6.

CARGO HANDLING SYSTEM

The lecture under this section covers all system and equipment connected with the cargo
handling as with the topics under section 5, lecture under this section should also be based on
the requirements of the IBC and BCH, (Bulk Chemical Code) and the parallels should be drawn
as to how these requirements are met in the systems and in the equipment of a modern
chemical tanker.

6.1 Tanks piping and valves

Pipings and valves is the main system in any cargo handling system, and we will describe the
different types of pumps used on a chemical tankers, generally the requirements of cargo
piping arrangements, types of acceptable means of cargo segregation, types of commonly
used types of valves. We will also have a quick look on cargo hoses, the requirements,
maintenance and test procedure.

6.1.1 Piping scantling

Subject to the conditions stated in 6.1.4, the wall thickness (t) of, pipes should not be less
than:

where:
to = theoretical thickness

to = PD/(2OKe + P) (mm)

with:

P = design pressure (bar)

D = outside diameter (mm)

K= allowable stress (N/mm2 )

 e = efficiency factor; equal to 1.0 for seamless pipes and for longitudinally or
spirally welded pipes delivered by manufacturers approved for making welded
pipes which are considered by the Administration as equivalent to seamless
pipes. In other cases the e value is to be determined by the Administration,
depending on the manufacturing process and testing procedure.

b allowance for bending (mm). The value of b should be chosen so that the
calculated stress in the bend, due to internal pressure only, does not exceed
the allowable stress. Where such justification is not given, b should be not less
than:

with:

r = mean radius of the bend (mm).

c = corrosion allowance (mm). If corrosion or erosion is expected, the wall

thickness of piping should be increased over that required by the other
design requirements.

a = negative manufacturing tolerance for thickness

6.1.2 Design pressure

The design pressure P in the formula for to, in 6.1.1 is the maximum gauge pressure to which
the system may be subjected in service, taking into account the highest set pressure on any
relief valve on the system.

6.1.3 Piping and piping system

Piping and piping-system components which are not protected by a relief valve, or which may
be isolated from their relief valve, should be designed for at least the greatest of:
 .1 for piping systems or components, which may contain some liquid, the saturated
vapor pressure at 45o C;

.2 the pressure setting of the associated pump discharge relief valve;

.3 the maximum possible total pressure head at the outlet of the associated pumps
when a pump discharge relief valve is not installed.

6.1.4 Minimum design pressure

The design pressure should not be less than 10 bar gauge except for open-ended lines, where
it should be not less than 5 bar gauge.

6.1.5 Pipes
For pipes, the allowable stress K to be considered in the formula for t,, in 5.1.1 is the lower of
the following values:

where:
 Rm = specified minimum tensile strength at ambient temperature (N/mm2)

Re = specified minimum yield stress at ambient temperature (N/mm2). If the

stress-strain curve does not show a defined yield stress, the 0.2% proof
stress applies.

A and B should have values of at least A = 2.7 and B = 1.8.

6.1.6 Wall thicknesslanges and valves

The minimum wall thickness should be in accordance with Recognized Standards.

6.1.7 Mechanical strength

Where necessary for mechanical strength to prevent damage, collapse, excessive sag or
buckling of pipes due to weight of pipes and content and to superimposed loads from supports,
ship deflection or other causes, the wall thickness should be increased over that required by
6.1.1 or, if this is impracticable or would cause excessive local stresses, these loads should be
reduced, protected against or eliminated by other design methods.

6.1.8 Flanges and valves

Flanges, valves and other fittings should be to a standard acceptable to the Administration,
taking into account the design pressure defined under 6.1.2.

For flanges not complying with a standard, the dimensions for flanges and associated bolts
should be to the satisfaction of the Administration.

6.1.9 Piping fabrication and joining details

The requirements of this section apply to piping inside and outside the cargo tanks. However,
the Administration may accept relaxation’s from these requirements for open-ended piping
and for piping inside cargo tanks except for cargo piping serving other cargo tanks.

Cargo piping should be joined by welding except:

.1 for approved connections to shutoff valves and expansion joints; and

 .2 for other exceptional cases specifically approved by the Administration.

The following direct connections of pipe lengths without flanges may be considered:

.1 Butt-welded joints with complete penetration at the root may be used in all
applications.

.2 Slip-on welded joints with sleeves and related welding having dimensions
satisfactory to the Administration should only be used for pipes with an external
diameter of 50 mm or less. This type of joint should not be used when crevice
corrosion is expected to occur.

.3 Screwed connections acceptable to the Administration should only be used for

accessory lines and instrumentation lines with external diameters of 25 mm or less.

Expansion of piping should normally be allowed for by the provision of expansion loops or
bends in the piping system.

.1 Bellows may be specially considered by the Administration in each case.

.2 Slip joints should not be used.

Welding, post-weld heat treatment and non-destructive testing should be performed in

accordance with Recognized Standards.

6.1.10 Flange connections

Flanges should be of the welded-neck, slip-on or socket-welded type. However, socket-welded-
type flanges should not be used in nominal size above 50 mm.

Flanges should comply with standards acceptable to the Administration as to their type,
manufacture and test.
6.1.11 Test requirements for piping
The test requirements of this section apply to piping inside and outside cargo tanks. However,
the Administration may accept relaxation’s from these requirements for piping inside cargo
tanks and open-ended piping.

After assembly, each cargo piping system should be subject to a hydrostatic test to at least 1.5
times the design pressure. When piping systems or parts of systems are completely
manufactured and equipped with all fittings, the hydrostatic test may be conducted prior to
installation aboard the ship. Joints welded on board should be hydrostatically tested to at least
1.5 times the design pressure.

After assembly on board, each cargo piping system should be tested for leaks to a pressure
depending on the method applied.

6.1.12 Piping arrangements

Cargo piping should not be installed under deck between the outboard side of the cargo-
containment spaces and the skin of the ship unless clearances required for damage protection
are maintained; but such distances may be reduced where damage to the pipe would not
cause release of cargo provided that the clearance required for inspection purposes is
maintained.
 Cargo piping located below the main deck may run from the tank it serves and penetrate tank
bulkheads or boundaries common to longitudinally or transversally adjacent cargo tanks,
ballast tanks, empty tanks, pump-rooms or cargo pump-rooms provided that inside the tank it
serves it is fitted with a stop valve operable from the weather deck and provided cargo
compatibility is assured in the event of piping failure. As an exception, where a cargo tank is
adjacent to a cargo pump-room, the stop valve operable from the weather deck may be
situated on the tank bulkhead on the cargo pump-room side, provided an additional valve is
fitted between the bulkhead valve and the cargo pump.

The Administration may, however, accept a totally enclosed hydraulically operated valve
located outside the cargo tank, provided that the valve is:

 1 designed to preclude the risk of leakage;

 2 fitted on the bulkhead of the cargo tank which it serves;

 3 suitably protected against mechanical damage;

 4 fitted at a distance from the shell as required for damage protection; and

 5 operable from the weather deck.

In any cargo pump-room where a pump serves more than one tank, a stop valve should be
fitted in the line to each tank.

Cargo piping installed in pipe tunnels should also comply with the requirements. Pipe tunnels
should satisfy all tank requirements for construction, location and ventilation and electrical
hazard requirements. Cargo compatibility should be assured in the event of a piping failure.
The tunnel should not have any other openings except to the weather deck and cargo pump-
room or pump-room.

Cargo piping passing through bulkheads should be so arranged as to preclude excessive

stresses at the bulkhead and should not utilize flanges bolted through the bulkhead.
6.1.13 Cargo-transfer control systems
For the purpose of adequately controlling the cargo, cargo-transfer systems should be
provided with:

.1 one stop valve capable of being manually operated on each tank filling and discharge
line, located near the tank penetration; if an individual deepwell pump is used to
discharge the contents of a cargo tank, a stop valve is not required on the discharge
line of that tank;

.2 one stop valve at each cargo-hose connection;

.3 remote shutdown devices for all cargo pumps and similar equipment.

The controls necessary during transfer or transport of cargoes covered by the Code other
than in cargo pump-rooms which have been dealt with elsewhere in the Code should not be
located below the weather deck.

Handling of a cargo hose

6.1.14 Ship's cargo hoses
Liquid and vapor hoses used for cargo transfer should be compatible with the cargo and
suitable for the cargo temperature.

Hoses subject to tank pressure or the discharge pressure of pumps should be designed for a
bursting pressure not less than 5 times the maximum pressure the hose will be subjected to
during cargo transfer.

Each new type of cargo hose, complete with end fittings, should be prototype-tested to a
pressure not less than five times its specified maximum working pressure. The hose
temperature during this prototype test should be the intended extreme service temperature.
Hoses used for prototype testing should not be used for cargo service. Thereafter, before
being placed in service, each new length of cargo hose produced should be hydrostatically
tested at ambient temperature to a pressure not less than 1.5 times its specified maximum
working pressure but not more than two-fifths of its bursting pressure. The hose should be
stenciled or otherwise marked with its specified maximum working pressure and, if used in
other than ambient temperature services, its maximum and minimum service temperature, as
applicable. The specified maximum working pressure should not be less than 10 bar gauge.

Cargo hoses should be cleaned and store away from sunshine and seawater spray as soon as
possible after use, and also checked for mechanical damages after use.