WO1992008640A1 - Navires-citernes - Google Patents

Navires-citernes Download PDF

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Publication number
WO1992008640A1
WO1992008640A1 PCT/GB1991/002005 GB9102005W WO9208640A1 WO 1992008640 A1 WO1992008640 A1 WO 1992008640A1 GB 9102005 W GB9102005 W GB 9102005W WO 9208640 A1 WO9208640 A1 WO 9208640A1
Authority
WO
WIPO (PCT)
Prior art keywords
compartment
load carrying
tanker
compartments
evacuation
Prior art date
Application number
PCT/GB1991/002005
Other languages
English (en)
Inventor
John Brian Lund
Original Assignee
John Brian Lund
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by John Brian Lund filed Critical John Brian Lund
Publication of WO1992008640A1 publication Critical patent/WO1992008640A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/082—Arrangements for minimizing pollution by accidents

Definitions

  • This invention relates to tankers and is concerned particularly, although not exclusively, with oil tankers.
  • tanker refers to a water- borne vessel adapted to carry bulk fluids.
  • Preferred embodiments of the present invention aim to provide tankers which may be improved in this respect.
  • a tanker comprising at least one load carrying compartment, access means for charging and/or discharging a load to and/or from the or each load carrying compartment, an evacuation compartment, venting means for selectively venting an upper part of the evacuation compartment, and communication means providing communication between an upper part of the or each load carrying compartment and the evacuation compartment.
  • the communication means provides communication between an upper part of the or each load carrying compartment and a lower part of the evacuation compartment.
  • the communication means may be provided with at least one valve means for selectively opening and closing communication between a respective said load carrying compartment and the evacuation compartment.
  • Such a tanker may have a plurality of load carrying compartments and a plurality of said valve means, each for selectively isolating a respective one of the load carrying compartments from the other load carrying compartments and the evacuation compartment.
  • Such a tanker may include pressuris ng means for maintaining the load in at least one said load carrying compartment under pressure.
  • Said communication means may comprise a pipe system having a respective port opening into the or each load carrying compartment.
  • a tanker according to any of the preceding aspects of the invention may include a load of oil in at least one said load carrying compartment.
  • a method of running a tanker in accordance with any of the preceding aspects of the invention, comprising the steps of charging the or each load carrying compartment via said access means, with the venting means of the evacuation compartment closed, sealing said access means to close off said load carrying compartment(s) except for said communication means, and running the tanker with the venting means of the evacuation compartment open.
  • Figure 1 is a top plan view illustrating the layout of compartments in an oil tanker
  • Figure 2 is a first longitudinal sectional view of the tanker as shown in Figure 1 , when in a normal running condition;
  • Figure 3 is a longitudinal sectional view similar to Figure 2, but showing one of the centre compartments holed.
  • the tanker 10 that is illustrated diagrammatically in Figure 1 has a layout of compartments which, in plan view, is fairly conventional.
  • a plurality of load carrying compartments comprises a forward compartment 12, a series of side compartments 14, running from behind the forward compartment 12 to the stern, a plurality of central compartments 16 surrounded by the forward and side compartments 12, 14, and a spare compartment 18, situated between two of the centre compartments 16.
  • every load carrying compartment has its own respective access point 20, via which oil may be loaded into and discharged from the respective compartment.
  • the spare compartment has its own vent 22, which may be selectively opened and closed, to allow air to enter or escape from the compartment 18 and also, when appropriate, to allow oil, water, or any other liquid accumulated in the compartment 18 to be evacuated.
  • a respective valve 11 is included in the pipe system 30 that leads to the forward compartment 12 and the foremost two side compartments 14.
  • valves 11 are permanently open.
  • the spare compartment 18 is often referred to a "slop tank" .
  • fluids remaining after washing out of compartments may be discharged by a suitable pump into such a slop tank. Oil separating out in the tank can, if desired, be burnt off in the ship ' s engine system.
  • the tanker illustrated in Figure 1 differs from a conventional tanker in that all of the compartments are interconnected by a pipe system 30.
  • This system 30 has a plurality of ports 32 each of which opens into the upper portion of a respective one of the forward and side compartments 12. 14, and a plurality of ports 34 each of which opens into a respective one of the centre compartments 16.
  • the pipe system 30 comprises a downwardly extending pipe 36 which terminates in a port 38 in the lower portion of the compartment 18, adjacent the floor thereof.
  • FIG. 2 shows the tanker 10 in a normal, fully laden state. In this condition, all of the load carrying compartments are full of oil 40.
  • the pipe system 30 is generally at the level of the surface of the sea water 50 - e.g. at substantially the level of the plimsol line.
  • the spare compartment 18 is substantially empty. To load the tanker in this way, the following procedure may be followed.
  • the vent 22 on the spare compartment 18 is closed, to seal the compartment 18 completely, except for the communication via the port 38 of the pipe 36.
  • One or more of the access points 20 of the load carrying compartments 12 - 16 is opened and oil is supplied into the compartments via each open access point. Since all of the load carrying compartments are interconnected by the pipe system 30, the oil in them automatically comes to substantially the same level, once the compartments are approaching full, and the oil is up to the level of the pipe system 30.
  • a small amount of oil 40 will enter the spare compartment 18 via the pipe 36. However, as soon as the level of oil in that compartment rises above that of the port 38, the compartment 18 becomes fully sealed, the air space above the oil level quickly becomes pressurised, and no more oil can then enter the compartment 18.
  • the vacuum condition in the compartment 16 is released, and sea water 50 can enter the compartment 16. As it does so, it displaces oil out of the compartment 16, through the pipe system 30, and into the spare compartment 18, via the pipe 36. This action continues until the level of oil 40 in the spare compartment 18 is substantially at the level of the sea water around the tanker. The liquids in the tanker are then in a substantially stable condition. Since oil is lighter than water, the oil 40 in the ruptured compartment 16 tends to stay above the level of the hole 60. Thus, there is no tendency for oil to escape from anywhere, even when the tanker is subjected to a washing action by the sea water. The oil 40 in all of the undamaged compartments remains quite safe since, as it is held under vacuum conditions, there is no tendency for it to escape anywhere.
  • load carrying compartments are interconnected, so that they will inevitably carry the same fuel.
  • load carrying compartments may be arranged in groups, the compartments of each group being interconnected, but the separate groups being isolated from one another so that they may carry different liquids, or liquids of differing grades.
  • Each group of compartments may have its own spare, evacuation compartment, or all groups may connect with a common evacuation compartment such as 18.
  • the illustrated embodiment is adapted to work with a liquid.
  • Alternative embodiments may be adapted to work with a gas or liquified gas. In such an arrangement, it may be unsafe to vent the contents of the spare compartment 18 directly to atmosphere.
  • moving seals may be located above the exit port 38 of the pipe 36, so that gas and/or liquified gas may expand into the compartment 18. whilst being isolated from atmosphere.
  • the forward compartment 12 and the foremost two side components 14 may be individually sealed off from the rest of the compartments and the pipe system 30, by operation of the valves 11.
  • the valves 11 are preferably on/off valves, and may be actuated mechanically, electromechanially or in any suitable manner.
  • valves 11 are closed during normal running, then the contents of the respective compartments may be contained under pressure, rather than under a partial vacuum. This may be advantageous for the carriage of hazardous and/or volatile loads.
  • valves 11 may be opened, to allow free passage of the contents into the evacuation compartment 18. Any pressurisation of the contents of the ruptured compartment may help to expel the contents through the pipe system 30.
  • Actuation of the or each valve 11 may be carried out manually.
  • automatic sensors may be provided to detect rupturing of a compartment, causing an alarm to be triggered, and/or the respective valve 11 to be opened automatically.
  • valves 11 The illustrated embodiment is shown with just three valves 11 in Figure 1, for the purposes of illustration. If free communication between the various compartments is acceptable, then no valves 11 at all may be provided.
  • a respective valve such as 11 may be provided for some or all of the load carrying compartments.

Landscapes

  • Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • Public Health (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Pipeline Systems (AREA)

Abstract

Système de tuyauterie (30) reliant entre elles les parties supérieures des compartiments portant la charge d'un pétrolier, et comprenant un tuyau (36) présentant un orifice de sortie (38) situé dans une partie de fond d'un compartiment d'évacuation (18). Lorsque le pétrolier est en service, les compartiments portant la charge sont normalement fermés alors que le compartiment d'évacuation (18) peut être ouvert à l'air ambiant. Si un des compartiments portant la charge se fissure, de l'eau de mer (50) peut pénètrer par un trou (60), déplaçant l'huile (40) par le système de tuyauterie (30) dans le compartiment d'évacuation (18), où elle est contenue. Ce dispositif permet de réduire ou d'empêcher la fuite d'huile provenant d'un compartiment endommagé.
PCT/GB1991/002005 1990-11-13 1991-11-13 Navires-citernes WO1992008640A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB909024624A GB9024624D0 (en) 1990-11-13 1990-11-13 Tankers
GB9024624.0 1990-11-13

Publications (1)

Publication Number Publication Date
WO1992008640A1 true WO1992008640A1 (fr) 1992-05-29

Family

ID=10685273

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1991/002005 WO1992008640A1 (fr) 1990-11-13 1991-11-13 Navires-citernes

Country Status (3)

Country Link
AU (1) AU8903091A (fr)
GB (1) GB9024624D0 (fr)
WO (1) WO1992008640A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2699494A1 (fr) * 1992-12-21 1994-06-24 Buffet Denis Pétrolier équipé d'un dispositif de vidange des cuves accidentellement endommagées, pour la prévention de la pollution des mers.
WO1994029165A1 (fr) * 1993-06-04 1994-12-22 Laan Markus V D Navire citerne equipe de cloisons evidees

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4389959A (en) * 1978-06-09 1983-06-28 Conway Charles S Cargo handling system for tanker vessels
US4960347A (en) * 1989-07-31 1990-10-02 Strange Booth B Ship-borne emergency oil containment system and method
US4964437A (en) * 1989-12-15 1990-10-23 Energy Transportation Group, Inc. Apparatus and method for control of oil leakage from damaged tanker

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4389959A (en) * 1978-06-09 1983-06-28 Conway Charles S Cargo handling system for tanker vessels
US4960347A (en) * 1989-07-31 1990-10-02 Strange Booth B Ship-borne emergency oil containment system and method
US4964437A (en) * 1989-12-15 1990-10-23 Energy Transportation Group, Inc. Apparatus and method for control of oil leakage from damaged tanker

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2699494A1 (fr) * 1992-12-21 1994-06-24 Buffet Denis Pétrolier équipé d'un dispositif de vidange des cuves accidentellement endommagées, pour la prévention de la pollution des mers.
WO1994029165A1 (fr) * 1993-06-04 1994-12-22 Laan Markus V D Navire citerne equipe de cloisons evidees
US5664514A (en) * 1993-06-04 1997-09-09 Laan; Markus Van Der Tanker provided with swash type bulkheads

Also Published As

Publication number Publication date
GB9024624D0 (en) 1991-01-02
AU8903091A (en) 1992-06-11

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