CHAPTER 2 PUMPS AND PUMPING EQUIPMENT THERE are several types of cargo pumps used on modern tankers:— Reciprocating Pumps, Centrifugal Pumps, Rotary Displacement, and Screw Displacement Pumps. In recent years large reciprocating pumps have been replaced by other types, such as the centrifugal pump and more recently by the deep-well pump, though smaller reciprocating pumps are still used for stripping oil from the cargo tanks. Reciprocating Pumps. Reciprocating pumps are motivated by steam at working pressures from 100 to 250 Ibs. per sq. inch. They can be simplex (single acting), or duplex (double acting), the latter being in more general use, Manufacturers produce both horizontal and vertical versions through a fairly wide range. Each pump is fitted with three gauges. One shows the steam pressure working the pump, another the delivery head or back pressure, while the third shows vacuum or pressure conditions at the pump suction Large steam reciprocating pumps are often compound, which means that the steam passes through a HP. and L.P. cylinder in turn, thereby giving increased economy in operation ‘The general principles of operation are familiar to most people and it is not proposed to deal with the details of their operation at this stage. Reciprocating pumps were commonplace in all types of oil tankers up to 1950, Since then they have been largely relocated to a secondary roll as stripping pumps, ete, Centrifugal Pumps. These pumps can be driven by steam turbines, or by diesel and electric motors. Unlike the steam reciprocating pump, the centrifugal pump is not a positive displacement pump, and uses centrifugal force to transfer oil from the pump into the discharge pipe. In theory the pump can be operated with the discharge valve closed, the impeller churning in the liquid, but the clearances are generally so small that the pump would rapidly grow hot and damage might result. In conjunction with cargo systems, this pump seldom has more than two stages, and in order to start it, oil must be present at the first stage. The pump can be con- Steam Turbine diving & Two Stage Centrifugal Oi! Pump structed with a vertical or hor- ar rears izontal driving shaft according to requirements. When driven by a steam turbine, the pump can generally be run at variable speed to suit the discharge facilities of the particular port. The speed is regulated in direct proportion to the amount ofPUMPS AND PUMPING EQUIPMENT 7 steam that is admitted to the turbine. Reduction in the discharge head means automatic increase in output. Turbine driven pumps are generally fitted with governors to prevent overspeeding thereby making their operation easier and safer Electrically driven centrifugal pumps are sometimes designed to run at a constant speed, the electric motor automatically compensating or adjusting itself to the load. Trip gear is generally provided to guard the motor from harm as a result of too big or too smalll a load. Centrifugal pumps are generally provided with all the gauges associated with reciprocating pumps. In addition, however, the turbine driven pump generally has a tachometer so a check can be kept on the pump and turbine revs., while the electrically driven pump will have a volt and amp. meter to indicate the power and load respectively Rotary Pumps. The rotary pump is a positive displacement pump, which is driven in the same manner as a centrifugal pump. There are several different types in use, but the general principle is the same in all of them. One simple type has a driving shaft which is slightly off the centre line of the pump. The pump chamber is fitted with a single drum, which has a number of vanes attached to it. These vanes are not fixed but can move in and out of the slots into which they are fitted. When the pump is in motion, centrifugal force throws the vanes out and away from the centre of the shaft. As the shaft rotates, the casing forces the vanes back into their slots whenever they are on the side of the shaft which is closest to the casing, centrifugal force throws them out again as the distance to the cover increases, The oil enters the pump and is trapped between the vanes as they rotate, and thrown out under pressure via the delivery outlet, In actual fact the vanes squeeze the oil out of the pump. Other types employ one, two, and sometimes three interlocking gears to obtain the same effect. The rotary pump is not a very popular pump, and where it is to be found, is generally relegated to the status of a standby, or additional stripping pump. The reasons why this type of pump is not in general use in tanker pumping systems are twofold. The moving parts are subjected to a great deal of wear, and the pump has a tendency to lose suction if used for prolonged periods. Screw Pumps. As seen in the illustration on page 7 the basic elements of design in this particular type of pump are three screws, consisting of a central power rotor and two idle rotors. The thread surfaces are so shaped that they form a tight seal both in relation to themselves, and the sleeve. As the screws rotate, the seal formed by the threads moves axially and quite uniformly, thus acting as a piston moving continuously in one direction. The advantages of this type of pump is its self priming, and it does not set up vibration or pulsation even at high speeds. So far very few tankers, other than lubricating oil ships or vessels carrying vegetable oils, utilise this or any other type of screw pump in their cargo systems, the reason being that the makers of such pumps design the pumps to handle liquids free from abrasives and having definite lubricating qualities, a type of duty for which this pump is particularly suitable, Screw Pomp. By Courtesy of Mirrlees (Engineers) Lud Deep-well Pumps. In recent years Deep Well Pumps have become increasingly popular in product tankers and medium-size crude ships. Depending on the type of ship and purpose for which they are designed, these pumps can be located in a pumproom or an actual cargo tank. The pump operates in a well or casing, and is self-priming as long as the well is full of liquid. They can be normally driven by a steam turbine or electric motor housed on deck and connected to the pump by a long vertical drive shaft. Hydraulically deep-well pumps are now quite popular with multi product tankers and a pump in each tank.PUMPS AND PUMPING EQUIPMENT 9 {tis important that the pump well remains full at all times, or there is a danger of damaging the Pump from over-heating. The main advantage of such pumps are their self-priming capabilities which enable them to be used in relatively simple pumping systems and in multi-product or chemical service Immersed Pumps. Immersed pumps are normally used in special service, such as L.N.G., where the pumps are actually submerged in the tanks together with the electric motors which drive them. Immersed pumps can also be operated hydraulically. Cargo Line Piping Systems. Pumping systems are composed for the main part of steel pipe which varies in size from four to {hinty-six inches, according to requirements, This type of piping is the cheapest, and is used extensively in spite of the fact that it has a far shorter life than cast iron pipe. Corrosion generally makes the mon. Progress in the lower section of pipe, and for this reason it used to be general practice to turn pipelines quarter of a turn at regular intervals so as to lengthen the life of the pipe. The present day cost of {about and the ever increasing size and number of pipelines in modern tankers have virtually put a stop 0 this practice. Several different methods are employed to join the various lengths of piping together Some are bolted together throughout their length, provision being made for expansion with specially constructed telescopic expansion joints. Others are secured by means of victaulic joints or couplings, in \which case no special provision has to be made for expansion as the ordinary couplings are designed to compensate for contraction and, expansion. Some large vessels and V.L.C.C.’s ate equipped with a central suction duct which runs along the length of the vessel. All the pumps take suction from this duct instead of individual Pipelines. Such a system has the advantage of providing better suction flow conditions while discharging, but is Somewhat limited for carrying and discharging more than one grade, as the duct represents a considerable volume of liquid in terms of contamination even if one grade is loaded and discharged at atime. Strums. Stcum is the name given to the funnel shaped appliance which is fitted to the end of suction pipes and through which the liquid is drawn to the pump. There are several different types in use, but all ere designed to allow the pump to draw the maximum amount of oil out of the tank without admitting ait to the system. For this reason the bottom edge extends to within approximately an inch of the plating fihen fitted to main line suctions, and a litle lower when fitted to stripping line suctions. The shape fe {iuzely dictated by the fact that the area or floor space available on the bottom of a tank is restricted by the small longitudinal floors that run the length of the tank. Valves. ‘A cargo system in a modern oil tanker contains a large number of valves which control the flow of {iquid. The most common valve in use is the gate or sluice valve, and is produced in two different forms. The first type has the gate or wedge secured firmly to the spindle, while the valve wheel ie engaged but not secured to the top of the spindle. When the valve wheel is turned in an anti-clockwise direction, the spindle slowly lifts the gate up into the cover, and the spindle begins to protrude above the valve wheel. When the valve is fully opened, the gate or wedge is clear of the pipe and hidden in the valve cover, leaving the pipe completely clear for the passage of liquid. When in the closed position, the gunmetal ring or face on either side must fit tightly against the corresponding faces in the body of the valve or the valve will leak.