Cargo and Ballast Pumps For Chemical Tankers

Cargo and ballast pumps for chemical tankers
The function of any pump is to transfer liquid from one point to another and
this involves the use of piping. Such a transfer in a tanker can be divided
into two parts:-
1. The movement of liquid from the tank to the pump. This is a function
of the pump and its installation design. These factors are beyond the
control of the ship provided the design ratings of the pump are
maintained.
2. The onward movement of the liquid from the pump to its destination.
This is an area where the efficient operation of the pumps is essential
if optimum results are to be obtained.
Fig:Submerged pump
The major factors influencing pumping performance are discussed below.

The flow of liquid to and from the pump must be matched exactly and this
requires the flow on the suction side to be equal or greater than the
discharge rate of the pump. Where the flow to the pump suction falls below
the pumping rate cavitation will occur with the possibility of loss of suction
and pump damage.
Centrifugal pumps do not suck liquids. The only factors which cause liquid to
flow to the pump are:-
 Pressure acting on the surface of the liquid.
 The height of the liquid level in the tank in relation to the pump
suction. Since no centrifugal pump can generate a total vacuum at its
suction inlet, only a proportion of the atmospheric pressure can be
usefully employed. Therefore, before a pump can operate
satisfactorily, a certain pressure must exist at the pump suction and
this is known as the required Nett Positive Suction Head.
Centrifugal Pumps
The centrifugal pump has for many years been the most suitable pump
where a high pumping capacity is the most important factor. The size and
cost of such a pump does not increase in proportion with the throughput, as
it is not a positive displacement pump. It requires either the provision of
ancillary self-priming equipment for the removal of air in the system or a
separate stripping system
n a centrifugal pump the motive force is provided by a rotating impeller

which takes its suction at its centre and centrifuges the pumped liquid
outwards to the casing discharge. The head generated is dependent on the
diameter, blade angle and speed of rotation of the impeller. Flow rate is
affected by the pressure in the discharge system and can fall to zero.
Reverse flow through the pump can occur if a non-return valve is not fitted
and operational on the discharge side of the pump.
The correct and efficient use of centrifugal pumps requires the observance of
certain basic operating principles. Guidance on these principles is given here
however, as manufacturers may incorporate special design features to meet
operational requirements, the information given here must be read in
conjunction with the manufacturers operating instructions and on board
procedures organised. The basic characteristics of a centrifugal pump are:-
 Throughput varies with speed.
 Head varies as speed squared.
 Power required varies as speed cubed.

These relationships are subject to appreciable variation caused by the
system in which the pump operates.
Positive Displacement Pump
Unlike the centrifugal pump, the positive displacement pumps used in

dedicated stripping systems are capable of a low suction pressure and the
ability to pick-up suction without external priming. This type of pump
includes steam reciprocating pumps and ‘screw’ type pumps. Both types are
now mainly used for stripping tanks or as specialised cargo pumps.
The suction and discharge valves of a positive displacement pump must

always be open before starting the pump and must remain open until the
pump is stopped. These pumps must not be operated in excess of their
design speed and particular care must be taken to avoid these pumps over-
speeding when they lose suction. Pressure relief devices must be checked at
regular intervals to ensure their correct operation.
Submerged Pumps
Submerged pumps are relatively common on chemical carriers. This type of

pump is usually powered hydraulically or electrically and provides for a pump
located in each tank. Manufacturer’s instructions must be complied with for
efficient operation of these pumps.
Submersible pumps are purged, using inert gas (ship’s IG or nitrogen) or air,
as a means of checking for seal condition and tightness. The pumps must be
purged before and after every loading/discharging/tank cleaning operation
and the appropriate record form completed.
If the purging records indicate a deviation from the manufacturer’s

recommended parameters, such as pump cofferdam is blocked or excessive
seal leakage being detected, the management office is to be notified and
appropriate corrective action is to be taken at the first opportunity.
Portable Submersible (Emergency) Pump
Portable submersible pumps, are provided on chemical ships and other

specialised liquid cargo carriers, for discharging cargo in the event of a main
cargo pump failure. The pumps are usually hydraulically driven and lowered
directly into the tank generally through a tank cleaning hatch.
All necessary safety precautions relevant to the actual cargo being handled
are to be observed and permission obtained from the local port authorities
before operations are commenced. It is a good practice to shutdown the
hydraulic oil pressure system before connecting and disconnecting hydraulic
hoses of portable hydraulic driven emergency pumps.
Use of eductors
Eductors may be used for ballast stripping purposes. To strip efficiently, an

eductor used for tank cleaning operations should have a capacity of about
twice the rate of liquid being introduced to the tanks.
 Eductors are always to be operated at or near their design driving
pressure as, in general, lower driving pressures will considerably
reduce eductor efficiency. Higher back pressures in the system than
the eductor was designed for can also reduce suction capacity.
 The eductor drive liquid must always be flowing before the suction
valve is opened to prevent back flow of the driving liquid to the tank
suction.
 When shutting down an eductor the suction valve is to remain open

until the eductor is stopped to prevent the eductor drawing a vacuum
on the suction line.
 If, during use, the eductor driving pressure falls below the required
operating pressure, the eductor suction valve is to be closed to
prevent backflow of the driving liquid. The tank suction must not be
used to prevent backflow as the suction pipework is not designed for
such high operating pressures.
Recommendations
High melting point cargoes such as Phenol, Palm fatty acid distillates lauric and
Stearic acid has inherent property to form lumps of cargo. It is therefore
recommended to turn the cargo pumps at regular intervals during the voyage and
prior to discharge in order to avoid any last minute surprises. All the lines to be
then blown back to the cargo tanks.
The danger of frozen valves, pressure/vacuum in the tanks to be monitored during

loading, voyage and discharge. In the event if any of the pumps are found frozen,
deployment of portable Framo pump should not be considered without a proper risk
assessment and office permission.
Cargo pumping and piping systems
The cargo pumping and piping systems are the principal systems
in determining a vessel’s operational flexibility. Although the IBC
code allows for a cargo pump room and shared piping
systems,these features are no longer used in modern chemical
tankers. The modern chemical tanker is based on the concept of
the complete segregation of cargoes. Each cargo tank and its
associated systems are independent from the vessel’s other cargo
tanks. At the heart of the complete segregation approach is the
deepwell cargo pump (Figure 31.26).As its name suggests a
deepwell pump is submerged in the fluid that it is pumping with
its impeller placed in a well in the cargo tank tanktop. Deepwell
cargo pumps are of the centrifugal type and are driven by either
a hydraulic motor located in the tank with the impeller or by an
electric motor that drives a shaft that runs from the deck down to
the impeller in the tank. Hydraulically driven pumps of this type
are more popular on chemical tankers than the electrically driven
pumps because the electric motors can be eliminated from the
cargo area,and because variable speed control makes them
attractive. Submerged hydraulic pumps are available with cargo
flow rates ranging from 50 m3/h to 2000 m3/h
Cargo venting systems

All chemical tankers must be provided with a cargo tank venting
system that is designed to prevent the development of high
pressures or a vacuum in a cargo tank during loading,
discharging, or sailing. The code provides for two types of tank
venting systems. An open tank system offers no restriction to the
free flow of vapors to and from the cargo tank, but is limited to
vessels that carry only lowhazard cargoes. Controlled venting
systems are required when hazardous cargoes are carried. A
controlled tank venting system utilizes a pressure and vacuum
(pv) valve to control the flow of vapors into and out of the cargo
tank. A controlled tank venting system prevents the release of
hazardous vapors, limits cargo evaporation, and prevents the
over or under pressurization of the cargo tanks. A controlled
venting system is required if an inert gas system is to be
employed. To provide the greatest amount of operational
flexibility, controlled venting systems should be installed, as they
are required by a large majority of the cargoes covered by the
code. To maintain complete segregation an independent vent
system must installed for each cargo tank. The vent piping and
pv valves should be made of corrosion resistant materials such as
stainless steel to prevent damage from cargo vapors. The vent
line connects to the top of the cargo tank and must be self-
draining back to the cargo tank. The vent lines must not contain
shutoff valves that could isolate the pv valve. The tank vents
must be arranged to prevent the entrance of water into the cargo
tanks.
The IBC code requires that a vapor return system be used when
highly toxic cargoes are being loaded to prevent the toxic vapors
from being discharged into the atmosphere (Figure 31.28). Local
port state rules also require the use of vapor return systems
when loading certain cargoes. The United States has detailed
regulations regarding the design and used of vapor return
systems by chemical tankers operating in U.S. waters (19). The
vapor return system is designed to allow cargo to be loaded
without the discharge of cargo vapors into the atmosphere by
collecting the displaced vapors and returning them to the loading
terminal for processing. The vapor return system works with the
venting system,not in place of the venting system. A vapor return
line is run from the vent line before the pv valve and is connected
to a vapor return manifold located near the midship cargo
manifold. A hose is used to connect the ship’s vapor return
manifold with the terminal’s vapor return system. The vapor
return system must be designed so that it does not lead to
pressure buildup high enough to open the pv valves.

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Cargo and ballast pumps for chemical tankers

The major factors influencing pumping performance are discussed below.

n a centrifugal pump the motive force is provided by a rotating impeller

 Power required varies as speed cubed.

Positive Displacement Pump

Unlike the centrifugal pump, the positive displacement pumps used in

The suction and discharge valves of a positive displacement pump must

Submerged pumps are relatively common on chemical carriers. This type of

If the purging records indicate a deviation from the manufacturer’s

Portable Submersible (Emergency) Pump

Portable submersible pumps, are provided on chemical ships and other

Eductors may be used for ballast stripping purposes. To strip efficiently, an

 When shutting down an eductor the suction valve is to remain open

The danger of frozen valves, pressure/vacuum in the tanks to be monitored during

Cargo venting systems

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