heat exchangers
Corrosion forces heat exchanger exchange
A fleet of US oil spill response vessels (OSRVs) is benefiting from new Platecoil heat exchangers supplied by Tranter Heat Exchangers (Australia), replacing the existing coated mild steel pipe coils in the tank heaters which had been corroded by sea water. The ships are operated by the Marine Spill Response Corp (MSRC), which describes itself as the largest dedicated oil spill response organisation in the USA. MSRC’s Responder class OSRVs
receive recovered material in their holds, where it is heated to accelerate the gravity separation of oil and water. Following separation, the OSRV crew shuts down the heating unless the weathered oil is very viscous. If it is, the heating is continued until the ship reaches port, in order to maintain a pumpable viscosity. In a report, Tranter Heat Exchangers (Australia) explained that high heat transfer rates are a critical factor in the design and operation of tank and cargo hold heating applications. The company added that the high heat transfer rate of Platecoil prime surface heat exchanger banks increases efficiencies and reduces operational cost when compared to conventional heating coil design. Each ship has four banks of
Hot gossip on Tranter’s forum
Tranter is one of the world’s leading manufacturers of plate heat exchangers and has launched an online Heat Transfer Forum to offer advice on the company’s products and on wider questions about heat transfer. It was introduced last September and aims to answer questions within one business day. “The heat transfer market is a very complex field and we believe that people have a lot of questions,” said Torbjörn Lantz, vice president of
Tranter Europe. “After 80 years within the heat transfer business, we have gathered a broad expertise. We want to take this opportunity to share our competence and knowledge worldwide.” Tranter’s Heat Transfer Forum is monitored and secure, and registration is free. It can be reached from the company’s website at www.
tranter.com or via
https://forum.tranter.com. The forum can also be accessed through smart phones on Tranter’s mobile website,
m.tranter.com.
BWTS can gain from heat exchangers Ballast water treatment systems (BWTSs) are large consumers of power. Those that are able to use waste heat as part of the process, however, appear to eliminate the need to run additional power generators. These kinds of BWTS employ heat
exchangers to make use of otherwise waste heat. Only one type-approved system, however, uses heat as its treatment method. This is the SeaSafe-3 from Australia’s Hi Tech Marine, which claims to have had type approval since 1997, when it demonstrated its system aboard
88 I Marine Propulsion I April/May 2014
the Australian bulk carrier Sandra Marie. Using heat as a biocide has advantages over other systems, the company believes. It causes no mutations, there is no toxic residue to dispose of and there are no dangerous chemicals to be handled. As ballast is loaded, it passes through a heat exchanger that is connected to the main engine’s jacket water cooling heat exchanger via a holding tank. It can operate either in a flushing mode, in which water is drawn in, passed through the heat exchanger to the ballast tank and
17-23 plates to heat the 4,000 bbl (about 635m3) capacity holds. Tranter engineered and prefabricated the replacement banks from Platecoil Style 40D panels in Type 304 stainless steel. Installation – which was carried out during a routine drydocking – was complicated by restricted access to the heaters’ locations, so the panels were prefabricated with inlet-outlet flanges and transported as separate pieces. Once they had been moved into the hold, the panels were connected to flanged headers and secured within notched support frames using tie rods. This reduced shipyard labour from a major welding installation to a bolt-in installation, while also decreasing the overall capital cost of the project. The company explained that in many hold heating installations, where standard vessel manways are present, the panels can be factory-prefabricated into a rigid, integral unit comprising manifold connections and support structures with integral feet. These complete assembled units can pass through standard manways to the cargo hold, where they are easily lowered into position and connected to the heating media distribution and return piping.
Heat exchanger vital for scrubber innovation Germany’s Saacke Marine Systems is a recent entrant to the scrubber market (Marine Propulsion, December 2013/January 2014) with its novel LMB-EGS scrubber. This features dry separation of soot prior to SOx removal with water. It uses a ventilator-separator unit, which Saacke has dubbed VentSep, to reduce particulate matter by 97 per cent in the early stage of exhaust gas purification and to reduce contamination for all the other components in the system.
One of those components is the heat
exchanger, which is positioned on the top of the scrubber and receives soot-free gases that still contain sulphur. It is cross-designed, Saacke explained, so that exhaust gases that enter the heat exchanger are cooled by the cold exhaust from the scrubber. At the same time the exhaust is heated up before passing to the funnel, which eliminates the vapour plume, said Saacke. To remove the SOx, the gases are guided via a channel that connects the heat exchanger at the top to the scrubber at the bottom. This channel is designed with wash water nozzles, which are used to lower the temperature of the gases and to act as the first scrubbing stage. Saacke Marine Systems received its first order for the scrubber last year. Carl Büttner Shipmanagement had the system fitted to its four year old 15,300 dwt tanker Levana. The installation was carried out in November and is expected to pay for itself after two years.
Tranter’s online forum
discharged, or in a closed loop, in which the ballast water is circulated between tank and heat exchanger. Hi Tech Marine may not have this particular market to itself for much longer, however. Danish company Bawat offers a BWTS that uses a combination of pasteurisation and deoxygenation to disinfect the ballast water. It points out in its literature that this is an in-tank method that makes it possible for ship operators to treat ballast water in transit rather than upon uptake. It ›››
www.mpropulsion.com
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