CARGO PUMPS

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:-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.

• 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:-
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.

• 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.
• 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
• 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.