Framo Cargo Pump Manual
Framo portable cargo pumps for chemical tankers- Care and storage onboard Framo portable cargo pumps for chemical tankers- Care and storage onboardFramo portable submersible pumps, are provided on chemical ships and other specialised liquidcargo carriers, for discharging cargo in the event of a main cargo pump failure. The pumps areusually hydraulically driven and lowered directly into the tank generally through a tank cleaninghatch.The portable pumping equipment must be stored easy accessible in a clean and dry area. The concentric hose can be stored on a suitable hose reel, or on brackets on the bulkhead, or lying in a shelf. The pump and hoses must always be safely supported and fastened in order to avoid wear or damages due to ship movements. It is especially important that the hoses are not hanging or laying over sharp edges, or that sharp objects are placed upon them. Fig:TK 150; Remove impeller to check cofferdam. TK150: min.
Bending radius: 650 mmThe equipment box is delivered with a bracket for installation in a fixed location close to the portable pump. The portable winch must be safely supported and fastened in order to avoid wear or damages due to shipAll necessary safety precautions relevant to the actual cargo being handled are to beobserved and permission obtainedfrom the local port authorities before operations are commenced. It is a good practice to shutdownthe hydraulic oil pressure system before connecting and disconnecting hydraulic hoses of portablehydraulic driven emergency pumps.
Fig:TK 80; Cofferdam plug remove to check for leakageTesting of the portable pump. The pump discharge flange to be equipped with a blind flange. Install a “Minimess” test coupling and a “Minimess” test hose (equipment in the Test kit) on the blind flange. Hoist the portable pump into a drum containing fresh water. Connect the extension hoses to the hydraulic ring line.
First connect the return hose, then connect the pressure hose. Start the pump slowly, and run with low speed. Check if the pressure gauge on the control valve is working.
When water is flowing from the test hose, connect a pressure gauge. Increase speed until rated discharge pressure, or to max. 5 bar discharge pressure. Operate at this speed only for a short period.
Check for hydraulic oil leakages on all connections. Reduce speed and stop the pump. Disconnect the extension hoses from the hydraulic ring line. Fig:Framo portable pumping systemPurging of the cofferdam is one of the most important operations to be done whenoperating a submerged Framo Cargo Pump.
This is the only way to check the pump’s seals, and thus the conditions of the pumps, is by purging possible leakages in the cofferdam. Lf this is done and necessary action in case of large leakages is taken, trouble free operation of the cargo pump is obtained therefore it is important to- Purge the pump’s cofferdam regularly.- Log and evaluate the purging result.A clean and open cofferdam gives trouble free cargo pumping. Fig: Pressure test of FRAMO submersible Cargo PumpHow to perform pressure test of FRAMO submersible Cargo PumpIf the purging routine has detected a cargo leakage (more than 2 litre / day), and the evaluation indicates that action must be taken, first thing you have to do is to identify the leakage. The best way is to pressure test the pump’s cofferdam.Cargo LeakageIf a cargo leakage is detected the complete cargo pump’s cofferdam has to be pressure tested to identify the leak. The crew on some ships start to automatically change the pump’s cargo seal as soon as there is a cargo leakage - although the leak may be somewhere else. This is waste of time and money.
So always identify where you have a leak first!The cofferdam can be pressure tested by blinding off the purging medium relief valve by means of a rubber gasket. Dismantle the cofferdam’s riser pipe flange on the top cover plate and install a test flange with pressure gauge (see figure 1). Connect the purging medium to the test flange and increase the pressure to 3 bars. After approximately 5 minutes check all flanges around the cargo seal, riser pipe and all other connections for possible leakages. Use soapy water for better detecting of the possible leakage.Note: If the cargo leakage is not possible to identify and the 3 bar pressure is stabilized for a long period of time during the pressure testing, it is still possible that the cargo seal in the pump is worn out and have to be changed. The reason could be that the 3 bars pressure in the cofferdam is pressing the upper lip (facing the cofferdam) around the pump shaft. Dismantle the cargo seal for control.
If this is not the case and the cargo leakage is not possible to detect, you have to split the cargo pump and pressure test the main components separately.Hydraulic Oil LeakIf the cargo pump has a hydraulic oil leak you normally have to split the pump to identify the leak. A hydraulic oil leak is very rare under normalconditions, but if a hydraulic oil leak does occur, there could be three reasons: a) Hydraulic oil seal - the life time is normally very high (10.000 running hours). B) Crack in pipe stack - can occur if the cargo pump is vibrating heavily for some abnormal reasons. C) Corrosion attack in the seal ring grooves can occur after long service.Good practicesAcid cargoes:After discharging and purging is finished, it may be an advantage to circulate fresh water through the cofferdam to remove all residues after a leakage.Phenol, caustic soda etc.:A circulation of hot water through the cofferdam can avoid clogging.Polymerising cargoes (TDI, MDI):Fill cofferdam with dioctyl phthalate(DOP) to limit the risk of blocking the cofferdam.Crystallizing cargoes (molasses, etc.):Fill cofferdam with fresh water. The cofferdam may also be arranged with a small water circulationRelated InfoOther info pagesThese instruments, often referred to as Draeger tubes, normally function by drawing a sample of the atmosphere to be tested through a proprietary chemical reagent in a glass tube. The detecting reagent becomes progressively discoloured if a contaminant vapour is present in the sample.
The length of the discoloration stain gives a measure of the concentration of the chemical vapour which can be read from the graduated scale printed on the tube.Detector tubes give an accurate indication of chemical vapour concentration, whatever the oxygen content of the mixture: The voyage orders will contain heating information, if heating is required. As a rule thefinal heating instructions are given by the Shipper in writing to the Master / Chief Officer in the port of loading.If those written instructions are not given, the master should request them and issue a Letter of Protest if they are not received at departure.In the latter case the management office should be immediately informed.:Temperature sensors are fitted so that the temperature of the cargo can be monitored, especially where required by the IBC Code. It is important to know the cargo temperature in order to be able to calculate the weight of cargo on board,and because tanks or their coatings often have a maximum temperature limit.
Many cargoes are temperature sensitive, and can be damaged by overheating or if permitted to solidify. Sensors may also be fitted to monitor the temperatures of the structure around the cargo system.:In order to maintain a proper control of the tank atmosphere and to check the effectiveness of gas freeing,especially prior to tank entry, several different gas measuring instruments need to be available for use. Which one to use will depend upon the typeof atmosphere being measured.:The accuracy required of chemical carrier level gauges is high because of the nature and value of the cargo. To limit personnel exposure to chemicals or their vapours while cargo isbeing handled, or during carriage at sea, the IBC Code specifies three methods of gauging the level of a liquid in a tank - open, restricted or closed:Certain cargoes require the designated tank to be fitted with a separate high level alarm to give warning before the tank becomes full. The alarm may be activated by either a float operating a switch device, a capacitive pressure transmitter, or an ultrasonic or radioactive source. The activation point is usually pre-set at 95% of tank capacity.:Oxygen analysers are normally used to determine the oxygen level in the atmosphere of an enclosed space: for instance, to check that a cargo tank can be considered fully inerted, or whether a compartment is safe for entry.:Ships carrying toxic or flammable products (or both) should be equipped with at least two instruments that are designed and calibrated for testing the gases of the products carried. If the instruments are not capable of testing for both toxicconcentrations and flammable concentrations, then separate sets of instruments should be provided.:An important feature of many modern measurement and control instruments is the ability to signal a particular situation.
This can be a main operational alarm that gives anindication of a pre-set situation such as liquid level in a tank, or a malfunction alarm indicating a failure within a sensor's own operating mechanism. The designs and purposes of alarm and shutdown circuits vary widely, and their operating system may be pneumatic, hydraulic, electrical or electronic. Safe operation of plant and systems depends on the correct operation of these circuits and a knowledgeable reaction to them.:Gas freeing onboard chemical tankers is required for entry into cargo tanks, for hot works or washing for clean ballast tanks.Gas Freeing is one of the most hazardous operations routinely undertaken onboard a Chemical Tanker and the additional risk created bycargo gases expelled from the tanks, which may be toxic, flammable and corrosive, cannot be over-emphasised.:Blowing and pigging of pipelines at terminals poses inherent risks for the terminal and a chemical tanker. Frequent damages to tanks have occurred. If there are doubts about the shore operation or signs of problems ashore the OOW must immediately request clarification.Reference publications. Equipment Manufacturers Instruction Manuals.MARPOL – 73/78 (latest consolidated edition).International Safety Guide for Oil Tankers and Terminals (ISGOTT).CFR 33 parts 125 to 199.Ship to Ship Transfer Guide (Petroleum).MSDS for particular cargo carried.Chemical Tank Cleaning GuideMain Info pages!.
Chemicaltankerguide.com is merely an informational site about various aspectsof chemical tankers and safety tips that may be particular value to those working in: Chemical Handling, Chemical Storage,Liquefied Chemical Suppliers, Chemical Shipping, Chemical Transportation, Chemical Terminals, Bulk Chemical Services andChemical Processing. If you areinterested in finding out more about chemical tanker guideline please visit IMO official website. For any comment pleaseCopyright © 2011 All rights reserved.
The framo hydraulic cargo pumping system is designed for a flexible and safe cargo and tank cleaning operation on ships. It consists of one hydraulic motor driven cargo pump installed in each cargo tank, ballast pumps, tank cleaning pumps, portable pumps and other consumers, all connected via a hydraulic ring line system to a hydraulic power unit as shown in figure below. The submerged cargo pump is a single stage centrifugal pump with the impeller close to the tank top, giving a good pumping performance of all kinds of liquids and with excellent stripping performance. The hydraulic section is surrounded by a cofferdam that completely segregates the hydraulic oil from the cargo.The hydraulic power unit consists of electric motor and/or diesel engine driven hydraulic power packs, where the hydraulic pumps are of axial piston type and swash plate design with variable displacement. The pump displacement is hydraulically controlled via the pressure regulator on each pump and by this system, the oil delivery from the hydraulic pumps will always be the same as the oil consumption for the hydraulic motors. To control and limit the speed of the motor, a control valve is fitted for each motor.To keep the hydraulic oil clean and hydraulic oil temperature within desired range, a full flow filter and cooler are installed in the main return line. To regulate the oil temperature, a cooling water inlet valve is controlled from the framo control system. To prevent impurities from entering the hydraulic system, the system is also pressurized (2-6 bar) when not in operation. Depending on the installation, this is done by a jockey or feed pump.The discharge from all cargo, ballast and other pumps connected to the system may be remotely controlled from framo control panel, vessel’s integrated control system (ICS) or locally at each pump via the control valve. The portable pump is controlled locally at the pump via the control valve.
The equipment is manufactured in Norway ‘Framo’ facility and the most important benefits of the system are:. Segregation of cargoes for vessel’s safety and the environment. Maximum transport volume. Efficient stripping and tank cleaning.
Hydraulic system without any electrical power equipment in cargo area. Automatic regulation of power needed and impossible to overload.System DescriptionThe Framo cargo pumping system is controlled by a Programmable Logic Control (PLC) installed inside the control panel. The PLC is programmed by Framo and provides the logic for safe operation of the system. ALARM SYSTEMAll alarm inputs, except “Wear indication” are normally closed, meaning that the system is built up on normally closed contacts. Hence if a contact opens or there is a loose wire, an alarm condition occurs, i.e.
FAIL TO SAFE.The alarms are divided into two groups:a) Shut downb) Alarm for indication (pre-warning) onlyEach alarm is indicated with a flickering light and an acoustic signal. The “Horn silence” button must be operated before it is possible to confirm the alarm by the “Acknowledge” button.Group a) alarms: The “Reset” button must be operated to clear the alarm.Group b) alarms: Automatic reset POWER SUPPLYMost hydraulic system control panels are supplied via two separate power feeders, main and back-up. In case of failure to main feeder, automatic change-over to back-up will take place. Deerhoof milk man zip. For increased availability and simplified trouble shooting, the control system is electrically divided into separate sub-systems. Each sub-system has its own 24VDC power supply.
Failure in one system is not likely to interfere with other systems.The feeders and DC power supplies are monitored by relays provided with status lamps. The lamps illuminate when corresponding feeder/ supply is in good condition. A failure on any of the feeders/ supplies or short circuit will generate a potential free (dry contact) power failure alarm to the engine control room in addition to alarm at the control panel.
FEED PUMPSThe feed pumps are started/stopped manually from control panel or from the electric starter cabinet. However, when initiating start of the first main power pack, two of the feed pumps will automatically be started (high capacity mode) before the power pack is started. When the power packs are stopped, the feed pump will switch from high capacity mode to low capacity mode (only one feed pump running) automatically after 10 minutes if this is not done by operator. A running signal is provided for indication on the control panel.
The high capacity mode is used to keep feed pressure on the suction side of the main hydraulic pumps. Two feed pumps must therefore be running before the main power packs can be started. If one of the feed pumps stops when running in high capacity mode and the power packs are running, the third feed pump will start automatically. If the running signal for the third feed pump is not obtained within 3 seconds, the feed pressure low alarm will be initiated and the system will be shut down. One of the feed pumps must always be running when the system is not in operation and if it stops, the protection pressure low alarm is initiated. At system shut down, the feed pumps will stop together with the first power pack. POWER PACKSThe power packs are started/stopped manually from control panel or from the electric starter cabinet. The power packs can be started in any sequence.
Maximum 4 starts should be made during an hour. Maximum 2 following starts can be made, then 15 minutes between each. The starts are controlled by the PLC, including starts from the electric starter cabinet.”Closed” signal from limit switches on suction line for each power pack will stop or prevent start of the corresponding power pack only.
An alarm light is provided for each power pack to indicate closed valve. If more than one power pack is loaded and the hydraulic oil temperature increases to 65°C or above, the control system will automatically unload all power packs in sequence except for one. The running light will start flashing for the unloaded power packs, and the high oil temperature alarm is re-initiated each time a new power pack is unloaded. The power packs will automatically be reloaded in sequence when the hydraulic oil temperature has decreased below 60°C. SYSTEM PRESSURE CONTROLSystem pressure is set by the potentiometer on the control panel, as a voltage input to the PLC. The PLC output is amplified by a proportional valve driver card controlling the proportional pressure control valve for the system pressure. The set pressure is automatically set to zero until one of the power packs has been loaded.The manual set pressure is automatically compared to the actual pressure. If a pressure drop occurred, for example by starting too many consumers in proportion to number of power packs running, the PLC is limiting its output set pressure to maximum 60 bar above actual pressure. This is to avoid pressure peaks when starting another power pack or stopping a consumer. This function can be manually overruled in manual override mode 1 and is automatically overruled in mode 2.
REMOTE CONTROL OF HYDRAULICALLY DRIVEN PUMPSThe command signals from potentiometers at the front of the control panel are fed directly into the proportional valves for speed control. The built in pressure transmitters give a 4-20 mA (0-300 bar) feedback signal to the instruments on the control panel. EMERGENCY STOP ARRANGEMENTFollowing emergency stop arrangement is provided by Framo according to class requirements:. Emergency stop push buttons located on deck are stopping the cargo pumps only, other consumers are not affected. Emergency stop push button located on hydraulic system control panel and central location outside engine room are stopping the hydraulic system.SYSTEM SHUT DOWNIf a shut down function is initiated, the PLC will give shut down command to the power packs in sequence. The first power pack stops immediately and delay between shut down command of each following power pack is 0.75 seconds.
COOLING WATER INLET VALVEThe valve is automatically controlled and will open at hydraulic oil temperature above 50°C. It will stay open until the temperature decreases to below 30°C, then it will close. If no power packs are running and the hydraulic oil temperature is below 49°C, the valve will be closed. If there is a mismatch between command and feedback signal, an alarm will be released. If failure in the temperature monitoring loop, the valve will be opened. ELECTRIC CONTROLLED BALLAST PUMP EJECTORThe priming of ballast pump is done by creating vacuum in the pump casing. For creating vacuum, an air ejector is installed.
Framo Pump Operation Manual
The ejector for the priming system is automatically controlled by the PLC. The PLC receives input from a level switch installed in the pump casing and controls the solenoid valve for the ejector pilot air, starting and stopping the ejector. Time delay for start and stop is 2 seconds and the logic incorporates an interlock to prevent starting the ejector unless at least one power pack is running and operator’s hydraulic pressure command is more than 30 bar.
Cargo Pumping Arrangement In Chemical Tanker
INERT GAS PRESSURE LOWInput from external system for shut down of cargo pumps. Visual and audible alarm provided CARGO PRESSURE HIGHInput from external system for shut down of cargo pumps.Visual and audible alarm provided INTERFACE TO VESSEL’S INTEGRATED CONTROL SYSTEM (ICS)The Framo cargo pumping system can be operated/ monitored from Framo control panel or from ICS. The mode is selected in front of the Framo control panel. INTERFACE TO POWER MANAGEMENT SYSTEM (PMS)A “start request” signal is sent from the Framo electric starter to PMS. Start is prohibited until a “power available” signal is received from PMS.Reference:SERVICE MANUAL FOR CARGO PUMPING SYSTEM by Framo.