Sie sind auf Seite 1von 10

Marine Technology, Vol. 19, No. 4, Oct. 1982, pp.

377-386

Reducing Fuel Consumption for Liquid Cargo Heating Systems


George E. Ponton 1

Cargo vessels carrying heavy liquid petroleum products, such as No. 6 fuel oil or asphalt, traditionally have
an extensive heating system. This system consists of thousands of feet of 11/2 or 2-in. pipe arranged in the
bottom of the cargo tanks through which a heat-transfer fluid is passed. A heater is used to raise the tem-
perature of the heating fluid, which is forced through the coils. This maintains the cargo at a temperature
suitable for off-loading by centrifugal cargo pumps. This heat source (heater) for the fluid is fuel fired usually
with diesel oil. With the costs of fuel spiraling upward, an approach that would reduce fuel consumption
should be attractive to the owner/operator of such a vessel. This paper presents the results of an analysis
to determine potential savings in heating systems for No. 6 fuel oil cargos. Since positive-displacement
pumps can handle much more viscous fluids than centrifugal pumps, they were studied for off-loading in-
stead of using traditional vertical deep-well mixed-flow pumps. Two types of petroleum cargo vessels were
analyzed, including an oceangoing 180 000-bbl Tank Vessel and a river tow consisting of eight tank barges
with a combined capacity of 160 000 bbl. The analysis indicates that a significant reduction in fuel con-
sumption could be realized with the new cargo pump type by reducing the size of the heaters. Additionally,
the quantity of heating coils could be reduced. This would reduce construction costs and save substantial
operating costs if incorporated into petroleum cargo vessel design.

Background

+I
OUT BOARD COIL
J'~
THERE ARE large numbers (over 4000) of unmanned tank
vessels carrying petroleum and chemical products on the inland
waterways systems of the United States. There is also an in-
creasing number of oceangoing manned and unmanned vessels
carrying petroleum products in the Gulf and ocean trade f RETURN HEADER
routes.
River barges are operated in groups (referred to as "tows")
consisting of four to eight tank barges pushed by a single towboat. SUPPLYHEADER
Ocean barges are usually operated singly and are either pushed mu. D,L C,.CD.A..U .umP
or towed by a tug. Tankers are self-propelled and have very large
cargo capacities compared with barges.
,.OOARD
The cargoes comprise any liquid industrial product, including
the full spectrum of petroleum products. For light products (for
example, gasoline, jet fuel, diesel oil and heating oil) vertical
deep-well (VDW) pumps (driven by diesels) are established as
Fig. 1 Typical tank vessel heating system
a common method of discharging the cargo from barges. These
pumps are used for any liquid product with viscosities up to 1500
SSU (Saybolt Seconds Universal). Above 1500 SSU the efficiency heater fired with No. 2 diesel oil, a diesel generator set to provide
of a VDW p u m p drops rapidly and priming the pump becomes electrical power to the heater, and an extensive piping system
a serious problem. with supply and return headers and coils in each tank to circulate
In order to compensate for this performance ceiling, a heating the heat-transfer fluid. The heating system uses a special heat-
system is installed on the barge for use when high-viscosity transfer fluid (commonly called hot oil) and a pump to circulate
cargoes, such as oil or asphalt, are to be transported. These sys- the fluid through the coils to heat the cargo. Figure 1 is a sim-
tems heat the cargo to an acceptable viscosity (high temperature) plified diagram of a typical "hot oil" heating system. Figure 2 is
prior to starting the pump-off operation. This heating operation a typical oil-fired heater. Reference [1] 2 includes an excellent
in cold weather can continue for several days and is generally discussion of these systems and the problems and difficulties in
done en route so that when the barge arrives at its destination, sizing, selecting and operating them.
it can immediately start off-loading. The temperature generally For products heavier than No. 6 oil, such as asphalt, positive-
required for No. 6 oil prior to starting pump-off operations is in displacement (PD) pumps mounted on deck are used. They re-
the range of 120 to 150F. quire a suction strainer for protection and depend on their suction
The heating system for the barges consists of a barge-mounted lift capabilities and proper design of the suction piping to dis-
charge the product. There have even been situations where a PD
z General manager, Southeastern Division, Advanced Marine Enter- p u m p and a VDW pump are mounted on the same barge using
prises, Inc., Virginia Beach, Virginia. a common diesel engine driver. The pump selected for discharge
Presented at the October 1, 1981 meeting of the Hampton Roads is based on the cargo (for example, PD for asphalt and VDW for
Section of THE SOCIETY OF NAVAL ARCHITECTS AND MARINE EN- gasoline). Vertical deep-well pumps have been used for asphalt,
GINEERS.
Author's note: Certain equipment manufacturers are mentioned by but this is not recommended.
name in this paper. This is not to be construed as an endorsement of their T y p i c a l v e r t i c a l d e e p - w e l l p u m p . This p u m p consists of a
products by the author. There are other manufacturers that provide such
products and purchase selection should be made on technical merit. 2 Numbers in brackets designate References at end of paper.

OCTOBER 1982 0025-331618211904-0377500.4510 377


RIGHTANGLEGEAR"--',,11
DRIVERINPUT ---
SHAFT
ACCESSPORT"~
PRIMIN~ ~~'

_L
Fig. 2 Typical oil-fired heater

BOTTOMPL ~ )'
series of impellers mounted in a well with the priming stage as
close as practical to the bottom of the well. The impellers are
driven with a shaft running to the discharge head mounted above Fig. 3 Typical vertical deep-well pump
deck. A right-angle gear drive is mounted on the discharge head
and the driver (typically a Detroit Diesel 6-71 or 8V-71) is con-
nected to the gearbox. Figure 3 illustrates a typical multistage mounted or mounted on a vertical column as shown in Fig. 5.
barge pump. A typical pump operating at 1770 rpm while PD pumps can handle a wide range of viscosities; the only limit
pumping a fluid of 1500-SSU viscosity is rated at 2100 gpm @ is available horsepower. A GTS pump operating at a speed of
100 psi and requires 245 hp. 1770 rpm is rated at 2031 gpm.
Positive-displacement pumps. Positive-displacement pumps
are available in a number of types, including screw, gear and vane. Comparison of VDW and GTS pumps
The volume of liquid moved is a direct function of the speed of
the pump. The pump selected for this study is a geared twin- Comparing VDW and GTS pumps is essentially comparing a
screw (GTS) as illustrated in Fig. 4. These pumps may be deck centrifugal pump with a positive-displacement pump. Centrifugal

POWER U~ DRIV.......
RIVE

PIPING

JABOVE
LINE!
MAINDECK

4.

DISCF

PIPING

S,L
~EAFIS
/'-- BOTTOMPLA ,,

Fig. 4 Typical construction of a geared twin-screw pump Fig. 5 GT$ vertical cargo pump wet-well installation

378 MARINE TECHNOLOGY


MODEL: VERTICAL3 STAGE[ I00 r 2031GPM @IOOPSI

l
I I SPEED: 1770 RPM /
L Iv'soos'TY: ,500sso
90
80
I MODEL:
HEAO
GTS 208-112
SPEED: 1770 RPM
t 70 V SCOSTY: 5000 SSU

1,[.oo
300 BNP ~ JOTOOOSSU

r .P o Sr0OOSSO
/%/ "'" 2DD'; B.. O..GOOGGD
t'SO [
tIDGg 'ot
50 ~ 20

500 IO00 1500 2000 2500


I t iO

FLOW,GALLONS PER MINUTE(GPM) 500 IOzOO I


t5OO 2000 25100 30100
FLOW GALLONSPER MINUTE(GPM)
Fig. 6 Performance curve for VDW pump I I
O lAD I 200 I I
3OO
BRAKE HORSE POWER (BHP)

pumps have no inherent suction lift or self-priming features; they Fig. 7 Performance curve for GTS pump
have to be designed and added in to the system. GTS pumps have
both of those characteristics inherent in their design and can single-skin barge gives the owner maximum cargo-carrying ca-
provide a suction lift up to 27 in. Hg (30 ft of water). Centrifugal pacity for given length, width and depth. It provides the most
pumps can pass some solid material without damage. PD pumps capacity for the least amount of steel and is the simplest barge
require suction strainers of some type since small hard objects to construct. Thus, it is the least expensive barge to purchase;
could harm the rotors. VDW pumps have to be mounted with the however, the single-skin barge is easiest sunk and has the greatest
priming stage as low as possible in the barge. GTS pumps could chance of cargo loss if it is in a high-energy collision. It also allows
be mounted on the deck of the barge, if the available suction head the greatest loss of heat to the environment (water and air) of the
(vapor pressure, static lift and friction losses combined) is not three types.
exceeded. This is normally not a problem on river barges. Double-wall, single-bottom barges are a compromise type that
VDW pumps are severely limited by higher viscosities and will better withstand high-energy collisions with other barges and
operation above 1500 SSU reduces efficiency significantly. GTS piers, but are still vulnerable to grounding damage.
p u m p efficiency is relatively constant from 500 to 10 000-SSU Double-hull barges utilize a full double bottom and wing void
viscosity and a GTS pump will maintain the same flow through construction which provides maximum protection in all types of
this range, within 5 percent. accidents. It is the most expensive type to construct and has the
The curves shown in Figs. 6 and 7 were developed to compare least amount of cargo capacity for the amount of steel. The U.S.
the two types of pumps operating at the same speed (1770 rpm). Coast Guard is pushing for regulations t h a t would limit con-
The VDW pump curve pertains to a viscosity of 1500 SSU struction to this type of barge only, b u t the industry is resisting
whereas the GTS pump curve is for 1500 to 10 000 SSU. This this effort [2]. The double-hull barge has the lowest heat loss to
viscosity difference compares to a liquid temperature difference the environment, since the double-hull construction has an in-
of approximately 46F. The important factor is the horsepower sulating effect.
required. Even though the GTS is pumping much more viscous
liquid, the additional horsepower required is minor. For 2100 gpm
at 100 psi, the VDW pump requires 245 hp; the GRIPSrequires 225
hp at 1500 SSU and 287 hp at 10 000 SSU. A Detroit Diesel Model
CARGO TANK CARGO TANK
8V-71 is rated at 304 hp for intermittent duty, thus would satisfy
all these horsepower requirements. Table 1 summarizes these
characteristics at the various viscosities.
SINGLE SKIN TYPE

Types of vessels evaluated


The three types of vessels considered during this study are:
Single skin

l
Double wall, single bottom
Double hull CARGO TANK CARGO TANK

Figure 8 illustrates these three types of vessels in section views.


While the trend is to build all vessels with double hulls, all three
types are being built and thus each must be considered. The DOUBLE WALL SINGLE BOTTOM TYPE

Table 1 Pump characteristics at various viscosities

Characteristic Deep Well GTS GTS GTS


CARGO TANK CARGO TANK
Flow (gpm) 2100 2012 2031 2036 ....
Head (psi) 100 100 100 100
Temperature (F) 144 144 112 98
Viscosity (SSU) 1500 1500 5000 10 000 DOUBLE HULL TYPE
Horsepower (hp) 245 225 267 287
Fig. 8 Types of vessel construction (sections)

OCTOBER 1982 379


OIESEL GENERATORBET

~ qEo~
ooFI 0 o~
q~ =-o 0 ~o-=

PUMP WITH DRIVER-''# L~HOT OIL HEATER


Fig. 9 Typical "black oil" double-string tow

[]BALLAST ~] CARGOFUEL [~] VOID onds Universal for all discussion of viscosity. The viscosity range
covered herein is 1500 to 10 000 SSU. For comparison, water at
68F has a viscosity of 30 SSU.
The specific cargo selected for this study was No. 6 fuel oil,
since it is a fairly common cargo currently being carried in barges
and :requiring heating. The results could be extrapolated to other
types of cargoes requiring heating if viscosity characteristics are
BARGE
available. Figure 11 is a graph of the effect of temperature on No.
Fig. 10 Typical single-skin ocean tank barge 6 oil for the range 10 to 150F. It should be noted that at a given
viscosity the corresponding temperature could vary by 25F ei-
Since barges are being constructed of all three types, this study ther way.
addresses the heating requirements for all three. A,~ described earlier in the discussion of the pumps, viscosity
Inland river tank barges. These barges are shallow draft greatly affects the performance of a VDW pump, with 1500 SSU
(typically 8 ft-6 in.) and are relatively flat bottom. They are being the upper limit. As the viscosity increases, the brake
moved in groups of four to eight called tows. They are restricted horsepower increases markedly, the head is reduced significantly,
to rivers and are not capable of ocean operation. Figure 9 illus- and there is some reduction in the capacity.
trates a typical tow of barges. Establishing heating requirements. The required conditions
Ocean tank barges. Ocean barges are pushed or towed by for a pump to discharge No. 6 cargo dictate the temperature to
tugboats, have drafts up to 35 ft and are designed for ocean op- which the cargo must be heated. For VDW pumps, this temper-
eration with a hull form similar to ocean tankers. Figure 10 il- ature ranges from 120F m i n i m u m to as high as 150F. In most
lustrates a typical ocean tank barge. cases it is a subjective judgment by the tankerman, who must
consider the characteristics of the particular equipment and cargo
Heating analysis involved.
Since very little actual data are available from the field, the
Viscosity considerations. Viscosity is that property of any appendix in reference [1] is heavily relied upon for practical data.
fluid which tends to resist a shearing force. The viscosity of a A temperature of 144F was chosen as the temperature that a
liquid is temperature dependent. This paper uses Saybolt Sec- cargo is typically heated to prior to starting pump-off. This cor-
responds to a viscosity of 1500 SSU, which is at the upper end of
TEMPERATURE(F) No. 6 oil characteristics in Fig. 11. It is also the upper performance
limit of VDW pumps.
0 20 40 60 80 I00 120 140
For a typical cargo to be pumped by the GTS pump, 100F was
I00,000 chosen as the temperature required for pump-off. This could have
50,000 been much lower, but was used since it corresponds to approxi-
mately 10 000 SSU.
20,000 In order to establish how much heat is required, the temper-
ature of the cargo prior to starting the heating system must be
I0000 established. Since the cargoes are generally loaded hot, it was
considered reasonable to let the cargo cool to 60F prior to
starting the heating system. This is lower than is normally done
5000 in practice, but since the GTS will pump 100F cargo with t h e
same driver as the VDW pump, it is considered a reasonable lower
temperature bound. Additionally, based on the a m o u n t of heat
required, it would be more efficient to run the heating system for
1500
a shorter time even though the temperature difference is higher.
This corresponds to starting the heater on the fifth day of a
>
ten-day trip.
500 A m b i e n t temperatures used for these calculations were se-
lected as 40F water and 28F air. If lower temperatures had been
selected, the heating requirements would increase. A worse case
occasionally encountered is 32F water and air temperatures
below 0F. For purposes of this study, these temperatures were
considered too extreme to consider for comparison purposes.
In order to determine an average temperature to calculate an
overall heat-transfer coefficient, it was assumed that 70 percent
of tile vessel was exposed to water and 30 percent exposed to air.
100 A change in this ratio would affect the calculations only slightly.
Fig. 11 Effect of temperature on viscosity A change in the ambient temperatures selected would have a

380 MARINE TECHNOLOGY


CONVECTION RADIATION

AIR

CONDUCTION .,~ CARGO WATER

CONVECTION
\ LJ CONVEC~ON &
CONVECTION RADIATION

SECTION

AIR

CARGO CARGO CARGO

~NVECTION
WATER RADIATION
CONVECTION
ELEVATION
Fig. 12 Heat losses to the environment

much more significant effect on the heating requirements. and air during transient. The sum of these two types of heat is
The heat transfer is dependent on whether the vessel is moving the amount of heat required to be added to the cargo so that its
through the water or tied up at a pier. To determine heat loss, it discharge temperature requirement is met (144F for the VDW
was assumed that the vessel was always moving. This is a rea- and 100F for the GTS).
sonable assumption, since pumping commences as soon as the Sensible heat is a direct function of the volume of cargo and
vessel is moored. could be expressed as average heat per unit volume per degree
(147 Btu/bbl-F) for extrapolating this information to other size
H e a t n e c e s s a r y to m e e t r e q u i r e m e n t s vessels.
Heat loss to the environment is a function of the boundaries
Two types of heating are addressed in this paper:
Sensible heat of the vessel and is affected by the type of construction, tem-
Heat loss to the environment peratures selected, and velocity through the medium. Extrapo-
Sensible heat is the heat required to raise the cargo from its base lating this information to vessels other than those considered
temperature to the temperature required for pump-off. The herein would give reasonable results if the relative sizes are
sensible heat required is calculated using the equation: properly considered. For vessels larger than those in the study,
the extrapolation would yield fair results if the sensible heat was
Q = CppAT (5.6) Cbb1 used as a direct ratio of volume and the heat loss was a ratio of
where: the areas of the vessel boundaries. Figure 12 illustrates the heat
loss to the environment.
Q = sensible heat For the three types of vessels considered, Table 2 summarizes
Cp = specific heat the heating loads for sensible heat, heat loss, and average heat
p = density (Btu/hr) required for a five-day heating cycle. This is to meet the
A T = temperature difference VDW pump requirement of 144F cargo temperature and the
5.6 = factor (cubic feet per barrel) GTS pump requirement of 100F before the starting pump-off
Cbbl = capacity in barrels operations. The Appendix gives the procedure for calculating
those values.
Loss to the environment is the amount of heat lost to the water It must be emphasized that the GTS pump can handle much

Table 2 Summary of heat loads

Heat Vessel Type


Load DW/SB DH SS
(millions of Btu's) GTS VDW GTS VDW GTS VDW
Sensible heat to raise to discharge temperature 128 280 116 250 1050 2300
Heat loss to environment per 24 hr (avg) 34 51 14 33 264 648
Average heat (Btu/hr) required for 5-day heating cycle 2.5 4.5 1.6 3.5 20 46

ENVIRONMENTALCONDITIONS TERMINOLOGY
ambient air temperature = 28 F double-wall, single-bottom vessel--22000-bbl capacity (DW/SB)
ambient water temperature = 40 F double-hull vessel--20 000-bbl capacity (DH)
initial cargo temperature = 60 F single-skin vessel--180 000-bbl capacity ,(SS)
cargo temperature for GTS = 100 F geared twin-screw pump (GTS) pump
cargo temperature for VDW = 144 F vertical deep-well pump (VDW) pump

OCTOBER 1982 381


Table 3 Heater performance data and sizes and dimensions approximately $60 000 for installation.
Generator size. The heaters for the hot oil require a source
Thermal Capacity Output of electrical power. This is typically handled by installing diesel
Max Btu's/hr Fuel Consumption generator sets. The larger the heater, the more electrical power
Model (1000's) (gal/hr) required. The main user of the power is the hot-oil circulating
4234 400 3.75 pump motor.
4238 800 7.50 For the Model 25 heater, a 20-kW set would suffice; for the
4242 1500 14.25 Model 50 heater, a 30-Kw set. The cost difference between these
25 2500 23.00 two sizes of generators would be insignificant.
35 3300 31.00
5O 5000 47.00 For the Model 120 heater, a 60-kW generator would be re-
65 6600 62.00 quired for each heater. The difference between two generators
85 8400 79.00 for the GTS pump application and the four generators for the
100 10 000 94.00 VDW pump application amounts to approximately $50 000.
120 12 000 113.00
Piping for hot-oil system. This piping system consists of a
These data are courtesy of Vapor Corp. supply and return header running the length of the barge. At each
tank, there are one to three branches with isolation valves. The
headers are usually 4- to 6-in. IPS (iron pipe size) pipe. The
higher viscosities than 10 000 SSU. Thus, if the cargo had to be branch lines are generally 2-in. IPS pipe and placed approxi-
heated only to 80F, the the heat required would be substantially mately 18 in. on centers on the bottom of the tanks. Figure i il-
less than the results in this study. lustrates this system and Fig. 13 shows a typical cross section
through the barge. The length of coils varies among shipyards;
Heating system savings thus there is no single "rule of thumb" used for sizing this system.
Reference [1] indicates that 20 ft 3 of cargo per square foot of
Heater size. Based on the results of the calculations presented heating surface would result in overcoiling with No. 6 oil. For
in the Appendix, actual equipment savings were determined. For purposes of this study, a length of 1 ft of 2-in. pipe per 400 Btu
the heaters, the literature of a well-known and widely used of heater size required was used for comparison purposes. This
manufacturer of hot-oil heaters was used for sizes. A summary factor was an average based on reference [1] and shipyard
of sizes, thermal output and fuel consumption is presented in drawings. It should not be used for construction without verifying
Table 3. T h a t information was then used to determine the size applicability. Based on the heating calculations and the preceding
and quantities of heaters required. factor, the length of 2-in. pipe required was determined. The GTS
A typical transit averages 10 days from loading to unloading. installation requires approximately one half of the pipe required
The cargo would be loaded hot and allowed to cool to 60F before by the deep-well pump. The cost to install the pipe was estimated
heating commenced. The cargo would be heated for the last five and this information is presented in Table 4.
days of the transit. Pump driver size. As previously discussed, the horsepower
Based on that scenario, a double-hull river barge equipped with to drive the pump varies only slightly, with the GTS pump
a GTS pump requiring heating to 100F could use a Model 25 (2.5 horsepower lower at 1500 SSU and slightly higher at 10 000 SSU.
million Btu/hr) heater; the same barge with a VDW pump re- Since the same size of driver (8V-71) would be used in all cases,
quiring heating to 144F would require a Model 50 (5 million no cost difference was assigned to this item.
Btu/hr) heater. The cost difference between these models is ap-
proximately $10 000. There would be no significant difference Fuel consumption savings
in the installation cost.
For the single-skin oceangoing barge, the difference becomes The most significant factor determined in this study was sav-
very significant. A GTS p u m p installation would require two ings in fuel consumption to operate the heaters if GTS pumps
Model 120 (12 million Btu/hr) heaters, whereas the VDW pump are installed instead of VDW pumps. Based on the heater fuel
installation would require four Model 120 heaters. The cost dif- requirements in Table 3, the values in Table 5 were deter-
ference in this case is approximately $120 000 for the heaters and mined.
The fuel consumption of the generators also must be consid-
ered. For the small generators, the fuel consumption difference
OECK'~ would be small, and thus not significant. For the large single-skin
vessel, the additional fuel consumption for a five-day heating
108 i06 cycle would be approximately 1200 gal more for the VDW pump
compared with the GTS pump. This amount was not included
WATER
in Table 5 for the difference between the VDW and GTS.
The fuel consumption figures estimated in Table 5 cannot be
simply multiplied by the number of trips made per year, since
113 134 137 123
SHELL" during the summer months very little heat needs to be added to
the cargo. Assuming three trips are made per year in the cold
CARGO VOID environment selected for the study, the fuel saved in the ocean
tank vessel would be approximately 80 000 gal.
' ,34 INOTE: NUMBERSINDICATE 1 1 3 3
For a typical river tow illustrated in Fig. 9, the fuel savings
I ACTUALMEASUREDTEMPERATURE
l (VDW less GTS) was determined by factoring the heat loss. Since
loF CARGO, , F ] tile barges are tied together, the heat loss of the tow would be less
than the sum of the individual barge heat losses. The sensible
o o ~ : heat would of course be the same whether the barges are tied
! i34 13t HEATINGC01LS ,3 together or not. The total fuel savings during one trip in the
,~: o,~: oG~,o winter conditions selected for this study would be approximately
20 000 gal of fuel. Assuming three trips during the peak of the
BOTTOMj winter season, this would be approximately 60 000 gal of fuel
Fig. 13 Typical section of tank vessel saved annually.

382 MARINE TECHNOLOGY


Table 4 Summary of 2-in. heating pipe requirements

Vessel Type
DW/SB DH SS
GTS VDW GTS VDW GTS VDW
Linear feet of 2-in. pipe required 6300 12 500 6300 12 500 60 000 120 000
Difference of 2-in. pipe required (VDW less GTS) 6200 6200 60 000
Estimated $ cost of difference 31 000 31 000 300 000

ENVIRONMENTALCONDITIONS TERMINOLOGY
ambient air temperature = 28 F double-wall, single-bottom vessel--22 000-bbl capacity (DW/SB)
ambient water temperature = 40 F double-hull vessel--20 000-bbl capacity (DH)
initial cargo temperature = 60 F single-skin vessel--180 000-bbl capacity (SS)
cargo temperature for GTS = 100 F geared twin-screw pump (GTS) pump
cargo temperature for VDW = 144 F vertical deep-well pump (VDW) pump

Table 5 Summary of estimated fuel requirements

Vessel Type
DW/SB DH SS
GTS VDW GTS VDW GTS VDW
Total gallons of oil for 5-day trip 2760 5640 2760 5640 27 120 54 240
Difference (VDW less GTS) 2880 2880 27 120

NOTES: 1. All values expressed in gallons of oil.


2. For symbols, see notes with Table 4.

Since the cost of diesel fuel is rising rapidly, costs were not For assistance in preparing the paper, I wish to thank Mrs.
determined. It would be straightforward to multiply these figures Doreen Davis for the typing and Miss Renee Norman for the
by current/projected price per gallon to determine savings. graphic artwork.

Summary References
This study determined that if geared twin-screw pumps were 1 Gundlach, James O., "Heating Cargoes in River Barges," SNAME
installed for cargo off-loading in lieu of vertical deep-well pumps, Spring Meeting, New Orleans, 1974.
the heating requirements for petroleum vessels would be sub- 2 Lawrence, Berdon, "Double Hulled Disaster," The Work Boat, Jan.
stantially reduced for No. 6 fuel oil cargoes. 1980, p. 73.
3 Gartmann, Hans, Delaval Engineering Handbook. 3rd ed.,
The savings in an initial installation for a single-skin ocean McGraw-Hill, New York, 1970.
vessel would be very significant. For a double-hull river vessel, 4 Chapman, Alan J., Heat Transfer, MacMillan, New York, 1960.
the initial installation savings would be small. This information 5 Hodgman, Charles D. et al, Handbook of Chemistry and Physics,
is summarized in Table 6. Chemical Rubber, Cleveland, Ohio.
6 Hicks, Tyler G. and Edwards, Theodore W., Pump Application
The savings in fuel consumption would be very significant in Engineering, McGraw-Hill, New York, 1971.
all types of vessels considered, with the single-skin vessel the 7 Baumeister, Theodore and Marks, Lionel S., Standard Handbook
highest. for Mechanical Engineers, 7th ed., McGraw-Hill, New York, 1967.
For a new design vessel, an analysis should be done of the
heating requirements using anticipated environmental factors, Discussers
From a heat loss standpoint the following items would be con-
sidered: Charles J. Hornbostel Horace Steven
Use double hull construction. W. D. Burton, Jr. J. E. Ancarrow
Install GTS cargo off-loading pumps.
Insulate the main deck.
Table 6 Summary of initial installation savings
Install the hot-oil supply and return headers below the main
deck.
Approximate Savings (thousands of $)
Reduce the quantity of heating coils by performing a suitable
heating analysis. SS Vessel DH Vessel
Item 180 000 bbl 20 000 bbl
Incorporating these items in the design of a vessel will raise the
initial construction cost; however, the substantial savings in Heaters 180 10
operating costs due to reduced fuel consumption should easily Generators 50 nil
justify the initial cost. Piping 300 31
Pump driver nil nil

Acknowledgments Total 530 41 a

In the process of performing a study such as this one, infor-


mation has to be obtained from equipment manufacturers, N Fbe emphasized
O that these r savings were based on the
an eight-barge tow, this would be approximately 330.
OTE: It must
criteria and conditions stated in the present study. For a tank vessel
towing companies, shipyards and oil companies. The cooperation design different from the ones used herein, engineeringcalculations are
of individuals in those organizations is appreciated. required to determine specific results.

OCTOBER 1982 383


assumed over a period of time (in this case time period is from
Appendix 165 to 205 hr).
Average cargo temperature (To) = 122F
Heat loss calculations
(4.8 106 Btu/hr) 20 hr
This Appendix contains the calculations used in arriving at the Heat added (Q) is: Q =
205 hr - 165 hr
sensible heat and heat losses for the three types of vessels con-
Q = 2.4 X 106 Btu/hr
sidered. Information for the first two types was derived from
instrumented surveys taken from river barges. Data for the third Q = UoA(Tc - TA),
type (single skin) were calculated from standard heat-transfer Q
equations. UoA -
(T~. - TA)
Certain assumptions were made to simplify the analysis. Since
2.4 106 Btu/hr
the results are used for comparison purposes, this is acceptable. UoA =
For this information to be applicable to new-design vessels, the 122OF - 48.5OF
environmental factors (temperatures and time frames) must be Btu
carefully selected to represent actual conditions in order to give UoA = 32 653 h ~
satisfactory results.
The following information was the basis for initiating the heat
loss calculations: Determination of heat loss factor for typical
River barge characteristics: double-wall/double-bottom barge
Type A double wall, single bottom
22 000-bbl capacity Barge data (see Fig. 15):
295 ft long, 54 ft wide length = 295 ft width = 54 ft depth = 14 ft
Type B double hull cargo = No. 6 oil capacity = 20 000 bbl
20 000-bbl capacity loading temperature = 138F
295 ft long, 54 ft wide unloading temperature = 105F
Ocean barge characteristics: water temperature = 40F
Type C single skin air temperature = 28F
180 000-bbl capacity
446 ft long, 74 ft wide
Ambient temperature (TA):
T e m p e r a t u r e assumptions: TA = 0.7 TH20 + 0.3 Tair
1. cargo temperature required for pump-off (VDW pump)
= 144OF TA = 0.7 (40F) + 0.3 (28F)
2. cargo t e m p e r a t u r e required for pump-off (GTS pump) TA = 36.4F
= 100OF
3. temperature ambient, air = 28F Solve for heat loss constant (UoA):
4. temperature ambient, water = 40F For steady-state condition at T~ = l l 0 F :
5. temperature ambient, average = 36.4F Q
Cargo assumptions: Q = UoA(Tc - TA), UoA -
1. Cargo will cool to 60 F during transient before heating T~-TA
commences. 1.0 106 Btu/hr
UoA=
2. Cargo will be heated during trip to arrive at pier at re- ll0OF - 36.4OF
quired off-loading temperature. Btu
3. Barge speed through water -- 8 mph. UoA = 13 600 hrOF

Determination of heat loss factor for typical Determination of heat loss factor for single-skin
double-wall/single-bottom barge ocean tank vessel
Barge data (see Fig. 14): The Appendix of reference [1] provides the basic heat-transfer
equations for heat loss from typical barges. These equations are
length = 295 ft width = 54 ft depth = 13.5 ft well known and discussed in all heat-transfer texts. (for example,
cargo = No. 6 oil capacity = 22 000 bbl Reference [4]).
loading temperature = 150F Determining the relevant properties of No. 6 fuel oil and sea-
unloading temperature = 137F water at several temperatures is required prior to initiating the
water temperature = 50F calculations. Data for these properties were obtained from ref-
air temperature = 45 F erences [3,5,6].
Since the vessel under consideration is a single-skin barge with
shell thickness of 3/s in., the thermal conductivity of the skin is
A m b i e n t t e m p e r a t u r e (TA):
quite high.
TA = 0.7 TH20 + 0.3 Tair A fouling factor of h = 1000 was applied to the surface of the
barge skin exposed to the ocean, which includes paint and sea
TA = 0.7(50F) + 0.3 (45F) growths per reference [7], which yields lower heat-transfer rates
than clean steel.
TA = 48.5F The d a t a developed and used in this determination are listed
Solve for h e a t loss c o n s t a n t (UoA): in Table 7.
No steady-state condition appears on Fig. 14 [1] so average The determination of heat loss to the environment first re-
values for cargo temperature and heat added (Btu/hr) must be quired determining the film heat-transfer coefficients to water

384 MARINE TECHNOLOGY


~NPUT DA~I
BARGEDIMENSIONS: (L) 295(265) FT, (W) 54 FT, (D) 13.5 FT.
CONSTRUCTION DOUBLEWALL - SINGLE BOTTOM- -
CAR~ No.6 Oil CAPACITY 22,000 BBLS TONS LONG
L~DING TEMP. 150 F, ~L~OING TEMP F, TRIP TIME DAYS
WATERTEMP. ~ F, AIR TEMP. 45 F.
~UTPUT DATA]
FROMSTATION 3, 33" FROMSTRBDWALL + 48" FROMBOTTOM
150
NO HEAT-- - - ~ N~T~FU/HR
' 5xI06 4"~
'~RIO6BTt
140

, ,
120

,x,,,, I
COMIJTER CJRVEj ,
I--

~ K ~ 6630i~T. 12@50 11131FI


--PI --~'FT ~IPT)IPE-
US D USE ~SED

_J
+

0 20 40 60
80 I00 120 140 160 180 200 220 240 HOURS
! ! I I I I i I I I I
0 1 2 3 4 5 6 7 8 9 10 DAYS
TIME FROMLOADING(HOURS& DAYS)
Fig. 14 Comparison of predicted with test data (Chart 4A from Reference [ 1])

BARGEDIMENSIONS: (L) 295 FT. (W) 54 FT, (D) 14 FT.


CONSTRUCTION DOUBLEWALL DOUBLEBOTTOM- -
CARGO No. 6 Oil CAPACITY 20,000 BBLS 2990 TONS(LONG)
LOADINGTEMP. 138 F, UNLOADINGTEMP. 105 F, TRIP TIME_.~ DAYS
WATERTEMP. 40 F, AIR ~ 28 F.
IOUTPUT DATAI
~TA FROMTC #39 ONCENTERLINEOF TANK + 69" OFF BOTTOM
150

140 /
BTU/IR ADDED
130 ~ NO HEAT )DED----~.~. xlOb,,2. _5,~.~, .Oxl(
XIUO I

120
\ I I
I i
o
v
I
110

,
20. or -,
BOTTO l \
~n lO0 ,,,,.,,,

COMPI~ER'-">~__.." ' " ~_


CURVE "~K,
o 90 \
80

65~0 FT
70
I----2" S(H 4 0 - - ~ - - , , ,
PIP
60

50
? 201 40 1 60 1 80 100 1~0 14V 160 1 180 1200 220 210 HOURS
0 i 2 3 ~ 5 6 7 8 ~ 10 DAYS
TIME FROMLOADING (HOURS& DAYS)
Fig. 15 Comparison of predicted with test data (Chart 4B from Reference [1])

OCTOBER 1982 385


Table 7 Oil and water properties used in heat-transfer calculations

Oil Properties
T~ F p lbm/ft ;~ ~ 1/F Cp Btu/lbm-F h Btu/hr-F-ft t~ lb/ft-hr

144 56 0.39 x 10 - 3 0.48 0.08 121


100 57.3 0.39 x 10-3 0.45 0.08 363
80 58 0.39 N 10 - 3 0.44 0.08 726
60 61.9 0.39 10-3 0.43 0.08 2178
g = constant 4.17 X 108ff/hr 2

Water Properties at 40 F

p ~ Cp k tt
lbm/ft 3 1 F Btu/lbm_OF Btu/hr-F-ft lb/ft-hr

64.4 0.045 0.94 0.332 3.74

for inside, outside, walls a n d b o t t o m of vessel. Once film h e a t - or


t r a n s f e r coefficients were calculated, t h e overall h e a t - t r a n s f e r
w h e r e C = 0.036 w h e n N a E > 400 000
c o e f f i c i e n t s (U0) for walls a n d for b o t t o m were calculated. T h e
relationship a = 0.8
b = 0.333
Q = [(UoA)wall + (UoA)bottom] AT
T o d e t e r m i n e h / f o r cargo t a n k b o t t o m oil side:
t h e n was u s e d to d e t e r m i n e t h e t o t a l h e a t loss. T h e h e a t loss was
calculated a t t h r e e d i f f e r e n t cargo t e m p e r a t u r e s a n d t h e n t h e k
h/= C ~ (NGR" NPa) a
average UoA was d e t e r m i n e d to f i n d t h e t o t a l h e a t loss.
T h e following h e a t - t r a n s f e r r e l a t i o n s h i p s are used:
w h e r e C = 0.08 w h e n NpR" N G a > 109
L = s i g n i f i c a n t l e n g t h of s u r f a c e ( d i r e c t i o n of flow) a = 0.33
p = d e n s i t y of fluid, l b / f t 3
or
in.3/in, a
fl = c o e f f i c i e n t of v o l u m e t r i c e x p a n s i o n , - OF w h e r e C = 0.35 w h e n NpR" NGR > 103 a n d < 109
a = 0.25
g = a c c e l e r a t i o n of gravity, 4.17 l 0 s f t / h r 2
# = fluid viscosity, l b / f t - h r Overall h e a t - t r a n s f e r c o e f f i c i e n t (Uo = B t u / h r -F-ft2) is de-
Cp = specific h e a t , B t u / l b m - F termined by
k = thermal conductivity, B t u / h r - F - f t
V = fluid velocity, f t / h r
1
LVp Uo 1 +~+ 1 x
NRE = R e y n o l d s n u m b e r - hZ
NpR = P r a n d t l n u m b e r - Cp~ where
k
Lap2~ATg hc = film c o e f f i c i e n t of cargo
NGR = G r a s h o f n u m b e r - #2 hw = film c o e f f i c i e n t of w a t e r
hi = film h e a t - t r a n s f e r coefficient, B t u / h r - F - f t 2 h[ = fouling h e a t - t r a n s f e r c o e f f i c i e n t
x = hull t h i c k n e s s = 3/s in.
T o d e t e r m i n e h / f o r No. 6 oil in t a n k v e r t i c a l walls: k = t h e r m a l c o n d u c t i v i t y of steel = 35 B t u / h r - F - f t
k
hi = C ~ (NGR" NpR) a H e a t t r a n s f e r r e d (Q) was d e t e r m i n e d by:
Q = UoAAT
where C = 0.548 w h e n N G R - N p R >103 a n d <109
a = 0.25 where

or Uo = overall h e a t - t r a n s f e r c o e f f i c i e n t
A = area of h e a t t r a n s f e r
where C = 0.13 w h e n NGR" NpR > 109 AT = temperature difference
a = 0.33
Metric Conversion Table
NOTE: T h e values of t h e c o n s t a n t s c, a, a n d b were d e r i v e d Original experimental data herein were measured in U.S. customary
f r o m r e f e r e n c e [1]. units. Following is a list of standard factors fbr conversion to metric (SI)
T o d e t e r m i n e h/ for s e a w a t e r on o u t s i d e of barge, walls or values:
bottom: 1 ft = 0.3048 m
1 ft 2 = 0.092903 m 2
1 ft 3 = 0.028317 m :~
k (N RE)a(NpR) b
hi = C-~ 1 in. = 25.4 mm
1 psi = 6.894757 kPa
1 mile = 1.6 km
w h e r e C = 0.664 w h e n NE < 400 000 a n d Npl~ > 0.6 1 hp = 0.7457 kW
1 gal (U.S.) = 3.785 412 liters
a = 0.5 1 bbl = 0.158 987 m :~
b = 0.33 C = '~'/9(F-32)

386 MARINE TECHNOLOGY

Das könnte Ihnen auch gefallen