Oily water separator working principles

and guidance




Requirement of oily water separators for cargo ships


Oil/water separators are used to ensure that ships do not discharge oil when pumping out
bilges, oil tanks or any oil-contaminated space. International legislation relating to oil
pollution is becoming more and more stringent in the limits set for oil discharge.

Clean water suitable for discharge is defined as that containing less than 15 parts per million
of oil. Oil/water separators using the gravity system can only achieve 100 parts per million
and must therefore be used in conjunction with some form of filter.

A complete oil/water separator and filter unit for 15 parts per million purity is shown in
Figure above. The complete unit is first filled with clean water; the oily water mixture is then
pumped through the separator inlet pipe into the coarse separating compartment. Here some
oil, as a result of its lower density, will separate and rise into the oil collection space. The
remaining oil/water mixture now flows down into the fine separating compartment and
moves slowly between the catch plates.


More oil will separate out onto the underside of these plates and travel outwards until it is
free to rise into the oil collecting space. The almost oil-free water passes into the central pipe
and leaves the separator unit. The purity at this point will be 100 parts per million or less. An
automatically controlled valve releases the separated oil to a storage tank. Air is released
from the unit by a vent valve. Steam or electric heating coils are provided in the upper and
sometimes the lower parts of the separator, depending upon the type of oil to be separated.
Where greater purity is required, the almost oil-free water passes to a filter unit.



Fig:Oily water separator


The water flows in turn through two filter stages and the oil removed passes to oil collecting
spaces. The first-stage filter removes physical impurities present and promotes some fine
separation. The second-stage filter uses coalescer inserts to achieve the final de-oiling.
Coalescence is the breakdown of surface tension between oil droplets in an oil/water mixture
which causes them to join and increase in size. The oil from the collecting spaces is drained
away manually, as required, usually about once a week. The filter inserts will require
changing, the period of useful life depending upon the operating conditions. Current
legislation requires the use of a monitoring unit which continuously records and gives an
alarm when levels of discharge in excess of 15 parts per million occur.

Cargo ships guideline for oily water separator



All vessels are required to carry the above in order to comply with MARPOL regulations. It
is essential that this item of machinery is operated and maintained correctly and strictly in
accordance with international regulations and manufacturers instructions. It is to be noted
that it is illegal to sail from a port without a functioning OWS and it is a requirement that
sufficient spares for the unit are carried onboard. Guidance on MARPOL equipment is
contained within the Critical equipment section.

The Chief Engineer is fully responsible for the maintenance and operation of the OWS and its
operation must only be carried out by officers fully familiar with the equipment and under
direct supervision of the Chief Engineer. When the equipment is not in use, the Chief
Engineer is to ensure that a system is in place to lock-out the equipment to avoid
unauthorised operation with keys being held by the C/E.

An operation manual for the OWS must be onboard. Crew members involved in the use of
the equipment must be familiar with its contents. In addition, operating instructions and an
operating diagram are to be posted on or next to the OWS unit. These are to be as clear and
simple as possible.


Regular operational tests and checks of the OWS and associated equipment must be carried
out in accordance with the PMS and also no later than 24 hours before arrival in port where
possible. Minimum recommendations are that full inspection and cleaning of the OWS is to
be carried out at least every two months with filters cleaned on a monthly basis. Such tests
must be recorded in the engine log book and oil record book. The tank from which the OWS
takes suction should be cleaned on a two monthly basis.

A spare set of OWS filter elements must be available onboard at all times and included in the
Minimum Critical Spares List .

A sample is to be landed yearly for testing in a shore laboratory; the test standard is to be
USEPA 1664. The Oil Content Monitor is to be calibrated annually.

Any defects discovered with the OWS and associated equipment must be rectified without
delay. Where a defect cannot be repaired on board for want of spare parts or the need for
specialist service, the management office must be notified and a remedial action plan agreed
upon. If the vessel is about to enter port, knowing that the OWS is defective, the fact must be
reported in the pre-arrival notices via agents according to local regulations. Defects
remaining on the system must be reported to Class / Flag by the management office prior to
leaving port limits.

All entries entered into the Oil Record Book (ORB) must be up-to-date, accurate, truthful and
in full compliance with MARPOL requirements. An example of a typical ORB entry
regarding OWS maintenance could be. Opened and inspected OWS unit. Filters
cleaned/renewed as required. Valves and piping on discharge side of OWS opened, inspected
and cleaned. After maintenance, OWS and oil content meter checked for proper operation
and found in order.

An interlock should be fitted in order to prevent the improper use of flushing water diluting
the oily water mixture running through the measuring cell. In other words, when flushing
water is used to clean the measuring cell, the interlock stops any oily water mixture from
being discharged overboard.

All pipe work associated with the OWS, the coil bilge system, emergency bilge suction line,
bilge shore discharge connection, overboard connections for the GS system and boiler blow-
down overboard connection must be correctly identified and labelled. A drawing showing the
layout of the above should be available. On this drawing, all valves and flanges are identified
and given a number. This drawing is to be attached to the Oil Record Book (ORB). See
below Documents for a generic drawing for your reference. We would reiterate that only the
flanges as marked 1 to 6 will require labelling.


Fig: TYPICAL SINGLE HULL VLCCs OWS PIPING LAYOUT

All numbered flanges identified in the drawing should have had a small hole (about 5mm)
drilled through in order to accommodate the fitting of a security seal. Each seal has a unique
number and a form should be available to identify the flange number against the seal number.
The date and time of fitting the seal should also be recorded as well as the date and time of
the seal being broken including the reason for same. No seal should be broken without the
joint permission of the Master and Chief Engineer.

Any flanges located at or near the OWS equipment and overboard discharge valves not and
must be blanked off. These may exist as original or modified construction. Flanges should be
removed from any flexible hoses maintained on board in order to avoid creating wrongful
suspicion of an illegal by-pass of the OWS equipment.

The overboard discharge of the OWS should be coated internally with a suitable light colour
epoxy coating. The reason for this is that uncoated pipes can react to corrosion and can result
in what looks like a black oily residue adhering to the walls of the pipe. Some inspectors
jump to the conclusion that this is oil. A light epoxy coating will prevent such corrosion and
any discolouration caused by other sources will be readily apparent if the pipe is opened up
for inspection.

The Bridge must be advised before the OWS is used to ensure that the operation is in
compliance with MARPOL and so that they can keep a watch astern to ensure that no oily
sheen is sighted on the water. If such a sheen is sighted, the operation must be stopped
immediately. Where practicable, the oil water separator should only be used in daylight
hours.

Function of oil in water monitoring system



Current regulations with respect to the discharge of oily water from ships set limits of
concentration 15 parts per million. A monitor is required in order to measure these values and
provide both continuous records and an alarm where the permitted level is exceeded.

The principle used is that of ultra-violet fluorescence. This is the emission of light by a
molecule that has absorbed light. During the short interval between absorption and emission,
energy is lost and light of a longer wavelength is emitted. Oil fluoresces more readily than
water and this provides the means for its detection.

A sample is drawn off from the overboard discharge and passes through a sample cell. An
ultra-violet light is directed at the sample and the fluorescence is monitored by a photoelectric
cell. The measured value is compared with the maximum desired value in the
controller/recorder.


Where an excessive level of contamination is detected an alarm is sounded and diverting
valves are operated. The discharging liquid is then passed to a slop tank.




Fig : Oil in water monitoring system


The oil is automatically bled from the evaporator to a heat exchanger in which liquid
refrigerant mixed with the oil is vaporized. The heat for vaporizing the refrigerant is obtained
by passing warm liquid refrigerant from the condenser, through the heat exchanger. Vapour
and oil are passed to the compressor where the oil returns to the sump while the freon passes
to the compressor suction. The regulator is a thermostatically controlled valve which operates
in the
International Convention for the Prevention of Pollution from
Ships 73/78 - Circular sent to all Members
The MARPOL Regulations contain limits on the amount of oil which ships can legitimately
discharge into the sea. Where discharge from bilge tanks is permitted it is a requirement that
an oil discharge monitoring and control system together with oil filtering equipment (Oily
Water Separator) be fitted so as to ensure that the oil content of any discharge does not
exceed the maximum permitted under MARPOL (15ppm).

Any residue or sludge should then either be incinerated or discharged into reception tanks in
port. Owners are required to ensure compliance with these Regulations by inspection of log
books, oil record books, incinerator logs and records of port discharges. There is an
irreducible minimum of residue or sludge which a superintendent should expect to see
accounted for.