{"id":46933,"date":"2026-01-03T18:01:53","date_gmt":"2026-01-03T18:01:53","guid":{"rendered":"https:\/\/maritimehub.co.uk\/?page_id=46933"},"modified":"2026-01-03T20:51:23","modified_gmt":"2026-01-03T20:51:23","slug":"oil-fuel-coolers","status":"publish","type":"post","link":"https:\/\/maritimehub.co.uk\/oil-fuel-coolers\/","title":{"rendered":"Oil &amp; Fuel Coolers"},"content":{"rendered":"\n<p><\/p>\n\n\n\n<p><strong>Thermal Control of Lubrication and Fuel Conditioning Systems<\/strong><\/p>\n\n\n\n<p><strong>System Group:<\/strong> Cooling &amp; Heat Transfer<br><strong>Primary Role:<\/strong> Control of oil viscosity, fuel temperature, and combustion stability<br><strong>Interfaces:<\/strong> HT\/LT Freshwater \u00b7 Seawater Cooling \u00b7 Lubrication System \u00b7 Fuel Oil System \u00b7 Automation<br><strong>Operational Criticality:<\/strong> Continuous<br><strong>Failure Consequence:<\/strong> Rapid wear \u2192 loss of lubrication margin \u2192 injector damage \u2192 engine damage or blackout<\/p>\n\n\n\n<p>Oil and fuel coolers are not passive heat exchangers. They are <strong>precision control devices<\/strong> that determine whether engines operate within their narrow chemical and mechanical tolerances.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Contents<\/h2>\n\n\n\n<ol class=\"wp-block-list\">\n<li>System Purpose and Design Intent<\/li>\n\n\n\n<li>Boundaries, Interfaces, and Separation Philosophy<\/li>\n\n\n\n<li>Thermodynamic and Fluid Behaviour of Oil and Fuel<\/li>\n\n\n\n<li>System Architecture and Flow Philosophy<br>\u20034.1 Lubricating Oil Cooling Circuits<br>\u20034.2 Fuel Oil Cooling and Conditioning Circuits<br>\u20034.3 Integration with HT\/LT and Seawater Systems<\/li>\n\n\n\n<li>Major Machinery and Control Hardware<br>\u20035.1 Oil Coolers (Main Engine &amp; Auxiliary)<br>\u20035.2 Fuel Oil Coolers and Viscosity Control Units<br>\u20035.3 Pumps, Bypass Lines, and Flow Stability<br>\u20035.4 Temperature Control Valves and Regulators<br>\u20035.5 Coolers as Contamination Boundaries<br>\u20035.6 Sensors, Alarms, and Control Dependencies<\/li>\n\n\n\n<li>Control Under Real Operating Conditions<\/li>\n\n\n\n<li>Oil and Fuel Chemistry, Fouling, and Degradation<\/li>\n\n\n\n<li>Failure Development and Damage Progression<\/li>\n\n\n\n<li>Human Oversight, Watchkeeping, and Engineering Judgement<\/li>\n\n\n\n<li>Relationship to Adjacent Systems and Cascading Effects<\/li>\n<\/ol>\n\n\n\n<h2 class=\"wp-block-heading\">1. System Purpose and Design Intent<\/h2>\n\n\n\n<p>Oil and fuel coolers exist to enforce <strong>viscosity control<\/strong>, not temperature control in isolation.<\/p>\n\n\n\n<p>Lubricating oil must maintain a viscosity high enough to sustain hydrodynamic films under load, yet low enough to flow rapidly to bearings and cool internal components. Fuel oil must arrive at injectors within a narrow temperature window to ensure correct atomisation, penetration, and combustion timing.<\/p>\n\n\n\n<p>Both fluids are chemically active, contamination-sensitive, and intolerant of thermal instability.<\/p>\n\n\n\n<p>The purpose of oil and fuel coolers is therefore to:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>stabilise viscosity<\/li>\n\n\n\n<li>damp thermal transients<\/li>\n\n\n\n<li>protect downstream precision components<\/li>\n\n\n\n<li>preserve lubrication and combustion margins<\/li>\n<\/ul>\n\n\n\n<p>Cooling too much is as dangerous as cooling too little. Overcooling increases viscosity, starves bearings, and destabilises injection. Undercooling collapses oil films and destroys injector geometry.<\/p>\n\n\n\n<p>This system exists to <strong>hold a narrow operating corridor<\/strong> against a violently variable engine.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter\"><img decoding=\"async\" src=\"https:\/\/images.openai.com\/thumbnails\/url\/c41k3nicu5mVUVJSUGylr5-al1xUWVCSmqJbkpRnoJdeXJJYkpmsl5yfq5-Zm5ieWmxfaAuUsXL0S7F0Tw6JdEvPLkq2DE01qgwsD_Mwz43KcfUzrjCKDPC19HEusgwLLTQxT_Qp9ksMLcx0zfUKUCsGAH-nJjk\" alt=\"https:\/\/www.dolphinheattransfer.com\/wp-content\/uploads\/2021\/11\/lube.jpg\"\/><\/figure>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/www.alfalaval.com\/globalassets\/images\/industries\/marine-and-transportation\/marine\/heating-and-cooling\/engine-room\/engine-room-big.jpg\" alt=\"https:\/\/www.alfalaval.com\/globalassets\/images\/industries\/marine-and-transportation\/marine\/heating-and-cooling\/engine-room\/engine-room-big.jpg\" style=\"width:454px;height:auto\"\/><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">2. Boundaries, Interfaces, and Separation Philosophy<\/h2>\n\n\n\n<p>Oil and fuel coolers sit at the intersection of multiple systems:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>HT\/LT freshwater<\/li>\n\n\n\n<li>seawater cooling<\/li>\n\n\n\n<li>lubrication<\/li>\n\n\n\n<li>fuel oil conditioning<\/li>\n\n\n\n<li>automation<\/li>\n<\/ul>\n\n\n\n<p>They are deliberately isolated from:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>bilge systems<\/li>\n\n\n\n<li>freshwater domestic systems<\/li>\n\n\n\n<li>firemain systems<\/li>\n<\/ul>\n\n\n\n<p>Any breach across these boundaries introduces contamination that <strong>cannot be tolerated<\/strong>.<\/p>\n\n\n\n<p>Separation philosophy exists because:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>oil contaminated with water loses film strength<\/li>\n\n\n\n<li>fuel contaminated with seawater damages injectors instantly<\/li>\n\n\n\n<li>cross-contamination often propagates unnoticed<\/li>\n<\/ul>\n\n\n\n<p>Coolers are therefore both <strong>thermal devices<\/strong> and <strong>chemical barriers<\/strong>.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">3. Thermodynamic and Fluid Behaviour of Oil and Fuel<\/h2>\n\n\n\n<p>Oil and fuel behave very differently from water.<\/p>\n\n\n\n<p>Lubricating oil:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>has lower thermal conductivity<\/li>\n\n\n\n<li>exhibits steep viscosity\u2013temperature curves<\/li>\n\n\n\n<li>traps heat internally<\/li>\n\n\n\n<li>degrades chemically with temperature and oxygen<\/li>\n<\/ul>\n\n\n\n<p>Fuel oil:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>changes viscosity dramatically with temperature<\/li>\n\n\n\n<li>forms deposits when overheated<\/li>\n\n\n\n<li>suffers density changes that affect injection timing<\/li>\n<\/ul>\n\n\n\n<p>Heat transfer through oil is inherently inefficient. This is why oil coolers must provide <strong>large surface areas<\/strong>, stable flow, and controlled velocity.<\/p>\n\n\n\n<p>Thermal shock is particularly damaging. Rapid cooling thickens oil abruptly, increasing pump load and starving bearings at precisely the moment demand is highest.<\/p>\n\n\n\n<p>Oil and fuel coolers therefore exist to <strong>smooth temperature gradients<\/strong>, not chase setpoints.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/wiki.anton-paar.com\/fileadmin\/wiki\/images\/viscosity\/Graph_Oil_Sotrax_15W40_1024.png\" alt=\"https:\/\/wiki.anton-paar.com\/fileadmin\/wiki\/images\/viscosity\/Graph_Oil_Sotrax_15W40_1024.png\" style=\"width:521px;height:auto\"\/><\/figure>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/www.engineeringtoolbox.com\/docs\/documents\/1143\/fuel-oil-temperature-viscosity-2.png\" alt=\"https:\/\/www.engineeringtoolbox.com\/docs\/documents\/1143\/fuel-oil-temperature-viscosity-2.png\" style=\"width:358px;height:auto\"\/><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">4. System Architecture and Flow Philosophy<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">4.1 Lubricating Oil Cooling Circuits<\/h3>\n\n\n\n<p>Main engine lubricating oil coolers are typically arranged:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>downstream of pumps<\/li>\n\n\n\n<li>upstream of bearings<\/li>\n\n\n\n<li>with bypass lines for minimum flow<\/li>\n<\/ul>\n\n\n\n<p>Cooling is controlled via:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>three-way temperature control valves<\/li>\n\n\n\n<li>bypass arrangements<\/li>\n\n\n\n<li>sometimes variable-speed pumps<\/li>\n<\/ul>\n\n\n\n<p>The objective is constant oil delivery temperature under all load conditions.<\/p>\n\n\n\n<p>Overcooling during low-load operation is a common and dangerous condition.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/marineinfo.com\/wp-content\/uploads\/2023\/07\/Lubricating_oil_system_V1-1024x724.png\" alt=\"https:\/\/marineinfo.com\/wp-content\/uploads\/2023\/07\/Lubricating_oil_system_V1-1024x724.png\" style=\"width:566px;height:auto\"\/><\/figure>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/images.openai.com\/thumbnails\/url\/2Yx74Xicu5mZUVJSUGylr5-al1xUWVCSmqJbkpRnoJdeXJJYkpmsl5yfq5-Zm5ieWmxfaAuUsXL0S7F0Tw529a_ID_Upjiov8wr2ii8KCDJOLo-qzHJzqjIPMSv0cvdKzXFNKTO2TEm28LE0D3ZVKwYAbOcmEQ\" alt=\"https:\/\/generalcargoship.com\/closed-circuit-cooling-system.jpg\" style=\"width:322px;height:auto\"\/><\/figure>\n\n\n\n<h3 class=\"wp-block-heading\">4.2 Fuel Oil Cooling and Conditioning Circuits<\/h3>\n\n\n\n<p>Fuel oil coolers are usually integrated into:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>viscosity control units<\/li>\n\n\n\n<li>fuel conditioning modules<\/li>\n\n\n\n<li>return-line temperature control loops<\/li>\n<\/ul>\n\n\n\n<p>Their role is to remove excess heat added during:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>fuel heating<\/li>\n\n\n\n<li>circulation<\/li>\n\n\n\n<li>return flow from injectors<\/li>\n<\/ul>\n\n\n\n<p>Incorrect fuel temperature directly affects:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>injection pressure<\/li>\n\n\n\n<li>spray pattern<\/li>\n\n\n\n<li>ignition delay<\/li>\n<\/ul>\n\n\n\n<p>Fuel coolers therefore operate as <strong>precision stabilisers<\/strong>, not bulk coolers.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter\"><img decoding=\"async\" src=\"https:\/\/images.openai.com\/thumbnails\/url\/45IE0nicu5mVUVJSUGylr5-al1xUWVCSmqJbkpRnoJdeXJJYkpmsl5yfq5-Zm5ieWmxfaAuUsXL0S7F0Tw6JqvJIS0zRDcrOjC9Pc00M9A3zL3bzCvavys7wSXbPDS8rCqyyKHC3CPHI8ky3NDUJUSsGAJnlJsw\" alt=\"https:\/\/www.sbmar.com\/wp-content\/uploads\/2015\/10\/NS_Fuel-Cooler_1.jpg\"\/><\/figure>\n\n\n\n<figure class=\"wp-block-image aligncenter\"><img decoding=\"async\" src=\"https:\/\/amarsolutions.gr\/wp-content\/uploads\/2021\/01\/Viscosity-Control-System-300x278.png\" alt=\"https:\/\/amarsolutions.gr\/wp-content\/uploads\/2021\/01\/Viscosity-Control-System-300x278.png\"\/><\/figure>\n\n\n\n<h3 class=\"wp-block-heading\">4.3 Integration with HT\/LT and Seawater Systems<\/h3>\n\n\n\n<p>Oil and fuel coolers usually reject heat to:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>LT freshwater systems<\/li>\n\n\n\n<li>occasionally directly to seawater in smaller plants<\/li>\n<\/ul>\n\n\n\n<p>This makes them dependent on LT system stability. Any LT temperature excursion propagates directly into oil viscosity and fuel behaviour.<\/p>\n\n\n\n<p>They are therefore <strong>secondary victims<\/strong> of LT system degradation.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">5. Major Machinery and Control Hardware<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">5.1 Oil Coolers (Main Engine &amp; Auxiliary)<\/h3>\n\n\n\n<p>Oil coolers are typically:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>shell-and-tube<\/li>\n\n\n\n<li>plate-type<\/li>\n<\/ul>\n\n\n\n<p>Common failure modes:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>fouling reducing heat transfer<\/li>\n\n\n\n<li>tube thinning<\/li>\n\n\n\n<li>internal bypassing<\/li>\n\n\n\n<li>gasket failure allowing water ingress<\/li>\n<\/ul>\n\n\n\n<p>A leaking oil cooler contaminates oil silently until damage is advanced.<\/p>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/alfaheating.com\/cdn\/shop\/products\/Stainless_Steel_Engine_Oil_Coolers_1.jpg?v=1588213954\" alt=\"https:\/\/alfaheating.com\/cdn\/shop\/products\/Stainless_Steel_Engine_Oil_Coolers_1.jpg?v=1588213954\" style=\"width:380px;height:auto\"\/><\/figure>\n\n\n\n<figure class=\"wp-block-image aligncenter is-resized\"><img decoding=\"async\" src=\"https:\/\/niagaracooler.com\/images-niagara-cooler\/NC-184.jpg\" alt=\"https:\/\/niagaracooler.com\/images-niagara-cooler\/NC-184.jpg\" style=\"width:412px;height:auto\"\/><\/figure>\n\n\n\n<h3 class=\"wp-block-heading\">5.2 Fuel Oil Coolers and Viscosity Control Units<\/h3>\n\n\n\n<p>Fuel oil coolers operate in tighter tolerances than oil coolers.<\/p>\n\n\n\n<p>Failure consequences include:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>injector needle seizure<\/li>\n\n\n\n<li>poor atomisation<\/li>\n\n\n\n<li>incomplete combustion<\/li>\n\n\n\n<li>exhaust valve damage<\/li>\n<\/ul>\n\n\n\n<p>These coolers are often overlooked because failures manifest elsewhere.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">5.3 Pumps, Bypass Lines, and Flow Stability<\/h3>\n\n\n\n<p>Oil pumps must maintain flow even as viscosity changes.<\/p>\n\n\n\n<p>Bypass lines ensure minimum flow through coolers during:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>low load<\/li>\n\n\n\n<li>cold starts<\/li>\n\n\n\n<li>manoeuvring<\/li>\n<\/ul>\n\n\n\n<p>Blocking or throttling bypasses to \u201cimprove cooling\u201d is a common and damaging modification.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">5.4 Temperature Control Valves and Regulators<\/h3>\n\n\n\n<p>Control valves regulate <strong>viscosity indirectly<\/strong> via temperature.<\/p>\n\n\n\n<p>Failure modes include:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>hunting<\/li>\n\n\n\n<li>sticking<\/li>\n\n\n\n<li>incorrect manual positioning<\/li>\n<\/ul>\n\n\n\n<p>Valves that respond too aggressively create unstable oil supply conditions.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">5.5 Coolers as Contamination Boundaries<\/h3>\n\n\n\n<p>Oil and fuel coolers are pressure boundaries between:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>oil and water<\/li>\n\n\n\n<li>fuel and water<\/li>\n<\/ul>\n\n\n\n<p>Any breach introduces contamination that:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>destroys lubrication films<\/li>\n\n\n\n<li>damages injectors<\/li>\n\n\n\n<li>accelerates bearing wear<\/li>\n<\/ul>\n\n\n\n<p>Coolers are therefore <strong>risk concentrators<\/strong>, not neutral components.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">5.6 Sensors, Alarms, and Control Dependencies<\/h3>\n\n\n\n<p>Temperature sensors do not measure viscosity. They infer it.<\/p>\n\n\n\n<p>Sensor drift allows degradation to continue unnoticed until damage is irreversible.<\/p>\n\n\n\n<p>Local indications often detect failure before remote alarms.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">6. Control Under Real Operating Conditions<\/h2>\n\n\n\n<p>Design load is rare.<\/p>\n\n\n\n<p>Oil and fuel cooling must cope with:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>slow steaming<\/li>\n\n\n\n<li>manoeuvring<\/li>\n\n\n\n<li>harbour running<\/li>\n\n\n\n<li>standby operation<\/li>\n<\/ul>\n\n\n\n<p>Overcooling during low load is the dominant failure mode, not overheating.<\/p>\n\n\n\n<p>Thermal inertia must be respected.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">7. Oil and Fuel Chemistry, Fouling, and Degradation<\/h2>\n\n\n\n<p>Oil degrades with:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>temperature<\/li>\n\n\n\n<li>oxygen<\/li>\n\n\n\n<li>contamination<\/li>\n<\/ul>\n\n\n\n<p>Fuel forms deposits when overheated and oxidised.<\/p>\n\n\n\n<p>Cooling slows degradation but cannot reverse it.<\/p>\n\n\n\n<p>Once contamination enters, damage continues even after repair.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">8. Failure Development and Damage Progression<\/h2>\n\n\n\n<p>Failures are gradual:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>fouling<\/li>\n\n\n\n<li>loss of control margin<\/li>\n\n\n\n<li>rising pump load<\/li>\n\n\n\n<li>unstable temperatures<\/li>\n<\/ul>\n\n\n\n<p>Catastrophic failure is usually the final stage of a long, silent decline.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">9. Human Oversight, Watchkeeping, and Engineering Judgement<\/h2>\n\n\n\n<p>Automation reports numbers. Engineers recognise behaviour.<\/p>\n\n\n\n<p>Unstable oil temperature trends, frequent valve movement, and rising pump current are early warnings that automation rarely flags.<\/p>\n\n\n\n<p>Experience prevents damage, not alarms.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">10. Relationship to Adjacent Systems and Cascading Effects<\/h2>\n\n\n\n<p>Oil and fuel cooling instability propagates into:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>bearing damage<\/li>\n\n\n\n<li>injector failure<\/li>\n\n\n\n<li>combustion instability<\/li>\n\n\n\n<li>exhaust valve distress<\/li>\n\n\n\n<li>turbocharger fouling<\/li>\n<\/ul>\n\n\n\n<p>These systems do not fail alone.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>Thermal Control of Lubrication and Fuel Conditioning Systems System Group: Cooling &amp; Heat TransferPrimary Role: Control of oil viscosity, fuel temperature, and combustion stabilityInterfaces: HT\/LT Freshwater \u00b7 Seawater Cooling \u00b7 Lubrication System \u00b7 Fuel Oil System \u00b7 AutomationOperational Criticality: ContinuousFailure Consequence: Rapid wear \u2192 loss of lubrication margin \u2192 injector damage \u2192 engine damage or [&hellip;]<\/p>\n","protected":false},"author":199,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"fifu_image_url":"","fifu_image_alt":"","c2c-post-author-ip":"","footnotes":""},"categories":[43,10,7,8],"tags":[],"class_list":["post-46933","post","type-post","status-publish","format-standard","hentry","category-aux-machinery","category-bridge","category-engine-room","category-mechanical"],"acf":[],"_links":{"self":[{"href":"https:\/\/maritimehub.co.uk\/?rest_route=\/wp\/v2\/posts\/46933","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/maritimehub.co.uk\/?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/maritimehub.co.uk\/?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/maritimehub.co.uk\/?rest_route=\/wp\/v2\/users\/199"}],"replies":[{"embeddable":true,"href":"https:\/\/maritimehub.co.uk\/?rest_route=%2Fwp%2Fv2%2Fcomments&post=46933"}],"version-history":[{"count":1,"href":"https:\/\/maritimehub.co.uk\/?rest_route=\/wp\/v2\/posts\/46933\/revisions"}],"predecessor-version":[{"id":46934,"href":"https:\/\/maritimehub.co.uk\/?rest_route=\/wp\/v2\/posts\/46933\/revisions\/46934"}],"wp:attachment":[{"href":"https:\/\/maritimehub.co.uk\/?rest_route=%2Fwp%2Fv2%2Fmedia&parent=46933"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/maritimehub.co.uk\/?rest_route=%2Fwp%2Fv2%2Fcategories&post=46933"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/maritimehub.co.uk\/?rest_route=%2Fwp%2Fv2%2Ftags&post=46933"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}