ISO/PAS 18215:2012
(Main)Ships and marine technology — Vessel machinery operations in polar waters — Guidelines
Ships and marine technology — Vessel machinery operations in polar waters — Guidelines
ISO/PAS 18215:2012 provides guidance to ship design and operational personnel (crew) on the critical issues to consider regarding machinery, prior to and during vessel operations in the extreme conditions of the earth's polar regions. It is intended to supplement the IMO Code for Ships Operating in Polar Waters, and the IACS UR "I", Requirements Concerning Polar Class.
Navires et technologie maritime — Exploitation des machines des navires en eaux polaires — Lignes directrices
General Information
Relations
Standards Content (Sample)
PUBLICLY ISO/PAS
AVAILABLE 18215
SPECIFICATION
First edition
2012-10-15
Ships and marine technology —
Vessel machinery operations in polar
waters — Guidelines
Navires et technologie maritime — Exploitation des machines des
navires en eaux polaires — Lignes directrices
Reference number
ISO/PAS 18215:2012(E)
©
ISO 2012
---------------------- Page: 1 ----------------------
ISO/PAS 18215:2012(E)
COPYRIGHT PROTECTED DOCUMENT
© ISO 2012
All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by any
means, electronic or mechanical, including photocopying and microfilm, without permission in writing from either ISO at the
address below or ISO’s member body in the country of the requester.
ISO copyright office
Case postale 56 • CH-1211 Geneva 20
Tel. + 41 22 749 01 11
Fax + 41 22 749 09 47
E-mail copyright@iso.org
Web www.iso.org
Published in Switzerland
ii © ISO 2012 – All rights reserved
---------------------- Page: 2 ----------------------
ISO/PAS 18215:2012(E)
Contents Page
Foreword .iv
1 Scope . 1
2 Terms and definitions . 1
3 Cold weather diesel engine operations. 1
3.1 General . 1
3.2 Starting diesel engines in cold weather. 1
3.3 Cold weather starting aids . 1
3.4 Gelling of fuel . 2
3.5 Other fuel, equipment storage and operational considerations. 2
3.6 Proper lubricating oil viscosity . 3
3.7 Cetane number . 4
4 Preparations for other engineering systems . 4
4.1 Lifeboat engine preparations . 5
4.2 Cold weather preparations for other lifeboat machinery . 5
5 Cold weather deck machinery preparations and operations . 5
5.1 General . 5
6 Batteries . 6
Annex A (informative) Other important logistical and operational considerations for extremely
cold weather . 7
Annex B (informative) Battery maintenance considerations for extremely cold weather .8
Bibliography .10
© ISO 2012 – All rights reserved iii
---------------------- Page: 3 ----------------------
ISO/PAS 18215:2012(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International
Standards adopted by the technical committees are circulated to the member bodies for voting.
Publication as an International Standard requires approval by at least 75 % of the member bodies
casting a vote.
In other circumstances, particularly when there is an urgent market requirement for such documents, a
technical committee may decide to publish other types of document:
— an ISO Publicly Available Specification (ISO/PAS) represents an agreement between technical
experts in an ISO working group and is accepted for publication if it is approved by more than 50 %
of the members of the parent committee casting a vote;
— an ISO Technical Specification (ISO/TS) represents an agreement between the members of a
technical committee and is accepted for publication if it is approved by 2/3 of the members of the
committee casting a vote.
An ISO/PAS or ISO/TS is reviewed after three years in order to decide whether it will be confirmed for
a further three years, revised to become an International Standard, or withdrawn. If the ISO/PAS or
ISO/TS is confirmed, it is reviewed again after a further three years, at which time it must either be
transformed into an International Standard or be withdrawn.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights.
ISO/PAS 18215 was prepared by Technical Committee ISO/TC 8, Ships and marine technology,
Subcommittee SC 3, Piping and machinery.
iv © ISO 2012 – All rights reserved
---------------------- Page: 4 ----------------------
PUBLICLY AVAILABLE SPECIFICATION ISO/PAS 18215:2012(E)
Ships and marine technology — Vessel machinery
operations in polar waters — Guidelines
1 Scope
This Publicly Available Specification provides guidance to ship design and operational personnel (crew)
on the critical issues to consider regarding machinery, prior to and during vessel operations in the
extreme conditions of the earth’s polar regions.
It is intended to supplement the IMO Code for Ships Operating in Polar Waters, and the IACS UR “I”,
Requirements Concerning Polar Class.
2 Terms and definitions
2.1
cetane number
measure of ignition quality, or ability of a fuel to ignite, in a diesel engine
2.2
cold filter plugging point
CFFP
lowest temperature at which a given volume of diesel fuel will pass through a standard filter in a
prescribed amount of time
3 Cold weather diesel engine operations
3.1 General
Operators should review their diesel engine procedures to ensure that they have a special set of operating
procedures for the colder months. Procedures for summer conditions may not be adequate in extremely
cold conditions.
3.2 Starting diesel engines in cold weather
Diesel engines must be adequately prepared for starting in lower temperatures. Weak batteries may not
crank the starter motor fast enough or long enough to start a cold engine. As the temperature goes down,
so does battery capacity. A battery that has all of its power available at 27 °C (80 °F) will have only about
46 % available power at −17 °C (0 °F). Also, the engine will be much harder to start at −17 °C because of
cold, thicker oil and resistance to movement of internal moving parts. In effect, an engine is about five
times harder to start at −17 °C than at 27 °C. Test weak or suspicious batteries under load before cold
weather to help identify potential problems (see Clause 6 and Annex B). If batteries need replacement,
they shall always be replaced with a battery equal to or more powerful than the original battery. Any
accessories that draw large amounts of current before engaging the starter motor shall be turned off.
3.3 Cold weather starting aids
Diesel fuel evaporates much slower than gasoline (petrol) and requires more heat for combustion in
the cylinders. In many cold weather installations, additional measures, such as those listed below, are
required to ensure proper engine starting and operation.
© ISO 2012 – All rights reserved 1
---------------------- Page: 5 ----------------------
ISO/PAS 18215:2012(E)
3.3.1 Glow plugs, preheaters and block heaters
Glow plugs are normally installed in the precombustion chamber of the cylinder head. The glow plug is
activated by the ignition switch. On some equipment, a light signals that the glow plug is cycling, which
warns the operator to wait between 15 s to 30 s before cranking the engine. The energy created by
electrical resistance in the glow plug heats the fuel- air mixture and helps the fuel to ignite.
Preheaters are normally installed in the intake manifold; however, in a two-stroke cycle engine, they
are placed in the air passages surrounding the cylinders. The preheater burns a small quantity of diesel
fuel in the air before the air is drawn into the cylinders. This burning process is accomplished by the
use of either a glow plug or an ignition coil that produces a spark to ignite a fine spray of diesel fuel. The
resulting heat warms the remaining air before it is drawn into the cylinders.
Block heaters are electric resistive heaters in the engine block, used when an engine is turned off for
extended periods in cold weather in order to reduce start-up time and engine wear. Block heaters are
also used for emergency power generators that must rapidly pick up load on a power failure. To save
time and electricity, the block heater can be put on an electrical timer set to turn on a couple of hours
before the engine is started.
Some older engines use a system to introduce small amounts of ether or other starting fluid into the inlet
manifold to start combustion. Recent direct-injection systems that use a common rail and electronic fuel
injection are technologically advanced to the extent that pre-chamber systems may not be needed.
3.4 Gelling of fuel
Diesel fuel is prone to waxing or gelling in cold weather; both are terms for the solidification of diesel oil
into a partially crystalline state. The temperature at which this process commences is sometimes known
as the “cloud point”. The crystals build up in the fuel line, eventually clogging the filter and starving the
engine of fuel, causing it to stop running. Electric heaters in fuel tanks and around fuel lines are used
to help solve this problem. Most engines also have a spill return system, by which any excess fuel from
the injector pump and injectors is returned to the fuel tank. Once the engine has warmed, returning
warm fuel prevents waxing in the tank. Because of improvements in fuel additive technology, waxing
rarely occurs in all but the coldest weather. If fuel has gelled from cold temperatures, the fuel filter shall
be changed and the fuel shall be warmed by using a block heater before attempting to start the engine.
Gelled fuel in the filter can block the flow of fuel from the tank to the injector pump.
Similar to cloud point, the “Cold Filter Plugging Point” (CFPP) may also be used as a cold weather fuel
reference temperature, below which the diesel fuel will tend to clog and not pass through filters.
Number 2 diesel fuel is known to begin gelling at approximately −10 °C. Biodiesel fuels tend to have
higher CFPP temperatures.
Add winter diesel fuel additive to the fuel to lower the possibility of gelling and improve starting.
3.5 Other fuel, equipment storage and operational considerations
Because of its higher volatility and ignition qualities, Number 1 diesel fuel, or a Number 1-Number 2 mix,
should be used in place of number 2 diesel in cold weather if possible. Also, the fuel tank should be kept full to
prevent water condensing inside the tank, which can freeze and plug fuel lines from the tank to the engine.
Portable equipment such as dewatering pumps should be stored in suitable locations that are heated or
warmer than outside temperatures. Only a few degrees warmer temperature can make starting faster
and easier. The warmer the battery is, the more power it will provide to the starter motor to crank
the engine. The warmer the engine oil is, the less resistance it will have to moving engine parts. After
starting the engine on a cold day, the engine shall be allowed to warm up a few minutes before being
put under load. Proper engine temperatures ensure more efficient fuel combustion and may prevent
damage to cold engine parts. Engine oil flows more readily at operating temperatures and allows proper
lubrication of upper engine parts and areas.
2 © ISO 2012 – All rights reserved
---------------------- Page: 6 ----------------------
ISO/PAS 18215:2012(E)
Diesel engines are designed to operate under a loaded condition. Engine operation for extended periods
of time under a no-load condition (excessive idling), especially in cold climates, can cause significant
problems. Low loads on the engine cause low combustion chamber temperatures, incomplete combustion
and result in increased deposits of material on exhaust system components. Excessive build-up of these
deposits may cause exhaust valves to stick either open or closed. A stuck open valve may cause piston
damage; a stuck closed valve may cause a bent push rod.
The environment can have a negative effect on the engine, even when the engine is shut down. Deposits
formed while the engine was running are still there. The lower the temperature, the thicker this material
becomes. It can harden to the point of forming a black, glassy semi-solid. The harder the material
becomes, the greater the chances of engine damage. As the engine is placed back into operation, the
valves will seat on the hardened solid, frequently causing the material to crack. Solid particles may
end up in the lubricating system, causing scoring on cylinder walls. Engine efficiency may be reduced if
exhaust valves are not seating properly, which reduces compression pressures.
The following operational items should be considered to decrease the probability of engine damage:
a) The most significant procedure is don’t idle the engine for extended periods of time. If the engine does
not run, it does not produce exhaust products.
b) Increase engine load. One engine running at 50 % load is significantly better than two engines at
25 % load. Alternate engines. The more load the hotter the exhaust and less build up of products.
This may be easier to do with generator
...
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.