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AnaffiUate of!be: American Boat. yacht Council, Inc:.
By Oave Gen
Course Number TI 501
WESTLAWN
FUEL SYSTEMS FOR BOATS
TextOn
Institul e 01 Marine Technology
eJo Mystic Seaport, PO Box 6000,
75 Greenmanville Avenue, Mystic. CT 06355 USA
www.west/awn. edu
. ~
-.
Copyright 2007 by Dave Gerr
AII rights Reserved.
No part of this book may be reproduced in any form without written permission from the author.
It is understood and agreed that nothing expressed herein is intended to or shall be eonstrued to give any person,
firm or eorporation any right , remedy or elaim against the author or any contributor; or against the Westlawn
Institute of Marine Teehnology, Ine. or any of its offieers or employees; or agai nst the American Boat & Yacht
Couneil , Ine. or any of its offieers or employees .
Fuel Systems For Boats - Cou rse Number TT 501
Table OCContents
Page
Introduct ion 1
Running Pi pe (Piping Sc hematics Ove rview) 1
Double Your Fil ters- Double Your Fun (Dupl ex Fil t ers ) 2
Sizing Up the Filter 2
To See Through or Not t o See Through (Crear or Opaque Bowl Fi lters) 2
Filter Height and Location 2
Gas-Engi ne Piping 3
Diesel Return-Line Compl icat ions 3
Twin-Tank Diesel Pipi ng 3
Dist r ibution Manifold (See also Appendix E, page 29) 4
Diesel Day-Tank Piping 5
Bypass Feed Lines 6
Fuel-Transf er Pumps 6
Mu lti pl e Tank Systems 7
Pumps Suck (Pumps Should Operate In Suction) 7
Cool Oil (Retum Oil Coo lers ) 7
Hot Oil (Oil -Filter Heaters) 7
Fuel -Line Valves 8
Remote Fuel Shutoffs 8
Hold That Tank (Tank Weights, Tank Chocks, Tank Fastening) 9
Approximat e Full Tank Wei ghts (Table) 9
The Danger of Foam Buri al s (Tanks Encased In Foam Not Recommended) 9
Aluminum-Strap Hold Downs 9
Cushion Your Tank (Tank Padding) 10
Wel ded-Dn Tank Attachment 10
Tank Location 10
Fl ex Connectors (Hose and Fl exible Tube) 12
Mar ine Fuel Hose Types 12
Holdi ng Hose (Hose Clamps) 13
Tubing Sepcifications 13
Alumi num Fuel Piping 13
Eliminating Sparks (Grou nding/Bonding Tanks) 14
Tank Openi ngs and Penetrations (Where Allowed) 14
Tank Drai ns 14
Vent-a-Tank (Tank Vents) 15
Vent-Run Con si der ations 15
Vents Under Pressure (Vents f or Tanks Fill ed Under Pressure) 15
Vent Spill Prevention 16
FiII'er Up (Tank Fi ll s) 16
The Vetus Splash-St op 17
Securefill 17
Taki ng Off (Tank Take-Off Fittings) 17
Keeping Your Tanks Dry 17
It's Baffl ing (Tank Baffl e Install at ions and Requirements 17
Don ' t Share Wall s 18
Round th e Comer 18
Tank Label s 19
Tanks Und er Pressure 19
Tank Pres sure Ratings 19
Level Gauging (Tank Level Guages) 19
Fl oScan (Fuel Consumption Gauges) 20
Tank Materials ............................................ ............. ............................ ....................................................... 20
Fuel Tank Mat eri al s & Thicknesses (Table) 20
Tanks Can' t Be Used As Struct ure 21
Aluminum-Tank Preservation 21
Glass Tanks &Integral Tanks (Fiberglass Tanks) 21
Westl al\'n Inst itute
Fuel Systems For Boats
Fuel- System Design, Installatio n, and Specification
8)" Dave Gerrr, O 2007 Dan Gerr, Dra",'i ngs by the aut hor e el ess etberwtse ncted
{based on artidn for Professional Boatbuildu )
Introduction
Consideri ng the potential dangers. n's odd that there are so few specific legal requrerrents goveming boat fue!
systems . In fact , this IS serious bus iness. and 1'11 start off with a bang. The photo shows a 45-fool (13.7 m) express
cruiser that bumed and sank in mi nutes as a rescrt of a fuel fire. This, by the way, was a deser boat. Some falks
ad. as if diesel were firepr oof. 11 is anything but. In tact. diesel fuel contains more energy per uni! vol ume or per
unil weighl than gascMloe. Though gasol ine is much easer 10 ignite eoc can explode in !he rlght (c r wrong)
condilions, once diesel gets
buming 's truly terrtfyi ng.
Diesel or gas, we'lI take a
detailed kx>k here at the
requirements for sare. reliable,
and ecent fuel syslems.
Institul e 01 Morlne Tec hnology
WESTLAWN
For yecnts . !he only applicable
US Iaws appl y 10 gas-engine
vessels under the Code of
Federal Regulations. I'U call
this the "CFR yachl " trom now
oo. 're find US legal
requirements for diesel-fuer
systems. you have to look al
passenger-vessel regulatioos
under!he CFR jcr r -, K , and
H-boats. T-boats (vessels
under 100 gross tons and
canying less than 150
passengers) are closest to
recreaticnal vessets. I use the
T-boal regulations as a further
guide for fuel system requr ements. This 1'11 refer to as "CFR commercial ." Though mandatory for passenger
vessels, these rules are comptetey opt ionat for preasure craft.
.....eo
. .,...
Fiberglass Tank Construction ......................................................... 21
Fiberglass Tank Wan Thicknesses 22
The Best Tank Material (Polyethylene) ........................................... 22
Fiberglass Gasoline Tanks are Damaged by Ethanol... 22a
Oon't Go Rubbery and Don't Split! (Don't Use Rubber) 23
APPENDIX A - Gasol ine Anti-Siphoning Protection ................... 23
APPENDI X B Stainless Steel Tanks 23
APPENDIX e . Flexible Bladder Tanks 23
APPENDIX D Wide Tanks Reduce Stabi lity-The GM Reduction ........... 24
Specific Gravrty Of Common Liqui da (Table) ............. 26
Free Surface Effect and Loading Conditi ons ................ 28
APPENDIX E The Common-Rail Manifold.............._........ 29
Specifying the Cornmon Rai l .................... 29
ccmmc n-Ran Manifoids Have Many Applications 31
APPENDIX F Int emati onal Pipe Standards and Pipe-Size Tables ......_......... 32
Standard Metri c - U.S. Pipe COfTlparison.............. 32
U.S. ISO Pipe Des ignations - "ON" Pipe Sizes 33
U.S. Pipe Thread Sta ndard s ... ............... 33
Hose-to-Pipe Sae Consi derations ....................... ... 34
U.S. IPS (NPS) Pipe-Size Tables 36
Metric DIN 2448 Pipe-Size Tables 38
Appendix G Approx imale Feed and Retum line Diameter - Diesel............_.. 4n
Gasoline Fuel Line Size ............................. 40
Appendix H Fuel-Filter Micron Rati ng {SieYe Fineness) 40
Fuel Systems For Boats - Course Number TI 581
The other inval uable guide is me American Boat & Yacht Counc(ABYC's) sections on fue! systems : H24 (for
gasoline) and H-33 (fer diese!) . Though ABYC's standards are guideli nes onty. if YOU're building or repairing boat s
and ocn't comply f ully wit h CFR yacht and as completely as practical wilh ABYC H-24 or H-33, you're leaving
yourself open to serious probtems. including potent ial legal acncn.
'Mlat 1'11 do here-using the aboye references as a starting point-is go through goOO practice in sound fuel
svstems. including oeteue like relum-oil coolers erepiping manifolds, which aren't specifically covered in the CFR
requirements or ABYC recommendations.
Running Pipe
The piping schematics show simple and reliable arrangements for twin.engine inboard ves seis wit h twin tanks-
diesel and gas. Ifthe boal has no general or, just ami! the generator piping. tf the boat has lINogen seis. draw in
another branch for that. If the boat IS single-engine. eliminate the valves and piping for the one ~ e : 8mall
runabouts and day boats can be fitled with one fue! tank. Larger asOshould preferabl y be equipped wilh al least
lINo. It costs a bit more lo do this, and some Iess expensive cruisers have only one tank, bUl i!'s not good practice.
V'itl y? VWh diesel. if !he klne tank spri ngs a Ieak or becomes contaminaled youve had i1-oo more fuel. \IVith twin
tanks you can almost always manage to motor home. Even with gas-when you have lo shUl down if a tank
springs a leak-you stilt have a second chance if one tank becomes contaminated with dirt or water.
Westlall' DIDstitute
Fuel Systcms For 80a15 - Course Number TT 501
Double Your Filters-Double Your Fun
The only slightly unusual feal ure of lhese schematics is lhe dupl ex fuel fill ers. Fueltanks and fuel supplies are
seldom as e1ean as lhey oughl lo be. A bad batch of fuel or some sludge gelti ng inl o lhe fuel lines can cIog a filter
and stop an engine righl quick. Invariably. lhis happens wil h a menacing squall bearing down, or during e1ose-
quarters maneuvering in harbor. The dup ex sysl em shown permil s swi l ching l o lhe second fill er, remo . g,
e1eaning and repl acing lhe e10ggedfill er and continuing on wilhoul even slowi ng down. (On a gas-engine craft you
wouldn'l wanllo change lhe filter wilh lhe engine running, bul you can sli ll switch over and lhen e1ean or change
laler.) You can make up such a system trom over-the-counler fill ers. valves and piping componenls, or--much
bett er-you can purchase a ready-made dupl ex syslem trom companies like Racor and Separo(A Separ duplex
filler is shown in the pholo). Wilh a single-engine vessel, lhe duplex filters and fuellines need only be large
enough l o handle lhe one engine.
Fuel Systems For Boats - Course Number T'I' 501
the filters should be aboullevel with the fuel pump on the engine. The maximum lift (vertical heght) from lhe take-
off al tna tank to lhe inlet port en the engine is 48 inches (122 cm). Even lhat is a bit high. Less is always better.
Lift heghls approaching or over 48 inches (122 cm) require inslallat ion of a booster pump.
VVhenever the filler is aboye lhe tank level , a hand wob e-pump (or simlar) should be inslalled in the feed line so
thal filter and lhe enl ire feed line can be purged of air and filled wilh a solid slug of fue!.
Gas-Engine Piping
The schemalic shows a straightforward gas-engine fuel-piping arrangement for a twin gas-engine boat wi th twin
lanks. In normal operation, the port lank feeds lhe port engine and starboard lan k lhe starboard engine. The
cross-over valve is closed . If you want, however, to run off , say, the starboard tank only, then you shut off the
take-off valves on lhe port lank and open the cross-over valve.
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The generator feeds of eilher tank lhrough a Y valve, though you could eliminate the Y valve and si mply open and
e1ese lhe take-off valves for lhe generator al each lank.
Diesel Return-Line Complications
Gas engines, as we've seen, simp ly run their fuel one way-from the tank to the carburelor. Hewever, diesel
engines use their fuel nol only as fuel, but also lo lubricale and cool lheir inj ectors. The excess diesel-e-carryinq
off considerable unwanted heat-has to be piped back lo the fuel lank. This makes di esel fuel runs twi ce as
compli cat ed as lhose for gasoline. If lhe piping is set up as shown, however, it' s straightforward enough. Th e
retum line (sometimes termed lhe "splll") should enter lhe tank as far away from lhe lake-off line as possible l o
prevent drawing foaming fuel back into lhe pick-up. The minimum workabl e distance is generally 15 inches (38
cm), but mere is always better.
Westlawn Instit ute
Some engines ( .ke the Cummins B and C series) require lhal the retum line extend all lhe way down to wilhin in 1
inch (25 mm) of the tank bottom. This is se lhat air cannot ent er the fuel syslem on lhese engines, when the lank
is part iall y full and the vessel is slting idle for some time. Other dieseis don'l have lhis requirement Be sure to
check wilh the engine manufacturer about this detail befere ordeng or building lanks. If in doubt, simply run the
retum down to wilhin 1 inch of the lank bottom, and lhi s problem won't occur in any engine.
Twin-Tank Diesel Piping
The most common arrangement for diesel on yachls is simply twin lanks. The schematic shows a standard
arrangement , wilh one gen sal. In lhis system, the starboard tank feeds the slarboard engine and the port lank
feeds the port engi ne. During normal operali on, the valves for bolh the feed Iines and both the retum lines are
..
- 2 - Westlawn I stitute
To See Through or Not to See Through
Fuel filt ers, of course, are really fuel fill ers and wat er separalors combined. In order lo see lhe wal er level lhat's
accumulated-as well as any sludge or sediment-l hey're available wil h e1ear glass or plaslic bowls. On diesel ,
lhese see-lhrough bowIs are Coasl Guard approved only if l hey have a metal f1 ame shield around the bott om of
lhe bowI . (The shield enables the filter to pass lhe required 2-112-minule bum test ) Gasol ine inboards, however.
cannol have any forrn of clea r bowl ; only salid melal bowfs will pass muster. (See-lhrough bowls ar e okay for
out board gas engines because-presumabl y-any breakage would leak overboard.) Some e1assifi cation society
rul es do not a1low e1ear bowls on either gas or diesel. Such melal-bowl filters must be fitted wilh a water-probe
ind' cal er/alarm and wilh a vacuum gauge.
NOTE: AII gallons are US gallons. To convert US gall ons to imperiaUUK gallons divide US gallons by 1.2.
Gasoline fuel ow is simply engine fuel consumption. Again , rul e-of-thumb ow is: gpm =max. engine hp -:- 600,
or literslmin. =max. engine kw -:- 118. So a 140-hp (104 kw) gas engine would require a 0.23 gpm (0.88 Umin.)
capacity filter (14 gph or 55 Ilhr). These fuel-demand flow esti mates are usually generous. but the engine manual
is the final authority; don't fail to consult it, (Note lhat some fuel -injected gas engines have a relum line jusi as
diesel syst ems do. These engines will have higher fuel ow ral es and will require di esel-Iike rel um line piping.)
Filter Height and Location
My experience is lhalll's poor practice for the fi lter to be allhe hghesl poinl in lhe fuel system or even to be
above the engine. If lhe filler is locat ed high, then air bubbles tend to coll ect in it andler fuel can drain out leaving
an air bubble. Either way , this results in frequent and annoying bl eeding of the system. If a filler must be lecated
very high, then at least be sur e to inst all a solenoid shut-off val ve in lhe line to keep fuel from draini ng out Ideally,
Of course, duplex filters are opl ional. Mosl boals gel along
okay wilh single filters. You can simply sub stitu te a single
filter for a duplex in lhe schematic if thal' s your preference.
Considering the relatively small expense compared lo the
cost of the enl ire boat, I think t's penny wise and pound
foolish nol to install duplex fill ers on all but the smallesl of
day boats and runabouts.
Sizing Up the Filter
You musl be certain lhat each of the indivi dual fill ers (one of
lhe filters in a duplex) and alllhe associal ed fuel lines are
sized to handle maximum possible f1ow. For diesel, total fuel
ow ral e lhrough the filter in gallons per minute can be
generously esli mat ed as: gpm =max. engine hp -7 360, or
literslmi n. = max. engine kw -7 70.9. Nole: thi s fIow rate is
considerably higher than actual engine fuel consumplion; it
ineludes the extra flow for injector cooling and lubricati on-the extra taken off by lhe rel um line. Rule of lhumb is
lhal one third of the fuel delivered will be bumed and lhe rema ining two lhirds is relumed lo lhe la nk. rNe can
expecl lhis ratio lo mcrease l o 20 pereent80 pereenl in some new very higher-power eng'nes currenty n
development ) A vessel wilh twi n 35O-hp (261 kw) dieseis would require a minimum of two1.0-gpm (3.68 Umin.)
filters (350 hp -7 360 = 0.97. say, 1.0 gpm - or 261 kw -:- 70.9 - 3.68 Umi n. Multiplying by 60 minutes-SO gph or
227 I/hr). Grealer capacity would do no harm. In lhe twin-duplex filler arrangemenl shown, l here would actually be
four water-filterl separators , tota!-two for each engine.
Fuel Systems For Boats - Course Number TT 501 Fuel Systems For Boats - Course Number TT 501
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Of course. tne required
placard warning that oil
discharge overbcerd is illegal must be posled as well.
Atways open vaves in
combinal ion 10lake-off
and retum to the same
ta nk.
Diesel Day-Tank Pi ping
Though the twn-tenk diese! system ts pertectly acequate. the day Iank system i s superior for long-range CfUisi ng
and all larger diese! eran . Here, Ihe main port and sl arboard fuel tanks (the "wi ng tanks") feed a smaller single day
lank. The engines and the generator draw off this single day tan ks and Ihe relurn fines go to Ihe day tank as well.
D iesel Fue l Pip iri9
In addilion, Ihere should
also be a warning pracard
reading:
There should arsc be a
creer d'aqram of the tuet
system schematic
mounled on a preste
placard right rext to the
fuel manifold . Al the dock,
you have plenty of time 10
ponder which co mbination
of valves to open or ciose
to make the correct
seiecnon. bul underway-
in an emergency or in
heavy weal her- il' s
another slory anogelher.
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Starboard Engine Take-Off
Starboard Engine Relurn
Port Engine Take-Off
Port Engine Return
Feed-Line Cross-Over
Refum-Llne Cross Over
Starboard Gen Take-Ott Select - Port. Starboard
Slarboard Gen Relum Select - Port . Starboard
Di sl ri bution Manifold (See atso Appendi x E, page 29)
The dislribulion manifold shown requires eight valves. You seldom need lo open Q( ciose any but the generator
valves (l o equauze fue ! usage) but iI ts nol alwa ys apparent exactly which combinaban of vatves to swilch when
you do have an emergency or lo equalize tanks. AII valves shoul d be cteert y labeled:
The generator in this arrangemenl is swi lchable, bul in 1his case, nol as an emergency or back-up procedure but
roulin e. Vou setect either the port or startoarc tank at the manifold. Bes1pracnce ts l o allemate days-starboard
one day and port Ihe next . If ycu nave more than one gen set , you can set up a feed and return generator
manifold after tbe Y valves. Doing t his means that Ihe piping from t he tank lo t he Y valve ano Ihe manifold itself
mus1have a cross-secttonal area (at inside diameter) at least equal to twtce the cr oss-eecnon ar ea of eacn feed
line to each gen ser. The same with Ihe generator line retum manifold.
Keep in mind that you must retum fue! lo t ne same Iank you take iI from. If you don'l-and the tenks neve recenll y
been topped up-then you wi ll be ret uming fuel to an already topped up lank t hat isn't otherwise being used . This
will cause it to overflow and spi ll through t he vent. Nol onl y is thi s wastetut anc hard on the local ounoer
poputation, but it's an megal fuel spill punishable by a substanl ial fi ne.
open. but Ihe cross-over valves are c1osed. As with the gas tuel syslem aboye, lf for sorne reason it becomes
necessary lo run both engines off only one tank (sey Ihe port tank), then yov'c open 1he crosa-over val ves and
close the vaives in the manifold comi ng from or going to the starboard l ank (both feed and return).
Westlawn Insti tute -4- Westlawn Institute -5-
Fuel Systems For Boats - Course Number TI 501
You can additionall y set up te have opti onal draw direct frcrn the wing tanks, the piping is stIai ghtforward, though
installing a ptacerc of the piping schematic is st ill highl y recommended .
For the senccs voyager, routine fi Uingot the day tank gives a good regular reck oni ng of fuel consumpton. Even
better, you can install a te- between the main tanks and the day tank as shown. In out-of-the-wa y places-where
fuel quality is often very poor-this gives you a chance to double fil ter and to monitor fuel quality as it feeds the
day tank. (This practice is call ed MpoI ishing" the fuel.) For this reason, I don'! like te fit the day tank wi th a deck fill ,
though a venl-of course--is st ill necessary. I prefer to pump !he day tank futl only from the main onboard tanks .
With tms fue l poli shing, you can safe!y use dirtier fuel--if you have to-than you'd be able to with a single pass
through a single filler . Vvhat's more, dirt and sludge have a second chance te seltJe out in the day tank. Obviously ,
in such sit uations, all the filters have to be checked, drained, and cJeaned very frequenUy.
Bypass Feed Unes
Should the fue! tIansfer pump fail , the schematic shown includes bypass feed lines direct from!he wi ng tanks to
the eng ines. The bypass valves are normally cIosed--opened only in emergencies. Note that thi s emergency
configuration vioIates the al ways-take--and-retum-trom-the-same tank rule . There are no retum unes to the wing
tanks. If you, say , draw directl y from the port tan k to feed both engines then the retum fueI will be stiU be goi ng
into the day tank. At 60 gall ons per hour (227 IIhr) gross fuel flow, thefe wouId be roug hly 20 gall ons per hour (76
IIhr) fuel consumed ane! the remaining 40 gall ons per hour (151 IIhr) spi n back to the day tank. A 150-9alloo (568 1)
day tank would be topped up this way in 3 hours and 45 minutes. Accordingly-tn an emergency like this-the
a-ew wou ld have to monitor the day tank status and switch to draw off it, rather than the wing tank, when the day
tank neared full. Another altemative is to install two transfer punps in a swit chable duplex arrangemenl In this
case ooly a fuI! electric outage would require use of the bypass fuel nes, as it's highl y unlikely that both transfer
pumps wou!d go down al the same time.
Fuel -Transf er Pumps
The fuel--transfer pump shouId be self-priming and have the f10w capadty lo fia the day tank in a reasonabl e period
of time, say under 15 er 20 minutes. In real-wor1d install ations, pumps sel dom deliver more than 70 percent of
their rated f\ow. Thu s, for, say , an 80 galloo (303 1) day tank, you want about an 8.gpm-rated (30 Vmin.) pump (80
gal. + 0.70 = 114 gal., and 114 gal. ..;. 15 mi nutes = 7.6, say , 8 gpm - or , 303 1..;. 0.70 =433 1, and 433 I ..;. 15
mi nutes = 28.8 Umin., say 30 Umin.). Rotary sliding. vane pumps meet!he crtteria for self-priming-at least withi n 2
feet (60 cm) or so of Iift , adequate for most boats-and they're available rated for con tinuous use wi th diese! fuel.
TOOugh seldom cri tical, It"s worth considering a reversible vane pump, which will enable you to empty the day tank
back into one of the main tanks, for c1eaning or repair. Gear pumps are another good opt ion, particularl y for larger
vessels requirng high transfer rates.
High. volume transfer pumps can generate hi gh pressures should a blockage occur. In t he WQrst case , this can
lead to a fuelline ruplure and a horrendous fuel spill. Such pumps should be protect ed wit h a relief valve. Since
you can't have the relief blow-by spraying into the boat, the blowby should be plumbed through a bypass line into
the nearest tank, usuafly the day tank. An alarm and an automatic pump shut-off on the relief valve compl ete the
safety piclure .
If the Cfew monitors l he fuel tIa nsfer carefully, the y can shut off the fuel transfer before overfi lling . It is, however,
to easy to forget. I recommend a second tank-level sensor be instal1ed in the day tank, and dedicated to tr ansfer
pump shut-off. It should be set up to automatica lly swi tch off !he transfer pump al aboul 97% full. Aone-time
aud ibl e al arm (a few beeps, a momentary rng) alert the Cfew.
Note that the fue!-Iransfer pump must al so deliver fuel at a faster rate than maximum fuel consumption. For
dieseis this is the actual fue! con sumed, and--f"egardless of manufact urer daims- it's almosl always c10se to
0.054 gallons per horsepower per hour, or 0.274 liters per kilowatl per hour , Fer twi n 35D-hp (261 kw) engines
(700. hp - 522 kw total ) this is 700 hp x 0.054 gal.lhp/IY or 37.8 gph. Dividing by 60 gives 0.63 gpm. Or , 522 kw x
0_274111<w1hr or 143 I/hr . Oividing by 60 gives 2.38 IImin _This is well under the rate of the transfer pump we just
speced, but 00 Iarge engines wit h comparatively small day tanks (really polishing tanks) the pump rate should be
checked against act ual fuel consumption .
For large vessels, with sizable long-range tanks. you shoul d instan an additional fue! transfer pump (or a manifold
to Ihe daytank transfer pump) for shunting fue l between tanks. This allows moving fuel from tank to tank to adj ust
boat trim. long-range cruisers, may also want to add piping to allow drawi ng and ret urning directty from t he wi ng
tanks. Th is considerably complicates the fue! piping; however , and is guildi ng the lily for most boats in nonnal
service _It may also require additional booster pumps to handle kl ng fue! runs .
. ~
Fuel Systems For Boats - Course Number T'I' 50 1
Multipte Tank Systems
TOOugh best practi ce-even en the largest vessels-is to use no more tha n two wing tanks plus a day tank, the
realit ies of fitting in machinery, acco mmoda tions, and the tan kage required can make this impossible. In this case ,
added tanks can be instal1ed . Fuel distri butiOn te the day tank is controlled al the day-ta nk-feed manifold. The
transfer pump tor an install ation fike thi s must be reversi bl e, so you can use it to pump fue l from tank to tank to
adj ust mm. Si nce runs are long and gravity feed to the day tank probably won't be reable or even achievable,
you' re relyi ng en the transfer pump for operation. A becx-up transfer pump in a quick-operation switchable duplex
configurabon is mandatory.
Filling muniple tanks with multi pte nsis inconvenient. On Iarge boats . it's alsc a chore to pull the boat off the dock
and tum it around te fuel the opposite side. The best sotuti on here, is 10install idenlical fue! fill s port and starboard
but manifold them and all tanks toge!her, so either the port or starboard fill can supply every tank, both sides. This
is big-boat stuff, which is a good thing because it requires intell igent management during fueli ng . The fuel -fill
manifol d should nave valves to cIose off each tank. so you fill each individuaDy. In addition, there sOOuld be a
tank--leve! gauge panel out side at each fueling station, port and starboard. This way ene creeman can monitor
tank Ievels at the fill . whi le another shuts off and opens the appropriate tank valves belowdeck as instructed.
In l aying out or modifyi ng an exi sting installatioo for such manifolded fuel fining. keep in mind lhat the pipes are
sizeable-2-inch (50 mm) diameter. It takes careful pianing to fit such pipi ng and its required valves and hangers
iolo !he confines of a boat
Pumps Suck
Y\t\enever a pump is used to transfer fue! it should be Iocat ed aft er the filler; in other word s to work in suclon. If
the pump is located ahead of the filte r, it mixes or emulsifies water and other impurities with the fue! so effectivel y
the filterlseparator won't func:tion adequately. Follow lh s principie of Iocating pumps for suction rather lhan
pressure throughOlJt.
CooIOil
As we've seen, the retum dlesel Dil carries off excess heat frcm the
inj ectors; the retumed fuel can gel quite 001. This wi ll warm up the fuel
in a tank considerably, even causing potential overflow through!he
tank vent in a full tank , due to expansionoFurther, OOt fuer causes
power Ioss, since it's less dense and thus packs less oomph per unit
volu me. I highly recommend relurn-fuel-oi l coo lers on all di esel
engines . They are shown on the pipi ng schematics. (Newer, high-
output diesel oft en come wit h retum-oil coolers built in. Check lhis
before orderi ng an unnecessary additional external oil oooler.)
Oil coolers are no mOfe than simple heat exchangers. Raw seawaler
is drawn in for the main engine cooling (or heat.exchanger oooling)
and passed through the sea slrainer, fThe photo shows a seacock
leading to seastrainer, then l o Sendure retumoil cooler. A Racor
c1ear-bowl fuel finer wi th meta l f1ame shield is located aboye lhe
seastrainer.] The cool raw water is then routed down through the oil
cooler, thence to the water pump 00 the engine. You can see on the
schematics that the retum oil passes through coils in the oil cooler
before traveling back to the fuel tan k, now at lower temperature.
(Ouplex seastrainers-identical in concept to the duplex fuel filters are
also highly recommended.)
HotOil
In cold dimates-as anyone who has ever run a compression-ignition eng ine knows-diesels are hard starti ng.
Fue! heating elements are available that fit nl o the fuel filter. Typicall y. they can rai se fueltemperature from 0to
60F (from -1r to 15.5C) in 5 minutes, at under a 1D-amps . These units are switched on and off from the helm,
and aut omalicany reduce current draw as the temperature ina-eases _If you're building boats for Alaska or New
Foundland auising lat e in the season, these heaters will make getti ng them goi ng in the momi ng mere pleasant.
Westlawn Institute -6- West lawn I n stitut e -7-
,
I
Approximale Full Tank Weights - Pounds lIncluding the Tank rtselfl
US Gallons Dtesel Gasol ine Waler
20 156 135 180
40 315 272 362
60 470 405 541
80 621 535 71 6
100 797 690 916
120 953 825 1.096
150 1,183 1,022 1,361
200 1.575 1,361 1,813
250 1.956 1,688 2,253
300 2.335 2,014 2,692
350 2,778 2,403 3,194
400 3.279 2.851 3,755
450 3.671 3,189 4,206
500 4.143 3.608 4,738
600 5.024 4,382 5.738
700 6.017 5,268 6.850
800 6,826 5,970 7,778
A1uminum-Strap Hold Downs
Perha ps the simplest, Ieasl expensive, and most common tank hol d-downs are made from aluminum f1at bar 118
inch (3 mm) thid<. and 1-112 ineh (38 mm) wide. These straps are thin enough lo bend lo any required shape bu!
wide enough lo take fast enings and previde sufflCent bearing on relatively thin tank walls. The effective strength
Approxi mate Fu ll Tank Weights- Kiloarams f1ncl uding I he Tank Itsel"
Lite ra Diesel Gasol ine Water
76 71 61 82
151 143 123 164
227 213 184 245
303 282 243 325
379 362 313 416
454 432 374 497
568 537 464 618
757 715 618 823
946 887 766 1,022
1,136 1.059 914 1,221
1,325 1.260 1.090 1,449
1,514 1,488 1.294 1,704
1,703 1.666 1,447 1,908
1,893 1.880 1.637 2,150
2,271 2.279 1,988 2,603
2.650 2.730 2,390 3,108
3.028 3,097 2,709 3,529
The Danger of Foam Surial.
Many small production eraft are built wi lh aluminum fuel tanks secured by burying them in spra yed-in-place foam.
Thi s is theoretically pennitted by a literal readi ng of CFR yacht but it is very peor construetion. You can't inspect
such a tank for corrosion or Ieaks; you can't remove or replace the tank without majOf hutl or deck surgery; and
r ve yet lo hear of such an installation thal didn'l end up with at Ieast sorne water accumulated between the foam
and the tank surface-bad news! Ovar time, Ieaks, tires , and explosions on such eraft are guaranteed.
Fuel Systems For Boats - Course Number TT 501
Hold That Tank (Tank Weights. Tank Chocks. Tank Fastening)
The fuel tank Installation drawing shows Ihe basic requirements tor a standard nboard tank installation. Clear1y,
you con't wanl your tanks sliding arouno-enct ever! They nave to be extr emely well secu red . Wood chocks and
bIocks botted in place or metal straps, bowsed tight wit h tumbuckles, are the best solution. VoIood or wood-cored-
FRP chocks and b10cks laminated, or screwed glued andJor botted in place arczo- metal straps fastened wrth
tumbuckles do the trick . Riser cnccks-con which the tanks rest-should be 2-inches (50 mm) wide for tanks under
150 gallons (570 1)and 3 menes (75 mm) wi de for tanks over 150 gallOO5 (570 1). They should be about 1-112- to 2
inches (38 l o 50 mm) high (or higher as necessary to support the tank proper1y), spaced roughly on 15-ineh (38
cm) centers. and arranged to permit drai nage of water and air fIow fOf venlil ation. BAND-IT bands and buckles , of
316 stainless eteet , do a nice hoId-down joboThe breaking strength of the chocks andlor securi ng bands ancl
fastening bolts and screws must be four times the total combined weight of the tank and its contente. or more:
e __
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Fuel- Line Val ves
CFR yaeht, CFR commercial, and ee ABYC are strangel y silent on
speci fie recommended valve types for I uel systems. Technicall y, any type
ofvalve is acceptable that will with stand the required 2-112 minute bum
test , and that has packi ng which won't break down on contad with the
fuel . For example, sorne Detroit Diesel manuals recommend tne use of
gat e vefves for their Iack of restriction en fuer fIow. In fact , gal e vefves. and
anyvalves with packing, are pctener troctae. Even ifthe packing ccesn't
break down from the fuel, it will wear out eventually. Accordingly , no
vaives wrth pading b Iheir primary seet should be used in fue! piping .
Fuel Systems For Boats - Course Number TT 501
The two best alternatives are globe valves and qua rter-tum baUvefves .
Globe valves are accepteoe. but cause restriction in fuel flow due to their
construction. A1so, you cao't tel ifthey're cpen Of closed simpty by
glancing et them. Two arguments in favor of gloOO valves are that they
screw up ere down so they can't vtbrate open or dosed accidentally, are
they pennit adjustment for partal f\ow. Partial f\ow, however , isn't
required for fuel shutofts. In my opinton, quarter-tum ball vafves are tbe
hands-down best choice. They create no reslriction in the fuel f\ow.
Further, the position of their hanclle gives instant indication of whether
they' re ooen or csosec . An added benefit-ball valves are light and
compact. Cheapty rnade ball vaivee neve been known to vibrale
themsetves ccen Of dosed bu! well made ones don 't engage in such
hijinks.
Of course you must make cert ain that Ihe fuel-Iine diameter and vefve size meets your engine manufacturer's
requiremenl s--the inlel port see on the engine . If the fuel -suppty run is very long or has numerous bends and
fittings, t's a good idea to 90 up one size lo reduce friction (See arso Appendix G, page 38)
Remot e Fuel Shutoffs
Neit her ABYC (1()( CFR yacht require
remote fuel shut-off valves outside the
engi ne compartment. CFR commerciar
does. Frankly, I think remote fuel shutoffs
shou ld be required en all boats over 28-
feet (8.5 m) with inboard engines and
cabin accommodations. The reason is
bol h simple and frighteni ng. The bumi ng
boat pidured in l he beginni ng had all the
required fuel shut-off valves on the tanks.
It also had fir e ext inguishers on board. A
diesel Jire like this is like a blow-tor ch
however , Cracking Ihe engine hatches,
Ihe f1ames were so intense Ihat the Jire
ext inguishers were about as effective as
spitting into a fumace, If lhe erew could
have got down and into Ihe engine
compartment l o reach the shut-off valves
first t houg h, they mi ght wel l have
stopped or alleast slowed !he fire. In
reality, it was too hol to even think of
getl ing cJose to the halch. Enle ring the
engine compartment wourd have been
certai n death. For this reason , I specify
remote fuel shut-offs on all my boals.
These are simple Iinkages (1i ke throttle
contrors or push--putt cables) that allow
you to tum off !he fue! right at the tank
wrthout going near!he engine
compartment---cheap insurance.
Westla\\'D lostitute - 8- Westlaft"O Institute - 9 -
1
Fue) Systems For Boats - Ccurse Number TT 501 Fue) Systems For Boats - Course Number TT 501
-----=
'
KingFlSher - 66-Foot Express CruiscrI Sportsfisherman
OW1.: 5 7 It . - 3 in . - Beam: 19 . O in . - Dra: 5 n. -2 in .
Gerr Marine, Inc.
838 wesr End Ave.. Sui te BB New York. NY 10025 USA
're. 21 2864-7030 - Fax: 2 12-9320872 ,
Fuel tanks located over the LeS, with the center
01 volume near the waterline, on a planing hulL
, --
\
For sorne reason, I see this approach applied l o voyaging motor cruisers, which are somelimes designed wit h
huge fue l tanks built into double bolloms. This i s peor practi ce . If the such a vessel is adequalely stiff with empty
tanks, l hen adding 6 tons or more 01fue! this Iow down would make her la r too stiff-dangerously and
uncomlortabl y so. eonversely, if Ihe boal relied en the weight 01the l ue! on the double bollom for proper stability,
then she would be dangerousl y lender when empty . The proper verticallocation l ar big tanks on long range
crui sers i s lairty high, with the tank's center al voIume al or even j usi aboye the DIM....
P1aning hulls ad ually can benefil l rom tanks somewhat aft of the cent er 01buoyancy. The goal is lo have the
vessel mm leve! when lighl, and a bit down by the stem when heavy. Again, tanks should oot be too \Qw. Planing
hull forms already have quick snappy roUs. The vertical center of the tanks are, aga in. ideally al or a bil aboye the
wal erline. The drawing shows a 66-loot (20 m) expr ess cruiser of my desi gn that has the tanks Iocal ed right over
The optimum Iocal ion l ar lu el la nks is over the boat' s center ot buoyancy. This way there i s no change in mm wi th
varying tank levels. and the wei ght is kepl out of the ends to red uce pitching_On sailboats, it is also important to
Iocale tanks as low as possible lo maximi ze sail carryi ng powe r when lopped up.
galloo (0.85 1 kg per titer), and gasoline 6.06 pounds per gallon (0.73 kg per liler). A Iong -range motoryecnt with
2,000 gallons (7570 1) ot diesel l uel will vary 6.3 100s between tul! and empty! A large high-speed twi n-dlesel
curse- mght well carry 1,200 gallons (4540 1)to gel adequale range--3.8 tons' [l b.lgaL x 0,1198 =kgll]
e..-
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Ta nk Location
Fue! tanks carry large variable loads. Proper 1 ::::::::....__
Iocalion is critical to peormance, stability,
and trm. Di esel is 7.13 pounds per U.S. Palmed alUmloum tank. wrtn alummurrt-SlraphoId-downs
with neoprene pads. Note the !)al l valves on :he take-offs_
ollhese hold-down straps is li mited by t he strength 01the
lasteners al either end . In wood chocks or wccc cr
plywood-cored FRP chocks use three No. 14 (6 mm) self-
tapping sla inl ess screws. \I\Iith a minimum bury 011-114-inch
(32 mm). This gives a breaking strenglh 01around 1,400
pounds (635 kg) al eaeh side 01the strap-2,800 pounds
(1270 kg) total . II you were securing a 300 gallon (1136 1)
diesel tank, a Iook al the "Approximal e Full Tank Wei ghts
Table" shows it'd come in at 2,335 pounds ( 1059 kg) . Four
times uus Is 9,340 lb., (4236 kg) and 9,340 di 'lKled by 2,800
lb. per strap is 3.33 - or 4236 kg --:-- 1270 kg pre strap =
3.33. Accofdi ngly. you'd use 4 slraps-more wouldn't hurt o
The hokI-down straps can be bowsed tight by eutting them
in two hatves al a ccovenent. accessi ble ftat section al the
tank and bending over righl ang le tongues at each halfs
eee. Conned the two halves with a 5116- inch (8 mm)
dia mel er stainless boIt, through hales dri lled in the toogues,
and tighl en the boIt down as a tumbucxle. Lock with a
second Iocknut Adding a Iock washer as well is a good
extra precaution.
We l ded-On Tank Attachment
Mel al tanks can arsc be secured by weldi ng heevy bars or ang les along lhe length 01Ihe tank comers (welded on
lugs). Again, the total weld slrengl h musl eq ual at least lour times the l otal combined weight ot!he tank and its
conle nts. The angles are drUed for Ihrough bol ts or lag bolls with UHMV\lPE (Ultra High Molecul ar Weight
Polyethylene) bushings to isolate the boll s Irom the tank malerial. The sheer or axial sl rengl h of the bolts
(depending on how they're being Ioaded)
has to equal at least tour l imes the l ol al
combined weight of the lank and ils
contenls (as does the bearng sl rength of
Ihe UHMWPE bushi ngs and in lhe wood or
FRP structure). Of course. you need large-
diamel er heavy washers or backing plates
under the nuts of all through bol ls where
they contad wood or FRP. Tanks fastened
wit h wel ded on Iugs don't require chocks or
support stringers. Take care thal tanks so
l asl ened don't make contact wi th any othe r
material or object. and that lhey have clear
venti latioo all around.
In addition lo !he straps, you should instal! substantial c1eals
rore and aft, al the botlom ol the tank, so it can't s1ide.
Cushi on Yo ur Tank
To prevent chafe, the tanks musl never resl directl y on the
chocks or against hold-down straps anywhere but should
cushioned by sorne soft material. Tarred felt was the ok1 standby. Three-sixteenl h- lo 114-inch hard Neoprene (4.5
lo 6.5 mm) is the prooer modem stuff. Spl it Neoprene hose can be useful at tank comers. Moisture can ccuect
under the Neoprene padding and cause corrosion . To preven! this use a good beddi ng compound between Ihe
tank and the Neoprene. A nonadhesive compound such as Woolsey Dolphinite or a sncon seatent ts best . If you
use an adhesive eeatent like 3M-5200 , you' lI nave to sand the pads off should you ever wanl to remcve them.
VVhatever you do, donl use any padding that can hold water, like cerpet scraps. cenvas. or c10th (or tarred felt] .
These wou ld only guarantee corrosion.
Westlall"'D IDstitute -10- Westla,,'o Institute -11-
Fuel Systems For Boats - Coursc Number TI 501 Fue) Systems For Boats - Course Nu mber TT 501
Wall Th i ck ness
0 .032 in.
0 _035 in.
0 .042 in.
Tubi ng Outside Diamet er
118 in. to 1/4 in,
5116 in. lo 318in.
7/16 in. lo 112in.
A2 Fuel FilI Hose
Oesigned for applications where fuel is not normally in the line and wilh a re-r esrstant cover .
8 2 Fuel FiII Hose
Oesigned far appl ical ions where fue l is not normally in !he une and wilhout a re-resrstent cover.
Unfortunale! y, A1 hose is not generall y available in sizes large enough for fuel fi lls. In this case. use A2 fill hose .
Holding Hose
Since you don' want l hese beses coming loase, make sure Ihere are marine-grade stainless steet hose c1amps al
each connecnoo. and that Ihere are proper barbed hose connectors et each hose joi nl or attachment. Nal urally,
the hoses have to be supported with corrosion-resislant, chafe-free cupe or hangers . Pay special ettentton
wherever hoses pass through a bulkhead or panel. Arough edg e here is certain l o wear through the toughesl
malerial soo ner or leter. Protect Ihe hose wil h soft ring grommets installed in me hote
Hose Outside DiameterCl amp Wi dth
7/ 16 in. and under 1/4 in.
7/16 in. lo 13/ 16 in 5116 in.
1311 6 in. and ove- 318in.
Recommended practice is that the hose extend one nose-ciemc width (or a bit more) beyond !he hose clamp.
Th is enseres solid leak-free attachment.
CFR yachl and ASYC requ ire double 112-inch-wide (12.7 mm wid e) damps on alllarge-diameler fuer roses. such
as fill pipes, though these may fasten l o smooth pipes without hose barbs . A11hose d amps shoul d be of 100
percenl 316 stainless
Older vesse ls used soft copper t ubing wil h sla ndard fiare connectors for almost all fuelline and venl pipi ng. This
is sti ll accepl able accordi ng l o CFR yacht and CFR commercial pmvided that a ring-spiral loop is built inlo the
copper tubing before each rigid component lo absorb flex. These metal spirals, however, can work. harden and
crack over l ime_AccOl'"dingly, A1 fue l-line hose is greall y preferable. Hose is also cheaper and easier to purchase
and insl all . Copper, copper nickel. nickel copper. and stainless steel are Ihe approved fuel piping metal s.
Mi nimum wall Ihicknesses for tubing should be as follows:
American Soal & Yacht Council recommended fue l-hose clamp widths are as onows:
Hose Ouf3ide DiameterClamp Width
11 rrvn and under 6.3 mm
11 mm lo 20_5 mm 8 mm
20.5 mm and ove- 9.5 mm
82 Fuel Vent Hose
Designed for appl icalions where fuel is not normall y in ee line and wrthout a re-resatant cover. lntended for non-
endosed eng ine spaces.
. .-....
S ~ M o o n n
A v o,...,l", MotoryKbt
LOA.: 82 ft . 3 Lo D."1.: 72 ft. - 11 iD.
Beam, 17 n. . o In. Draft, 7 ft. - 6 .in..
'ranks aft 01Le S on a o.soracement voyager. center of tank voiume nea r wa lerline Seawater
tri m banas! tanks a. also with center 01voiume nea r Ihe waterune.
the LCS, and al the ideal height. In this case, we were able l o make the tanks do double duty in b10cking sorne
engine ooise from the accommodations.
Though the ideal is l o nave targe tanks over the LCS. Real-worId considerations can make Ihis impractical. This
creates mm problems tnat musl be addressed. One sol ution i s multiple tanks and pumped dislribution of fuel to
maintain tri m. For long range voyagers, a better opten is seewater trim ballasl taoks . The drawi ng shows an 82
tcoter (25 m) we designed, lhal has the 5,840 gallons (22106 1)of tankage as reer midship as was possible, and
wilh the tank's verti cal cenlers almosl exacUy al !he VYL.. Still, these tanks are aft er ee LCS _The boat is designed
to tri m leve! with!he tanks al 80% capacity. She's down a jusi bit by !he slem al 100%. As the tanks empty below
75%, the aft seawater ballast tank is pumped up l o compensale and maintain rever tri m
Flex Connectors
Vlbr ation ca uses l he hull , pi ping. and machinery to W()f1( constanUy. For Ihis reason. connections lo the firmly
mounted tan ks and all otner comoooents ofthe fue! system is besl made with flexible hose. Yoo can get away
wilh rigid pipe connect ions lo Ihe tanks. if that's for sorne reason necessary, but yoo absolutely must use a
flexible tubi ng or hose between the piping and the engi ne Of gen set. Fail lo do Ihis and yoo're certain to gel
cracks-major trouble! Good fuel-hne hose rsn't al1 lhat expensive; il doesn't make sense to scrimp_In some
instances other grades--l ike A2 Of SI hose-are permissible, bul ideal1yyou should use all Coasl Guard A1-grade
fue l-fine hose. This hose meets SAE J1527 (ISO 7840) specificat ions for hose conlinuously fiJled wi th fuel, and wi ll
withstand a 2-112 minute burn lest I'd replace anyt hing el se. Such hose is clea rly labeled "A1" ootside, there's no
mistaking it.)
Alumi num Fuel Piping
Schedule 40 (standard) marine aluminum pipe can be used for di esel, but CFR commerci al requires schedule 80
(double weight) for all al uminum fue! piping, and this tSallowed on alumi num vessel s onty. For yachts of any
material, you can go wi th atuminum. I recommencl you stick wilh the schedule 80 requi remenl however. CFR
SAE J 1527 (ISO 7840) Marine Fuel Hose Types
A1 Fuel Feed Hose
Oesigned for having fue l in !he hose all!he time and with a flre-resistanl cover.
A2 Fuel Ve nt Hose
Designed for applications with fuel nol normally in !he lioc and with fire-resi stanl caver.
81 Fuel Feed Hose
Oesigned far having fuel in the hose all !he ti me but without a fi re-resi sl anl caver. Inlended for non-endosed
engine spaces .
Tubi ng Outside Di ameter
3_2 mm lo 6.3 mm
8mm t0 9.5 mm
11 rrm l o 12.7 mm
WaJl Thi ck ness
0_81 mm
0_89 mm
1.06 mm
Westl awD IDstitute - 12 - Westla'ft'D Institute -\3-
-15-
.._"'"'.....-. _0_
......... _-
Westla,,'o l osti t ute
Unl ortunatel y, it's hard lo fi nd off-Ihe-shel l venl littings larger Ihan 518-inch (18 mm) diameler. One soluti on is to
install a 314-inch N.P.T. (DN 20 mm) pipe fitting in Ihe tank (0.82-in. - 20 .8 mm I.D.) wi lh a ..,.. l ee fol'king up to
two standa rd SI8-inch (ON 18 mm) vents. On large or long tanks , you wo uld install one 01these al each end,
runni ng to S/8 inch (ON 18 mm) venl filtings-Iour venls fitli ngs lolal lor each tank
CFR commerciar has a number of vent-size vari ables, but basicall y requires a mi nimum venl cross-sed ian area
equal te 314-inch (DN 20 mm) 0 .0 . tube with 0.035-inch wall (20 gauge 0.889 mm). This is 0.36 sq.in. (232
sq.mm) The 3/4-inch N.P.T_(DN 20 mm) pipe fitting Ved te two 5J8-inch (DN 18 mm) venl fittings meels thi s
requiremenl.
Vent-Run Considerations
Fue! tanks must never .ever vent inl o !he hui ; they musl vent overboard as shown. Any other arrangemenl will
dl.mp vapors and spill 1010 !he bilge-a sure harbinger 01a real bl asl! To keep water out, Ihe venl should be as
high as possible and equi pped with!he 4-VK:h(100 mm) or higher gooseneck or ri ser shown. Venl openings must
at least 15 inches (38 cm) away from any opening inlo!he huI! . Fuel+tank ven ts also require a baddire f1ame me sh
with 30 wi res per ineh ( 1.18 wir es per mm), eaeh way. This prevents flame from spreading down inl o l he vent
pipe, which seems prudent lo me. CFR yacht and ABYC require that!he
mesh be "cleanable.-ln pradice, Ihis means that Ihe mesh or the vent unit
with Ihe mesh has to be removabl e. Presumably, if you can remove il you
ca n c1ean il
ABYC requi res t hal Ihe vent line should be al least 25 percent 01the cross-secuoo erea olthe fill pipe , For
standard t-t za-mcn (ON 32 mm ) 1.0. ns, this calls for a msnmem 9116-inch (15 mm) earreter hose (to match a
7/16-ineh (DN 11 ) diamel er vent fitti ng). This is an erea that I Ihink could use some revi sion. Modem fue l-docks
pump al sueh.a tremendous rale that these small vente are often iacequate. Further- l hough lhey are frequently
configured In Jusi this way-the vent openlng on the tank shouldn'l be neer me fil!. Instead . it should be at !he
opposite end o, Ihe tank. On ene 01my designs, a relatively long narrow tan k was tt ed with Ihe standard
rrinimum vent anO' fill sizes specified above. and wit h Ihe venl near lhe fil!. The resull was l hough we
could lee! air whooshing out 01!he vent-the pressure sensor on Ihe fin nozzle would shut it off regularly and a
moment later a Iarge bubbl e 01air would bursl out Ihe Ii n pipe,spewing fue r over!he deck. Installing a second vent
near the fill helped, bu! endn't ful ly elimlnate !he pmblem. Addl ng a vent at Ihe tank end away from Ihe fill wa s Ihe
CU"'.
Ve nt-a-Tank
Tank vente anow air lo exit the tank so you can add Iiquid (which is our goal, after an). Vents (termed ' breemers"
in Europe) arsc prolect againsl devetoping excessve pressure in !he tank. It is best lo recommend not topping 01
tanks 100%. On a hot summer day !he lemperature in !he underground storage tank can be 65- F (18- C) .
whereas the temperat ure in !he engine compartmenl ma y be over 100- F (38- C). II the tank is lopped up wilh
cool fuel , the fuel can heat up and expand enough l o spil l two O( three gallons (7 to 10 1) overboard Ihrough the
vent. Yes , ancther IlIegal o spi ll.
Fuel Systems For 80a15 - Course Number TI 501
much more practical.
Vents Under Pressure
Large vessels may be fueled under pressure ral her than l rom a si mple fuel
pump nozzl e. This places sti1l higher demands on Ihe vent lines . Clearly, if
Ihe venl lines were too small , inlemal l ank pressure could bui ld lo bursting
p?lnt. For lanks filled under pressure, Ihe vent lines must be Ihe same
dlameter as the fin pipe or rarger. My practice has bee n to instal! Ihe two
It"s besl practice that eaeh tan k have it's own dedicaled venl line. AIl ve nts
must essentially nse oontinuously from the tank. There can be no sags or
dlps in any vent line te hold flui d or debris. If unavoi dable, very short
horizontal runs (no more than 18 inches - 450 mm) are acceptabl e, but such
horizontal runs increase !he c:hance 01a potenti al cIog in !he venl line. As
long as the vent run rises continuousi y you can combine vents from different
tanks inl o one line. You ca n do this only if Ihe total cross-sectional area after
pning is equal lo more than the combined cross-sectiona l area 01Ihe
individual lines. Such Iarge diameter venl lines won'l fit off-Ihe-shelf vent
fitti ngs
-14 -
:,;.::: -r-;
1 1/ 2 Ul "'11 p ,!,#
1" " 1 e.p:
&AS Dr DIESEL
,"o, sr6IJNd
Al
c""sr6turil
A2
Dt:J.JtU 55
HDU Cl iIfl'Ps
Not e that on commercial cra Ihe Coast Guard is now somebmes requi nng the next step up even from A1 hose-
shielded hose. such as Aeroquip FC234. This meets SAE J 1942 (I oonerly USCG COMDTINST M16752.2) type
A hose fire test entena. My personal opi nion is tttat this IScverou. lt's cheaper just lo comply than l o arque the
pcmt . Remember that even if
Ihis hose is much more
expensive than A1, you onl y
need a shorl lengths 01 it from
the rigid piping to Ihe engine
or generator.
WestIawD l nstitut e
Of course. all rigid lubing or
pipe must be well supported al
regul ar lntervets . There musl
be a support no more than 4
inches (100 mm) from eithef
end. where it connects l o
flexi bl e lineoAIIhough COppef
lubi ng spi rals shouldnl be
used lo connect between
componenls, there' s no
drawback lo using rigid t ube or
pipe (01approved mater al s
and type ) lar long fuel runs-if
this is convenient-as long as
flexible hose makes the
connections at the engi ne
and---bener either end
01 the rigid pipe
comme:ial does nol ancw hose for fuel pi ping, and insssts on en solid pipe or tube, except lor a short length 01
hose al the engine or gen set . Though I l oIlow the rules (there i s no choice) ror commercial cre, thi s ene coesn't
make sense 10 me lor most yachts.
Fue! Systems For 80a15 - Course Number TI SOl
Eliminating Sparb
5pal'ks are always a potential problem around gasoli ne. In order lo prevent static build-tJp, you musl lit jumper
ground wires across all the gaps between fill and tank created by Ihe hose connections. The jumpers musl be
number 1()..gauge O( l arger wire, ane! should be either soIdered te anO' under dedicat ed hose c1amps lastened
around Ihe pipes , O( l astened lo !he hose clamp wilh a dedicated ri ng tenni nal and screw-nol Ihe double d amps
around the hose itself . (Yes, !'ve adually seen Ihis; you've gol l o wonder!) The tanks t hemselves-ff metal-
should also be grounded wit h number-8-gauge wire or larger connecled lo Ihe baat's bonding system.
Even though diesel won't ignite Irom stalic spark, diesel tanks and piping should be grounded as well to control
corrosian. Many small l o mid-si zed FRP and wood diesel vessels are nol equi pped wi l h a bonding sysl em.
Pertlaps Ihe best soMion lor such crafl is lo bond !he l anks and fiU pipes alone to an independenl through-bolted
external zi nc. You have to tak e speciaf care not l o accidentally cross oonned lo any part olthe electrical syslem.
Tank Openings and Penetrations
On gasol ine tanks, all openings or penetrations (vent s. Iil ls, take-ofts, Ievel gauges, c1ean-outs) must be en the top
of the tank-noexceptions. [)tesel may have openings and penetrations en the tank sietes. encIs, O( l ops, but it's
best lo pul mast open ings on Ihe top to mi ni mize c:hances 01leaks. The exceptions are large dean-out manholes_
Such are highl y re<:ommended on tanks over 300 gaDons (1 150 1) or so . For smaller crafl and smaller
tanks. it's dlfficult lo justify!he added expense 01 openings, and il's frequenUy impossibk! lo lacal e them
where Ihey'd be accessi ble in any case.
Tank Drains
Di es el ':Bnks can also fit tank drains al Ihe lowest poinl of Ihe tank. These are a good idea 10(c1eaning
convenlence, but it' s freq uentl y not wort h the eff ort as access to Ihese drains is usually very reslnded in Ihe boat.
1I you de: fi t l ank drains make sure that- in additi on to lhe drain valve-Ihere is a screw cap clos ure at Ihe very
end . .Thl s wa y even accidentall y opening!he drain valve wo n' l emplYIhe tank inlo Ihe bilge. 11 is also becomes
posslbl e to fil a screw-on hose fi tting l o pump out directl y int o a slorage tank or barrel , whieh makes these drains
z
J
Vel us "", la ltal "'" 11) f,t!cap
iZ) c ombl<>ed ",mI aod coll e<;' JO" 1;:", " d.a ",
(:' 1vent Irom crnlectl()r, 13""' . (4 ) litl bcee
do so.
The Vetus Sp lash-Stop
Vetus offers its Splash-Stop unit , wtucn ts basicany vent couecuon
tank combined into Ihe fill cap assembly. This gi zmo address bot h
the expanson and fill spill
problems noted aboye, and i s
avaable for both 1-112 ineh
and 2 inch (40 ano 50 mm)
hose.
Securefill
Another approach to
controlling spillage during
fueling is Securefill. This unit
is a vent assembly with a
build in fitting for a creer hose
fitted with a quck-connect
oevce to the fill. Ouring
fuelng, the vent and Ihe fill
are opened. The cl ear plasl ic
hose is fastened int o the venl
fitt ing, and lead in a U down
into !he fill pipe next to Ihe fi ll nozzle. V\lhen lhe tank tope off, lhe nozz le' s
pressure switch clicks off, and t he c1ear hose fills wi th overfl ow t hat's directed back down mto t he tank. Thi s is
c rear waming er a full tank, and there are no sons.
If s Baffling
CFR yaeht and ABYC do not set a fi xed requirement for baffles on pleasure-craft tanks, and CFR yachl doesn't
cover di esel tanks. Nevertheless, baffles are essent ial in all tanks larger than few gaUons for proper stabi tity and l o
reduce noise. CFR commercial requires !hat all non-integral tanks must be bui!t with internal baffles spaced no
more than 30-inehes (76 cm), both fore-n-aft and athwartships. My stron g recommendation i s that tanks for yaehl s
follow this 30-ineh (76 cm) spacing , in most instances. (Wi thout proper baffles, tan ks would fail lhe slosh and
pressure-impulse lests, in any case.)
Fuel Systems For Boats - Course Number TT 501
The pump-fi ll nozzle is then removed. The c1ear ptastrc hose i s held vertical to drain back down into tbe tank and
disconnected ano stowed. Both the fill and Securefi ll vent caps are closec. An expansin tank, as descri bed
aboye, can be buil! int o the vent une ror further anti-spill lnsurence.
Keeping Your Tanks Dry
Mel a! noninl egral tanks should have a 1- to 2-inch ( 25- to 50-mm) gap between !he boat' s hutl and the tanks. This
permits water to drain off and encourages the ventilation needed to prevenl corrosion. Similarty, tank tops should
be sloped or slight ly rounded so water won't collect and sit on l op .
Taki ng Off
Of course. the take-o pipe musl reach well down into the tank if irs
going to gel all the fuel out. Again, 1 inch (25 mm) from the bottom ts
ideal. At this height !he boat ca n draw off almosl en tne fuel, but won'l
suck up the studge anc gunk swirling around the botto m of every tank.
(The take-off pipe must be slructuratl y supported at the lower end to
prevent stress cracks trom vibration. ) Shut-off val ves (also termed "fuel-
stop valves") must be fitled al eaeh take-off pipe righ l at the l ank.
Addil ionally, if the fuel piping runs more than 12 feet (3.65 m) from tank
to engine, anothe r shut-off valve should be fitt ed near the con necl ion to
the engine or gen sel.
Still, 30-inches (76 cm) is a somewhal smaller di stance t han requ ired to prevent excessive sloshi ng on larger
craft. Such vessels ca n have t heir baffl es spaced farther aparto A reasonable rule is that baffles not be spaced
more !han 15 percent of beam , but never over 44 inches (111 cm). VVhen using spacing greater lhan 30 inches
(76 cm), the tank wall s must be strenglhened wi th stiffeners between the baffles, as structural calculations require

3 . 1.. rheTh ird 51"1:('' ap.. r
('ol/ea ," n lb<- mlenor
und " ....tesces.
f,el .-",IUI'Il.' J, ' '''''' Il .-d h.'
Xrll" il'o' w lJ1 .. Jir w mi"ue, Uf'
a"d "'JI JI( 11lJ' w,,'
H e Saj ,:". Rd ief l al<'': ,,,,I,,de,
(J IJI;lfi n!i? ,'hnl ",",11....h..-h ,,-i/I
" 111""""" a I...,x<' in- rn., h of
,.el Ir> "_' 'PUl, '. / " ,11,' ("<:enl o(
im<"1101prn." 1ff r""ch'''K 2.4
PSI . 1M .,pri ll x .. ,;/1,","''!'''-'H
,,,,,4 ...1I"" ' lil, ><1(.'r) .,""'1/<1
,-d i n e " I'<!.'.II"'-'.
cr-
l. In Ihe Fi nl 510' 110 ..1 II,e LG/OO
lite venlinll l'''' { I' lel i.I diffln'ed
by 1M Flo....Dil"t m er.
FUI:! i,' di ren ed In IIof
"", (JIris
ai/o..'ed u, br p....... 11..:
di"en" . aNi (,,,,"nU"
lruvd"' 1lUf'
HOW THE U FEGU,.\RD LG / OO II'ORKS
l . The Su muf Slaxe ,ld "<lHU
' hr"" xh u,,,,me, ll
ser",,,,n " 'bid , fill" ' .' out lar/le
Ct>,' ...mwm., r"... ,il. ' ""I
8eneal / rhe., cree". Ih,' (" .. 1
colle<'lJ I""",,,'uri/) I/m;[i r is
capah/e 'iffl" ..-i"x h,td W''''ll
/O IIU! fud 1111"..
Anot her opon is to instar! a small
custom overflow couecon lank in the
vent line. For space reasons. this is
usuany only precncet on larger vessers.
Usually aboul 2-gallons (7.57 1)
capacity, tbe vent enters the bott om of
Ihe collecticn tank l o one side. A
horizontal baffle rsbuilt into the tank
about a quarter of the way aboye tne
bottom. An opening about 3 square
menes (20 sq.cm) is in the baffle on the
side away from the vent inlet. The vent
line then exits the top ot the tank-
directl y aboye the vent entry poi nt below
but shiel ded by the baffle-and runs
overtoard as usual. The baffle collects
and deflects bubbl es and foam. The
tank can accept both foam and bubble
overflow, as well as expansion ove rflow, simply returning the excess by gravil y l o the main tank.
Vent Spill Prevention
Severa' manufacl urers are offering inexpensive units to reduce fuel spills through the vent. Some devices whistle
continuously as tne tank ls filled , changing pitch noticeably as it nears ca pacity. This gives you warning lo ease
back on the nozzle handle and top off the last few gallons slowl y. Racor has their "Li feguard Fuel /Air Separator: It
traps small overfl ows in an eociosec ptasnc gl obe and routes them back to the tank. Larger overfl ows cause a
ben-tvpe check veive to sea l the vent c1osed. If you wrap a rag ar ound t he fill nozzle , sealing lt in the fill -pipe
opening, the pressure build up caused by the eheck vaive c10sing shut s off the fil1 nozzle whe n tne tank is full.
Should something go wrong and the fi ll nozzle not shut off, the check valve wi ll open aqain, as pressure increases
further, to eliminale any chance of rupturing the tank.
Another common source of leaks, by the way, is at the joint between the fill cap f1ange and the deck. Vibrat ion and
weathering can deslroy t he sealant or bedding compound. Spi lls at fuel -up can Ihen find their way below. Check
the boat carefull y. You should also make sure that spills can run or drip overboard easily and absolutely ca nnot
gel down into the boat. FiIIs must be at lest 15 inches (38 cm) away from any opening int o the hull.
If you're insl aHi ng hose from the deck-fill fitt ing to the tank, it' s a gooo idea l o have about 8 inches (200 mm) of
pipe directl y under lhe fi ll. This way, years of repeatedl y jabbing the fill nozzle inl o the fill won't abrade !he hose,
yet another pot enlia l source of leaks over time.
standard 3/4-ineh (20 mm) vent lines descri bed aboye plus an additional vent line the same 1.0. as the fill or
sJight ly larger.
Fuel Systems For Boats - Cours e Number TT 501
Anli polluti on laws are a real poser with rega rd lo minor fill leaks. These laws forbid any oit or fuel spills into the
water, while at t he same time safety regutat ions forb id any spill s into the boal. (1wonder where they expect spill s
to go?) Obviousty, some small spills and drips are unavoidable, and you can't have t hem run into t he boat or you'd
have very seri ous fire hazard. The on ly solution fer the moment is to make certain Ihal those few, unavoidable
small spills do go overboard and hope that the polici ng agenci es are reasonable. So far, I know of no cases of lhe
Coast Guard or harbor police l ickeli ng small unintentional spill s from pleasure craft, though il appears they cou ld
FiII 'er Up
Standard fill pipes are nominaI 1-112-inch (ON 40 mm) pipe, with an insi de diameler of abou11- 112 inches (38
mm). On large yachts and commercial vesse ls use 2-inch (DN 50 mm) pipe. The fill pipe should project down to
within 1-inch (25 mm) of t he tank botlom for 1-112-inch (DN 40 mm) pipe and to within 1-1/4 inche s (ON 32 mm)
fer 2-inch (ON 50 mm) pipe----no c10ser and not much higher. Effectively, this seals the vapors in t he fi ll pipe from
the vapors in the tank (as long as lhere' s an ineh or more of fue l in Ihe bollom). Wi th gasolne, should a spark
ignite the fi ll pipe vapors, Ihe f1ame can'l ignite the whole tank. You get-hopefully-oo more than an impressive,
but relatively harmless, bang. Extending the fi ll to near the tan k bottom, once again, isn't necessary for diesel, but
it costs little and helps i solate !he fuel in the tank and lo reduce foaming--both well worth doing. Fill s extending
Ihis far down int o Ihe tank, musl be supported structurally al lhei r lower end to prevent stress cracks from
vibral ion.
Westlal\' DInstitute - 16- Westl awn Instit ute -17-
--- - - - - - - - - - - - - - - - - - - --
FueI Systems For Boats - Course Number TI 501 Fuel Systems For Boats - Course Number TI 501
- :!.7 n e wI Jb
-=--
[l]
STOLl. HUBERT e
SYSTEMS , o lOl 3M
DESIGN tliG " AIlllOR C1TY, U "
stRIAI .. :;
DATE Of WIi _ l /Q !.. f UEl TY?i _
: Q 'l r:.1 1lo . VA'P:lt " HJ2 . 191'}

'C.J
Tank Label s
l ocati ng a tank 's manufacturer shouk:ln't be
difflCUlt_The CFR and ABYC recuse that all
tanks be labeled with the manufacturer's name
and address as wettas dat e of manufactur e;
intended fuer type; capacity; tank material and
thickness; seri al number; and maximum test
peesscre.
Tanks Under Pressure
Several years back, I had a Iaunching del ayed
bytwo weeks . The vesser seemed ready in an
respecte. when me builder nec me tank only lo
find a steady leak-naturally on !he tank's
bottom. The only out was to remove the soft patch. (Happily-if it can be called Ihal-I'd inseted one be bui lt in or
we'd neve had to cnemsew the deck.) Then, we puuec tne tank and retumed it to the fabricalor. Now, lhal tank's
maker daimed he'd run a pressure lest , but sornehow 1doubt .
VIIhen you're installing a new tank, it pays lo perform the simple minimum pressure test required by Ihe CFR- il's
no!. difficult. Ashop alr compressor, standard hose fittings, and pressure gauge win do !he joboM ernately, attach
a vertical "sl andpipe" to the fin opening (a watertight screwin frt). Sear tight all other openi ng in the tank and fill !he
tank and pipe wil h water to the top of Ihe standpipe. A pipe 7 feet (2133 mm) high gives 3 psi (20.7 KPa), and 11
fee!, 6 inches (3505 mm) gives 5 psi (34. 5 KPa) of hydrostatic head . Leave everything to sil for six hours. The
tank shouldn"t leak a drop anywhere. If my builder had done this before inslaJiation he'd have saved himself a 101
of work laler on.
Tank Pressure Ralings
ABYC and CFR yaeht bolh req uire that all fuel tanks in pleasure crafl be abl e to withstand 3 psi (20.7 KPa l of
pressure . Thls jg substant lall y Iess than the CFR commeroal req uirement of 5 psi (34.5 KPa) . ABYC and CFR
however , also require addilionar test s such as slosh l ests and pressure- imput se l ests. These are not really
practical for any bU! large commeroal tank fabncators. Accordingly, on my custom des igns, I atways specify that
the tanks be buill lo 5-psi (34.5 KPa) commercial or T-boal standards . This is the most cost-efJective way to come
c10se lo ensunng that a custom or short-run production tank would meel Ihe additi onal slosh and pressure impulse
tesi s. Be careful in tesbng tanks; however. If you tesl a 3 psi (20.7 KPa) tank to 5 psi (34.5 KPa), you may well
bursl it ! Check !he tank label before running any pressure test, and if in doubt test only to 3 psi (20 .7 KPa) as no
tank on any boat shouk:l be acce pted if it can 't withstand this pressure.
Thi s construction is tenned lapped-eomer construdion (someti mes f1anged-eomer consl ruction) and-lhough it is
supenor fOf' rretat tanks of smaUto meccm sue (it can't be used on plate OVe!" 3/16 inch, 4.7 mm thick. because
the l hick platee wont' take the bend). it ts nct acceptable under the CFR for commerclet vessets. The reason for
thi s ts nol clear. II may stem from the incorrect practice of fabricating with lapped external comers that coul d trap
water (partlCularly on the top of the tank) leading to corr osi on. Regard1ess. tms is the regulation. and lapped-
comer construcbon cannot be used on Coast-Guard inspected vessels-passenger vessels.
On larger vessel s built to 5 psi (34 .5 KPa), an ll-foot, G-inch (3505 mm) standpipe might not be tall enough. The
design pressure shouk:l be 1.5 ti mes !he pressure from !he deepest drop from the highest vent opening_A 12-toot
(366 cm) vent height, would can for a 12 ft _x 0.43 psiIfl x 1.5 =7.74 psi , or 3.66 m x 9.7 KPalm x 1.5 =53 KPa
pressure . (One toot of standpipe height equals 0.43 psi of tank pressure-fresh wat er . One meter stand pipe
helght equals 9.7 KPa of tank pressure-fresh water .)
Level Gauging
In the "good '01 days: you'd check tank level by sliding a so undi ng stick down the fi n pipe or down a dedicated
soundiog pipe. 'Ni thdrawing the sounding stick you 'd read the l evel (Iike a car Dil dipstick) , though Ihis isn't easy to
do al nlQht in a storm, These days, il 's not unusual for tanks lo be local ed where a direct fill run for a sounding rod
lSIl1lpossi ble_StJII- ff it'JI fit-the sound ing stick is the bulletproof backup Jor moc:Iem tank gauges. It is, however.
U"ICOI1veNenl for regular use . For obvious reasons , Ihough, you're reqUlred lo have a leve! indicator . and any of!he
standard tank gauges wi Uwork if property install ed. (The soundi ng stidc a.1one rneets legal requ irements .) Gl ass ()(
plastic-tube slQht gauges are too easily cau se a maj ar splll. 1don't recommend Ihese in place af a
proper manne tank level indicator sysl em. Such slQhl gauges are illegal for gasohne in any case_
,1 1
1.
El
Ba'fles;n an lI"l !egrali a1ummu"" tank Note lile ' e"locifcul ar
eut -outs are-ce "ltere<f umrer !he cleal1-ilOJt openongs lo pemll
3CCe'SS 10 multrpE compartmenrs Irern one open;ng
OOI.e.t ......1[ ' CI' $loa"
"ODa> rrlll 'CoK'wS
.... f>C><I[ R su..
You can't see inside your tank (unless it's Iarge and
frtted wit h clean-out ports) but it pays to be nosy and
l earn etout the construction. Ask l he manufacturer
how Ihey build and test their tanks. Though most
tank fabricators are reliable and conscientious. I've
occasionalty seen bizarre Ihings. Once, for instance,
r was retained to "1ix a 54foot ( 16.4 m) produetion
diesel motorcrui ser with a single 15-foot-blg (4.6 m) . 500-ganon (18921) tank equipped with j ust two baffles! The
result was sorne odd banging noises , sorne very peculiar trim probI ems. and a strange difficulty gening up en
plane--but only some of Ihe time! No one had thought to question the tank constructi on previousl y.
Oon' t Share Wa lls
Speaking of baffles. it is tempting-to save space and Simplity have integral water tanks and fuer
tanks share a wall. This is not permissibl e. Any slight pinhole leak in the shared wall will contaminate bolh. Black
and gray water tanks are no exception. It is aceeplab/e to have two fue! tanks (of the same fuel type) share a
wal l-basically a baffle with no openings in rt. This is sometimes a convenient way to creale a day tank inside a
Iarger tank.
Baffles mus! be titted wit h Iarge limber ope nings al all
top and bottom cernees lo permit adeq uate fue! and
air flow. The total opening area can'! be more !han
30 pe-cent 01the baffle.-.-.rooghly 18 percent is a
good average. On inl egral tanks, I try and jocate
c1ean-out panel s ce ntered over a baffle wit h !he
baffle itself cut back in a half crcre directly unoer .
This way a single creen-out panel gi ves access lo
two or four baffle spaces . You can see these cut outs
in ihe baffles in the photo. On non-integral metal
tanks, the baffles should be welded every 2-112
inenes (63 mm). Rivets can be used 00 internal baffle
connections, but only welds when connecting 10 the
tank side s.
Round the Comer
Best praclice for nonintegrar sheet-melal
tanks, wi th walls O.190-inch (4.82 mm) thick
or less, is not to weld Ihem together al the
comers. Comer welds are subj ect to damage
and corresian . (One-quarter inch and
thick er-the next standard size up after
0.190 inches, 4.82 mm---<:an't be bent to
small radii and jg thick enough to weId more
effectively.) The sheet-metal tank walls
shoul d be wrapped around comers in a
radius, wil h longitudinal bun-wel d seams weH
away from Ihe co mers. On smaller, regularly
shaped tanks, a single sheet can be wrapped
all aroond and cIosed wIh just one
longit udi nal weld. l arger tanks or tanks with
complex sha pes must be macte up of several
wall sections requiring more Ihan ene seam. ="
The tank's ends should be formed of flat ....-r .--.
plate or sheet with the edge s bent inward to Best alummumtank construction, Wlthno welds al the comers
fom a f1ange all around its perimeter. These bends should be radiused , and Ihe tank walls welded to Ihe
f1anges-not on Ihe comers, but appr oximately 3/ 16 ineh (4.7 mm) in from the edge.
For meta l tanks these are standard angles or l ees welded on aS;5 done 00 structural bulkheads . Tank strength
mus! be ca lculat ed lo mee! the required head (pressure) for the wider penis wit h !he larger distances between
batnes. bul including the added stiffeners. Note that CFR cc rnmercat does not sel requirement s for baffles on
integr al tanks, only on non-int eqrat tanks
West lawn Institut e -18 - Westl awn Institute
- 19 -
""'....". .,
- 21 -
0.0900
0.1000
0.1250
0.1900
0.2500
2.29
2.54
3.17
4.83
6.35
1 - 300
190 - 300
300 - 560
560 - 1100
1100-1900
Fuel Systems For Boats - Course Number TT 501
Alumlnum tanxs po, nletl outside with whl!(: epoxy pamt . ot eo Ih", hOls llng
eyes anc nernerous take-o relum. fill. and sender fttings.
1 - 80
50 - 80
80 - 150
150-300
300-500
All oy: 5052,
5053,or 5086
Westlawn Institute
Aluminum
CFR commercial requires that metal diesel tanks be made only of nickel-copper, steel or iron, aluminum, or
tiberglass. Stai nless is not accepted. Further, it insists that all aluminum tanks-even tanks of just 1 or 2 gallons
(3 or 4 liters) be a minimum 1/4-inch (6.35 mm) thick. This is considerable overkill for such small tanks, in my
opinion; however, you're buildi ng a crewed-charter or passenger vessel you must comply.
Note the thicknesses aboye occasionally need to be increased to achieve proper structural strength.
Fi berglass Tank Construction
FRP tanks have to be laid up over a male mold, so the inside surface is smooth and tinished. AII corner radiuses
should be 1-inch (25 mm) or larger, and the inside 50 percent of the laminate should be all mat, slightly resin rich,
Tanks Can' t Be Used As Structure
Except for integral tanks, tanks cannot be
used as part of the structure. You cannot
mount machinery on or to tanks.
Glass Tan ks & Integral Tanks (See Importa nt Update, Page 22a)
Interestingly, tiberglass tanks are not only acceptable but superior for both gasoline and di esel. FRP tanks have
some great advantages: They don't corrode; they don't conduct electri city; they weigh less than metal tanks; and
they can be molded to tit the hull more closely than any but the most expensive metal tanks, yielding greater tank
capacity. Bertram and Hatteras are j ust two of the quality builders who install UL-approved tibergl ass tanks.
Though the CFR yacht and commercial rules permit integral tiberglass diesel tanks (molded into and against the
hull itself), they aren't allowed for gas. Steel and aluminum diesel craft, also, can have integral metal tanks under
the commercial CFR; however, wood hulls cannot. (You can have integral wood-epoxy diesel tanks on yachts.)
Integral tanks provide the maximum fuel capacity at the lowest cost and volume. They're very slightl y more prone
to leak, though. Thi s is the reason, integral tanks can't be used on gas-engine craft . Cored FRP hull s (under the
commercial CFR) can also have integral tanks for diesel but (if cored) only PVC foam is acceptable in the hull or
any of the tank walls because there's been occasional trouble with sounding sticks penetrating the inner skin,
causing the most interesting leaks. Regardl ess, care is required to ensure that leaks can't penetrate into the coreo
In addition-if sounding sticks are used-there must be a strike plate directly under the soundi ng hole on the hull
inside the tank to prevent damaging the inner skin. Pleasure craft can and do use balsa core in FRP tank walls.
tt's been found that ordinary orthopolyester resin will meet the 2 1/2-minute burn test requirement. 1recommend,
though, that all tiberglass tanks be laid up with tire-retardant isopolyester resi n to Milspec MiI-R-21607. Iso resins
have slightl y higher mechanical properties, greater resistance to blisteng, and higher resistance to chemical
attack than orthos. Fire-retardance seems sensible prudence for fuel tanks. Isos are more expensive than ortho
resins but on comparati vely small components Iike tanks, the cost difference is negligible.
AluminumTank Preservation
Marine aluminum tanks are probably the
most common. They're relatively
inexpensive to fabricate into custom
shapes, and are robust and fairly light.
They have j ust one serious drawback-
they can corrode. If aluminum tanks have
been installed with proper ventilation all
around; with sloped or rounded tops to
drai n water; with Neoprene padding,
they'lIlast a long time. For really long life,
however , aluminum tanks should be
painted (on the outside on/y) with a good
epoxy-based paint system-a prime coat
plus at least two tini sh coats (3 or 4 s better still). An aluminum tank built and installed like this willlast a lifetime.
- 20-
Fuel Systems For Boats - Course Number TT 501
Fl oScan
In addition to level gauges, 1like to install a FloScan fuel-f1ow meters to provide the crew with accurate real-time
information on fuel consumption. On twin-engine vessels-where possible-I prefer to install a single FloScan
sender in the lines feedi ng and returning from both engines but separate from the line feeding the generator(s).
Thi s way, it's easy to get engine mile-per-gallon numbers. The generator consumption can be estimated
adequately and added, or a separ ate FloScan can be installed on the generator feed and return lines. Be sure to
install a FloScan meter that reads in t he range of flow rate of your engine (or engines). Multiply total horsepower
by 0.054 for gph or multiply kilowatt s by 0.274 for liters per hour. Twin 350-hp (261 kw) engines-monitored by a
single FloScan-would burn about 37.8 gall ons per hour (143 Ilhr) combined, at max.
Except for integral tanks , no part of any fuel tank may be used for structural support or hull reinforcement.
Westl awn l nstit ute
Tank Material s
The table below gives a list of proper tank materials and thickness for nonintegral tanks with baffl es spaced no
more than 30 inches (76 cm). Tinned copper was the old standard for gasoline, but as the tanks aged the tin
reacted wit h the gas, creating a gum that fouled the carburetor. (There are fewer carburetor engines around every
day, but I imagine the effect would be even worse on inj ectors.) Similarly, diesel tanks must never be galvanized
inside. The galvanizing zinc reacts wit h the fuel oil, ruining the diesel. Copper also reacts with the sulfur in diesel
and can be eaten away. Plain old-fashioned marine aluminum, iron, or steel is the answer (monel is the ulti mate) ;
however, iron and steel aren't acceptable for gas unless hot-dipped galvanized inside and out. Temneplate steel
(sheet iron or steel coated with an alloy of about 4 parts lead to 1 part tin) was- a long time ago-a common
inexpensive tank material. lt isn't accepta ble for any fuel tank, however. You'lI often come across references to
"bl ack iron" tanks. I don't know where this term came from. "Black iron" tanks are simply ordinary mild steel.
Stai nless steel tanks must be of only 316L or 317L ("L" for low carbon), and welded wit h the TIG process, per
ABYC. An even better alloy (not ABYC appr oved) is 321 stainless (see Appendix B). ABYC has now approved
stainless steel for diesel , NOT for gasoline fuel tanks. The one exception is that ABYC does permit stainless
gasoli ne tanks if they are less than 20 gallons (75 1), are of cylindrical construct ion, and have domed ends. l
personally can't see any reason to use such small stainless gas tanks. Polyethylene tanks are available in many
shapes in this size range and are much superior for this application.
FuelTank aterials &Thicknesses
Capacity Capacity Thick Thick
at erial Specifi cat ion Gall ons l it ers Millimet ers Inches Gauge
Nickel-Copper ASTM-B127 1 - 30 1 - 112 0.78 0.0310 22 US std.
Class A 30 - 80 112 - 300 0.94 0.0370 20 US std.
80 - 200 300 - 750 1.27 0.0500 18 US std.
200 - 400 750 - 1500 1.57 0.0620 16 IS std.
Copper-Ni ckel ASTM-B122 1 - SO 1 - 300 1.14 0.0450 17 AWG
200 - 400 750 - 1500 1.83 0.0720 13 AWG
Copper ASTM-B152 1 - SO 1 - 300 1.45 0.0570 15AWG
Type E.T.P. 80 - 150 300 - 560 2.03 O.OSOO 12 AWG
Copper-Silicon ASTM-B97 1 - 80 1 - 300 1.27 0.0500 16 AWG
TypeAB&G 80 - 200 300 - 750 1.62 0.0640 14 AWG
200 - 400 750 - 1500
Sheet Steel ASTM-A93 1 - 80 1 - 300 1.89 0.0747 14 Mfrs.
Stainles Steel 80 - 200 300 -750 2.66 0.1046 12 Mfrs.
Aluminized Steel ASTM-463 1 - 80 1 - 300 2.00 0.0785 14 Mfrs.
80 - 200 300 -750 2.66 0.1046 12 Mfrs.
Fuel Systems For Boats - Course Number TT 501 Fuel Systems For Boats - Coursc Number TT 501
Fiberglass Tank Wall Thicknes ses
(A11Mat on tne Inner 50 percent of the layup, men Altemating layers of Woven Roving and Chopped Strand Mal,
in Isopol yester Resm. with the Outer masl l ayer of Woven Roving)
te eliminate any pinholes Gelcoat shouldn'l be used en lhe inside suace, but a heavy layer ct resin 20 to 30
milis (0.020 to 0.030 inches - 0.5 to 0.75 mm) thick. is necessary, again, lo eliminate any chance of pin hales.
(Though rct required, the best interior finish employs 20 to 30 milis (0.5 to 0.75 mm) of vinytester resin, whi ch has
still higher reseterce to chema l ettecs.) Outside ot the interior mat Iayup ahematlng rayers of woven roving and
mat are bui lt up to meet Ihe thick.ness caneo far en the table . Since FRP is bendy, the usual pracuce to use a
balsa or PVC oore en the outside of the interior mat lami nale (only PVC is acceplable for oommerci al craft )-
finishi ng off the remaining mat-roving layup over that.
Notes: A1l lanks to have baffles spaced no more than 30 inche s
(76 cm) bo!h athwartships and fore-n-aft.
Tanks uncler 20 ga1lons (75 1)don'l need core for stiffne ss. Hatf--inchcore is good for tanks up to 120 gallons (454
1), or SO, whi le, 3/4-inch (19 mm) should be used over 120 gallons (454 1). large la nks. over 400 gallons (1500 1),
need to be carefully engineered, with baffle spa cing , sliffeners (if required), core Ihickness, and laminate all
calculat ed. 'Mlere fitting s penetrate the tank, lhe l aminale (sans core) should be increased 150 percent in
!hickness far about twi ce the diameler or footprint of Ihe fitting. One excellent methocl of attaching fittings-
recommended by l ysle Gray of ABYC-is lo use ordinary mari ne brass or bronze pipe fittings screwed down tight
from inside and out befQ(e Ihe top of t he la nk is added, and then glassed over trom outside. Baffles and all other
requiremenls are as for mel al la nks. Baffles should be fiberglass, at leasl 80 percent of the lank-wall thickness
and bonded to the inside of the tank wi th minimum 2-inch (50 mm) bondi ng angles l ai d on resin-rich 1.5-oz.lsq.ft.
(457 91m
2
) mal, and gl assed over into place.
The Best Tank Material
Is there a "besl" material for fuel tanks? 1thi nk so-it's polyethylene. This may be counterint uitive as somehow
plastic seems less robust and less fireproof than metal or even FRP; however, polyel hylene tanks have been
preven ancl tested since the earty 1970s-some thirty yea rs. A U.S. Coast Guard/ABYC study peormed byan
inclependent lab found no failures of any kind in pol y tank s. Former tech nical director of ABYC, Tom Hale,
concluded that polyethylene fuel tanks pose no risk at all ." Further, polyethylene tanks have aUIhe advantages of
FRP-Iower weight than met al tanks with zero possibi lity of oorrosion
Pol y tan ks have two drawbacks. One is that it's difficull to make them strong enough in sizes over 80 gallQns (300
1)because baffles are nearly impossible to build in. The second is Ihat pot y tanks are avallable onl y in a IImited
range of sizes and shapes_Any form, of course, can be fabricated, but tooling up for a cus tom poI y tan k reqUlres
an inveslment of roughly $3,000 plus. Still , many off-the-shetf poIyethyl ene tanks are made and wi ll suit numerous
appli cations at Iow cost. If I could find an existing poly tank that would do the job, it would be my first choice.
Anolher thing to keep in mind aboul polyethytene tanks is that they expand after their first fill-up by about 2% in aH
directions. You musl anow for this in any lank installation and follow the manufacturer' s mounti ng instructions
carefuUy .
Capacity Gall ons
5 to 20
20 to 80
80 to 2oo
200 10500
500 l o 800
Capacity - l ite rs
20 to 75
75 lo 300
300 10750
750to 1900
1900 to 3000
Thickness - Inches
0.1
02
0.3
DA
0.5
Thickness Mi llimeters
2.5
5.1
7.6
10.2
12.7
-.
New SAFETY WARNING far 2006
Fiberglass Gasaline Tanks are Damaged by Ethanal
What is Ethaoo l ?
Ethanol is the common term for ethyt alcohol also termed "grain alcohol"--Q.HeO. As ycu'd expect, ethyt alcohol
is commonly obtained by processing grai n; though, almost .any type of vegetable matter can be used to produce
ethyl alcohol . It's the sugar or starch in p1ant mater that's dlstJlled into al cohol . This IS Ihe same chemical which
makes alcoholic beverages alcohol ic; rowever. alcohol also bums and makes a moderate!y useful fuel. Since
ptants are grown as needed, they are a renewable energy source (unlike petroreum). This makes alcohol a useful
potential ahemative to petroleum-based fue!s such as gasol ine.
The word alcohol is used generically when speaking of ethanol , but keep in mind there are other al cohols such as
methanol (wood alcohol ) and isopropyt alcohol (rubbi ng alcohol ). Methanol or methyl al cohol (CH30H) is termed
"wood alcohol"" because onginally was distilled from wood. Rubbi ng alcohol (4HeO) ts used to rub sore
musdes, as the standard medical disinfectant, as antifreeze, as a solvent, among many other things. Neither
methanol or rubbing alcohol is used in a mi xture wrth gasoline as fuel , and both are poisons if ingested. Note that
ethanol is eisc occasionally used as a rubbing alcohol .
Existing cers. tnJcks, and boats, almost universagy operate en gasoline or di ese l fueI-both petrol eu m produets.
Diese! engnes-due to the way ceset engines function--can't bum alcohol in any fonn; however almost an
gasoline engines can safely run en the appropriale mixture of ga soti ne and ethyt al cohol . In thlSuse, the mixture
of gasoline and ethyt alcohol is generally termed ethanot .
1he rol e ethyt alcohol plays when mixed wrth gasotine is complex. It isn't simply bumed but it replaces MTBE
(methyt tert-butyt ether), which in tum replaced tetra-ethyt Iead to reduce leacl emi ss ions. The perpose of these
vanees additives is pri marily to increase the oxygen leve! in the fue! and so increase peormance and reduce
knocking-increasing octane leve!. Such add itives are !hus oxygenates.
Advantages of Ethanol
lhe alcohol in ethanol bums c1eanly with Iow exhaust emissions, and it hel ps the gasohne bum more efficienUy.
As we've seen ethyt alcohol is al so renewable, and so--taken a1ltogether-it i s appears to be a green or
environmentally-fri endly energy source . There is sorne debate about the nel gains from using ethyt alcohol lo
make e!hanol, hQwever. It can be argued that the ene rgy required to produce and transport the raw matenal ; to
!hen distill the ethyl al cohol ; and propeny b1end it with gasoline--along wit h other pract icar tactors-make the
environmentat gains less impressiYe.
Ethanol Fuel Mandates - The New Development
Regardless of any controvers y that may exist about the merits of ethanol gasoline for the environment or for the
economy , many stales and the U.S. Congress have mandated ethanol's use as a fuel. In fact-since al most all
gasoline engines can run well on gasol ine wit h 10% ethyt alcohol blended in--such fuel is suddenly common. The
ooncept of ethanol, however, has been around for decades and as an act ual fuel-in very IImited di stri buti on--
since the late 1970s. Unti l Ihe recent mandat es, though, ethanol was rare. Now (in 2006), suddenly, i1' s becoming
widespread.
Ten-percent ethanol (lhe blend of 10% ethyt alcohol by volume and gasoline) is called El0, tor ethyt .alcohollO%.
E20 is a blend with 20% alcohol. E85 is 85% ethanol and 15% gasoHne. l1' s can only be usecl in englnes and fuel
systems designed for it . In any case, !he higher percentage blends are (as of 2006) less common because they
are more likely to cause sorne problems when used in existing gasoline englnes and fuel systems.
Ethanol Degrades Fiberglass Tanks
AfI 01Ihe above has Ied to a very new (i n 2006) and largely unforeseen problem with fiberglass gasoline fuel
tanks. A sudden spate of tank aOO fuel difficulties have developed. After research and tesbng arranged by
BoatlUS and several mari ne surveyors dealing wrth odd fuel-sys tem failures, these problems have been traced
back to !he alcohol in ethanol gasoline reading wrth ane! dissolving the resin in fiberglass fuel tank walls. The
process is chemically si milar to fiberglass osmotic btistering but much more aggressive and more pervasive. In
tact, it's been found lhat aHstandard fibergl ass reslns are attacked byethanol. Tank waUshave been senously
weakeoed causing leaks , and styrene and relat ed chemical byproduets dissolved in or react ed with !he ethanol
have worked their way nto the eng ine where they have caused seri ous foullng problems
WestIS1\O l ostitute -22- Westlawn lnstitute - 22a-
Fue) Systems For Boats - Course Number TI 501
The least resrstant resin has been found l o be orthophthalie or orth-pol yester followed by isophlhalie or tso-
pol yester, which holds up somewhal betler . Epoxy resin s are betler still . (1know er no tests on vinyl ester so far.)
Regardless , EVERY ONE of these resms suffered ncticeabte degradation in contad wi th ethanol!
00 NOT USE FIBERGLASS GASOLlNE FUEL TANKS
Until the eevent of wi dely-used ethanol, fiberglass gasol ine fue! tanks were one ct ee best options possibe.
There are many thousands of gasoline-powered boats in service wi th fi berglass fuel tanks. This indudes vessers
from top builders such as Bertram and Hatteras. The new mandated usage of ethanol challges things. Al I these
tanks are suspect and YOU SHOUl O NOT OESIGN OR BUllO GASOUNE TANKS OF FIBERGLASS.
Fue) Systems For Boats - Course Number 'IT 501
Don't Go Rubbery and Don' t Spli t l
A final thi ng to keep in mind s that rubber should never be used ror gaskets, beses. or padding on your tanks or
fuel system. Petroleum-based products-like gasoline ene diesel---break down me rubber, ereati ng disastrous
Ieaks. Neoprene rs the proper gasket and padding material. Oh yes, split gaskets of any mat erial aren't allowed
The split would be a pctenuar path for a Ieak
Though there can be many specialized ins and outs, if you toowthe aboye recommendatOns, you' lI neve a fuel
syslem that meets Of exeeeds CFR and ABYC requi rements Better snn. itll be trouble free . A proper fuel system
isn' a luxury, 's a neeessity.
Resi n venclors do say that there are resm tormuaons wh ich can be used safei y with ethanol ; however , these are
not widely known in !he boal ing industry and currenUy are nol readily available. Befare you could design and build
a fiberglass tank for gasol ine (safe for ethanol), you would need lo ccnsun the resin vendar; select a suitable
resm. make a sample test panel ; expose it for a long period of time to ethanol (months al Ieasl); and test the
sample lo ensure that suffered no degradation of any type.
The process of developing fibefglass tanks safe for ethanol wiUprobably be worked oul over the next severat
years: however-untl l shoul d avoid fi berglass gasohne tanks in new construetion. You must ersc be
aware of thi s potential problem in exisling vesses. When surveying, relrofrtting , repairing. Q{ simply owning or
operating an okJer gasol ine boal , be sure to determine its fuel-tank materi al . If fiberglass, the tanks needs special
attention lo ensure they neven't suffered from ethanol degradation.
Di esel Fiberglass Tanks - Still a Top Choice
Diesel tank s are unaffected by this new development. There's no alcohol equivalenl for any type far diese!.
Biodiesel-the vegetable-based renewable energy source that can be b1ended with or even wholly replace
petrol eum diesel--is an oil not an alcohol . Biodiesel does not degrade fiberglass reSins. Fiberglass dieseis fuel
tanks are still an excellent choice, with all the advantages of fi bergtass tanks described in the preceding pages.
Appendix A
Gasoline Anti-5iphoning
Gasoline spills into the bi lge are far more dangerous lhan diesel spns .
Accordingt y, all gas-eogine craft musl be equipped wit h ann- spnco protection.
John Eggers of EVM. Ine. explains that !he purpose of the anti-siphon protection
is to prevent emptying the tank should someone, say, accidentally step on the
fue! ne near the engine ancl break it off . If the broken line were full of fuel ancl
drooped down below the jevet of the fuel tank, it would literally siphon the tank
ccotents out int o the hazerdocs!
Anli-siphon protect ion can be achieved by keepi ng an portions ot the fue! lines-
right up lo the carbur etor-above the tank top, making it of A1 hose, and
securing the works so thal it can'l fan downward l o creal e a si phon. Here, clearty,
if the fue!line ruptures. the gas wi ll simply run harmlessty back. down "to the
tank. tf this approach is taken, a standard shut-off valve al the tank take-off i s slill
requi red. It' s often difficult or inconvenienl to arra nge the fuel system this way, in
whchcase an inexpensive (usuany $3.00, or less) anli -siphon device must be
installed in the fuer takeoff line right al the tank.
..... ....
The mosl common anli-siphon device is a ball check valve thal prevents flow oul frorn !he tank at Iow suetion (as
caused by a leak) , bu! opens to allow f10w at Ihe higher sueti on cre ated by the fuel pump. A1temalively.an
electronicall y operal ed shut-off valve (a sol enoid) can be instatled at the l ank take-off and wired to the ignition.
Since the anti-siphon device prevenls all f\owout from the tank unless the engine is running, no additional manual
shut-off valve is required. Anti-siphon fitlings are Ionger than standard hose-barb connedors Insped lo see that
these have in fact been install ed .
Appendix B
Stainl ess Steel Tanks
Sl ainless steel has been used successfull y for fuel l anks. but it was nol recommended by ABYC for many years.
Dr. Harry lipsitt . a professar of materials science, explai ns: The reason is corrosion al the welds, or weld deeay:
Mosl common mari ne-grade slai nless, 304 or 18-8 (eontaining 8 percent carbon) canlain both chromium and
carbonoVv1len Ihe mel al is heated to over F C) for welding, the carbon is driven away and regi ons of
chromium earbide form, with ehromium-depleted areas immediately adjacent. These Iwo -alloys- form a gal vanic
couple and can cause seri ous eorrosion quiekly.
The problem can be conlroUed by using a stai nless sl eel with a st rong carbide-fooning material added- titan ium.
Thi s IS available as Iype 321 stai nl ess. Another alternative is lo use a Iow-earbon alloy. wi th less than 0.03 percent
camon contentoType 316 l ("l- for Iow carbon) or 317l meel this requirement. ABYC has recentl y accepted 316L
and 317l tanks (for diese!) if weldi ng is done according l o very rigid specifications (see ABYC H-33) .
Appendix e
Flexible Bladder Ta nks
Another tank option is flexibl e bladder tanks. Basi cally sacks of rei nforced rubber-like fabric, these are ava ilable in
almost every size and shape imaginable. from4 or 5 gal lons (15 1) up to 10.000 gal lons (38000 1) or more . Two
sources of marine bladder tanks in the U.S. are IMIRA, which imports the Nauta line of bladder tanks
manufactured by the French company Pennel, ancl Vetus den Ouden, lne. 60th companies al so offer flexible
portable gasoline lanks-for outboard eran..
Standard sizes and shapes are avai lable, and cuslam tanks on speciat arder. Nauta tanks are fabricaled of
W..t1a"-DIDst it ut. - REFERENCE PAPER 2 - R.v 2
....
-22b-
\Vest1a",o Iostitute -23-
Fue) Systems For Boats - Cou rse Number TI 501 Fue) Systems For Boats - Course Number TI 501
As a rule, if a tank's width is Iess Ihan 20% ot overa beam and Ihe capacity of the tank is less than 12% of
drsoecement. you can neglect the free--surface eect for pl easure-craft work. Somet imes; nowever. wid e tense
are desirable to meel specifie design goals. tf so, be sure lo divi de up the lanks into two or three separate tanks
athwartships. An example of this is in the 66-foot (20 m) Kingtisher design shown page 11. Here. iI was
advantageous l o neve Ihe fue l l anks running ful l widlh atnwensnros aft of l he master slateroom. In Ihis case, the
main ceser lanks are divided intc two seprate lanks al the ce nt ertine (wilh two addi li onal smaner tanks low and
outboard).
Whenever you neve a lank wi der Ihan 20% of overe be am or with a cepecy qreeter tnan 12% of di splaeemenl ,
you should calculale Ihe reduel ion in slabi lil y, ene use that reduced stabilit y in aUyour omer slabi lity work. (To be
perfectl y coerect. you should do Ihis ter an tanks in all boets: bu! it general l y isn't requi red if the tanks are narrow
and of modesl capadty.)
should be avoided if poesuse.
Vllhere:
GZ = rig hli ng a"", ft . or m
GM = met acenl rie he ight. ft . or m
6 = the angle of heel i n degrees ("fT is Ih e Greek lelter T , pronounce d "l hel a.")
GZ = GM x si ne 6
o,
GM =GZ -:- si ne 6
Stabil rty is evaluated in lerms of GZ (nghbng arm) and GM distance l o tne metacenter M Irom the VCG (vertical
ceoter of gravily) or G. If you know ene you can easy find the other ter angles of heel up lo 10 degrees _The
formula is:
ATL relll".ulilledIoam b1M<ler l anks
As mal n "buin in" fuel ta nks, standard bladder
tanks are best suited l o smal1er sail boats. Thei r
sma ll size , l ighl weight. and freedom from
corrosion make installation easy and attractive.
neoprene nitrile, while Vet us uses Alcryn. Both are incredibl y lough, puncture, and abrasion resetent.
Nevertheless, bladder fue! tanks are usually add-ons Of replacements. Corrvnertial sbermen or voyagi ng
cueers can use l emporary deck-mounted bladder tanks lo extend range. The tank is carefully secured on deck or
in the cockpit and then fed inlo the bui n-in fuel tank's fill s, when the bui n-ins near empty. Wrth the b1adder lank
drained, it can be roll ed up and stowed out of the way.
Another use is l o replace damagecl bunt-n tanks. Rather than pull and replace oId damaged fuel lanks, a hole or
is cut In tne orig inal tank, Iarge enough to gel in and e1ean it out and smooth off any rough lntenor edges
Instde, then a bladder tank inserted. This is not a small undertaki ng, OOt less extensive than euttlng out Iarge
pornons of i nterior and/or dec k l o get out an old lank as ca n be requi red on some boats.
Tough as bladder tank material ts. it slill must be
protected againsllong-Ie"" chafe. The area Ihe
tank is lo be mounted must be carefull y sanded
smoolh and all protrusions musl be removed.
$ maUtanks, usuafly under 100 gallons (380 1) or
so, are fitt ed with comer grommets used lo
secure them. larger tanks would place too much
load en these grommets and so are instaned in a
strong buinin box (almosl a partial i ntegral tank).
Such Iarge tanks may atsc be further restrained
wit h netting wrapped oyer the entire ta nk and
fastened lo the hull.
The usua l fill vent and take-off lioos are requi red for bladder tanks. (Yes, venls are required even for fl exible
tanks .) Be sure .10 check with the manufactu rer about the intended fue r. Sorne lanks are only rated for diesel,
others for gasolloo and dlesel .
bladder tank eosls vary fromsomewhal higher !han comparable cu sl om aluminum tanks, to
more than twice the pri ce for balllstic. sel f sea fing, tanks wit h an ext emal f1ame shield. Of course, no aluminu m
tank is ballistic or sen sealing. A1urninum tanks are also hea vier. otMously-like fibergl ass and poty tanks-al
b1adder tanks are l o COITOSion. An (Aero Tech laboralories, lne .) and Ai raaft Rubber Manufacturing.
loc. bolh make rel icutal ed foam bladder tanks in stock Q( custom sizes. Ai raaft Rubber also manufacturers
standard b1adder lanks wilhout the f08m.
- 25 - Westla"'n IDstitute
Free surface effect is evalualed using the "free-surface GM l o find the actual GM known as "effect ive
GM" after al lowing for the tank free surtace_To delermi ne eff ective GM, calculale boal GZ and GM as usual, then
apply the followi ng:
GM,ff GM, - GMredT
GMred = (.!!: '( pL )(fo,oach ta"k)
VSAPs
GMredT= LGMred (of all tanks)
Where:
GMeff = GM effeeti ve, ft . or m
GMs = GM of the ship. prior to free surfaee calcu labon , ft. or m
GMred = GM reduetion for each tank, ft. or m
GMredT = lotal GM reduction for Ihe sum of all tanks , ft . or m
Il = moment of inerti a of the plan area of the surfa ee of the tank about Ihe tank's cenlertine. ft ." or m
Vs = displaceme nt of ship, ft_
J
or m
J
pL = density of Itquid in tank, Ib.Ift .
J
or kglm
J
, or specific gravi ty
ps = density of the water boat fIoals i n (usually seawa ter), Ib.Ift .
J
, or kg/m
J
, or specffic gravit y
(p is the Iower<ase Greek Ietter "r: pronounced -rIlo.-)
(r is the upper<ase Greek Ietter "S: pronounced "sigma." """""en used as lo a formula l ike thi s il means "sum:
so--in this case-Ihe sum of all "GMred .")
Nol e:
The relalio"shlp ) Is a ,al.o. a"d ca" be Ina"y un;ls 01de "slly as 10"9 as lhe same unlts a,e used lop and
bottom
-24-
The ultimale in b1adder tanks are b1adder tanks complel el y fi lled wiIh reticulat ed f08 m. These tanks aren'1full y
flexi ble but are hel d 10 their desgned shape by their intemal f08m. The f08m Iooks much l ike ordina ry seat-
cushlQn foam, bul reticulal ed foam has had the walls between the M"ldividua l f08m cells chemicafly removed. This
ma kes retlculal ed foam incredlbl y porous-so much so thal the foam tak es up a mere 2 l o 3 percenl of the
vol ume of the tank. Ret iculaled foam tanks require no baffl es at an as the foa m essentiall y divides Ihe tank into
hundreds of thousands of ti ny chambers. There is no sloshing al all . For gasoline, these tank s are non-explosive
and-wrth Ihe ri ghl high-end bladder materi al-setf seafing and setf exti ngui shi ng. Because of this, rel iculated
fcam bladder tanks are often Ihe .'op choice for very high-speed raei ng eraft and reseue and patral boals. Orctina ry
gauges won't funeti on In rellcul aled f08m tanks. The ma nufaelurer provldes capaeitance-gauge leve1
As far as I'm aware, none of !he bladder l anks have been approved for use on pas senger vesse1s, nol
even retlculaled feam.
WestlawD IDstitut e
Appendix D
Wi de Tanks Reduce Stability-The GM Reduction
Excepl when compl.et ely filled wil h absolut ety no air in the tank at all-a conditi on termed "pressed up"-Ihe fluid
m all tanks of any Slze or shape reduces a boa l' s stabi lrty. This is becau se-even wit h baffle s-the fluid i n the
tank moves .from side l o side as lhe vessel roll s. The shifl i n weighl and the momenlum of the sloshi ng Iiqui d both
due to "fr ee-surface effect." The narrower a l ank is in proportion lo the beam of a boat the less the
reduct lon In slabll lty-the less the free-surface effect . For this reason, tanks should generaUy be arranged to be as
narrow as practlcal athwart shlps . lNide sha llow tanks have the mosl free-surface effect for a given capacity and
Fue) Systems for Boats - Course Number TI 501
Contrary lo inl uil ion, the total cepecty of the tank does not affeet slabilily with regard to free-su rface effect , neil her
doe s the tank locat ion (again, with regard lo i ree- scrrece effect .) lt doesn't meter how high or low, or how far
inboard or outboard Ihe tank is localed. On ly the tank's individual fluid surface area contributes lo the free-surface
eect. Separate and distinct from !he free surface effect is the eect of the total weight (mass) of the fluid in the
tank and the vert ical Iocalion of it's center of gravity. High tanks will reduce stability when tun, while low tan ks wi ll
increase stabilit y when full. This i s the effect of the mass of the fluid noI free surface effect, which we're dealing
with nere.
Specffic Gravity Of Common Liquids
(At 60- F, 15.5- C)
Li quid Specific Gravity
Diesel 0.852
Gasoline 0.727
Fresh Water 1.000
Salt water 1.028
l ube ()jI 0.921
Say, you have a boat wilh a calculated GM 1- of 3.58 fl at a displacement of 2,156 ft.
3
(61.6 toes. 137,984 lb.)
with hatffull tanks. GZ 1- , for this load condition, is Ihen 0.062 ft. and RM 1- is 0.062 ft . x 137,984 lb. =8,555
ft.lb. The boat has four tanks-2 far ceser ene 2 for fresh waler.CThe diese! and water tanks, in this case, are
identica l port and starboard.) You'd fiod the effective GM as loIl ows:
The moment 01 inertia of a rectangular ptane area (you can find the lormula for other shapes in standard
engineering texts) is:
Where (far evaluati ng tank free surface):
b =the ~ g t h 01the tank rcee-o-e, ft. or m
h = the wi dth of the tank athwartships, ft . or m
In our case, the diese! tanks are 9 ft. long by 6.8 ft . wide athwartships. Thus the momenl 01ioertia of each tank is
1= 9ft . x (6.8ftf + 12 = 235.8 f t . ~
Then
GM
(
235.8 1\.' X 0.852 ) ft
red = 3 - - - = 0.09 (for each diese! tank]
2, J 56 ft. 1.028
Multiply by 2 for bolh di esel tanks =0.18 ft . GMred (diesel)
The water tanks are 2.5 ft . long 6.5 ft . wide athwartships. Thus Ihe moment of inert ia for eaen tank is:
t =- 2.5ft . x (6 .5ft i + 12 = 57.21 f t . ~
Then
GM
(
57.2 I ft X I. OOO)
red = 3 - - = 0.026 ft , (foreach water tank)
2, 156 ft. 1.028
--e
Fuel Systems For Boats - Course Number T'T501
And
GMetT= 3.58 t\ . GMs - 0. 23 1\. GMredT= 3.35 ft.
This ts the loss in stabilil y due to free-surreceeeect. and can be transtatee into reduced GZ or RM using !he
relationship between GZ and GM aboye.
In our case stabili ty after free-surface effect i s:
GZ 1- =3.35 ft. GM x sine 1- =0.058 fI
RM l
G
= 0.058 11. GZ 1- x 137.984 lb. Di sp. =- 8,067 fI.lb.
This is a reduction in righling momen! of 6% due to free-scrtece effect .
In metnc this W"OI1o:s out as fO/lows:
Say, you have a boat with a calculated GM 1- er 1.091 m at a displacement 0161 .05 m
3
(62.6 mTons, 62588 kg)
wrth half-fuUtanks. GZ 1- , fof this load conditon, is Ihen 0.0190 m, aod RM 1- is 0.0190 m x 62588 kg = 1195
kgm. The boat has four tanks-2 far diese! and 2 for fresh waler.(The die se! and water tanks, in this case. are
identical port ancl starboard.) You'd find the effedive GM as lollows:
The moment of inertia of a rectangular p1ane area (yau can find the formula lar other shapes in standard
engineering texts) rs:
1= bh
3
+ 12
Where (lar evaluating tank free surrece):
b =the Iength of!he tank jor e-n-e, ft. or m
h = the wi dth ct the tank alhwartships, 11. or m
In our case the diesel tanks are 2.743 m long by 2.073 mwide athwartships. lhus the moment of inerti a of each
tank e:
1= 2.743 m x (2.073 m)3 -:- 12 = 2.036 m ~
Then
G
(
2.036 m' XO. 852 )
M red = 3 -- = 0.0276 m (for each diese! tank]
61.05 m 1.028
Multi ply by 2 for bot h diesel tanks = 0.0552 m GMred (diesel)
The water tanks are 0.762 m long 1.981 m wide alhwartships, Thus lhe moment of ine rtia l ar each tank is:
1= 0.762 m x (1.981 m)3 -:- 12 =0.494 m ~
Then
(
0.494 m' X1.000 )
G M red = 3 - - = 0.00787 ro ( roreach water tank)
61.05 m 1.028
Multi ply by 2 lar both water tanks =0,01574 m GMred (water)
Multiply by 2 for both water tanks =- 0.052 ft . GMred (water )
Now
Now
GMredT~ 0.18 ft. GMred(di"",') + 0.052 ft.GMred(" ",,) = 0.23 rl.
Westlal\'o Insti tute - 26 -
GMredT= 0.0552 m GMred(di.,..,I) +0.01574 mGMred(w..ec) = 0.071m
And
Westlawo Iosti t ut e - 27-
-33 -
Nominal U.S. IPS or NPT
Pipes Size to Nominal Memc
"DN" Conversion Chart
Nominal Pipe Nomi nal Pipe
Size Size
(Inches/U.S.) (Met ri c)
118" 6 mm
3/16" 7 mm
1/4" 8mm
3/8" 10 mm
112" 1Smm
5/8" 18 mm
314" 20 mm
1" 2Smm
1-1/4" 32 mm
1-112" 40 mm
2" somm
2-112" 65 mm
3" BOmm
3-112" 90 mm
4" 100 mm
4-112" 11S mm
S" 12Smm
6" 150 mm
Wcstlawn Institute
Fuel Systems For Boats - Course Numbcr TT 501
U.S. Pipe Thread Standards
Just as with the pi pe itself there are several standards for the threads on pipe and pipe fittings. In the U.S. the
most common pipe threads are Nati onaJPipe Thread (NPT), which i s a tapered pipe thread. and National
Standard Free-Fitting Straight Mechanical Pipe Thread (NPSM) . which is straight-not tapered. Tapered threads
are used for sealed pipi ng, while straight lhreads are for mechani cal connections only. The dry-seal ed, taper-
thread standard is NPTF. This is tapered thread used for joining pipe to sealliquid tight without using sealants.
NPTF is the only pipe Ihread which should be used for fuel-system piping. The NPTF and NPT threads are
int erchangeable. but only the NPTF is self seaJing. AII the other pipe threads are incompatibl e with each other.
Be aware that there are still other pipe-thread standards such as: Garden Hose Thread (GHT) ; Fire Hose
Coupling (NST) ; and British Standard Taper Pipe Thread (BSPT). Oon't confuse these with NPTF.
Pipe threads are also male and female. Be sure lo specify the gend er requi red for your specific fitting. A barbed
hose adaptor to fit a 314-in. hose to a 3/4-in. NPS maJe pipe fitti ng. suited to fuel systems. would be specifi ed as a
"female 314-in. NPTF pipe to 3/4-in. hose connector."
Note that the designation "NPr is oft en used in place of "I.P.S or "NPS" for U.S. pipe sizes, as the NPT thread
only goes a pipe of the same size. Thus, a 1-in. I.P.S. Sched. 40 pipe (ON 25 mm) is also a l -in. NPT
Sched. 40 pipe (ON 25 mm). since thi s would be the standard thread for 1-in. Sched. 40 pipe (ON 25 mm).
have a colored band al one end, while pipes of 4 to 7 meters in length have a colored band at either end.
U.S. ISO Pipe Oesignat ions - "ON" Pipe Size
There's yet another pipe-size naming system. It is ISO pipe-size des ignations for U.S. IPS or NPS pipe. Thi s is
"DN" pipe size as opposed to "DI pipe standard. "DW stands for diameler nominal . Under this system, U.S.
NPS pipe is named for the dosest metric dimension to the nominal pipe size. For instance 314-in. IPS pipe is DN
20 mm pipe. lt 's lhe exact same pipe. wit h real dimensions from the tabl e. If this were standard wei ght or
schedule-40 pipe it would be 1.050 in. 0 .0., 0.113 in. wall (26.7 mm 0 .0. 2..87 mm wall ). The closest DIN metri c
pipe would be DIN 2448 26.9 x 2.9. NOTE: "ON and "OIN" pipe sl andards appear Ihe same but Ihey are
different Below is atable of ON pi pe sizes and their Engli sh-unit name equivalents. Note: The body of this text
uses DN pipe designations to give size for readers more comfortable in the metric system.
6
150
6.065
154.1
5.761
146.4
5.189
131.8
159.3
- 32-
4
100
4.026
102.3
3.826
97.2
3.438
87.3
107.1
3
80
3.068
n .9
2.900
73.7
2.626
66.6
82.5
2.469
62.7
2.323
59
2.125
53.9
70.3
2-1/2
65
3/4 1 1-1/4 1-1/2 2
20 25 32 40 50
0.824 1.049 1.380 1.610 2.067
21 26.6 35.1 40.9 52.5
0.742 0.957 1.278 1.500 1.939
18.9 24.3 32.5 38.1 49.2
0.614 0.815 1.160 1.338 1.689
15.6 20.7 29.5 34 42.8
22..3 28.5 37.2 43.1 60.3
Standard Metric - U.S. Pi
1/2
15
0.622
15.8
0. 546
13.8
0.466
11.7
17.3
Nominal Pipe Size, in .
Nominal Pi Size, mm
Schedul e 40, 1. 0 . in.
Schedule 40, 1. 0 . mm
Schedule 80, 1.0 . in.
Schedule 80, 1. 0 . mm
Schedule 160, 1.0., in.
Schedule 160, 1.0. mm
OIN 2448. 1.0. mm
Traditi onal names for U.S. NPS pipe wall thi ckness or wei ghl are: Standard (Std), Ext ra Strong (XS), and Double
Extra Strong (XXS). Std and schedule 40 are the same in sizes up through 10 in. (24 mm) In sizes aboye 10-in.
(254 mm), Std has a constant of 3/8-inch (9.52 mm): an.d XS has a constant wall thickness of 1/2-inch (12.7
mm) . XXS has no correspondi nq schedule number, but In srzes through 6-inch (152.4 mm), XXS has a wall
thickness twice that of XS.
Appendix F
Inte m ati onal Pipe Standards and Pipe-Size Tables
There are several different piping standards in use around the world. This can be a source of potential confusion.
the widel.y used standard is I.P.S. schedule pipe size r iron pipe size") or NPS r nominal pipe
slz7 ). Thi s categonzes by schedule or "weght." ost metal pipes of other rnaterats, incl uding
steel and alumln.um, follow the pipe-sjze standard, but there are importanl excep ions, particularly for
plastic pipe. Note that lubmg. as opposed to pipe. follows completely different size standards.
In the U.S. there are eleven schedules ranging frorn the thinnest wall at 5 through 10. 20. 30, 40. 60, 80. 100.
120.140 to schedule 16D-the thickest wall. For nominal size piping 6 in. (150 mm) and smaller. schedule 40
(also cal ed "standard weighr in most sizes) is the normal , standard pi pe. and-vef)' roughly-the schedule
number of 40-v.:eight pipe approximates. the inside di ameter. American Nati onal Standards Institute (ANSI) pipe
standards speci fy, say, S.40. for steel pipe (as opposed to iron pipe) and 40S for stainless-the "S: before the
number indi.cating. steel , and the "S" after the number indicating stainless steel. For the size of pi pe used
In fuel systems , the dirnensions of 40 and 80 pipe are the same for these materials.
Fuel Systems For Boats - Course Number TT 501
In pipe is manufactured to DIN standards. and DIN 2448 pipe is standard pipe. DIN pipe is
specified In mitlirneters, as 0 .0. and wall thi ckness. So a DIN 2448 pipe 25.4 mm 0 .0. and 2.6 mm wall would be
specified as, "25.4 x 2.6:
Regardl ess of the "schedule" or "weight: all pipes of a specified nominal diameter all have the same outside
what ever the wall thickness. The outside diameter (0 .0 .) is larger than the nominal pipe size, as the
nominal or schedule diameter very rough ly relates to the bore or 1. 0 . As the schedule number increases. the 0 .0.
remains the same and the wall thickness increases, so the insi de diameler (1.0 .) or bore is smaller. For example:
- 4-in. schedul e 40 pipe has an outside diameter of 4.5 in., 0.237 in. wall . for an 1. 0 . of 4.026 in.
- 4-in. schedule 80 pi pe has an outside diameter of 4.5 in. 0.337 in. wall. for an 1. 0 . of 3.826 in.
Or
- 100 mm schedule 40 pi pe has an outside diameter of 114.30 mm, 6.02 mm wall . for an 1.0. of 102.26 mm.
- 100 mm schedule 80 pipe has an outside diameter of 114.30 mm. 8.56 mm wall, for an 1. 0 . of 97.18 mm.
Only (wall thi cknesses) 40 and 80 cover the full range of sizes from 1/8-in. (3 mm) up to 24-in. (600
mm) nominal srzes , and are the most commonly used and available pipe.
Westlawn Institute
Engli sh-Unitll nch sizes in bold
In the piping to EN 10255, (steel tubes appropriate for screwi ng to BS 21 threads) is also used
where pipe screwed rather than f1anged. These are generally referred to as "Blue Band" and "Red Band,"
to their banded i.dentification rnarks. The different colors refer to the grade or "weight" of pipe: Red
Band, belng heavy gr:ad7' co.mmonly used for steam pipe applications. Blue Band , being medium grade. is
commonly used for distributcn syst ems and low-pressure. low-temperature fluid applications. The colored
bands are 50 mm wide, and thei r positi ons on the pipe give its length. Pipes less than 4 meters in length only
Fuel Systems For Boats - Course Number TT 501
GMefT = 1.091m GM, - 0.071 m GMredT= 1.01 m
This is the loss in stability due lo free-surtece effect, and can be translated mto reduced GZ 01' RM using Ihe
relationship between GZ and GM aboye.
In our case stabilily after free-surface effect rs:
GZ , . = 1.02 m GM x sine , . =0.0178 m
RM , . =0.0178 m GZ , . x 62588kg Oisp. =1114 kgm
This is a reduetion in nghting moment of 6% due to free-surface effect.
Free Surface Effect and loading Conditions
Keep in rmnd that the free-swtece reduetion changes for various conditions of loadjng (for differenl
displacemenls) . Using boat displacement to t he DWL (O( to the expected ctaton waterline at 2J3rds load) te
acequete for most smau-cra wor1<;.however. for ccmmerctet prOjects carefully labulaled GMs for different loading
ccndmons will be required. Perforrmng stability caleulations for all reasonable conditons of Ioading and flooding
are detailed and l ime consuming. Usuall y, Ihese should be conducted using a software package, such as GHS,
intended ter this purpose; however. you need lo understand Ihe princi pie aboye l o inlerpret!he resutl s correcny.
.-..-e
Fuel Systems For Boats - Cou rse Number 'I"T50 1
Appendix E
The Common-Rail Manifold
The term "manifold: as applied lo piping . Illeralty mean many parts or many paths 01' Channels. Any syslemal ic
couecuco pipes for directing flui d fIow is a "manifold. The tuel-piping manifold on page 5 is typical example. There
ts a specific type of piping manifold that can offer added benefits in complex distribution systems. This is a piping
manifold where the source Of the retum are all branched off of cr into a single pipe. This single pipe is called !he
"common rail" 01' sometimes me "commen bus: 01' simply "bus.- Cornmon-rail manifolds can simplify and ctarity
distribution and control of piping ene allow ter the ease installation of buill-in spares for possible future equipmenl.
The day-tank piping schematic on page 5 wor1<s wen. but it oould ersc be arranged with a oommon-rail manifold on
eilher the take-o or feed lines and asc on the retum lines, 01' both. The day-tank pipi ng from page with a
commco-re on bol h the feed ene retum lines---i s arr anged as in !he figure below.
r r:
r
l
O

llopaM 1.._
f'orl Tmi<
!".".. \Jote 1>1 GoN Of
e
I"uel-T..a.'''' """"""



......
)'ll .co
....... I Malll'old
I oL ...
......
"""

L:.:: ..... .
=:

- -

v....
,
I 'i""'''' W-
.......
\
e
0.:

'"" boo: d 1=-


, """ T<",
....... !J "T
yo
1
l\rv-
g " .
.....
I
""" - v ....... I-,.,........
:........J

./'-f'-.d u- ,.,...
...-
v ....
l
V...w !"."..co....-Nt
!J
Diesel Fuel Plping OdTCII'lk.
I'lith Common-Rall Manifolcls
!"III.-J
Note that a valve rs snn required righl al the lank take-off before !he common rail. Notice how a spare branch pipe
(01' several spares) can easily be added to!he common rai l.
Specifying the Common Rail
The common rail 01' Ihe single pipe which forms the distri buli on line te the branches to each componenl (or from
each retum) is usuany made of pipe. It can be a single pipe with welded-on branch pipes , or it could be made up
of severa! sections of pipe connected with pipe conoected in line with T-connectors. in series, to form the branch
Sometimes a salid block of metal is machined l o form the oommon rai l. In this case, a long block of , say,
salid stalnless ISbored along its cenler lOforman intemal common-rail channel. The end is drilled and tapped lo
accepl the main inlet (01' outlet) and the branch exits (01' inlets) are driDedand tapped at right angles (inlo the siete
of !he common-rail block). For mosl ordinary fuel-pipi ng manifolds, plein pipe is !he mest cosl-effective approach.
A. mistake in selting up a comrnon-rail mani fold is making the common-rail pipe lhe same diameler as !he branch
pIpeS. If you slop lo think about, obviously the common ral has lo handle !he combined fIow of ALl l he branch
oombined. There can also be some inlemar turbulence and flow restriction due lo the sharp bends in fIow
requlred by !he fluid inside the comrnon-rail manifold. For Ihis reason, t he internar crosssection area of!he
WestlawD Institute - 18 -
Westlawn Institute - 19 -
it"'3.14
seclionarea
1t
t 538 mm2
required common rail l.D. 2 x 1t =44.2 mm
Fuel Systems For Boats - Coursc Number TT 501
Wes wn stitute
seclion area
required common rail l.D. =2 x . /- ----
Common-Rail anifold Have ny Applications
Note that common-rail manifol ds are useful in many applications. You can employ them for fresh-waler systems.
seawater inlake either attached to a seachest or to indivi dual seacocks, or any o\her application with multi ple
pipes. Keep the common-rail-manifold approach in mind for general use.
required common rail l.D. =2 x . /--- --
1t
J 2.33 sq.in.
required common rail l.D. = 2 x 1t =1.722 in.
349.7 mm
2
x 4 branch pipes x 1.1 = 1538 mm
2
mnimum common-rail section area
We knowthat \he outside diameter should be somewhat larger \han 44.2 mm. Referring to the pipe tab es
(Appendix F) we calculate that a 51 x 3.2 pipe has an I.D. of 44.6 which will do nicely [51 mm - (2 x 3.2 mm) =
44.6 mm).
it (21.1 mm I.D. + 2)2=349.7 m m ~
Referring to the pipe tabl es (Appendix F) we see \hat a 1-112-in. Sched. 40 pipe has an I.D. of 1.610 in.-a bit loo
small. So we use the next size up: 2-in. Sched 40. O.D. 2.375 in., I.D. 2.067 in. This is as pictur ed in the drawing
aboye.
Metric Common-Rail Sizing:
T e inside di ameter of!he 26.9 mm O.D. x 2.9 mm wall branch pipes is 26.9 mm - (2 x 2.9 mm wall ) =21.1 mm
I.D. The insi de cross-sect ion area for each is \hen:
- 30 -
- O
o Rall
O
Guarter- Turn
BoII Yalves
Spae
C.o
7t",3.14
O
! ! !
t
To Port To 5tbd To Gen j
Englne Englne 5et
.._.. _.. _.._. _.._. _.. _.. . _a._ ._.. _._.. _._.'
6r'Clnc.h Pipes
Common-Rai l Fuel-Feed Manirold
From
Tank
te
FueI ~
TCl k ~
Y C l l v ~ At
TClnk
West
Fu I Systems For Boats - Coursc Number TT 501
Say you have a common rail thal needs to feed two large main engines and a gen sel and \he common rail is
fitted wilh four slandard-weighl 3/4-in. (or D1N 26.9 x 2.9) slainless branch pipes. including the spare. See drawing
bel ow, whi ch is also a del ail view of the common-rail feed manifold in \he schemalic on page 29 aboye.
common-rai l pipe needs lo be equal l o the total cross-section area of alllhe branch pipes. plus 10%, or:
Common-rail pipe section area = total combined branch-pipe seclion area x 1.1
English-Unit Common-Rail Sizing:
Referring to the pipe Iables (Appendi x F). we see thal\he inside diamet er of \he Sched. 40, 3/4-in. branch pipes is
0.824-in. I.D. each. The inside cross-section area for each is Ihen:
0.53 sq.in. x 4 branch pipes x 1.1 = 2.33 sq.in. minimum common-rail section area
The common-rat manifold aboye could be used exactly as shown; however. space and inslallation requirements
may make it necessary to locate the common-rail, with it' s branch pipes and valves, much farther from \he tank.
Thi s is fine as long as the piping is proper1y supported against bending and as long as flexible hose is used to
connect to \he engine and any o\her vi brati ng or moving components.
Note in the detail drawing aboye that the larger common-rail diamel er must exl end \he full lenglh of the pipe from
\he source. This means a large val ve, which takes up space and requires a bigger take-off pipe. Il must be
allowed for in the design and construction. The tank manufacturer has to install the large take-off pipe leading
down ctose to the bottom of the tank (see page 17) as well as a suitable valve or valve attachment. Note the
brackets or supports required on the manifold piping to prevent flexing and cracking. Note Ihe screw-cap closure
fitting on the spare branch pipe for added protecli on against accidental spills. Nol ice how the quarter-tum ball
valves allow you to immediately see if a valve is open or c1osed.
7t(0.824 in. 1.0. + 2)2= 0.53 sq.in.
- 35 -
Amazon Hose
& Rubber Co
Combinalio n Nippl e for
Co nnect ing Hose to Pipe
Fr om ABye Compliance Guideline _Fuel
I
L
Fue) Sys tems For Boats - Course Number TT 501
Hose Connectors
Hose lo NPTF Pi pe-Thread Connector
TOTAL Cl EARANCE .065 INCHES ON THE
OJAM[lERS (. 05 25 INCHES EACH SlD E)
FiII Pipe To Fill Hose Clearance
Hose Mender or Joiner
tor Conneeting Two
Secticns ot Hose
F1LL PIPE (5"OOTH)
\
,.,-------..., -+---T
HOSE INSIDE
DIAMETER
I
GREATER THAN 1 INCH
IrdINOR OIAtot ETER
IN THIS CASE IS
OUTSIDE OIAt.II ETER
Westlawn lnstitute

- 34 -
u.s. Plee-Thread Table
OD.
Inches NPSor Engagemenl Threads
-A- or IPS Pipe for tight pnl per
"B" Size. in. -e-, in Inch
0.3125 1116 0.2611 27
0.4050 llB 0.2639 27
0.5400
"'
0.4016 18
0.6750 318 0.4076 18
0.8400 112 0.5337 1.
1.0500 3/. 0.5457 1.
1.3150 1 0.6628 11.5
1.6600 1-1/4 0.7068 11.5
1.9000 1-112 0.7235 11.5
2.3750 2 0.7565 11.5
2.8750 2-112 1,1375 8
3.5000 3 1.2000 8
4.0000 3-112 1.2500 8
4. 5000

1.3000 8
If need lo determine Ihe size of U.S. pipe thread , measure eilher dimension A for male ftttings or B ror remete
fitt ings. Enter thal in the chart and read Ihe NPS pipe size. Note Ihe threads per ineh (TPI). This changes wit h me
size of pipe, TPI must be matched exactly or the fitt ing wc n't worx
Fuel Systems For Boats - Cours e Number TI 501
Pi pe Threads
Courtesy www.p1umbingwor1d.com
In smaller ezes. hose musl fit over barbed connectors (see page 13). These connectors musl be carefully
selected lo match the pipe ane! hose. Be sure thal the 1.0. of the hose-to-pee connector does nol reduce the 1.0.
of the nre l o restnct flow.
Hose4o-Pipe Size Consideralions
'lllhile pipe ls dimensioned by the various sencus of standards ebove (and accordi ng to the tables tnat rouow).
hose is dimensioned by nsiete ctameter. l. D. Thus if you were specifying hose for a tenk finl o mate wi l h a
standard 1-112-in, fill pi pe. The outside r ameter of the pipe would be 1,90 in. and youd use 2in. 1.0. hose or
specify hose to mate wit h 1 1I2-in. IPS (48.3 x 3.7) pipe. (See pages 13 and 16)
wesrtawn Institute
Nominal
Pipe Size Sch edule
Wa ll Thickness Ins ida Diamete r
& Real No.
0.0.
;n mm in mm
11S" .405"
40 0.068 1.73 0.269 6.83
(10.3mm)
80 0.095 2.41 0.215 5.46
- - - - -
114" .540"
40 0.088 2.24 0.364 9.25
(13.7mm)
80 0.119 3.02 0.302 7.67
- - - - -
318" .675"
40 0.091 2.31 0.4 93 12.52
(17.1mm)
80 0.126 3.20 0.423 10.74
- - . . -
5 0.065 1.65 0.710 18.03
112" .840" 10 0.083 2.11 0_674 17.12
(21.3mm)
40 0.109 2.77 0.622 15.80
80 0.147 3.73 0.546 13.87
5 0.065 1.65 0.920 23.37
3/4"
10 0.083 2.11 0.884 22.45
1.050"
(26.7mm)
40 0.113 2.87 0.824 20.93
80 0. 154 3.91 0.742 18.85
5 0.065 1.65 1.185 30.10
1" 1.315" 10 0.109 2.77 1.097 27.86
(33.4mm)
40 0.133 3.38 1.049 26.64
80 0.179 4. 55 0.957 24.31
5 0.065 1.65 1.530 36.86
1 114'
10 0.109 2.77 1.442 36.63
1.660"
(42.2mm)
40 0.140 3_56 1.380 35.05
80 0.191 4.85 1.278 32.46
5 0.065 1.65 1.770 44.96
1 1/2'
10 0.109 2.77 1.682 42.72
1.900'
(4S.3mm)
40 0.145 3.68 1.610 40.89
80 0.200 5.08 1.500 38.10
5 0.065 1.65 2.245 57.02
2" 2.375" 10 0.109 2.77 2. 157 54.79
(60.3mm)
40 0.154 3.91 2.067 52.50
80 0.218 5.54 1.939 49.25
5 0.083 2.11 2.709 68.81
2112"
10 0.120 3.05 2.635 66.93
2.875"
(73.0mm)
40 0.203 5.16 2.469 62.71
80 0.276 7.01 2.323 59.00
Fuel Systems For Boats - Course Number TT 501
- 37 -
Nominal
Pipe Size Schedule
Wall Th ickness Insi de Diameter
& Re al No.
0 .0.
;n mm ;n mm
5 0.083 2.11 3.334 84.68
3" 3.500" 10 0. 120 3.05 3.260 82.80
(S8.9mm)
40 0.216 5.49 3_068 77.93
80 0.300 7.62 2.900 73.66
5 0 083 2.11 3.834 97.38
3 112"
10 0.120
4.000"
3.05 3.760 95.50
(101.6mm)
40 0.226 5.74 3.548 90.12
80 0.318 8.08 3.364 85.45
5 0.083 2.11 4. 334 110.10
4" 4.500" 10 0.120 3.05 4.260 108.20
(114.3mm)
40 0.237 6.02 4.026 102.30
80 0.337 8.56 3.826 97.20
5 0.109 2.77 5.345 135.80
5" 5.563" 10 0.134 3.40 5.295 134.50
(141.3mm)
40 0.258 6.55 5.047 128.20
80 0.375 9.53 4.813 122.30
5 0.109 2.77 6.407 162.70
6" 6.625" 10 0.134 3.40 6.357 161.50
(16S.3mm)
40 0.280 7.11 6.065 154.10
80 0.432 10.97 5.761 146.30
5 0.109 2.77 8.407 213.50
8" 8.625" 10 0.148 3.76 8.329 211.60
(219.1mm)
40 0.322 8.18 7.981 202.70
80 0.500 12.70 7.625 193.70
5 0.134 3.40 10.482 266.2
10" 10.75" 10 0.165 4. 19 10.420 264 .7
(273.0mm)
40 0.365 9.27 10.020 254.5
80 0.500 12.70 9.750 247.7
5 0.156 3.96 12.438 315.9
12" 12.75" 10 0.180 4. 57 12.390 314.7
(323.8mm)
40 0.375 9.53 12.000 304.8
80 0.500 12.70 11.750 298.5
U.S. IPS (NPS) Pipe-Si ze Tabl es (con!.)
West lawn Institute
e .-..-e
Fuel Systems For Boats - Course Number TT 501
- 36 -
U.S. IPS (NPS) Pipe-Size Tables
Westlawn Institute
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I OIN 2448 piPE TABLE .10.21048.3mm 0 .0 .
Outslde diameter of
Normal
pipe, mm
wall
erres ttnckness ome r Avalalbe Wall tmcxnesses (Note: Heavy Walls May Be 5pec al a rder)
1 2 3 mm 1 6 1.8 2 2.3 26 129 132 36 4 I 4.5 5 56 I 63 I 7 8_8 I 10 I 11 12 5
10 2 1 6 X X X X X
13 5 1 8 X X X X X X X
18 1 8 X X X X X X X X
17 2-1-
1 8 X X X X X X X X X
"'i
19 2 X X X X X X X X X
=
20 2 X X X X X X X X X
!!.
213 1 2 X X X X X X X X X
ff
~
25 2 X X X X X X X X X X X
~
~
25. 2 X X X X X X X X X X X
e
~
269 1 1 23 X X X X X X X X X X X X
"'i
30 28 X X X X X X X X X X X
o
~
318 28 X X X X X X X X X X X
==
337 1 26 X X X X X X X X X X X
o

38 26 X X X X X X X X X X X
1:
'2' 1
2.6 X X X X X X X X X X X X
I
445 26 X X X X X X X X X X X X X
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48 3 I 1 26 X X X X X X X X X X X X X X
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DIN 2448 PIPE TABLE 61 to 162.4 mm 0.0.
Outslde dlameter o, Norma
prpe, mm wau
series
1hlckness
Other Avalalbe Wall trncknesses (Note: Heavy Walls May Be spectar Order)
2 3 mm 26 2. 3 2 3 6

as 5 56 63 7 88 10 11
12 5"'''1.. '6-1-'75 120 ) 222 1 25
51 -L 26 X X X X X X X X X X X X X X
54 28 X X X X X X X X X X X X X X
5.7 2. X X X X X X X X X X X X X X
80 3...1- 2. X X X X X X X X X X X X X X X
"'i
63 5 2. X X X X X X X X X X X X X X X
e
70 2. X X X X X X X X X X X X X X X
!!.
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73 2. X X X X X X X X X X X X X X X X -e
76 1 I 1 2. X X X X X X X X X X X X X X X X X
~
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825 32 X X X X X X X X X X X X X X X X
e
88 8 I i 32 X X X X X X X X X X X X X X X X X X
~
1D16-l 36 X X X X X X X X X X X X X X X X X
."
o
108 36 X X X X X X X X X X X X X X X X X
~
114 3 J 36 X X X X X X X X X X X X X X X X X
=
o
127

X X X X X X X X X X X X X X X X
~
133

X X X X X X X X X X X X X X X X
~
1397 I

X X X X X X X X X X X X X X X X
I
I"l
1524 45 X X X X X X X X X X X X X X X
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Fuel Systems For Boats - Course Number TI 501
Appendi x G
Approximate Feed and Retum Une Diameter - Diesel
Best pract ice is always gel the engine menutec tcrer's recommendal ion for fuell ine diameter- feed and retum.
Keep in mind, thal very k>ng O( complex fuel lines should go up a size in diameter. There wi ll be instances when
you need to estimate the line size and you can use the followi ng. Remember err on the targe size. Vou can always
fit recucers. but you cen't overccrre the restnctco of pipe that is too small . TIle drawback to going loo Iarge is the
extra cost. more space used, and the added weight of the bigger plumbing. These considerations too are
important too, so don't simply specify huge pi ping.
Small diesel engirles use about 114-in. NPT pipe minimum fO(feed and retu m. up to around 200 hp.
Dieseis from 200 hp to about 400 use 3J8-in. NPT going to 112-in. al upper end, feed and retum.
Dieseis from 350 lo 650 hp use about 314-in NPT. feed and retum.
Dieseis from 650 to 1.200 hp use about l -in. NPT. feed and return.
Agajn, the engine manufaeturer is the last word here. Ther e is considerable vananoo. FO( inslance, a CAT 300-hp
engine specs 114in. feed pipe and 1/4-in. retum while a GM 3OQ-.hp engine specs 3f8-i n. feed and114-in. retum.
Gasol ine Fuel Une Size
Gasoline engioes range from 118--in. pipe O( tube (different sizes) ro- 10- or 12hp engines to 1/4...... NPT pipe. far
35D-hp. Remember!hat many modem fuel-i njected gasoli oe engines also have retum lines. Check wTth the
engine manufacturero
Appendix H
F u e ~ F i t t e r Mi cro n Rating (Si eve Fineness)
Fue! filler element s come in varying mesh or eleve sees. ar finenesses The fi ner the filler the finer the grit and
sediment the fi ller will remove. The fineness ts measured in miCfons--the nominal diameter of lhe tmrnscue
openings in the filler element . A micfon 15 roughly a 40 millionths er an inch or 1.6 mi llionlhs of a mm. The primary
filler (the fuelJwal er separator with filler element, see page 2) should usually be fitted wilh a 30-micron fill er. This
catches the larger partieles of sedimenl. Sorne prefer a t-mlcrco primary fifter. This is ecceptaee. but wi ll elog up
more quicldy unless the boat is using very cean fue !. __"
The secondary fi lter is the fine filter on the engine itself. The secondary fi lter removes the finest ot remaining
impurities. Secondary tters generally range from 2 lo 7 mierons. If in doubl , use 2 microns. but always refer lo
and ronowt he engine manuractwer's recommendatians.
The best place for a 1D-micron primary fuel fi lter would be in the duplex fill er installed alt er a day tank (poli shing
tank) . The filler from !he wing fuel tanks to the day tank would have a JO-micron ererrent. and the duplex filter
after the day tank would nave Ihe 10-micron filler erements. This way, the coarser grit is removed befare the day
tank and then samewhat finer grit alter Ihe day tank. A drawback lo Ihis is the necessity far purchasing and
keeping track of two differenl filler types. Using all30-micron pri mary fi lters is fairly standard.
Westla"'n Institute - 40 -

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