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The cargo pumps therefore operate normally. If vapor accumulates in the suction separator tank the level in the tank is depressed, and the vapor-release diaphragm valve opens, thus (a) allowing the vapor to pass to atmosphere, (b) the level to rise in the separator tank, and (c) the vapor-release diaphragm valve to close. As the level in the main tanks drops to a few feet from the bottom, the accumulated air and gases again depress the level in the separator tank, opening the vapor-release diaphragm valve. It is most likely at this stage that some air is being entrained, and the vacuum pump will then start and extract the air-and-vapor mixture and pull up the separator-tank level. The vacuum pump will cut in once or twice; and as the main tanks re ch still lower level, the air entrainment at the suction strum will result in the vacuum pump running continuously until the tank is empty. As the level in the main tanks reaches a stripping stage, the flow into the suction strum will be inadequate to enable the pumps to operate at full capacity; and the discharge valve will gradually closein until it reaches its maximum stripping position. Figure 1 Typical 90,000 tons dw tanker installation (Vac-Strip The Vat-Strip system, further illustrated by Figs.
- North America > United States (1.00)
- Europe (1.00)
- Transportation > Marine (1.00)
- Energy > Oil & Gas (1.00)
- Transportation > Freight & Logistics Services > Shipping > Dry Bulk Carrier (0.50)
- (2 more...)
This paper discusses the Eastern Sun, a 26 0O0-bbl coastal tanker delivered to Sun Transport in May 1985. The ship's design and mission requirements are described. Rationale for the vessel's particulars and proportions are explained. The design of the ship, its systems and construction are described. Operating experience from eight months of service are reviewed. Sun Refining and Marketing has for many years resulted in tank vessels representing a major Company, like several of its competitors, owns and operates portion of the U.S. merchant marine fleet. Many major oil a small fleet of tug-and-barge units to supplement its ship companies, as well as numerous independents, have operated fleet and distribute refined products to marine terminals in its fleets of tankers to supply crude oil to refineries on the Gulf and marketing area. Sun's tug/barge operation covers three distinct geographic Where pipelines do not exist, tankers have likewise been used to areas: New York/New England, Marcus Hook, Pa./Delaware ship refined petroleum products from these refineries to terminals River and Puerto Rico. One such prominent area is of the study are given in Table 1.
- Transportation > Marine (1.00)
- Energy > Oil & Gas > Downstream (0.86)
- Government > Regional Government > North America Government > United States Government (0.47)
- North America > United States > Ohio (0.89)
- North America > United States > Louisiana > Mississippi Field (0.89)
This paper is devoted to those parts of an oil tanker's equipment which have a direct bearing upon the handling of petroleum cargoes. After a brief comparison between pre-19.39 and post-1945 tankers as regards size, speed and cargo pumping capacity, the authors give reasons for quicker turn-round in port. The delay which occurs when a tanker berths, due to shore personnel not being able to board the ship until after itissecurely moored and the gangway lowered, is dealt with,: and proposals made to cut down, this delay, High'er cargo h andlin.g To avoid such undesirable conditions they have given considera,ble thought to improving the relevant parts of a tanker. These are described and jllustrated in the paper. Single and twin pump-room tankers are discussed and proposals ly made to obtain the advantages of both, without the disadvantages of either. This includes an entire new arrangement of pipes and valves in cargo tanks, which is described and illustrated. The advantages of centrifugal type cnrgo pumps are outlined and proposals made for overcoming the risk of bulkhead gas-sealing gla.n,ds oaerheatin.g and igniting explosive gases thnt ma,y be present in tankers' pump-?.ooms. Introduction rate, which means, of course, that the average loading rate is seldom as high as it might be. Transportation oî bulk petroleum in mechanically This cautious practice is understandable and the propelled ships began about eighty years full advantage of high loading rates will not be ago. During the first seventy years of that obtained until oil tankers are provided with period oil tankers gradually became larger and improved means of qiiickly ascertaining the level faster, until about 1945 those in general use had of liquid in a tank, and stopping the in-flow of a dead-weight of approximately 12,000 tons and cargo in a shorter time than is now the case at a speed of 12 knots.
- Europe > United Kingdom (0.81)
- Asia > Middle East > Kuwait (0.46)
- Transportation > Marine (1.00)
- Transportation > Freight & Logistics Services > Shipping > Tanker (1.00)
- Energy > Oil & Gas (1.00)
To a pump manufacturer, marine cargo service represents one of the most demanding applications for which he can design and furnish equipment. In addition to being subjected to the stresses encountered in a shipboard environment, cargo pumps must often perform over a wide range of operating conditions and handle multiple fluids with different viscosities, vapor pressures, specific gravities, temperatures, and material requirements. In this paper the author reviews characteristics of the different types of pumps used for marine cargo service, with an emphasis on the special features that should be incorporated into their design for this rigorous duty. Different types of automatic self-priming/stripping systems available for use with these cargo pumps are also examined. Pump operation is discussed, including the significant impact that system design has on proper pump performance. (Because this paper is too large for publication in a single issue, Part II, on other types of cargo pumps, will appear in the next issue of MT, April 1988.)
- Europe (1.00)
- North America > United States (0.46)
- Energy > Oil & Gas > Upstream (1.00)
- Transportation (0.94)
- Materials > Metals & Mining (0.93)
- Energy > Oil & Gas > Downstream (0.92)
The U.S. Merchant Marine Academy Liquid Cargo Handling Simulator
Jakobsen, Bent K. (Tracor Hydronautics. Inc.) | Miller, Eugene R. (Tracor Hydronautics. Inc.) | Alman, Phil (Tracor Hydronautics. Inc.) | Huber, Mark (United States Merchant Marine Academy) | Gay, J. Dennis (United States Merchant Marine Academy)
This paper describes the tanker cargo handling simulator recently installed at the U.S. Merchant Marine Academy. The tanker simulator is modeled on a nominal 80 000-dwt tank vessel with segregated ballast, crude oil wash, and inert gas systems. The loading console is typical in design, construction, and detail to that which is normally found in a shipboard cargo control room. Through the real-time operation of this console, the student receives training in tanker loading, discharging, and ballasting operations. In addition, a unique method of instructor interface and control allows the incorporation of spontaneous malfunctions in an exercise. The simulator is based on a computer model using hydraulic network theory to describe the piping systems and overall performance. This paper describes the development of the simulator and many of the features incorporated in it. Attention is given to the instructor's interface, which is made user friendly through the use of simulation control menus. These menus allow the instructor to completely command and monitor the simulation exercise.
- Transportation > Marine (1.00)
- Energy > Oil & Gas > Upstream (1.00)
- Transportation > Freight & Logistics Services > Shipping (0.85)