Avoiding cargo pumps overload or underload - Chemical

tankers procedure

How a cargo pump works ? : 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.

Normally the design of the pumping system makes the need

for careful balancing and adjustment of the cargo pump
controls during bulk discharge essential to avoid problems.
This could be with over heated pumps in the case of high back
pressures or overloaded pumps in the case of low back
pressures.

Avoiding pump overload

This is a problem with low back pressures from the shore

facility and when the pumps are incorrectly increased in RPM
with fully opened discharging lines in an effort to increase the
manifold pressure with little or no result, the effect on pump
prime mover will be as follows:-

1. Output is a function of RPM x Torque, therefore, from

even low steam turbine speeds the output from the pump
 may already be high or maximum, with turbine nozzle
pressure (hence torque) at a maximum. Full output at
low RPM means that torque can easily increase above the
design limits. The high torque results in loads outside the
manufacturers design limits which in turn may result in
damage to the turbine.
2. The gear trains associated with diesel engine prime
movers may also be damaged in a similar fashion if these
are similarly overloaded, and indeed bearings and other
components in the pumps themselves may be damaged.

Particular problems of overloading can occur with the ballast

pumps. If the pumps are used to fill double bottoms from
empty or empty top wing tanks from full then the pumps can
be easily overloaded, causing damage to the prime mover and
other components. Careful manipulation of the pump discharge
throttle valves is necessary with these pumps. Double bottom
tanks are only to be filled from empty by gravity, by passing
the pump, and similarly the top wing tanks are to be emptied
from full by gravity to pumping level.

Overload of electrically driven ballast pumps can result in the

electrical prime mover and other electrical installations burning
out.

To avoid these types of damages the pump must always be

operated within their permissible operational envelopes,
particularly by keeping the discharge pressure versus RPM
within the manufacturers limits by careful use of throttling of
the pump discharge valves to create an imposed discharge
head. These discharge valves are normally remotely operated
from the cargo control room.

All centrifugal pumps are to be started with closed or partially

open discharge valves to avoid immediate overloading. This is
most critical with diesel and electrically driven pumps, rather
than the turbine driven pumps where the speed of the pump is
gradually increased in a controlled fashion. However, this is
good practice for all pumps to ensure that they are always
operating within their characteristic envelope.

Fig: Deep well cargo pump for chemical tanker and product
carrier

Avoiding pump underload

Underload is a problem with high back pressures from the

shore facility. Underload results in overheating of pump
casings and damage to pump components due to energy
developed by the pump mover being converted into heat
rather than in pumping the cargo ashore. Pump balance is at
its most critical when high back pressure from the shore
facility is experienced.

Pump Characteristic Diagram

These are diagrams showing pump operational parameters,

and contain information, including volumetric output against
RPM, discharge head, power, steam consumption, etc. Each
type of pump will have its own characteristic diagram and all
operators must be aware of, and follow, the limitation
Fig: stripping pump

Balancing/Discharging using more than one pump

When more than one pump is discharging to a common shore

line it is essential that the pumps are correctly balanced so
that they meet the parameters of their operating envelopes to
avoid overload or underload

Balancing of the pumps is best achieved by monitoring of the

pump discharge pressure gauges, as the pumps are usually
not fitted with remote indicators in the cargo control room to
show whether the pump non return valves are open and
consequently each pump is actually pumping cargo. The RPM
in itself cannot be relied upon to balance the pumps, as
different pumps may be operating with different suction
pressures. It is therefore important that the pump discharge
pressure indicators, and transmitters are working correctly and
are properly calibrated at all times.
During the balance process the pumps are to be monitored
locally to ensure that heating of casings is not occurring so
that prompt corrective action can be taken to prevent a pump
shutdown by one of the safety devices.

If this balancing is correctly achieved it can be assumed that

each pump will be delivering its own proportion of the total
volume of cargo being delivered ashore, and therefore a check
can be made to ensure that the pumps are operating within
their characteristic envelopes. If this is not the case then the
pump discharge throttle valves are to be adjusted until the
discharge pressure on the pump is correctly within design
limits.

When using more than 1 pump for discharge, check the

manifold pressure to see if the manifold pressure increases as
additional pumps are put on.

Related Info

Control & operation of centrifugal pumps