Ti FCM

Fuel Conditioning Module
Technical information for fuel oil conditioning

Inside view
The FCM is part of a complete fuel treatment system from Alfa Laval. Working in
conjunction with Alfa Laval Separation Units, the FCM provides operators with a
one-stop fuel oil treatment chain – from bunker tank to diesel engine.
3 Summary
4 The Fuel Conditioning Module
System requirements
System benefits
Standard sizes
Capacities
6 Why the Fuel Conditioning Module?

Where we were
Where we are
Where we’re going
8 Equipment
The fuel conditioning process
Low-pressure stage
High-pressure stage
Key components
Standard and optional components
16 System configurations
FCM configurations
18 Flow diagram
20 Automation
Main control functions
Self-cure functions
Process information
23 Remote monitoring and control

24 Retrofitting
24 Documentation
24 Classification society approval
24 Spare parts, service and support
Alfa Laval Fuel Conditioning Module
2 Alfa Laval Marine & Diesel Equipment

Summary
The Alfa Laval Fuel Conditioning Module (FCM) is a new automated two-stage
pressurized fuel booster system used for diesel engines in the shipping and
power station industries.
A start-and-forget system, it supplies clean filtered fuel to the Alfa Laval has vast experience in the design, manufacturing
engine at the flow rate, pressure and viscosity specified by and supply of modules for fuel conditioning. All modules are
the engine manufacturer. The FCM is available in three sizes, carefully tested and, when required, approved by leading
in different configurations and with options for additional classification societies.
flexibility.
The purpose of this document is to provide technical informa-
FCM pumps, automatic backflush filter, mixing tube, heaters, tion about the FCM. This includes information about the fuel
viscosity sensor, centrally located process controller and conditioning process, advances in system design, the benefits
other components are mounted on a single base plate. of these advances, and a description of equipment with an
All components, connections and controls are pre-installed emphasis on automation and remote monitoring and control.
and pre-tested. For easy installation where space is limited,
modules can be divided into two separate units.
Benefits for the shipyard and engine builder
The FCM provides what is arguably the best control system • Easy to install. Compact, modular, flexible design saves
available on the market. It has a range of flexible solutions for space, reduces installation costs, and meets the precise
remote operation. Conveniently housed in a central pillar, the requirements of specific engines and engine rooms.
FCM’s new generation of process controller integrates all
monitoring and control functions, including startup, diesel oil • Faster, more secure commissioning with full technical
(DO) and heavy fuel oil (HFO) changeover, self-cure functions support during design, installation and startup.
and process information. The process controller employs the
same user interface as the controller for the Alfa Laval • A single responsible supplier. Alfa Laval designs and
Separation Units. This enables Alfa Laval to supply a com- engineers the complete fuel conditioning system, supplying
plete fuel treatment system that works in harmony and it as a convenient factory-tested module.
provides operators with a familiar operating environment.
• Complete system approach. Used in conjunction with
Alfa Laval Separation Units, the FCM is part of a complete,
automated fuel treatment system.
Benefits for the ship or plant operator

• User-friendly, easy-to-access, easy-to-operate equipment
with automatic, start-and-forget systems that minimize
maintenance, reduce man-hours and cut operating costs.
• Proven key components provide more uptime, high relia-

bility, consistent performance and low maintenance.
• A single responsible supplier. Alfa Laval assumes full

responsibility for the availability of FCM functionality,
including service, spare parts and support.
• Easy installation when replacing older modules or upgrading

from 180 cSt to a higher viscosity fuel, which saves money.
• Maximum safety for the engine when changing over

HFO-DO mode. Automatic ramp function handles transition
between two modes to prevent temperature shock to
engine injection equipment.
Alfa Laval Marine & Diesel Equipment 3

The Fuel Conditioning Module

The FCM is part of the complete Alfa Laval fuel oil treatment chain from bunker
tanks to diesel engine. It is specifically designed for marine applications and
diesel power stations for conditioning of heavy fuel oils prior to injection.
Alfa Laval
Fuel Conditioning
Module.
Compact, easy to install and easy to operate, the FCM con- • Flow rate
sists of carefully selected components mounted on a frame, The maximum fuel consumption rate of the engine, multiplied
complete with piping, valves, electrical cabling and other by a circulation factor. Circulation factors generally fall within
accessories. The FCM operates at pressures of up to 14 bar the range of 2.0 to 6.0, depending on the type of engine.
and at fuel oil temperatures of up to 160°C. Standard sizes
cover flow rates to the engine from one to up to 30 cubic • Pressure
metres per hour. Depending on the type of engine, generally falls within the
range of 4 to 14 bar.
System requirements • Viscosity

Fuel conditioning is the term given to a system that treats the Generally falls within the range of 10–15 centiStokes (cSt).
heavy fuel oil used in marine diesel engines and diesel power
stations so that the fuel oil meets the requirements for clean- Clean fuel oil of the correct viscosity should be circulated
liness, flow rate, pressure and viscosity specified by the under constant pressure at a high flow rate through the
engine manufacturer. injector pump block. This ensures efficient engine operation,
during changing engine output, regardless of engine type
• Cleanliness and engine manufacturer. If these requirements are not met,
The percentage of particles over a certain size that must then the engine will not perform according to manufacturer
be removed by filtration. A typical specification requires specifications and emissions may increase due to poor
removal of 85 percent of all particles larger than 20 microns. combustion.

System benefits • More uptime

• Compact, modular and flexible design Low maintenance requirements on components,
The small FCM footprint saves up to 20 percent of engine automation and remote control increase operating
room space. Its modular design provides flexibility to con- time and decrease service disruptions. Durable com-
figure the unit and the fuel conditioning system layout, ponents contribute to longer service intervals between
according to requirements of a specific engine or engine inspections.
room. A wide range of options for functionality, remote
control and other features adds more flexibility. • Lower installation and operating costs
Thanks to pre-testing, FCM installation requires less
• Easy to install time and money than installation of separate components.
Simple installation of this factory-tested module makes Automation and remote control reduce operating costs.
the FCM a plug-and-play fuel conditioning system. Pipe
connections located underneath the unit make the FCM • Lower maintenance costs
easy to install in most engine rooms. Piping can run in Many components, such as the automatic backflush
any direction – from the front, rear or side. filter and HEATPAC® heaters, require little maintenance.
• Faster, more secure commissioning • Technical support

Pre-tested, pre-installed and pre-approved components All spares, service and sales engineers are available
for all functions of the FCM system make commissioning through the Alfa Laval International Service Network.
quick, easy and much less expensive than buying separate
components and designing a fuel conditioning system.
Standard sizes
• Easy to operate Standard fuel conditioning modules from Alfa Laval consist
Automation and remote control make the FCM a user- of three series of modules.
friendly, start-and-forget system. The process controller
also shares the same user interface as the Alfa Laval Fuel Conditioning Size
Separation Unit controllers, facilitating ease of operation Module in mm Volume Weight
for a complete fuel treatment system. FCM 1000 series 2500x1150x1900 5.5 m3 1650 kg
FCM 2000 series 3000x1150x1900 6.5 m3 1950 kg
• Easy to access and maintain FCM 3000 series 4500x1500x2200 14.9 m3 2700 kg
Built-on service areas facilitate inspection and main-
tenance. A central pillar houses all motor starters and
the advanced process controller so that the FCM is Capacities
easier to service and easier to operate than the other Each module series can handle several different capacities,
fuel conditioning units available today. depending on the installed components. This gives a total
of eight different capacities. The largest module covers a
• Robust design diesel engine installation with an output capacity of
The module is designed with the lowest center of gravity approximately 50–60 MW engine power. For the exact
available on the market, suitable for handling excessive module size required for different demands, please contact
external vibrations onboard ships. Alfa Laval.
Engine power.
FCM 3300
Based on engine
consumption
FCM 3200
200 g/kWh.
FCM 3100 Filter after supply

pumps and circula-
FCM 2200 tion factor 3.
FCM 2100
FCM 1300
FCM 1200
FCM 1100
0 10 20 30 40 50 60 70 MW
60 Hz 50 Hz

Why the Fuel Conditioning Module?

Making fuel-conditioning solutions more efficient is paramount to boosting the
bottom line for ship operators as well as power station operators. The FCM from
Alfa Laval helps these operators make their businesses more profitable.
Alfa Laval is committed to providing fuel-conditioning systems This arrangement had two inherent problems. First, as
that improve operating costs and profitability. To understand fuel viscosity increased, there was insufficient head from the
how and why the FCM contributes to this success, let’s take feed tank to ensure the correct flow rate of fresh oil into the
a brief look at fuel conditioning: where we were, where we system. Second, cavitation occurred in the circulation pumps
are and where we’re going. due to temperatures in excess of 100°C at fuel injection.
As fuel returned to the atmospheric mixing tube, the small

Where we were quantities of water usually found in light fuel oils mixed with
In the 1970s, oil prices increased substantially as a result more volatile components in the fuel itself and vaporized
of limited supplies of crude oil used to make refined prod- after passing through the pressure control valve.
ucts, such as distillates like petrol and jet fuel. In addition,
the increased demand for distillates led to a new refining Other factors also played a role in advancing fuel-condi-
process known as catalytic cracking. Catalytic cracking tioning system technology. Fuel booster systems were large,
enabled refinement of significantly lighter fractions of fuel poorly designed and difficult to service and maintain, despite
from crude oil. This caused deterioration in the quality of some minor improvements.
marine engine residuals.
Most of the systems delivered used fuel temperature as
Fuel conditioning for light fuel oils consisted of a simple atmos- the primary control parameter, despite the fact that a visco-
pheric booster system with an open mixing tube, circulation meter was often installed. This was due to the fact that the
pumps, heaters, filters and a heater control system based accuracy of these early viscosity systems was considerably
either on temperature or on viscosity. Fuel flowed through the lower than today’s systems. Reduced staffing of the engine
injector pumps at the pressure created by the engine pressure room raised demand for low maintenance, improved
control valve. Excess fuel returned to the atmospheric mixing safety and remote control. There was also demand to
tube. The daily service tank and mixing tube were level so improve the environmental aspects of fuel treatment and
that gravity caused fresh oil to flow into the system. engine operation.
Atmospheric booster unit. Two-stage fuel conditioning module of Alfa Laval SBM type.

Where we are
The lessons learned from the 1970s soon gave way to
improvements. During the 1980s, Alfa Laval paved the way
to increased use of heavy fuel oils by introducing the Alcap®
type fuel oil separator. Alcap separators enabled diesel
engines to use fuel oils of 700 cSt at 50°C with a maximum
density of 1010 kilograms per cubic metre at 15°C.
Alfa Laval then continued its research and development

efforts, collaborating with a major engine manufacturer to
explore ways to improve fuel conditioning. The development
of the two-stage pressurized booster system is the result of
these efforts.
Two-stage pressurized systems, such as the FCM, eliminate

the control difficulties that are frequently encountered with
single-stage systems. Two-stage pressurized systems also
reduce the occurrence of other problems, such as gasifica-
tion, that are associated with the high fuel temperatures
required for operation using heavy fuel oil. stage systems offer other benefits, such as greater flexibility
for installation. Heavy fuel oils are now the fuel of choice for
By introducing a feeder module with supply pumps and a main diesel and auxiliary engines.
closed pressurized mixing tube at the low-pressure stage,
fresh fuel is supplied, maintained at the proper pressure and Viscosity has proven to be an important factor for efficient
flow, and mixed with hot fuel returning from the engine. engine operation. Diesel engine manufacturers specify the
Because the closed mixing tube maintains a pressure of at fuel injection viscosity that provides optimum combustion.
least 4 bar, cavitation does not occur. Fuel is then circulated Heavy fuel oils, usually between 380 and 700 cSt at 50°C,
during the high-pressure stage to obtain the required vis- are generally heated to approximately 130° to 150°C to
cosity for injection. obtain the required injection viscosity. However, the tempera-
ture required to heat a certain grade of heavy fuel oil to a cer-
Unlike single-stage systems that often use temperature as tain viscosity varies. This depends on the origin of the crude
the primary control parameter, the FCM uses viscosity as the oil upon which the heavy fuel oil is based and on the refinery
primary control parameter. Single-stage atmospheric systems process used. Using viscosity as the primary control para-
are generally now used only when the required fuel injection meter therefore improves fuel efficiency, while preventing
temperatures do not exceed 110°C. This corresponds to fuel engine damage and reducing maintenance costs.
oil of approximately 180 cSt at 50°C. However, two-stage
systems are also now used for light fuel oils because two-
Where we’re going
Fuel conditioning is constantly undergoing change as fuel
quality fluctuates, for better or worse, and as new ideas
about how to improve fuel treatment emerge. We at
Alfa Laval understand what it takes to design efficient fuel-
conditioning systems and we are continuously working to
improve them. Our efforts are in direct response to the
changing needs of the marine and power station industries.
Alfa Laval fuel-conditioning solutions comply with the rules

and recommendations concerning the design of heavy fuel
treatment plants for diesel engines. We are actively involved
in CIMAC, the International Council of Combustion Engines.
The FCM also fulfils the rules and regulations of the major
classification societies.
We believe in more efficient and more environmentally aware

fuel-conditioning solutions for marine transport and land-
based power stations. We also believe in solutions that
help reduce costs. We’ve been working on improving fuel-
conditioning solutions for more than a quarter of a century.
And we plan to continue to do so, using our in-house exper-
The new two-stage conditioning module of Alfa Laval FCM type. tise and thorough understanding of engine operation.

Equipment
The compact, modular and user-friendly FCM design makes the best use of
available space and provides flexibility, easy access and easy operation.
Centrally located, the control cabinet is surrounded by

several sub-assemblies, or blocks, such as a heater block
and a viscosity block. This approach to sub-assemblies
reduces the overall module size. It also adds flexibility to
configuration, such as the ability to place the filter either on
the hot or cold side and to select the right type of heater
for a particular duty.
The bottom of the module houses a drip tray that collects

spillage. Pipes from underneath the module make con-
nections possible from the rear, front or side, reducing
internal piping and increasing accessibility to components.
This makes the module more compact and more cost-
effective.
The modules are pre-assembled and pre-tested prior to

delivery and include the necessary pipe connections for Centrally located, the control cabinet EPC 50B
interconnection to the daily service tank, drains, power is surrounded by several sub-assemblies.
supplies, de-aeration outlet and engine.
The fuel conditioning system design

The two-stage pressurized booster system typically
maintains a pressure of 4 bar during the first, or low-
pressure, stage.
During the second, or high-pressure, stage, the pressure

is within the range of 4 to 14 bar, depending upon the
requirements of the engine manufacturer.
Low-pressure or supply stage

Heavy fuel oil from the daily service tank passes through
a three-way valve. Strainers protect the supply pumps by
removing large particles from the fuel. The supply pumps
forward the oil into the low-pressure section.
In case of supply-pump failure, the system can auto- Pipe connections are in the module bottom.
matically change over to the standby pump. The automatic
backflush filter cleans the oil by removing smaller particles.
As the engine load changes, so will the fuel consumption.

A special pressure control valve allows fuel to recycle The flow transmitter measures fuel consumption and sends
within the low-pressure section so that the flow of fresh a signal to the process controller. Fresh oil then enters the
fuel entering via the three-way valve precisely matches the mixing tube. The level switch monitors the mixing tube for
fuel consumption of the engine. The pressure transmitter the content of air or gas in the fuel and signals the need for
measures pressure at the oil outlet and sends the value to manual de-aeration, if necessary. An automatic de-aeration
the process controller. valve is optional.

High-pressure or circulation stage

Fuel from the mixing tube enters the circulation pump,
which increases the pressure. The pump then transfers the
fuel to the heaters. Here oil is heated to the temperature
required to achieve the correct fuel viscosity.
A viscosity sensor sends a signal to the process controller

for comparison against the viscosity set point specified by
the engine manufacturer. Deviations are automatically
corrected by adjusting the heating. A pressure control valve
located after the injectors (usually part of the engine installa-
tion) maintains systemic pressure. Excess fuel returns to the
mixing tube. Clean fuel is then supplied to the engine
injectors for combustion.
Key components
Following is a brief description of key FCM components,
which are more fully detailed later in this section:
• Automatic backflush filter

This high-efficiency, low-maintenance Alfa Laval filter
effectively removes fuel contaminants. Compact and light-
weight, it continuously backflushes clean filtered oil through
robust disc-type filter elements and automatically drains
sludge at regular, pre-set intervals.
• HEATPAC® M6 plate heat exchanger

The easy-to-maintain Alfa Laval M6 steam heater is Low-pressure or supply stage.
designed for the heating of fuel prior to injection to the
engine. With its flexible, modular design and narrow
channels, the M6 provides extremely efficient, high-
temperature heat transfer. Its small holdup volume
enables quick response at changing load conditions
and its durable high-temperature gaskets ensure more
uptime. Alfa Laval HEATPAC® EHM electric heaters and
shell-and-tube heaters for either steam or thermal oil
can be supplied as alternatives.
• Supply and circulation pumps

Three-spindle screw pumps with shaft seals on the inlet
side minimize leakage.
• Viscosity sensor
This compact, lightweight, maintenance-free sensor
ensures the correct injection viscosity by measuring
actual fuel oil viscosity against set value specified
by the engine manufacturer. If the values require
adjustment, the sensor signals the process controller,
which automatically raises or lowers the temperature
in the heater.
• Process controller
With automated remote control, the Alfa Laval EPC 50B
process controller facilitates operation of the fuel con-
ditioning system. Automation and remote control reduce
operating and maintenance costs while increasing
profitability and safety. The user-friendly EPC 50B monitors
and controls FCM functions by displaying in clear text
process parameters, alarms and other data. High-pressure or circulation stage.

Standard and optional components Three-way DO/HFO changeover valve

This section describes the FCM components. These include This valve controls changeover from diesel oil to heavy fuel
those that come with the standard FCM configuration as well oil after startup and, if required, from heavy fuel oil to diesel
as the most important optional components. The FCM uses oil at low loads. Three types of valves – manual, electric and
Alfa Laval products as well as best-in-class products from pneumatic – are available. End position limit switches on all
Alfa Laval’s business partners who are well-known manu- types transmit the valve position to the process controller.
facturers with proven reputations. All components are inte- Use of an electric valve enables the operator to set the
grated, factory-tested and guaranteed to work together. changeover time in the process controller to obtain a
smooth changeover between DO and HFO and between
HFO and DO.
Supply and circulation pumps

Three-way DO/HFO
The supply pumps, as well as the circulation pumps, are
changeover valve.
three-spindle screw type pumps. These pumps are specifi-
cally designed to transfer heavy fuel oils at higher tempera-
tures. The pumps are housed in nodular cast iron with the
shaft seal located on the suction side to minimize leakage.
Durability is further enhanced with double shaft seals, a hard
metal type and a lip seal.
The standard FCM has two supply pumps and two circu-
lation pumps, one of each type in operation and one on
standby. Strainers are installed before each supply pump
to protect any large particles from entering the pump.
Non-return valves are mounted after the supply and circu-
lation pumps to prevent fuel oil from entering the pump on
standby.
Supply and Standard pumps are equipped with two-pole electric motors
circulation pumps. that operate at speeds of 2800/3400 rpm. Proven as the
most cost-effective solution, these speeds also make the
fuel form a thicker lubricating film that wears less and yields
the longest possible life expectancy. Built-in safety relief
valves are standard. Upon request, Alfa Laval can supply
the pumps with four-pole electric motors that operate at
speeds of 1400/1700 rpm.
Emergency diesel oil pump

The FCM can be equipped with an emergency diesel
oil pump, either electric or pneumatic in type, to re-start
the flow of oil after a power failure. This is often required
on FCMs for auxiliary engines and on combined unifuel
FCMs for main and auxiliary engines. When using an
electric pump, the power supply operates independently
from the power supply in the main control cabinet. The
Pressure control default emergency pump capacity is the same as the
valve with air fin supply pump capacity. However, other capacities may
cooler.
be installed upon request.
Pressure control valve

This valve controls the pressure on the supply side by
re-circulating fuel to the suction side of the supply pumps.
Easy access from the service platform makes the valve
easy to adjust manually. The valve provides nearly constant
pressure under all operating conditions – from engine stop
to maximum engine consumption. The air fin cooler after
the pressure control valve limits the temperature increase
of the oil due to internal friction in the supply pump and in
the valve at engine stop or idle, when most of the fuel is
re-circulated.

Automatic backflush filter grade fuels create problems that require more frequent,
The Alfa Laval automatic backflush filter effectively uses clean manual filter cleaning or when the filter in operation
oil as the flushing medium to prevent any particles present in malfunctions for other reasons. This solution is strongly
the fuel from causing injector and engine damage. These recommended where one FCM is installed to supply fuel
Alfa Laval filters have been installed on virtually all types and to both the main engine and the auxiliary engines in marine
brands of diesel engines. installations.
With Alfa Laval automatic filter, continuous backflushing helps • A small, intermediate sludge drain tank situated under
prevent the adhesion of retained solids to filter surfaces. This the mixing tube and a pneumatic sludge removal
ensures long service intervals – on average, up to one year or pump to dispose of the sludge after draining the filter.
6,000 hours – and drastically reduces the costs for manual This can be used, for example, in power stations
cleaning, filter replacement and filter disposal. where it is not suitable to have a sludge tank directly
beneath the FCM.
The small amounts of filter sludge are collected in the filter
bottom and then automatically drained at regular pre-set
intervals, for instance, three times every 24 hours.
An electric motor for distributor rotation on the filter eliminates

the need for compressed air that is required for some other
filter brands. The robust, reliable disc-type filter elements
operate at a low and constant pressure drop, providing high
filtering efficiency and reducing the risk of cracking.
Standard mesh sizes include absolute aperture sizes of 25,

35 and 45 µm, which correspond to nominal aperture sizes
of 10, 20 and 30 µm. Nominal means that more than 85
percent of the particles larger than this value are retained.
The standard filter configuration consists of:
• An automatic filter with a manual standby filter installed

after the supply pumps on the low-pressure, or cold,
side. Although cold-side filter installation is farther from
the engine, use of a manual indicator filter installed as
close as possible to the engine may be recommended by
some engine makers (loose supply on request).
• Automatic drain valve, which drains the filter at regular,

pre-set intervals, eliminates the need for manual draining.
The filter is also automatically drained at high-pressure Automatic backflush filter with manual bypass filter and built-in
drop alarm. Drainage intervals are easily adjustable using changeover system.
the operator’s panel, depending on the level of oil con-
tamination.
• A differential pressure gauge and alarms for high pressure

drop and stop of electric motor, which facilitate detection
Every FCM is
of system malfunction.
accompanied
by an air/water
Alternatives to this standard configuration include: gun. This simple
tool enables the
disc elements
• Filter installation after the heaters on the hot side. This to be cleaned
usually requires a larger filter for a given engine because, quickly and
even though the viscosity is lower on the hot side, the flow easily.
rate here is higher than on the cold side. Consideration
must also be given to the increased risk of asphaltene pre-
cipitation from the fuel, due to the high temperature, which
can clog the filter.
• A duplex automatic/automatic filter to increase flexibility

during operation. This is useful, for example, when lower

Flow meters mulated consumption, which shows the amount of oil in

These precision meters consist of two parts: the flow cubic metres that has passed through the module since it
transmitter part in the oil line and the signal processing and was last reset to zero.
display part that is integrated with the EPC 50B process
controller. Pressure transmitters
Installed on both the supply and circulation sides, these
These meters monitor fuel consumption by measuring the transmitters control pump standby functions and measure
flow rate of the fuel volume that passes through the system. pressure, sending the values to the process controller.
The flow transmitters are installed on the pressure side of the Operators can also set low- and high-pressure alarm limits
supply pumps, after the strainers and after the main filter, from the process controller or from a remote location. Installing
if a cold-side filter, giving them extra protection against pressure transmitters eliminates the need for manual adjust-
contaminants. ment of the hot pressure switches during operation.
Two types of meters, a positive displacement sliding vane Mixing tube with de-aeration function
volumetric flow meter and a mass flow meter, are available. This standard insulated, heat-traced mixing tube operates at
Each comes with a bypass line with a pressure relief valve to pressures of up to 6 bar. The mixing tube acts as a system
ensure uninterrupted flow to the engine in case of blockage. buffer to obtain stable viscosity or temperature control and, to
some degree, to smooth the transition when changing over from
Sliding vane volumetric flow meter. This flexible, compact, DO to HFO, or vice versa. The mixing tube is available in six
space-saving flow transmitter covers a range of capacities. different sizes, depending on engine sizes and requirements.
Typically, the accuracy of this flow transmitter is high (better
than 0.2%) and is not influenced by process pressure or Standard Optional
temperature. An optional inlet temperature sensor enables Module size mixing tube mixing tube
the process controller to calculate mass flow, based on a FCM 1000 series 65 litres 85 litres
reference density at 15ºC. Very few almost-frictionless moving FCM 2000 series 120 litres 140 litres
internal parts prevent wear on this flow meter, guaranteeing FCM 3000 series 140 litres 160 litres
uptime and increasing its life expectancy. The meter also
does not have any mechanical seals, reducing maintenance The mixing tube is equipped with a level switch that presents
and the possibility of fuel oil leakage. an alarm when air or gases accumulate in the tube, indicating
the need for manual de-aeration. As an option, the mixing
Mass flow meter. This unit electronically calculates and tube may also be equipped with an automatic de-aeration
displays mass flow either on its own self-contained meter or valve. Upon accumulation of air and gases in the tube, the
on the FCM process controller. The amount of fuel oil mass process controller then automatically activates the de-aeration
moving through the meter is measured using the Coriolis valve and vents the gases back to the HFO daily service
Principle, which causes the tube of the meter to vibrate in a tank. In this case, the number of de-aerations is recorded in
direction perpendicular to the flow. This meter also measures the process controller.
oil density, which facilitates the calculation of the CCAI value.
The air venting connection that protrudes into the mixing tube
Fuel consumption values are displayed on the FCM process creates an air cushion that dampens pressure fluctuations
controller. The process controller presents diesel oil and within the system. If required by engine manufacturer, the
heavy fuel oil consumption as separate values. Also displayed mixing tube can also be equipped with a connection for air
are fuel consumption during the last 24 hours and accu- injection, ensuring that air is present in the tube top.
Flow transmitter. Automatic

and manual
de-aeration
arrangement.

Heaters HEATPAC® M6 plate

The FCM provides flexibility for heating fuel oil to the heat exchanger.
required temperature. It has two heaters, one in operation
and one on standby. These are dimensioned to specific
requirements based on flow rate, oil temperature from the
mixing tube and oil temperature to the engine.
Three alternatives are available:
1. the standard HEATPAC® M6 plate heat exchangers for

steam as the heating media,
2. the HEATPAC® EHM heaters for electric heating and
3. the Alfa@Heat shell-and-tube exchanger models for either

steam or thermal oil applications.
HEATPAC® M6 plate heat exchangers

The compact, lightweight M6 is standard to the FCM
and suitable for steam heating. Its flexible, modular design
makes the M6 easy to modify by adding or removing plates,
according to the specified duty. Narrow channels provide HEATPAC® EHM
higher efficiency for heat transfer at high temperatures. Its heater.
small holdup volume enables quick response at changing
load conditions. Durable, clip-on HeatSealF™ gaskets
ensure maximum uptime.
An electrically driven, steam-regulating valve controls the

steam supply to the heater. A regulating valve with a
quick-closing function at power failure is available as option.
A float-type steam trap is installed after the condensate
outlet.
HEATPAC® EHM heaters

These electric heaters provide optimum heating for all types
of fuel oils. With start-and-forget operation, they cover a wide
range of capacities and provide accurate viscosity control
due to their small holdup volumes.
Alfa@Heat
These easy-to-maintain heaters consist of several corrugated shell-and-tube
aluminum heating elements mounted on a flange to form a heat exchangers.
cartridge. This cartridge is inserted into a steel pressure
vessel with an interior baffle that diverts the flow into two
passages. The EHM heater includes a high-temperature
safety switch in the top of the heater.
A power unit continuously supplies variable power between

zero and 100 percent, providing accurate control for viscosity
or temperature.
Alfa@Heat shell-and-tube heat exchangers

These alternatives to the standard HEATPAC® M6 and the
optional HEATPAC® EHM heaters can be used for either
steam or thermal oil.

Viscosity sensor
This compact, lightweight sensor accurately measures
actual fuel oil viscosity within ±0.5 cSt to ensure the correct
injection viscosity is obtained.
The sensor does not have any moving parts. This provides
maintenance-free operation, which guarantees long life,
maximum uptime, minimal, if any, servicing costs and
efficient engine operation.
Using the torsion vibration measuring principal, this factory-

calibrated sensor is not affected by variations in flow or
pressure.
A vibrating pendulum with rotational movement collects

data and the sensor sends the data to the process controller.
If required, the process controller then raises or lowers fuel
oil temperature in the heaters to obtain the required viscosity.
Viscosity sensor. This ensures efficient fuel combustion and optimum power
output.
Temperature sensor
This sensor alerts the operator when the temperature
exceeds or falls below the pre-set alarm limits. It also
provides a backup control method that uses temperature
as the primary control parameter, should the viscosity
sensor fail.
An optional temperature sensor may be installed on the oil

inlet to provide calculated mass flow (see “Flow meters” on
page 12).
Control cabinet
The control cabinet has two parts, a lower one that contains
all motor starters in separate compartments and an upper
compartment that contains the EPC 50B process controller.
Process controller
The easy-to-operate Alfa Laval EPC 50B process controller
facilitates monitoring and control of FCM functions by
displaying in clear text process parameters, alarms and
other data.
This process controller is based on the same hardware

used in the Alfa Laval Separation Unit, making it easy to
use for operators who are already familiar with this process
controller.
However, since the EPC 50B is specifically designed for

fuel conditioning applications, the controller has a new
input/output board for increased capacity and custom
software.
With integrated remote control, the process controller

eases operation of the fuel conditioning system.
Control cabinet with This reduces operation and maintenance costs while
EPC 50B process controller. increasing profitability and safety.

Other options
The FCM is available in different alternatives and with a wide
range of options to meet various engine and operator
requirements.
This flexibility extends to filter placement, flow meters, mixing

tube capacities and heaters. In addition, a system to pump
away filter drain, a pneumatic or electrical emergency diesel
oil pump and different levels of remote monitoring and control
are available as options.
In case of high-pressure peaks from the engine’s injection

system, pressure pulsation dampers should be installed in
the pipes going to and from the engine. Engine manufac-
turers sometimes require this.
Some engine makers recommend the installation of an indi-

cator filter after the fuel conditioning system and as close as Alfa Laval Fuel Conditioning Module with automatic filter on hot side
possible to the engine. Alfa Laval offers an optional manual and emergency DO pump.
duplex filter (delivered as loose supply) to protect the engine
injection equipment from potentially harmful particles and to
detect a main filter fault, should it occur. Screen mesh size
meets engine manufacturer requirements.
Upon request, Alfa Laval also advises customers about the

best FCM solution, given their particular situation.
We work closely with fuel conditioning system customers

to analyze whether customization of the FCM is a feasible
alternative. If so, we outline the scope of work and costs
involved for customer approval.
Alfa Laval duplex inducator filter. (Optional loose supply.)

System configurations
In the past, when auxiliary engines ran on lighter fuel oils, marine applications
generally used two independent fuel conditioning systems – one for the main
engine and one for the auxiliary engines.
However, today’s unifuel ships use a single fuel conditioning

system for both the main engine and the auxiliary engines.
Despite this trend, using a separate module for the main
engine and one for the auxiliary engines provides distinct
advantages. The main engine and the auxiliary engines often
have different operating requirements and different values for HFO
engine oil pressure, viscosity set point, mesh size, and circu-
lation factors. Separate modules make it possible to obtain FCM
the correct values for the specific applications of the main Main
engine
engine and auxiliary engines.
In addition, the use of two separate modules for the main

engine and the auxiliary engines eliminates problems associ- DO
ated with regulating the heaters since fuel consumption in

port is just a fraction of that at sea. Different regulating valve
FCM Auxiliary
sizes for the main engine and for the auxiliary engines are engines
required in order to achieve optimal fuel consumption.
Separate Fuel Conditioning Modules for the main engine and the
FCM configurations auxiliary engines.
Alfa Laval offers four different FCM system configurations:
Complete standard module configuration

This is the standard Alfa Laval module with the filter installed
on the supply or cold side.
Complete alternative configuration

This alternative comes with the filter installed on the con-
ditioning or hot side.
Divided standard configuration

For easy installation where space is limited, the complete
standard configuration with the filter installed on the cold side
is divided and delivered as two separate units – a supply unit OP
START/STOP
and a conditioning unit.

HFO
DO
INFO
- + ENTER
Divided alternative configuration

For easy installation where space is limited, the complete
alternative configuration with the filter installed on the hot side
is divided and delivered as two separate units – a supply unit
and a conditioning unit.
Other alternatives to these four system configurations are

available. These include system configurations with optional
heaters and/or filters. Upon request, Alfa Laval can also
provide a certain degree of customization for system
configurations.

Filter COLD side Filter HOT side
PDS LS LS PDS
Complete
standard
Fuel FT PT PT TT VT FT PT PT TT VT
Conditioning
Module
Complete standard configuration with cold-side filter. Complete alternative configuration with hot-side filter.
PDS LS LS PDS
Divided
FT PT PT TT VT FT PT PT TT VT
configurations
Divided standard configuration with cold-side filter. Divided alternative configuration with hot-side filter.
Divided FCM configuration in ship installation
Fuel Conditioning Unit (FCU).
Fuel Supply Unit (FSU).

Flow diagram
HFO and DO day tank. Stores Automatic backflush filter. Cleans a bypass with a pressure relief valve
clean heavy fuel oil or diesel oil that fuel by removing smaller particles. in case of blockage.
is supplied to the three-way valve
by means of gravity. Filter pressure drop switch.
Pressure transmitter, supply pump.
Indicates if pressure drop over the Measures the pressure in the supply
Three-way changeover valve. filter exceeds its set value. side and signals the process
Handles changeover from diesel oil controller to start the stand-by
to heavy fuel oil at startup (and vice Supply pressure control valve. pump if the pressure decreases
versa, if required), and connects the Maintains constant oil pressure by below the pre-set limit.
daily service tank to the FCM. diverting excess flow from the
supply pump. Level switch. Signals the process
Pump strainers. Protect supply controller when gases accumulate
pumps by removing large particles Flow transmitter. Measures fuel in the mixing tube for manual, or
from the fuel. consumption. Signals flow rate to automatic, de-aeration.
the process controller.
Supply pumps. Supply oils to the Automatic de-aeration valve.
high-pressure stage. Flow transmitter bypass. Provides If installed, automatically vents
HFO PDS

FT PT

DO


gases when they accumulate in Pressure transmitter, circulation controller for comparison to the
the mixing tube back to the daily pump. Measures pressure and engine manufacturer’s set value.
service tank. sends the measurement to the
process controller to start the Engine pressure control valve
Mixing tube. Combines fresh fuel stand-by pump if the pressure (customer supply). Maintains
from the supply pump with hot fuel decreases below the pre-set limit. systemic pressure.
returning from the engine.
Temperature sensor. Alerts Alfa Laval duplex indicator filter
Circulation pumps. Circulate heavy operator when the temperature to protect the engine (optional loose
fuel oil to the engine and then back exceeds, or falls below, a pre-set supply, if requested).
to the mixing tube. limit and acts as a backup to
provide temperature control
Heaters. Raise the temperature should the viscosity sensor fail.
of the fuel to the level required
in order to achieve the viscosity Viscosity sensor. Measures
value specified by the engine fuel viscosity and sends the
manufacturer. measurement to the process

LS

PT TT VT

FCM module

Automation
The new, fully automated Alfa Laval Fuel Conditioning Module (FCM) brings
modern state-of-the-art information technology to the fuel conditioning process.
Computer-based automation helps monitor and control FCM functions with high
precision, reliability and performance.
The exact scope of FCM functions depends upon the

equipment installed and the level of automation selected.
Using well-known, proven automated components from

the Alfa Laval Separation Unit, the FCM reduces costs by
providing operators with more information and improved
functions. For example, these functions include fuel con-
sumption displayed at an easily accessible local, or remote,
location and automatic startup in case of power failure.
Flexibility is also critical to automation, enabling operators
to activate control functions from a remote location. Vital
process information is always within easy reach.
The FCM has a new generation of process controller, the

EPC 50B, that provides advanced, fully automated monitoring
and control. Continuous displays for temperature, viscosity
and fuel consumption appear on the display. Other data, such
as oil temperature inlet and outlet, pump pressure and accu-
mulated engine consumption, are displayed upon request.
In the unlikely event that the process controller is not EPC 50B process controller.
working, manual alternatives for all critical functions are
available. The FCM unit is also equipped with thermometers,
pressure indicators and other visual indications as backups Intervals are usually set between one month and one year.
to the display presentations. An alarm alerts the operator of the changeover 15 minutes
prior to activation. If manual changeover is preferred, opera-
tors can program a pump-changeover reminder to appear
Main control functions automatically on the display panel.
All main control functions, as well as text display for process
data and alarms, can be accessed from the centrally located Viscosity control
control panel. Controlling viscosity is critical to engine performance.
Automation ensures that the actual fuel oil viscosity
Start-up/stop sequence meets the set point specified by the engine manufacturer.
This automatically initiates operation of the supply pumps, Deviations are corrected by the process controller, which
circulation pumps and heater. automatically raises or lowers temperature in the heater.
This ensures efficient fuel combustion and optimum
This function also suspends operation of the heater, power output.
automatic drain timer and pump standby function.
Pump operation must otherwise be suspended using Operation in diesel oil mode or heavy fuel oil mode
manual switches. The process controller has two modes of operation,
DO mode or HFO mode, with two sets of parameter
Pump operation settings, alarm limits, and other values that are suitable
The supply pump and the circulation pump in operation for each mode.
can easily be changed using the EPC 50B process
controller. By setting regular changeover intervals on The process controller handles the transition between the
the process controller, operators can also automatically two modes via temperature ramps to control the change
switch operation between the active pump and the pump in temperature and to prevent temperature shock from
on standby to equalize the run times. damaging the engine’s fuel injection pumps.

If an electric or pneumatic three-way changeover valve is Start of standby pump at low oil pressure
installed, the process controller handles the transition of the The process controller initiates startup of the standby pump
changeover valve. when oil pressure falls below a pre-set limit, or when the
contactor of the pump in operation is released. The delay
If an electric three-way valve is installed, the transition time time for standby pump activation at low oil pressure can be
from DO to HFO can be set. set by the operator.
Switch to DO at low engine loads Startup sequence after power failure

The FCM unit can be configured to change over to DO if the A startup sequence is automatically initiated when power is
engine load is so low that it is not suitable for HFO operation. restored after a failure. The process controller then automati-
This function is based on input from the engine control cally re-activates all FCM components. During the startup
system which indicates whether or not HFO operation is sequence, all alarms are temporarily suspended until the
acceptable. pre-set values are reached.
Automatic mixing tube de-aeration function Switch to temperature sensor

An optional automatic de-aeration valve may be installed on at viscosity sensor failure
the mixing tube. This is connected to the process controller, Upon failure of the viscosity sensor, the process controller
which automatically activates the de-aeration valve when automatically switches to a temperature sensor that serves
gases accumulate in the mixing tube, venting the gases back as a backup control method.
to the daily service tank.
Switch to diesel oil at heater fault
If an electric, or pneumatic, three-way changeover valve is
Self-cure functions installed, operators can program automatic changeover from
The process controller has several built-in self-cure functions heavy fuel oil to diesel oil when a heater fault causes oil
that automatically take place to ensure continued operation temperature to drop and remain below a pre-set limit for
should a system problem occur. two minutes.
Input from sensors and

feedback signals.
Output activation of valves

and electric motors.
PDS LS
FT PT PT TT VT
Process control and monitoring, typical electrical layout.

Process information useful when a new bunker enters the system, bringing
The FCM offers several alternatives for the display of key with it a new fuel load, and when switching from DO to HFO,
data. The display panels continuously provide operators with or vice versa. During DO/HFO changeover, the viscosity value
data on temperature, viscosity and fuel consumption. This at 50°C is routinely displayed on the process controller’s
makes the FCM easy to operate and control. instantaneous value list.
For more information, the operator simply presses a button Run times
to access an instantaneous value list. Run times in hours can be displayed for each pump,
for both heaters as a single value and for the automatic
This list provides the operator with a quick overview of oil filter.
temperatures, pressures and consumption. It also provides
data on the position of the heater regulating valve, electric Other process information
heater power, and changeover valve position. • Trip fuel consumption (total, average, last 24 hours)
Depending on the level of automation, other display infor- • Instantaneous consumption as percentage of a set
mation is available by accessing the flow list, trip list, run list, maximum consumption
viscosity list and timer list.
• CCAI value based on measured viscosity, temperature
Instantaneous values and set density
• Viscosity
• Temperature • Number of automatic filter drains and time until
• Pressures next drain
• Fuel consumption
• Number of automatic de-aerations and time since
Total fuel consumption for HFO and DO last de-aeration
The total accumulated fuel consumption for HFO and for DO
is calculated and displayed separately. • Instantaneous electric heater power and total power
consumption
If an optional inlet temperature sensor is installed, calculated
mass flow based on inlet temperature and set density also • Position indication of heating media regulating valve
are calculated and displayed.
• Changeover valve position
Viscosity extrapolation
The extrapolation of the viscosity to 50°C (or 100°C)
provides an estimate at a fixed reference temperature of For more detailed information, contact your local
the current grade of fuel in the system. This is especially Alfa Laval office.
The EPC 50B

controller provides
easy access to
process information.

Remote monitoring and control

The Fuel Conditioning Module offers a range of flexible solutions for monitoring
and control from a remote location, such as the engine control room. This
simplifies operation, reduces man-hours, improves working conditions and
ensures accurate recording and analysis of key performance parameters.
Remote monitoring and control also create the necessary

conditions to fulfil the rules for periodically unmanned engine
rooms as set forth by the marine classification societies.
In the near future, remote monitoring via the Internet will
also be available.
Several alternatives make remote monitoring and control

flexible, easy to configure, easy to install and easy to use.
There are four different levels of operation from which to
choose:
Basic level
The complete default FCM configuration is equipped
with terminals for individual input and output signals that
Engine control room console with Alfa Laval FCM panel.
connect to the customer’s existing remote control system.
The customer is responsible for supplying the remote
hardware and cables. Please contact Alfa Laval if other protocol boards, such as
CANopen, DeviceNet, or InterBus, are required. Customers
Extended level assume responsibility for coordination of programming on the
This includes terminals, a remote control panel with additional remote side through their automation providers. Alfa Laval
features, selector switches for pump control, viscosity display provides documentation describing the protocol for the
and alarm lamps. With this level, it is not possible to reset system developers.
alarms.
Standard input/output connections
Advanced level • Two selectable analog outputs, 4–20 mA (flow rate,
This includes terminals and remote control panel for the viscosity, pressure, etc.)
engine control room. All controller functions are also available
on the local FCM controller. The operator display panel is • A temperature output, 4–20 mA (viscometer with built-in
identical to the one located on the module and all functions temperature sensor)
handled by the controller can be accessed from the panel.
Pump selector switches are included. • Five individual alarm outputs: high temperature/low vis-
The display panels continuously provide cosity, low temperature/high viscosity, low oil pressure,
operators with data on temperature, switch to standby pump and high filter differential pressure
viscosity and fuel consumption. They
also provide easy access to all process • Common alarm output
information. With the advanced level, it
Advanced panel. is possible to accept and reset alarms. • Input for start/stop sequence
Fully remote level • Input for DO/HFO changeover

The fully remote level provides complete coordination with
the plant’s Integrated Administration and Control System • Input for pump switches
(IACS). Proprietary field bus interface boards, according to
Profibus DP or Modbus RTU standards, are installed in the • Input for emergency stop
process controller. This enables communication to external
automation systems. Most local functions can be replicated • Input for manual steam valve control
with the use of the field bus interface boards. Separate
remote installation of the supply and circulation pump For more information, contact your local Alfa Laval office for
selector switches is recommended. additional technical documentation.

Retrofitting Documentation
The Fuel Conditioning Module is ideal for replacing Alfa Laval supplies each Fuel Conditioning Module
older booster modules. Its compact size, which often with full documentation either as paper copies or as
occupies 20% less space than the existing booster PDF (Portable Document Format) files on a CD-ROM.
module footprint, easily fits into the existing engine The instruction manual, which can also be made
room. It can also be divided into two parts in order to available in most major languages, covers:
facilitate transport of the units through small passage-
ways and installation in tight spaces. • Safety
• System description
In addition, the pipe connections for the Fuel • Operating instruction
Conditioning Module are located underneath the unit, • Parameter list
which provides greater flexibility for the placement of • Alarms and fault finding
the unit. Alfa Laval can also provide supply (feeder) • System reference/installation instructions
units to upgrade older single-stage installations to run • Spare parts catalogue
heavier fuel oils. • Component descriptions
Classification Spare parts,

society approval service and
Alfa Laval ensures that the FCM fulfils the require-
ments of all major classification societies. Upon
support
request, Alfa Laval delivers the FCM with an individual
test certificate. This includes approval by the society Alfa Laval provides spare parts kits for all service and
of the main components as well as workshop testing maintenance needs. Global technical service, training
of the complete module. Most key components are and support are available throughout the lifetime of
also type approved by the leading classification the FCM.
societies.

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 2005.

Alfa Laval in brief
Alfa Laval is a leading global provider
of specialized products and engineered
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, beverages,
www.fotoskrift.se
foodstuff, starch and pharmaceuticals.
Our worldwide organization works closely

with customers in almost 100 countries
to help them stay ahead.
How to contact Alfa Laval

Up-to-date Alfa Laval contact details
for all countries are always available on
our website at www.alfalaval.com
ALFA LAVAL is a trademark registered and owned by Alfa Laval Corporate AB.
Alfa Laval reserves the right to change specifications without prior notification.
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What is the Fuel Conditioning Module and what is its purpose?

What is the Fuel Conditioning Module and what is its purpose?

What are some of the benefits of the FCM for shipyards, engine builders, ship operators?

What are some of the benefits of the FCM for shipyards, engine builders, ship operators?

Fuel Conditioning Module

Technical information for fuel oil conditioning

6 Why the Fuel Conditioning Module?

23 Remote monitoring and control

2 Alfa Laval Marine & Diesel Equipment

Benefits for the ship or plant operator

• Proven key components provide more uptime, high relia-

• A single responsible supplier. Alfa Laval assumes full

• Easy installation when replacing older modules or upgrading

• Maximum safety for the engine when changing over

Alfa Laval Marine & Diesel Equipment 3

The Fuel Conditioning Module

System requirements • Viscosity

4 Alfa Laval Marine & Diesel Equipment

System benefits • More uptime

• Faster, more secure commissioning • Technical support

FCM 3100 Filter after supply

Alfa Laval Marine & Diesel Equipment 5

Why the Fuel Conditioning Module?

As fuel returned to the atmospheric mixing tube, the small

6 Alfa Laval Marine & Diesel Equipment

Alfa Laval then continued its research and development

Two-stage pressurized systems, such as the FCM, eliminate

Alfa Laval fuel-conditioning solutions comply with the rules

We believe in more efficient and more environmentally aware

Alfa Laval Marine & Diesel Equipment 7

Centrally located, the control cabinet is surrounded by

The bottom of the module houses a drip tray that collects

The modules are pre-assembled and pre-tested prior to

The fuel conditioning system design

During the second, or high-pressure, stage, the pressure

Low-pressure or supply stage

As the engine load changes, so will the fuel consumption.

8 Alfa Laval Marine & Diesel Equipment

High-pressure or circulation stage

A viscosity sensor sends a signal to the process controller

• Automatic backflush filter

• HEATPAC® M6 plate heat exchanger

• Supply and circulation pumps

Alfa Laval Marine & Diesel Equipment 9

Standard and optional components Three-way DO/HFO changeover valve

Supply and circulation pumps

Emergency diesel oil pump

Pressure control valve

10 Alfa Laval Marine & Diesel Equipment

An electric motor for distributor rotation on the filter eliminates

Standard mesh sizes include absolute aperture sizes of 25,

The standard filter configuration consists of:

• An automatic filter with a manual standby filter installed

• Automatic drain valve, which drains the filter at regular,

• A differential pressure gauge and alarms for high pressure

• A duplex automatic/automatic filter to increase flexibility

Alfa Laval Marine & Diesel Equipment 11

Flow meters mulated consumption, which shows the amount of oil in

Flow transmitter. Automatic