discharge
system. The sliding bowl bottom of previous models has
been replaced by a discharge system that uses a patented,
exible discharge slide that is xed in the bowl body.
During discharge, only the outer periphery of the disc exes
downward exposing the discharge ports. The frame of the
separator easily absorbs the impact forces in the sludge.
Because of the smaller bowl volume, longer intervals between
sludge discharges and more accurate controls, the new
system provides efficient sludge removal but with less oil loss,
lower water consumption and less total waste production
than previous models.
CentriLock lock ring
In the new separators, a simple snap-in spring lock ring, for
which patents have been applied, has replaced the traditional
threaded lock ring, the lock ring spanner and the sledge-
hammer.
The bowl is assembled and then compressed, using the
mechanical disc stack compression tool that comes with the
S-Separator. This enables the spring lock ring to snap easily
into place.
Removal is equally simple. An Allen key loosens grub
screws set into the outer wall of the bowl and the lock ring
pops out.
STEP THREE: After discharge, the slide moves gently
back into position, closing the ports. Closing is done
hydraulically, without any springs.
STEP TWO: During sludge discharge, the edge of the
slide exes downward, exposing the ports.
STEP ONE: CentriShoots discharge slide is xed at the
centre. During separation it covers the discharge ports.
Figure 11. CentriShoot discharge system.
CentriLock can be removed with only an Allen key.
No sledgehammer is necessary.
CentriLock lifts out and snaps in easily without any
threads to wear.
Threaded lock rings
must be removed with
a sledgehammer. Over
time, metal-to-metal
wear between bowl
and lock ring lead to
expensive bowl repair
or replacement.
Figure 12. CentriLock lock ring.
Inlet/outlet parts
The inlet/outlet parts of previous models consisted of several
parts that required individual assembly. These individual parts
have been replaced in the new separator by a single housing
to which the inlet/outlet hoses are connected.
When opening the separator, the hoses are disconnected rst
and secured to one side for reconnection. The entire housing
can then simply be removed as a single piece.
Ancillaries
The system can be delivered either pre-assembled as a
single compact pre-tested unit that includes the separator
and ancillary unit mounted together, or as loose block-
mounted components with the separator and ancillaries as
individual units.
Ancillaries system
Good engineering principles have yielded improvements in
the new ancillaries unit compared with the ancillary systems
supplied with previous models. Instead of having to connect
several different components, the new ancillary system con-
sists of three blocks.
The main block consists of the inlet and outlet connections,
control and regulating valves, temperature and pressure
transmitters, and the water transducer built into a single
block.
The two smaller blocks for operating water and air
are connected as the unit is built.
Six pipe connections are required for the S-Separator:
Oil inlet
Clean oil outlet
Oil recirculation outlet
Operating water
Operating air
Sludge outlet.
Sludge Removal Kit
for use with the Separation Unit
Thanks to the new discharge system it is no longer
necessary to have a large sludge tank under the sepa-
rator. Instead, a very small intermediate sludge tank can
be mounted on the base plate between the separator and
the ancillaries unit.
The intermediate sludge tank is equipped with a level
switch and an air-operated pump that pumps away the
sludge after each discharge. The tank is also equipped
with a connection for a small vent pipe to the nearest tank
ventilation. The Sludge Removal Kit provides exibility in
the placement of a separation unit.
EPC50 process controller
The control cabinet for the separator unit combines the motor
starters and the process controller into a single unit. However,
the separator ancillary system requires the process controller
to be installed in a separate cabinet.
Maximum reliability and user-friendliness were among the major
design considerations for the new EPC50 process controller.
In addition, the EPC50 introduces several new functions that
are now available due to changes in the instrumentation.
Pressure transmitters have replaced pressure switches in the
ancillaries unit, providing a higher degree of accuracy and reli-
ability. They also supply the process controller with a contin-
uous stream of information.
Instead of the message codes used in previous systems, the
new unit provides information in clear language in a rolling
text window. Eight different languages are provided as stan-
dard, enabling the operator to select the language of choice
at the initial start-up. Further support for the rolling text mes-
sages is provided in the Instruction Book.
In rigorous tests over many years, the process controller has
proven to be stable and the light-emitting diode (LED) display
legible under conditions of high humidity and temperatures of
55C and above. The EPC50 has been granted approval
from many classication societies.
Alfa Laval Marine & Diesel Equipment 13
The Alfa Laval S-Separator
Figure 13. EPC50 process controller.
The Alfa Laval S-Separator
14 Alfa Laval Marine & Diesel Equipment
Feed Pump
Feeds unprocessed oil to the
separator.
Heater
Heats unprocessed oil to the
separation temperature.
Temperature transmitter
Measures the oil temperature and
signals the process controller.
Pressure transmitter, oil
Measures the pressure in the oil
inlet, and signals the process
controller.
Pneumatically controlled
changeover valve
Leads the untreated oil to the
separator, or back for recirculation.
Process controller
Supervises the S-Separator.
Pressure transmitter, oil
Measures the pressure in the oil
outlet and signals the process
controller.
Transducer
Continuously monitors changes in
water content in the oil outlet and
signals the process controller.
Provides a separation efficiency
check.
Flow diagram
Conditioning water
Opening water
Closing water
Water inlet
Untreated
oil inlet
Oil
return
Optional
PT
TT
m
p
a
r
t
ic
le
s
Figure 14. Separation of plastic particles versus ow rate in an older Alfa Laval model.
Alfa Laval Marine & Diesel Equipment 17
The Alfa Laval S-Separator
In the early 1980s, Alfa Laval carried out separation efficiency
tests using a typical fuel oil.
Both before and after separation, the levels of contaminants,
expressed as aluminium and silica, were measured both by
weight and by particle size using a particle counter. These
tests indicated separation efficiencies for particles greater
than 5 micron in the region of 70 to 80 percent for ALCAP
separators. The tests also showed that a single ALCAP
separator could replace the traditional purier/clarier in
series operation.
Instead of catalyst nes, monodisperse spherical plastic
particles size 5 micron are used. This is relevant with respect
to the tolerances found in fuel injection and engine lubrication
systems. These particles are produced to very exact dimen-
sions and densities.
In typical laboratory tests, the prepared mixture of synthetic
oil and plastic particles is heated to a temperature that provides
the same viscosity as fuel oils (380 and 700 cSt @ 50C)
when heated to the normal separation temperature of 98C.
The material is then fed through the separator at different
feed rates, and samples are taken at xed intervals after a
discharge.
The method demonstrated that the test could produce
consistently reproducible results for a given set of conditions.
The test therefore was considered suitable as a highly accu-
rate test method to determination separation efficiency.
Typical data from test results show a gradual decrease in
separation efficiency as ow rate increases (Figure 14).
Good correlation was also found between this method and
separation tests carried out at 98C on a sample of fuel oil
containing catalyst nes.
It is known that separation efficiency is a function of capacity
and that, if capacity is raised, then separation efficiency will
decrease. To maintain separation efficiency when capacity is
increased, improvements must be made to the separator in
order to provide the desired separation efficiency at the
increased capacity (Figure 15).
Despite the fact that modern bunkers often have good
quality and contain low amounts of catalytic nes, under-
dimensioning separation systems is inexcusable.
Occasionally, highly contaminated bunkers or bunkers with
poor separation characteristics may occur. Other parameters,
such as separation temperature and the cleanliness of the
disc stack, uctuate.
To maintain a safe margin against poor separation perfor-
mance, even during such conditions, a separation system,
which is amply over-dimensioned for easy treatment of
bunkers, is required. This may be regarded as an insurance
fee that pays off during demanding conditions, such as when
other systems do not perform satisfactorily and lead to costly
engine wear and unreliable operation.
Similar reasoning applies for lube oil systems. Although
the characteristics of the oil do not vary much, other para-
meters can have noticeable inuence on the separation
efficiency. It is important to dimension the system for the
worst-case scenario. Otherwise unacceptable engine wear
can result.
0
20
40
60
80
100
Flow
S
e
p
a
r
a
t
i
o
n
[
%
]
I
m
p
r
o
v
e
d
Decrease in separation
efficiency due to increased
recommended capacity
without improved design.
O
l
d
O
l
d
r
e
c
.
c
a
p
I
n
c
r
e
a
s
e
d
r
e
c
.
c
a
p
a c
b
Figure 15. Illustration of the effect of increased ow design in a separator.
a) Old point of operation.
b) After increasing capacity without change in design.
c) Improved design gives high efficiency of increased ow.
The Alfa Laval S-Separator
18 Alfa Laval Marine & Diesel Equipment
Separation Performance Standard
Establishing a separation performance standard enables:
Fair comparison of different separators,
Good reliability of the diesel engine, and,
Economical operation of the diesel engine.
Of all the contaminants contained in residual fuels, the
most damaging are catalytic nes. These are hard, abrasive,
irregularly shaped particles of aluminium silicate, which must
be removed, or at least reduced, to acceptable levels before
the fuel oil is injected into the engine. If cat nes remain,
they can lodge in injection pumps, piston rings and cylinder
liners, causing serious wear that can over time lead to break-
downs.
According to ISO 8217 standards, the maximum allowable
cat nes in bunkered fuel is 80 parts per million (ppm).
However, because engine builders typically stipulate a
maximum of 15 ppm in fuel oil, fuel oil is rigorously cleaned
by centrifugal separation before it enters the engine.
Currently, fuel oil separator selection is based on the
Maximum Recommended Capacity (MRC) tables provided
by the manufacturers. It is known that separation efficiency
is a function of the separator ow rate. Generally, the higher
the ow rate, the higher the number of particles that remain
in the oil, and the lower the separation efficiency. But as the
ow rate is reduced, particle removal increases and cleaning
efficiency improves. It is, however, essential to know at what
capacity adequate separation efficiency is reached in the
typical case.
There is no recognized reproducible method for measuring
the relationship between capacity and separation perfor-
mance. Therefore no one can be absolutely sure that separa-
tors chosen according to the MRC actually provide safe
removal of harmful catalytic nes from the heavy fuel oil
before injection into the engine.
Fuel system suppliers do not believe that it is possible to
compensate for poor separation or to provide adequate back
up to ensure separation performance by installing a ne lter
downstream of the separator. The lter would only capture
particles of 10 micron or more, while smaller cat nes that
remain would pass through the system. Centrifugal separa-
tors can remove particles as small as two micron.
In cooperation with several classication societies, Alfa Laval
has provided a de facto standard for independent verication
of separation performance based the DNV-approved Dyno
Test Method. This is an alternative to specifying separator
performance based on the MCR; the new standard is
expressed as Certied Flow Rate (CFR).
A separators CFR is the throughput rate at which 85 percent
of 5 micron monodispersed plastic particles, which simulate
harmful catalytic nes, are removed from the test oil, which
simulates a high viscosity fuel oil. The CFR represents a safe
level for continuous, efficient separation and provides the
industry with independent verication of separation perfor-
mance. This makes it possible to compare fuel oil separators
based on separation efficiency rather than on throughput
capacity.
With CFR measured for every separator, customers can
specify a unit of the correct size for the task, with the knowl-
edge that the installed unit will suit its intended purpose and
eliminate the risk of installing an undersized unit.
Because catalytic nes are not available in any standard size
distribution, it is impossible to create a standard based on the
evaluation of tests using real cat nes, or real heavy fuel oil.
Fuel oils also vary in terms of chemical characteristics, which
affect the polarity, and physical characteristics such as
density and viscosity.
Due to these wide variations, it is impossible to obtain repeat-
able and comparable results from tests made on actual
bunkers. The 5 micron monodispersed plastic particles, or
Dynospheres, are identically sized, homogeneous, spherical
plastic particles, normally used for the calibration of instru-
ments.
The development of the Separation Performance Standard is
positive for the shipping industry as a whole. For the ship
owner, the overall benets are clear: different separators can
be compared on equal terms based on a reliable independent
international performance standard.
The owner may nd that investment in a larger separator is
required when basing selection on CFR. This, however, can
be compared with buying a separator with an insurance fee
against damage to the engine caused by inadequate separa-
tion. Analyses indicate that a reduction in engine wear of as
little as two percent makes the selection of separators
according to CFR a protable investment. At a given ow
rate, a larger separator will always provide higher separation
performance than a smaller one.
Remote operation
Unlike previous systems, the S-Separator has several options for remote
operation. This has been made possible due to built-in safety features,
such as a speed sensor and a vibration sensor.
Alfa Laval Marine & Diesel Equipment 19
The Alfa Laval S-Separator
Depending on the installation, the alternatives for remote con-
trol include:
Bus communication that enables up to nine systems to be
connected as a network. Installation of the customers own
software package enables remote operation. A MODBUS
or PROFIBUS board must be installed in each EPC50
process controller.
An additional EPC50 control panel (remote operator panel)
that can be installed for local operation or for operation
from an alternative location.
A simple remote operation version that uses two switches
connected to an I/O expansion board.
A junction box that can be installed on the S-Separator to
enable positioning of the control cabinet at a location away
from the separator itself.
Each alternative provides safety interlocks to prevent acci-
dental operation in un-safe conditions.
REMIND
As standard, each complete delivery of the S-Separator
includes a REMIND software package for local monitoring
only, a short connecting cable and an operating manual.
This allows the operator to install the program disks on a
laptop computer that is then connected to the EPC50
process controller. REMIND can then review and store the
alarm history and the processing parameters in the laptop.
This data may be used later to check processing conditions
and for troubleshooting.
Full instructions for the installation of the various systems are
given in Instruction Books.
Figure 16. Remote control network version.
The Alfa Laval S-Separator
20 Alfa Laval Marine & Diesel Equipment
The Alfa Laval S-Separator is ideal for new building
applications as well as for replacing older separator
units or supplementing existing cleaning systems.
Its compact size easily ts into available space in an
existing engine room. It can also be divided into four
parts in order to facilitate transport through small
passageways.
In addition, the pipe connections for the separator
units enable greater exibility for the placement of the
unit; the units no longer need to be located over the
sludge tank or in the same place as the unit it is
replacing.
Alfa Laval supplies each S-Separator with full docu-
mentation either as paper copies or as PDF (Portable
Document Format) les on a CD-ROM. Documentation
is clearer and easier to understand, thanks to improved
graphics. The instruction manual, which can also be
made available in most major languages, covers:
Safety
System description
Operating instruction
Parameter list
Alarms and fault nding
System reference/installation instructions
Service manual
Spare parts catalogue
Documentation
Alfa Laval ensures that the S-Separator fullls the
requirements of all major classication societies. Upon
request, Alfa Laval delivers each S-Separator with an
individual test certicate. This includes approval by the
society of the main components as well as workshop
testing of the complete module. Most key
components are also type approved by the leading
classication societies.
Alfa Laval provides spare parts kits for all service and
maintenance needs. Global technical service, training
and support are available throughout the lifetime of the
S-Separator.
Retrofitting
Classification
society approval
Spare parts,
service and
support
Alfa Laval reserves the right to make changes at any time without prior notice.
Any comments regarding possible errors and omissions or suggestions for improvement
of this publication would be gratefully appreciated.
Copies of this publication can be ordered from your local Alfa Laval company.
Published by: Alfa Laval Tumba AB
Marine & Diesel Equipment
SE-147 80 Tumba
Sweden
Copyright Alfa Laval Tumba AB 2004.
EMD00049EN 0410
Alfa Laval in brief
Alfa Laval is a leading global provider
of specialized products and engi-
neering solutions.
Our equipment, systems and services
are dedicated to helping customers
to optimize the performance of their
processes. Time and time again.
We help our customers to heat, cool,
separate and transport products
such as oil, water, chemicals, bever-
ages, foodstuff, starch and pharma-
ceuticals.
Our worldwide organization works
closely with customers in almost 100
countries to help them stay ahead.
How to contact Alfa Laval
Contact details for all countries are
continually updated on our web site.
Please visit www.alfalaval.com to
access the information.
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