOOKING FOR THE ANSWER FROM LONG TIME
CAN U PLZ ANSWER THIS....

What is the precaution to be followed when replacing the mechanical seals in a cargo pump of an
tanker?
PLZ SIR,,

Capt. Ajit VadakayilApril 20, 2013 at 9:23 AM

hi harshal,

The lapped seal faces are brittle and may crack if dropped or scratched against other parts.

-Never touch seal faces with bare hands; use clean gloves.

-Never use any lubricant on seal faces, -they must be assembled completely dry, clean and
dust-free. Clean the seal faces using denatured alcohol.

-Check that o-rings for rotating and stationary seat, and rubber bellows, are undamaged prior to
installation.

Dynamic O ring and static O ring have different surface roughness—check value in manula
drawing

-To reduce frictional forces when installing rotating seat on shaft or sleeve, thinly lubricate the
dynamic o-ring, or shaft/sleeve area for o-ring with silicone grease. Never use grease incompatible
with o-ring material.

-Use approved assembly tools when installing rotating seat on shaft.

-Use Loctite 243 or equivalent on set screws. Set screws must be renewed after every
dismounting.

Use torque On screws according to table.

-To reduce friction during assembly, wet the stationary o-ring and all sliding surfaces for the o-
ring with water. If the stationary seat is impossible to install using water, add some soap to the
water. Use as little soap as possible.

The stationary o-ring must never be lubricated with grease.

-When pressing in the stationary seat with o-ring, make sure that the pressure distribution is
uniform and that the o-ring is not damaged.

-Do not use any assembly tools against seal face. Press seat into seal housing by hand using clean
gloves .

-On stationary seats where no lock-ring is installed, - make sure that a possible twisted o-ring
during assembly is not forcing the stationary seat out of seal housing after assembly.
When looking at the sliding surface of the rotating seat, a right handed shaft
requires a right handed spring and vice-versa.

-When mounting mechanical seals with conical

springs, the spring must be pushed onto the
shaft with a screwing movement identical to the winding direction of the spring; this causes the
spring to open.

If a provision has been made for a stationary, as well as a rotating pumping screw the spiral
direction of the
stationary member must oppose that of the rotating pumping screw.

After installation is finished a pressure test of the mechanical seal should be performed if possible.

. For detailed procedures, refer to the pumps service manual or assembly instructions.
Pressure test with clean dry air.

If the mechanical seal is used as oil seal, the return chamber,-where this is possible,- should be
pressure tested to 6 bar for 15 minutes. Monitor pressure in cofferdam during test.

Install right side up-- rotating and stationary seats.

capt ajit vadakayil

..

Harshal DureApril 22, 2013 at 6:16 PM

Dear Capt. Vadakayil
Many many thanks for your prompt answer and help!
Appreciate your input
Many thanx..AGAIN

Reply

K AnandJune 23, 2013 at 4:06 PM

Captain Vadakayil,
Sir what are the reasons for stopping overflow on oil tanker by opening an empty tank but shutting
a full tank on a chem tanker/

Reply
Replies

Capt. Ajit VadakayilJune 23, 2013 at 7:29 PM

hi ka,

punch into google search-

INSTRUCTIONS FOR OVERFLOW PREVENTION ON CHEMICAL TANKERS

VADAKAYIL

oil tankers tanks are connected to each other at the bottom of the tanks.

chemical tanker tanks are connected to each other about 2 metres above main deck level at the
manifold ( if they are connected by spools or internal looping hoses ).

capt ajit vadakayil

..

Reply

Vishwajeet SinghJune 25, 2013 at 9:35 AM

hello sir
read your extremely helpful blogs.. thanks for sharing your knowledge with us.
my query is what are the risk and hazards associated with framo pumps on a chemical tanker..

Reply
Replies

Capt. Ajit VadakayilJune 25, 2013 at 10:14 AM

hi vs,

do NOT allow the impeller to work loose . sometimes after changing the cargo seals the engineers
so a poor job in boxing back.

leaky wear rings can spray cargo.

high MP cargoes -- the pump and dischg column can freeze . no not allow cold ballast interface.

capt ajit vadakayil

..

Reply

Pushkar KashikarAugust 6, 2013 at 9:55 AM

hello sir,
i just would like to ask what checks to be carried out before discharging the cargo on fixed framo
system
1. by deck side
2. by engine side
if you can then please e-mail me on
marinepush@gmail.com
thanks n brgds
pushkar

Reply
Replies

Capt. Ajit VadakayilAugust 6, 2013 at 11:04 AM

hi pk,

i do NOT take such comprehensive academic questions -- meant for orals and exams, due to
obvious reasons.

there is more than enough info in my blog posts on this subject.

and i do NOT come on email.

punch into google search-

CHEMICAL TANKERS , DISCHARGE OPERATIONS VADAKAYIL

it goes without saying that engineers have to check the hyd oil level , ensure jockey pump is
running, start cooling water system , check oil filters , start requisite number of generators and
vent air from system if there is sound.

and deck officers have to purge pump cofferdams, check for leaks and tell engineers how many
power packs they will use.

If the hydraulic oil temperature is below 20 °C, circulate the oil for heating at
maximum 100 bar prior to raising the hydraulic system pressure to max.

capt ajit vadakayil

..

Reply

venkata syam konidalaNovember 15, 2013 at 6:32 PM

Dear sir
can you explain what is the reason for starting additional feed pump before starting power pack

Reply
Replies

Capt. Ajit VadakayilNovember 15, 2013 at 7:19 PM

hi vsk,

in the framo systemthe feed pump is called jockey pump-

it runs 24 hrs a day-- 365 days a year -- NON STOP.

read item no 3 --right on top of the post.

capt ajit vadakayil

..

Reply

Venkata SyamNovember 17, 2013 at 12:13 PM

Dear sir
It is understood that jockey/feed pump runs all the time in framo system. my doubt is why it is
required to start second feed pump while starting powerpack. two feed pumps will be running
when powerpack runs and only one feed pump when powerpack is not running. it is inbuilt system
and additional feed pump starts automatically when powerpack is started.Can you explain the
reason sir.
Best regards

Reply
Replies

Capt. Ajit VadakayilNovember 17, 2013 at 2:27 PM

hi vs,

this depends on the operation manual--

maybe the hydraulic circuit is designed that way.

capt ajit vadakayil

..

Reply

Cdt Tom AlexNovember 18, 2013 at 7:46 AM

Dear Sir

Thanks for this informative article. Could you please enumerate on how to go about during change
over of tanks during cargo discharge. Discharging from 1W,5 W and 6 W. I will like to keep 1W
and 6W running but need to change 5W to 4 W ? Thanks in advance

Reply
Replies

Capt. Ajit VadakayilNovember 18, 2013 at 8:16 AM

hi ta,

i do NOT take such questions-- due to obvious reasons.

however you can read another post-

punch into google search-

CHEMICAL TANKERS , DISCHARGE OPERATIONS VADAKAYIL

when you do the job practically on the ship-by assisting in cargo work , you will come to know.

capt ajit vadakayil

..

Reply

NIKESH PATILMarch 22, 2014 at 4:13 PM

Can you please advise me the external inspection of the deepwell pumps inside the tanks to be
carried out during tank inspections.

Thanks,

Reply
Replies

Capt. Ajit VadakayilMarch 22, 2014 at 4:33 PM

hi np,

read the post properly.

punch into google search-

CHEMICAL TANKERS , DISCHARGE OPERATIONS VADAKAYIL

capt ajit vadakayil

..
Reply

Elina MariaAugust 22, 2014 at 3:09 PM

Nice blog!
It gives some good and useful information about oil equipment and it's uses. The equipment
shown in this blog is really good and high quality.
Air Operated Pumps

Reply

Sophie TilleyAugust 25, 2014 at 3:34 PM

I went across your blog it is really good. It has very important and useful information.
Workshop Equipment

Reply

Search2July 1, 2015 at 4:13 PM

Hi,
Thanks for the nice explanations, you are really worked hard
to write this wonderful post.

Nice efforts, keep writing.

Andre
Pumps & Valves Manufacturers

Reply

Chander Jeet Singh BhallaJanuary 8, 2016 at 1:44 PM

I MUST SALUTE YOU CAPT AJIT!!! THIS IS A GREAT JOB YOU ARE DOING BY
SHARING YOUR EXPERIENCE WITH SHIPPING FRATERNITY!!

CS BHALLA

Reply

Master marinerApril 16, 2016 at 10:10 AM

Can you throw more lights on what you have mentioned on wear ring test and other framo pump
performance tests

Thanks in advance

Reply

Kalpesh KhatavkarSeptember 21, 2016 at 2:31 PM

dear captain,
what to do of the purged fluid(water or air) from cofferdam after the purging of cofferdam is
done?
Do we have to give to shore or something else?
please reply Sir

Reply
Replies

Capt. Ajit VadakayilSeptember 21, 2016 at 2:36 PM

follow marpol rules

Reply

Capt. Ajit VadakayilMarch 1, 2017 at 8:11 PM

I GO FOR LONG WALKS WITH MY WIFE OFTEN

OFTEN I REMINISCE TO HER LOUDLY WHILE WALKING --SHE KNOW WHAT IS

COMING--AND SHE IS A PATIENT LISTENER --THIS IS CATHARSIS FOR ME

WHEN I AM IN CATHARSIS I WALK FAST--AND SHE STRUGGLES TO KEEP UP.

" I AM IN ONE PIECE AFTER 4 DECADES AT SEA AND 6640 ONBOARD DAYS ON
COMMAND "

MIND YOU ON CHEMICAL TANKERS ( ESPECIALLY AGED ONES ) THIS IS AN

ORDEAL .

YOU HAVE NO FUCKIN' IDEA WHAT I AM TALKING ABOUT.

IT WAS COMMONPLACE FOR ME AS A CAPTAIN TO STAY AWAKE MORE THAN 72

HOURS AT A STRETCH , MICRO MANAGING--- WITH SHIT OFFICERS AND CREW

ALL OTHER TYPES OF SHIPS GAVE AN OPPORTUNITY FOR CREW TO RELAX DURING
THE LOADED SEA PASSAGE--NOT CHEMICAL TANKERS.

WE WOULD BE BUSY HEATING CARGO --RECIRCULATING CARGO-- CLEANING

EMPTY TANKS WHICH OFFERED AN OPPORTUNITY --

-- WE HAVE SEVERAL TANKS AND IN LOADED PASSAGE BETWEEN PORTS SOME

ARE EMPTY , DOING WALL WASH , PURGING FRAMO PUMP COFFERDAMS,
RENEWING CARGO SEALS OF LEAKING COFFERDAM PUMPS OF EMPTY TANKS ,
PASSIVATING STAINLESS STEEL TANKS ETC ETC
NOT HEATING TO OPTIMUM CARGO COULD MEAN CARGO GOT SPOINT, ADJACENT
TANK CARGO GOT SPOILT, OR SHIP GOT A CUMULATIVE LIST AND SANK-

TO ADD TO CAPTAINS MISERIES WE HAD CUNTS ROUTING THE SHIP FROM

ASHORE--I WOULD TELL THEM TO FUCK OFF.

http://ajitvadakayil.blogspot.in/2011/02/naive-sailor-weather-routing-capt-ajit.html

http://ajitvadakayil.blogspot.in/2012/06/cargo-recirculation-at-sea-onchemical.html

http://ajitvadakayil.blogspot.in/2010/06/steam-heating-on-chemical-tankers-capt_06.html

http://ajitvadakayil.blogspot.in/2010/02/wall-wash-method-chemical-tankers-capt.html

WHEN I THINK OF FIGHTING SHIP CAPTAINS , I LOOK ON THEM AS PUSSIES

WE ARE THE MAN EATING TIGERS

TO BE FRANK , I LOVED THE PRESSURE ---

--LIKE HOW THE SHARK REQUIRES SALT WATER TO FLOW PAST ITS GILLS TO STAY
ALIVE

WHEN I HEAR SHORE PEOPLE TALKING ABOUT WORK STRESS --I LAUGH FROM
WITHIN

WHAT THE HELL DO THEY KNOW OF PRESSURE .

http://ajitvadakayil.blogspot.in/2010/12/deepwell-pumps-on-chemical-tankers-capt.html

http://ajitvadakayil.blogspot.in/2010/04/passivation-on-stainless-steel-chemical.html

capt ajit vadakayil

..

Reply

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Capt. Ajit Vadakayil
been in command of chemical tankers (mainly) for more than 6640 days -- spread over 30 years
( a world record! ) . My Chemical posts are free for ALL sailors on this planet . Any profit making
person or institution publishing extracts, must clearly write " reproduced from
ajitvadakayil.blogspot.com " ,- it pays to remember, that the chemical contents are patented . This
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seeker, the traveller and the destination . It is no measure of health to be well adjusted to this
profoundly sick society . I am from INDIA, the mother of all civilizations . I will be re-writing
world history , and this will surely not gratify the evil hijackers of human history . Awaken your
inner voice . Experience the joy of your own being . Your own conscience is the best interpreter .
In a time of universal deceit, telling the truth is a revolutionary act . The naked truth can never be
hate speech or defamation. This blogsite does not sacrifice truth on the altar of political
correctness . You shall know the truth and the truth shall set you free . Dont ever underestimate the
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