TRANS FJELL GENERAL (original) (raw)

OIL TANKER DESIGN AND EQUIPMENT

General Modern civilization is very largely dependent on the products of oil and vast quantities are transported throughout the world. The invention of modern synthetic materials has engendered growing trade in sophisticated chemicals and these are now being carried in quite large quantities in bulk liquid carriers, whereas they used to be carried in very small quantities and were subject to the recommendations in the IMDG code. The carriage of oil product cargoes is dealt with first, then chemical cargoes and liquefied gas cargoes are considered. Oil is carried in bulk by specially designed ships. A large proportion of this trade consists of the transportation of crude oil, but refined products are also carried in considerable quantities and include fuel oil, diesel oil, gas oil, kerosene, gasoline and lubricating oils. The design of a tanker must take into account the particular trade for which it is intended. A high rate of loading and discharging is desirable; pumping capacity and size of pipelines being important in this respect. The safety factor must be borne in mind with the provision of a fire smothering installation and the provision of cofferdams at the ends of cargo spaces, ventilating pipes to tanks, etc. Ships intended for the carriage of heavy oils would have steam heating coils fitted in tanks. The cargo space is generally divided into three sections athwartships by means of two longitudinal bulkheads and into individual tanks by transverse bulkheads. The maximum length of an oil tank is 20%L (L is length of vessel) and there is at least one wash bulkhead if the length of the tank exceeds 10%L or 15 m. Tanks are generally numbered from forward, each number having port, centre and starboard compartments. Pump rooms are often located aft so that power may easily be supplied to the pumps from the engine room, but ships designed to carry many grades of oil at once may he fitted with two pump rooms placed so as to divide the cargo space into three sections. The system of pipelines used in a tanker is such that great flexibility is possible in the method of loading or discharging, and different parcels of cargo may be completely isolated from one another during loading and subsequently during discharge. In some cases a small, separate line is used for stripping the last few inches of oil from each tank.

Tanker Design and Safety: Historical Developments and Future Trends

The main objective of this chapter of the book Environmental Technology in the Oil Industry (ed. by Stefan Orszulik) is a critical historical review of oil transportation by tankers and an assessment of the safety performance of tankers with focus on the past 25 years. Recent regulatory developments at IMO are critically reviewed. Finally, the application of a multi-objective optimisation procedure to the design of an innovative tanker is elaborated.

Tanker Transverse Strength Analysis--User's Manual

1972

One of the most important goals of the Ship Structure Committee is the improvement of methods for design structures. This report is the third in Structure Committee reports on a project ment of an accurate, but less expensive, analysis method. and analysis of ship hull a sequence of four Ship directed toward developcomputer aided structural This report contains the User's Manual for the transverse strength analysis portion of the program.

Design System for a Chemical Tanker Which Using Methanol as a Fuel

2020

Starting in 2020, IMO has already implemented regulations whereby sulfur oxide emissions must be a maximum of less than 0.5 percent according to IMO Annex IV regulation 14. Although Indonesia still does not meet the requirements for emission reduction according to IMO tier III, it is hoped that later it can follow developments especially in meeting the conditions tier III IMO. One way to fulfill IMO tier III requirements is to use Methanol as an alternative fuel. In this paper shows the results of mathematical calculations and several designs according to the IGF Code and rules classification. Methanol systems required a high level of security to meet IMO regulations and classifications. Fuel tank and a minimum distance of 800 mm will be taken. In this case, the ship will have at least 2 fuel tanks.The tank capacity needed by methanol fuel on ships requires a larger tank. amounting to 142.8 m3, so a larger tank volume is needed. there are some additional components not found in conventional fuel systems but the addition of components is not significant. The methanol fuel cost is about Rp.307,145,433 and the HFO fuel cost is about Rp. 298,395,683.50. in this case relatively more expensive than the conventional fuel. The retrofit of the engine is about Rp.7.859.500.236 So overall the total additional costs needed for the methanol fuel system are depends of the specification of the ship.