Refrigerant phase-out fires up Flynn conversion work

This is because the phasing out of refrigerants with a high global warming potential (GWP) will affect all vessels, as every ship uses some form of refrigeration or climate control. Generally, shipping companies’ policies will use a specific type of refrigerant which is geared towards an individual requirement for energy efficiency.

Unfortunately, one of the most popular refrigerants or repellents is the colourless gas R22 (chlorodiflouromethane or HCFC-22) which the Council has banned after turning the revised Flourinated Greenhouse gases (F-gas) Regulation into law. Ship operators may continue using equipment which already contains HCFCs, but it is now illegal to use any HCFCs to service and maintain refrigeration and air-conditioning systems. However, reclaimed and recycled refrigerants may also be used within existing systems until 2030.

With operators being strongly advised to find alternative gasses to retrofit or replace equipment, the conversion services offered by refrigerant specialists were increased to help vessel operators comply with the mandatory changes. For Flynn, these upgraded services included expanding the company’s network of service engineers on a global scale; establishing partnerships in ports located in Singapore, Oman, Dubai, France, Holland, Korea, Australia, Germany and Denmark; keeping up to date with the latest technology, information and guidance in order to correctly inform and advise customers.

GLOBAL CONVERSIONS

Already Flynn has undertaken conversions on a number of vessels in ports across the UK including Liverpool City Region and Newcastle, as well as Oman in the Middle East, and converting a cruise ship in Singapore. For example, it carried out an R22 conversion on a specialised refrigerated cargo vessel. This involved reviewing the entire cargo refrigeration plant, air conditioning AHU (air handling unit) and replacing all provision room compressors, and converting to R417A.

It also delivered a major package of improvements to the refrigeration and air-conditioning system on board a vessel used to transport specialist nuclear materials around the world. Working under contract to a large ship management company, the firm completed a retrofit and conversion project. The extensive refrigeration and air conditioning work took 18 months to complete on board the vessel at Barrow-in-Furness, Cumbria, and was part of a wide scale upgrade of the vessel.

Flynn’s service included the conversion of the Lightfoot cargo refrigeration system, which was entirely retrofitted using DuPont ISECON R417A refrigerant. The air handling system supply was replaced and new refrigeration and air conditioning equipment installed in areas including the control room. All air compressors were replaced and the cargo hold fans were serviced. The work needed to be delivered with speed and efficiency to integrate with the broader upgrade plan. It also required a high-level of skill, precision and safety planning due to the nature of the vessel.

There are a number of options to consider when managing an R22 situation. First, there is the “drop in” solution which involves replacing only the R22 with another synthetic refrigerant. This involves changing shaft seals and O-rings. This is a small change, but does have its risks, including leakage and a complete break-down. Second, the “retrofit”, which involves replacing the R22 with another synthetic refrigerant. This requires changes the lubricant, shaft seals, O-rings and other gaskets to seal the entire plant. It also involves a recalculation of motors and checks to pressure and control settings. It can be time consuming, but it’s adaptable to any application with minimal leak risk.

Third, there can be the replacement of R22 with a synthetic HFC refrigerant system. This has a short installation time and is reliable, but it still has a high environmental impact. The system performs well and has lower operating costs than R22, Finally, the R22 can be replaced with a new, natural refrigerant. The most environmentally friendly option, this is highly efficient and has the lowest power consumption. It’s a long term solution that provides optimal performance and lowest operating costs, but with a higher short-term investment.

RISKY ALTERNATIVE

There is of course the fifth option of doing nothing at all. This is an expensive and highly risky solution, as only regenerated R22 is available and there will be the likelihood of shut-down due to a lack of this particular refrigerant.

During the transition from R22, Flynn has faced and had to overcome various challenges including the lack of knowledge and awareness around the new regulations and how ship operators would be affected. Many customers also felt nervous about the alternatives, as they did not fully understand the benefits, reliability, durability of the alternatives to R22. To handle these problems, Flynn’s team has kept up to date with the new regulations, its implications, what is involved and who is affected.

The company has monitored a number of trends as customers consider several factors when converting from R22. They want a refrigerant that will perform, equally (if not better) than R22. It should also be easy to replace and manage, causing no problems during its lifecycle. The conversion process from R22 always initially involves a fact-finding mission. This includes gathering all of the necessary information to gain a firm understanding of the vessel’s air conditioning and refrigeration system.

DETAILED GROUNDWORK

Key points that needed to be established included general system details such as the type of refrigerant and oil used, quantity in the systems and main power supply. Details on machinery such as compressors, drive motors, oil separators, suction accumulators, condensers, pressure relief devices, liquid filter dryers, expansions valves, system pipe sizes and materials must be recorded.

It is also important to establish running conditions, such as if the plant was operating trouble-free, and if all major parts were reliable and in good working condition.

The next step involves visiting the vessel to survey the plant prior to conversion. The first physical process involves isolating the compressor before the oil is drained. The system is then recharged with oil and run for 24 hours, after which, tests are carried out to see if the oil is clean, and to check the mineral oil content.

Typically, a number of components are then replaced including shaft seals, O-rings and control valves. The R22 and oil are recovered before the system is charged with the new refrigerant and oil. The final stages involve adjusting the controls and labelling part of the plant with the new type of oil and refrigerant.

Once the plant retrofit is completed, there is a legal obligation to dispose of the R22 refrigerant in an approved way. It must be sent for professional incineration at a designated site to obtain a certificate of destruction.