EP0240664B1 - Schiff für den Flüssigtransport hochschmelzender aromatischer Kohlenwasserstoffe - Google Patents

Schiff für den Flüssigtransport hochschmelzender aromatischer Kohlenwasserstoffe Download PDF

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Publication number
EP0240664B1
EP0240664B1 EP87101617A EP87101617A EP0240664B1 EP 0240664 B1 EP0240664 B1 EP 0240664B1 EP 87101617 A EP87101617 A EP 87101617A EP 87101617 A EP87101617 A EP 87101617A EP 0240664 B1 EP0240664 B1 EP 0240664B1
Authority
EP
European Patent Office
Prior art keywords
tank
tanks
double
ship according
hulled
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP87101617A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0240664A3 (en
EP0240664A2 (de
Inventor
Michael Pfeuffer
Arnold Dr. Alscher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MICHAEL PFEUFFER TE KREFELD, BONDSREPUBLIEK DUITSL
Original Assignee
Verkaufsgesellschaft fur Teererzeugnisse (Vft) MbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Verkaufsgesellschaft fur Teererzeugnisse (Vft) MbH filed Critical Verkaufsgesellschaft fur Teererzeugnisse (Vft) MbH
Publication of EP0240664A2 publication Critical patent/EP0240664A2/de
Publication of EP0240664A3 publication Critical patent/EP0240664A3/de
Application granted granted Critical
Publication of EP0240664B1 publication Critical patent/EP0240664B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
    • B63J2/12—Heating; Cooling
    • B63J2/14—Heating; Cooling of liquid-freight-carrying tanks

Definitions

  • the invention relates to a ship for the transport of liquid, high-melting aromatic hydrocarbons at a temperature of at least 100 K above the melting point, in particular for the transport of liquid coal tar pitch, but also for fractions with a high solidification point, such as fluoranthene fractions (above 90 ° C.),
  • bitumen the temperature range in which it is easy to pump is depending on the grade: for waste bitumen between 67 and 90 ° C, for distilled bitumen between 105 and 135 ° C and for blown bitumen between 165 and 200 ° C.
  • Bitumen ships are built for this temperature range. However, the temperature of the bitumen transported is normally not higher than 180 ° C. As bitumens only contain up to 0.5% by weight of solids, the tank rooms are provided with floor heating. Due to the double hull design, direct cooling of the tank walls by the sea water is avoided. No further insulation is planned; the heat losses are compensated by the floor heating. As the bitumen is only used in the construction industry, the minor changes in properties due to heating and contact with the air are insignificant for the given temperature ranges and the relatively short exposure time. The bitumen ships therefore have tank rooms that are open to the atmosphere. Of course, this makes loading and unloading the cargo easier. The level can be measured, for example, with a measuring plate from a manhole on the deck.
  • the filling and emptying of the tank rooms takes place via pumps, which are housed in an external pump room in the hull of the ship. Since the refineries are mainly located in the coastal area, only seagoing vessels are built for bitumen transport. Seagoing vessels that have such a shallow draft that they can also sail the larger inland waterways are only known for general cargo.
  • the task therefore is to develop a ship for the liquid transport of high-melting aromatic hydrocarbons that meets the special requirements of these substances.
  • ballast tanks (17) Since the ship cannot hold ballast water in the tanks during the empty voyage, because ge If there are small amounts of water when filling with the hot liquid hydrocarbons to form an enormous amount of foam, additional ballast tanks (17) must be arranged between the inner and outer hull of the ship.
  • the hydrocarbons are filled into the tanks at a temperature between 180 and 300 ° C, preferably 220 to 260 ° C.
  • the tank walls expand by about 3.8 mm per m.
  • the tanks are on plain bearings, preferably made of pockwood or another water-resistant, heat-insulating bearing material with sufficient heat resistance, and are guided laterally with such bearings. In order to achieve good lateral guidance, it makes sense to equip these bearings with spring elements such as disc springs or pneumatic springs.
  • a transverse bulkhead (22) is located between the tanks, so that the individual tank sections are hermetically sealed from one another.
  • each tank section In order to be able to immediately detect any leaks or fires, a temperature measuring point can be provided in each tank section. There must also be the possibility of possible fires from the inside, for. B. to delete immediately with C0 2 .
  • the individual tank sections must also be accessible, either through manholes from the starboard or port side ballast tanks or through manholes with direct access from the open deck.
  • Pneumatic or hydraulic damping elements (15) with a gas spring can be arranged between the transverse bulkhead (22) and the unfixed adjacent tank wall, so that the mass forces are transferred more evenly to the hull when there is strong movement and partially filled tanks.
  • the tank bottom preferably has an inclination of 3 to 5 ° C. towards a corner, at which a tank sump is optionally arranged.
  • the tank insulation (16) consists of inorganic insulating material such as rock wool, foam glass and the like. Insulating mats made of rock or slag wool are primarily intended for the pipelines. The insulation must be covered from the outside to prevent it from getting wet. The thickness of the tank insulation should be such that the average temperature drop in the tank at an average temperature of 250 ° C. is not more than 10 K / d, in particular less than 5 K / d.
  • Indirect heating of the tanks with thermal oil is controlled using standard temperature sensors, while the heating of the entire pipeline can be switched on manually if necessary.
  • thermal oil which is compatible with aromatics is preferably used as the thermal oil, so that no flocculation can occur in the event of leaks.
  • a methylnaphthalene oil is particularly suitable for this.
  • the submersible pump must be suitable for high-melting, high-solids liquids, i.e. H. it should not contain any valves and should start up slowly so that the drive shaft is not sheared off at low temperatures.
  • Thyristor-controlled positive displacement pumps with a bypass overflow valve are suitable, such as rotary lobe or capsule pumps, in particular Viking pumps or spindle pumps, or centrifugal pumps with back blading to avoid cavitation and a smooth housing without guide devices.
  • a three-way valve (18) is connected to the pressure side of the submersible pump (5) and connects the pressure side either to the flushing line or to the line for emptying or filling the tank.
  • the flushing line is provided in the corners distant from the suction side of the pump at the deepest point of the tank with outlet openings, preferably nozzles (19), which are directed so that no solid deposition can take place in the corners of the tank, and the tank contents into a rotating one Current is displaced.
  • outlet openings preferably nozzles (19)
  • the product is pressed directly into the flushing line via the three-way valve when the pump is switched off. It is of course also possible to run a separate filling line directly to the bottom of the tank.
  • the inertization of the tanks is extremely important.
  • the tendency of aromatic mixtures, especially pitches, to oxidize in the specified temperature range is known.
  • the surface of the tanks according to the invention becomes constant due to constant pumping over and the ship's own movement renewed.
  • the change in viscosity caused by oxidation leads to difficulties in further processing and has a negative effect on the wetting and filtering behavior of the pitches.
  • the tanks must therefore be carefully rendered inert with a non-oxidizing gas, preferably nitrogen, and air ingress avoided.
  • a gas suspension line that connects the tanks to the land tanks, which are also rendered inert, during filling and emptying. Additional Lich, the tanks are connected via an inert gas line with an internal gas generator such. G. connected to a stucco generator, which constantly ensures a controlled low inert gas overpressure in the tanks. In this way, air ingress is prevented even with certain leaks on the flanges or on the manhole cover.
  • the tanks can be divided by partition walls in the longitudinal direction of the ship into several, preferably two chambers, which are filled or emptied at the same time in order to prevent thermal stresses.
  • the invention is explained in more detail by way of example in FIGS. 1 and 2.
  • Fig. 1 shows a section of the ship without the outer hull, deck and upper tank insulation.
  • Fig. 2 shows the section A-B in Fig. 1.
  • the fully insulated tank (1) is divided by the wall (20) amidships into two tank rooms.
  • a transverse bulkhead (22) is located between the tanks (1).
  • the tank is firmly connected to the hull by the supports (2).
  • Slide bearings (3) support the tank (1) and give it lateral guidance. They consist of steel brackets connected to the hull, on which the pockwood blocks connected to the tank (1), which protrude from the insulation (16), can move.
  • Hydraulic damping elements (15) with gas springs are arranged between the transverse bulkhead (22) and the unfixed end wall of the tanks (1).
  • heat exchangers (4) are flanged, which have vertically arranged heat exchanger surfaces and extend far into the tanks (1). They are connected in parallel to the thermal oil circuit (21) by means of valves that can be operated both manually and optionally controlled via a temperature sensor (not shown). In this way, individual heat exchangers can be pulled without having to interrupt the thermal oil circuit. It is also possible to use two manually operated shut-off devices and one temperature-controlled one for each heat exchanger.
  • the tank bottom is inclined diagonally from an outer corner towards the center by about 3 to 5 °.
  • the suction port of the submersible pump (5) is located at the lowest point, the preferably heated sump.
  • the drive shaft and the pressure port are pulled out of the tank (1) and connected to the tank roof via a flange.
  • the encapsulated thyristor-controlled motor is located above the deck.
  • the submersible pump (5) is inserted from above into a holder located in the tank (5) (not shown).
  • the pressure port of the pump (5), the flushing line (6) and the product line (7) for filling and emptying are connected to each other via a three-way valve (18).
  • the product is pumped through the rinsing line (6), which is provided with nozzles (19) directed into the corners.
  • the tap (18) is switched over and the pressure nozzle is connected to the product line (7) and when filling the product line (7) to the flush line (6).
  • Pumps with reversible flow direction can also be filled via the pressure port.
  • the flushing line (6) is fixed to the floor by means of fork-like holders. The filling and emptying process is controlled via a ntcm mechanical level indicator (13).
  • the tanks (1) are also connected to the respective inertized land tank via a gas suspension line (8), so that the inert gases - possibly loaded with aromatic vapors - do not have to be blown off into the free atmosphere or burned off using a torch and thus the inert gas consumption is kept as low as possible can.
  • the tank is connected to an inert gas line (9) if larger amounts of inert gas are required in the event of a sudden drop in pressure.
  • the same or a different tank nozzle receives an overpressure (10) and a vacuum safety valve (11).
  • the overpressure safety valve (10) is provided with a flame arrester (12).
  • the vacuum safety valve (11) is connected to the inert gas line (9).
  • each tank room is provided with at least one insulated manhole (14) through the deck. In order to ensure the necessary stability when empty, the ship is equipped with ballast tanks (17) between the two hulls.
  • the ships are also to operate on inland waters, they must have a relatively shallow draft and must comply with the rules of inland navigation, which roughly correspond to the ADNR rules for Rhine shipping. In terms of equipment, the ships must comply with the safety regulations for K1 ships.
  • All pipe systems including the gas pipes, are provided with trace heating, for example with thermal oil, and are well insulated.
  • the tanks In contrast to crude oil tankers, the tanks cannot be cleaned with water but only with solvents.
  • Good pitch solvents such as, for example, anthracene oil, which are preferably heated to about 80 ° C., are particularly suitable for this purpose.
  • the tank to be cleaned is partially filled with the solvent, which is conveyed by means of the submersible pump (5) into one or more rotating washing guns which were hung into the manholes from the deck. The solvent is circulated throughout the washing process.
  • the contaminated solvent is then pumped into a separate tank, from where it can be pumped off for reprocessing.
  • it makes sense to carry out tank cleaning in the port where the solvent in the tank truck can be started up and the one that is contaminated with pitch residues can be removed directly for processing.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
EP87101617A 1986-04-09 1987-02-06 Schiff für den Flüssigtransport hochschmelzender aromatischer Kohlenwasserstoffe Expired - Lifetime EP0240664B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3611920 1986-04-09
DE19863611920 DE3611920A1 (de) 1986-04-09 1986-04-09 Schiff fuer den fluessigtransport hochschmelzender aromatischer kohlenwasserstoffe

Publications (3)

Publication Number Publication Date
EP0240664A2 EP0240664A2 (de) 1987-10-14
EP0240664A3 EP0240664A3 (en) 1988-09-21
EP0240664B1 true EP0240664B1 (de) 1990-09-12

Family

ID=6298305

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87101617A Expired - Lifetime EP0240664B1 (de) 1986-04-09 1987-02-06 Schiff für den Flüssigtransport hochschmelzender aromatischer Kohlenwasserstoffe

Country Status (9)

Country Link
US (1) US4744321A (ja)
EP (1) EP0240664B1 (ja)
JP (1) JP2695159B2 (ja)
CA (1) CA1283003C (ja)
DE (2) DE3611920A1 (ja)
DK (1) DK179487A (ja)
ES (1) ES2017942B3 (ja)
NO (1) NO871479L (ja)
PL (1) PL154663B1 (ja)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4037577A1 (de) * 1990-11-26 1992-05-27 Paraskevopoulos George Tankschiff
US5379711A (en) * 1992-09-30 1995-01-10 The United States Of America As Represented By The Secretary Of The Navy Retrofittable monolithic box beam composite hull system
DE4414852C1 (de) * 1994-04-28 1995-07-27 Kaefer Isoliertechnik Laderaum eines Kühlschiffes
CA2679694A1 (en) * 2007-03-13 2008-09-18 Merck & Co., Inc. Inhibitors of janus kinases and/or 3-phosphoinositide-dependent protein kinase-1
CN101668677B (zh) 2007-04-26 2013-11-06 埃克森美孚上游研究公司 独立的皱褶液化天然气储罐
NO332142B1 (no) * 2011-03-03 2012-07-02 Ulmatec Pyro As Tank heating system
US9302562B2 (en) 2012-08-09 2016-04-05 Martin Operating Partnership L.P. Heating a hot cargo barge using recovered heat from another vessel using an umbilical
US20140041566A1 (en) * 2012-08-09 2014-02-13 Martin Operating Partnership LP Complete integral tank double-hull cargo containment system vessel in maritime service
US9045194B2 (en) 2012-08-09 2015-06-02 Martin Operating Partnership L.P. Retrofitting a conventional containment vessel into a complete integral tank double-hull cargo containment vessel
US20140318630A1 (en) * 2013-04-24 2014-10-30 Vopak North America, Inc. Handling Bituminous Crude Oil in Tank Cars
CN103661911B (zh) * 2013-11-29 2017-05-03 大连船舶重工集团有限公司 一种船舶燃油深舱加热系统
KR101499902B1 (ko) * 2014-06-10 2015-03-10 대우조선해양 주식회사 재기화장치를 갖는 해양구조물 및 상기 해양구조물에서 lng 저장탱크를 운용하는 방법
CN105253265A (zh) * 2015-10-21 2016-01-20 上海船舶研究设计院 一种用于沥青船的双侧壁式止浮装置
CN106813259A (zh) * 2017-03-22 2017-06-09 福建省环境工程有限公司 一种用于焦油处理的装置及方法

Family Cites Families (11)

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Publication number Priority date Publication date Assignee Title
US2738749A (en) * 1955-01-17 1956-03-20 Ingalls Shipbuilding Corp Cargo vessel for transporting heated cargo and general cargo
US3147728A (en) * 1959-06-20 1964-09-08 Nippon Kokan Kk Ship for the transportation of high temperature molten material
NL262656A (ja) * 1960-03-22
US3064612A (en) * 1960-10-20 1962-11-20 Maryland Shipbuilding And Dryd Carrier constructions for bulk fluids
AT232439B (de) * 1961-08-23 1964-03-25 Becker Kg Westhydraulik Vorrats- und Lagerbehälter mit indirekter Beheizung
US3425583A (en) * 1966-09-07 1969-02-04 Mcmullen John J Arrangement for keying liquefied gas storage tanks within a transport vessel
NO121316B (ja) * 1968-10-23 1971-02-08 Patents & Developments A S
US3767150A (en) * 1970-05-22 1973-10-23 J Tabata Apparatus for mounting low temperature liquid storage tanks
US3833014A (en) * 1972-11-15 1974-09-03 Hy Way Heat Systems Asphalt storage tank with inert gas seal
JPS5855956B2 (ja) * 1978-12-26 1983-12-12 日本鋼管株式会社 ケミカルタンカ−
GB2156285B (en) * 1981-06-16 1986-05-08 Hitachi Shipbuilding Eng Co Ship for transporting coal slurry

Also Published As

Publication number Publication date
NO871479L (no) 1987-10-12
ES2017942B3 (es) 1991-03-16
DK179487A (da) 1987-10-10
EP0240664A3 (en) 1988-09-21
JP2695159B2 (ja) 1997-12-24
DE3764840D1 (de) 1990-10-18
JPS62244785A (ja) 1987-10-26
DK179487D0 (da) 1987-04-08
CA1283003C (en) 1991-04-16
NO871479D0 (no) 1987-04-08
PL265042A1 (en) 1988-03-03
US4744321A (en) 1988-05-17
PL154663B1 (en) 1991-09-30
DE3611920A1 (de) 1987-10-22
EP0240664A2 (de) 1987-10-14

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