Patent Application
20200354024
Engine-powered marine vessels utilize fuels, such as fuel oils. Refueling such vessels, however, can be challenging. Marinas and seaports often have terrestrial refueling systems. Such a system may include an onshore fuel oil tank and a network of pipes and/or hoses. Depending on the size of the vessel and location of the system, it may be difficult for the vessel to physically access the refueling system, and some systems may be altogether inaccessible. Alternatively, a vessel may be refueled using a refueling truck. The refueling truck has a large fuel tank and may in some instances be able to access the vessel near its point of docking. Despite this greater degree of accessibility, it may still be necessary to run hoses from the truck across the dock to the vessel, increasing the potential for accidental spillage or logistic complications. To complicate matters further, the vessel may also require other liquids, such as engine lubricants, potable water, and the like. Lubricants and water may be provided manually or require access to/from additional supply systems. As a result, preparing the vessel for voyage may be costly, time-consuming, and location-limited.
A marine distribution vessel according to an example of the present disclosure includes a barge that has a deck, at least one fuel tank, and at least one lubricant tank. A distribution station is disposed on the barge and connected with the at least one fuel tank and the at least one lubricant tank. The distribution station is configured to dispense fuel and lubricant on-demand to patron marine vessels and track amounts of fuel and lubricant dispensed. The distribution station has a fuel pump, a lubricant pump, a fuel flow meter, an automated fuel valve, a lubricant flow meter, an automated lubricant valve, and a computerized controller that is electrically connected with the fuel flow meter, the lubricant flow meter, the automated fuel valve, the automated lubricant valve, the fuel pump, and the lubricant pump. The distribution station is mounted at an elevated position above the deck of the barge.
In a further embodiment of any of the foregoing embodiments, the distribution station includes a container, and the fuel pump, the lubricant pump, the fuel flow meter, the automated fuel valve, the lubricant flow meter, the automated lubricant valve, and the computerized controller are in the container.
In a further embodiment of any of the foregoing embodiments, the automated fuel valve and the automated lubricant valve are pneumatic valves.
In a further embodiment of any of the foregoing embodiments, the distribution station further includes a generator in the container.
In a further embodiment of any of the foregoing embodiments, the distribution station is stacked on top of a spacer container on the deck of the barge.
In a further embodiment of any of the foregoing embodiments, the distribution station includes a container that is partitioned into a first compartment, a second compartment, and a third compartment, wherein the fuel pump, the lubricant pump, the fuel flow meter, the lubricant flow meter, the automated fuel valve, and the automated lubricant valve are located in the first compartment.
In a further embodiment of any of the foregoing embodiments, there are spacers between the spacer container and the container.
In a further embodiment of any of the foregoing embodiments, the distribution station further comprises a generator electrically connected with the fuel pump, the lubricant pump, and the computerized controller. The generator is located in the third compartment, and the computerized controller is located in the second compartment.
In a further embodiment of any of the foregoing embodiments, the first compartment, the second compartment, and the third compartment each have an exterior door.
In a further embodiment of any of the foregoing embodiments, the distribution station includes a balcony connecting the exterior doors.
A marine distribution vessel according to an example of the present disclosure includes a barge that has a deck, at least one fuel tank, at least one lubricant tank, a vent from the at least one fuel tank, and a pressure relief valve connected with the at least one fuel tank. There is a spatial region about the deck that has a first, spherical spatial sub-region of a radius of at least 33 feet defined about the vent, a second, cylindrical spatial sub-region of a radius of at least 16 feet defined about the pressure relief valve, and a third spatial sub-region from the deck up to a height of at least 10 feet. A distribution station is disposed on the barge and connected with the at least one fuel tank and the at least one lubricant tank. The distribution station is configured to dispense fuel and lubricant on-demand to patron marine vessels and track amounts of fuel and lubricant dispensed. The distribution station includes a fuel pump, a lubricant pump, a fuel flow meter, an automated fuel valve, a lubricant flow meter, an automated lubricant valve, and a computerized controller that is electrically connected with the fuel flow meter, the lubricant flow meter, the automated fuel valve, the automated lubricant valve, the fuel pump, and the lubricant pump. The distribution station is disposed outside of the spatial region.
In a further embodiment of any of the foregoing embodiments, the distribution station includes a container, and the fuel pump, the lubricant pump, the fuel flow meter, the automated fuel valve, the lubricant flow meter, the automated lubricant valve, and the computerized controller are in the container.
In a further embodiment of any of the foregoing embodiments, the distribution station further includes a generator in the container.
In a further embodiment of any of the foregoing embodiments, the distribution station is stacked on top of a spacer container on the deck of the barge.
In a further embodiment of any of the foregoing embodiments, the distribution station includes a container that is partitioned into a first compartment, a second compartment, and a third compartment, wherein the fuel pump, the lubricant pump, the fuel flow meter, the lubricant flow meter, the automated fuel valve, and the automated lubricant valve are located in the first compartment.
In a further embodiment of any of the foregoing embodiments, the distribution station further comprises a generator electrically connected with the fuel pump, the lubricant pump, and the computerized controller. The generator is located in the third compartment, and the computerized controller is located in the second compartment.
In a further embodiment of any of the foregoing embodiments, the first compartment, the second compartment, and the third compartment each have an exterior door.
A marine distribution vessel according to an example of the present disclosure includes a barge having a deck, at least one fuel tank, at least one lubricant tank, a vent from the at least one fuel tank, and a pressure relief valve connected with the at least one fuel tank. There is a spatial region about the deck that includes a first, spherical spatial sub-region of a radius of at least 33 feet defined about the vent, a second, cylindrical spatial sub-region of a radius of at least 16 feet defined about the pressure relief valve, and a third spatial sub-region from the deck up to a height of at least 10 feet. A distribution station is disposed on the barge and connected with the at least one fuel tank and the at least one lubricant tank. The distribution station is configured to dispense fuel and lubricant on-demand to patron marine vessels and track amounts of fuel and lubricant dispensed. The distribution station has a container and at least one electrical device in the container. The container is mounted on the barge outside of the spatial region.
In a further embodiment of any of the foregoing embodiments, the at least one electrical device includes a generator.
In a further embodiment of any of the foregoing embodiments, the distribution station includes a fuel pump, a lubricant pump, a fuel flow meter, an automated fuel valve, a lubricant flow meter, an automated lubricant valve, and a computerized controller electrically connected with the fuel flow meter, the lubricant flow meter, the automated fuel valve, the automated lubricant valve, the fuel pump, the lubricant pump and the generator.
In a further embodiment of any of the foregoing embodiments, the container is stacked on top of a spacer container on the deck of the barge.
In a further embodiment of any of the foregoing embodiments, the container is partitioned into a first compartment, a second compartment, and a third compartment, wherein the fuel pump, the lubricant pump, the fuel flow meter, the lubricant flow meter, the automated fuel valve, and the automated lubricant valve are located in the first compartment.
In a further embodiment of any of the foregoing embodiments, the generator is located in the third compartment, and the computerized controller is located in the second compartment.
In a further embodiment of any of the foregoing embodiments, the first compartment, the second compartment, and the third compartment each have an exterior door.
The various features and advantages of the present disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows.
The vessel 20 generally includes a barge 24 and a distribution station 26 disposed on the barge 24. The barge 24 is water-buoyant and is transportable to such locations as points-of-sale at the location of the patron marine vessels 22, marinas, harbors, seaports, and temporary locations in waterways at which patron marine vessels 22 may access the barge 24.
The barge 24 is comprised of a hull 24a and a deck 24b. The hull 24a is generally a flat-bottom hull. In the illustrated example, the barge 24 is non-self-propelled. In this regard, the barge 24 may be pulled or pushed by another, self-powered vessel, such as a tugboat. The barge 24 may be provided in a variety of different sizes but is generally 100 feet or more in length and 30 feet or more in width. As an example, the illustrated barge 24 has a length of approximately 200 feet and a width of approximately 45 feet. In modified designs, the barge 24 may have a length of approximately 150 feet and a width of approximately 40 feet. The dimensions, however, are not particularly limited and other barge sizes may alternatively be used.
The barge 24 includes at least one fuel tank 28 and at least one lubricant tank 30. In the illustrated example, the barge 24 includes six fuel tanks 28 and the fuel tanks 28 are within the interior of the barge 24, which facilitates providing a large amount of storage space for fuel oil and also keeps the deck 24b clear. For containment purposes, the fuel tanks 28 may be double-walled. The fuel tanks 28 hold fuel that is to be dispensed to the patron marine vessels 22. For example, the fuel may be, but is not limited to, ultra-low or low sulfur diesel fuel, other types of diesel fuel, bunkering fuel, gasoline, or methanol. Although not particularly limited, as an example, the fuel tanks 28 may each have a capacity of 1000-5000 barrels. The fuel tanks 28 may be further equipped with a ventilation system 28a, including a piping network having a vent 28b and pressure release valve 28c. As will be appreciated, the examples herein may be modified to have fewer fuel tanks 28 or additional fuel tanks 28.
In the illustrated example, the barge 24 also includes four lubricant tanks 30 that are located on the deck 24b. Here, at least several of the lubricant tanks 30 are provided in a bank of lubricant tanks 30, side-by-side. Having the lubricant tanks 30 on the deck 24b facilitates ready access to the lubricant tanks 30. Although not particularly limited, as an example, the lubricant tanks 30 may each have a capacity of 200-1000 gallons. As will be appreciated, the examples herein may be modified to have fewer lubricant tanks 30 or additional lubricant tanks 30. The lubricant tanks 30 may hold different types and/or different brands of lubricants, such as engine oils developed for use in marine diesel engines. Although not particularly limited the lubricants will typically have kinematic viscosities at 40° C. of approximately 100-200 mm2/s (ASTM D445) and densities at 15° C. below 0.9 kg/l (ASTM D4052).
The barge 24 further includes a fuel supply line network 32 and a lubricant supply line network 34. The networks 32/34 may include hard piping that connects, respectively, the fuel tanks 28 and the lubricant tanks 30 with the distribution station 26. As will be appreciated, the networks 32/34 may include various types of valves to facilitate supply of fuel and lubricant from the tanks 28/30 to the distribution station 26.
In the illustrated example, the barge 24 additionally includes one or more hatches H for accessing the fuel tanks 28, a water tank 35, and at least one sludge oil tank 36. The water tank 35 may include a hose 35a for delivering potable water to the patron vessels 22. Although not particularly limited, as an example, the water tank 35 may have a capacity of 5000-10000 gallons. The sludge oil tank(s) 36 may be of the same or similar size and construction as the lubricant tanks 30 and may be configured to receive sludge oil from the patron marine vessels 22. In this regard, the sludge oil tanks 36 may include one or more intake lines or ports 36a.
Turning to the distribution station 26, the station 26 is mounted on the barge 24. For reasons explained in further detail below, in the illustrated example, the distribution station 26 is elevated above the deck 24b. As an example, the distribution station 26 is mounted on a spacer container 37. A sectioned, overhead view of the distribution station 26 is shown in
As shown in
The compartments 38a/38b/38c may be functionally designated. For example, the compartment 38a is an industrial compartment, compartment 38b is an office compartment, and compartment 38c is a generator compartment. In this example, the office compartment is between the industrial compartment and the generator compartment. The industrial compartment and the generator compartment are accessible by the doors D, and the office compartment is accessible by the entry door ED. Thus, each compartment 38a/38b/38c is accessible from the exterior of the container 38.
The first compartment 38a houses the hardware for distributing the fuel and lubricants.
The fuel line 42 in the illustrated example includes an inlet line 42a that leads into the upstream side of the fuel pump 40a, i.e., the suction side. The automated fuel valve 48 is disposed in the inlet line 42a, as well as a filter strainer FS. There may be manual valves, such as ball valves, upstream and downstream of the automated fuel valve 48 and, depending on line sizes, pipe reducers or expanders where appropriate. The fuel line 42 further includes a fuel outlet line 42b that is connected to the downstream side of the fuel pump 40a, i.e., the discharge side. The fuel flow meter 46a is disposed in the fuel outlet line 42b. In the illustrated example, the fuel line 42 is a singlet, in that it includes only a single fuel line inlet 42a that is connected to the fuel supply line network 32 (see
The lubricant line 44, on the other hand, is a multiplet, and in this example includes four lubricant inlet lines 44a. Each lubricant inlet line 44a is connected via the lubricant supply network 34 to one of the lubricant tanks 30. An automated lubricant valve 50 is disposed in each lubricant inlet line 44a. The lubricant line 44 further includes a manifold 44b that connects to the lubricant inlet lines 44a downstream of the automated lubricant valves 50. The lubricant line 44 then includes a connector line 44c that connects at a single outlet to the manifold 44b, and the connector line 44c is connected to an upstream side of the lubricant pump 40b. An outlet line 44d of the lubricant line 44 connects to a downstream side of the lubricant pump 40b, and the lubricant flow meter 46b is disposed in the outlet line 44d. There may be manual valves upstream and downstream of the automated lubricant valves 50 and, depending on line sizes, pipe reducers or expanders where appropriate. It is to be appreciated that in modified examples, such as where there is only a single lubricant, the lubricant line 44 may be a singlet that is configured like the fuel line 42. Conversely, the fuel line 42 may alternatively be configured as a multiplet like the lubricant line if there are multiple types of fuels.
As shown in
The automated valves 48/50 may be electrical valves, such as solenoid valves, hydraulic valves, or pneumatic valves. In the illustrated example, the automated valves 48/50 are pneumatic valves that are connected with one or more air compressors 54 (see
The fuel pump 40a, lubricant pump 40b, air distributor 54b, flow meters 46a/46b, and sensors 52a/52b are electrically connected via electrical cables EC with a computerized controller 56 located in the second compartment 38b. The computerized controller 56, pumps 40a/40b, air compressor(s) 54, air distributor 54b, as well as any other electrical devices such as lights L and air conditioner AC, are also electrically connected by electric cables EC with a generator 58 mounted in the third compartment 38c. The computerized controller 56 may include hardware, such as a microprocessor, display, and memory, and software, which are programmed to carry out the functions described herein. As will be discussed in additional detail below, the distribution station 26 is configured to dispense fuel and lubricant on-demand to the patron vessels 22 and track the amounts of fuel and lubricant dispensed. As used herein, the term “on-demand” refers to dispensing of the fuel or lubricant only when there is a request or order for the fuel or lubricant, and “track” or variations thereof may refer to monitoring, tabulating, recording, or combinations of monitoring, tabulating, and recording.
As shown in
Turning now to the operation of the vessel 20 and distribution station 26, a patron vessel 22 in demand of fuel, lubricant, and/or water may moor alongside the barge 24. The barge 24 can accommodate two patron marine vessels 22, and possibly more depending on vessel size. The vessel 20 may not service all of the patron marine vessels 22 at once. For instance, only one patron marine vessel 22 may be serviced with fuel at one time, and only one patron marine vessel 22 may be serviced with lubricant at one time. Alternatively, a single patron marine vessel 22 can be serviced with fuel and with lubricant at one time. As indicated earlier in this disclosure, the vessel 20 may be transported to the points-of-sale at the location of the patron marine vessel 22, marinas, harbors, seaports, and temporary locations at which patron marine vessels 22 may access the barge 24. Servicing of the patron marine vessels 22 by the vessel 20 may be conducted while the vessels 20/22 are stopped/anchored or while the vessels 20/22 are moving.
Initially, the vessel 20 may receive an order or demand for fuel, lubricant, or both. The order may include information such as a designated amount of fuel needed and/or a designated amount of lubricant needed. Although not limited, the designated amounts may be determined from gauges on the patron marine vessel 22 and/or by manually gauging the instant fuel or lubricant levels, such as with a dipstick. The designated amounts may then be entered into the computerized controller 56 in the distribution station 26. The entry may be made manually by a tankerman that operates the vessel 22. The entry may be made through an input, such as a keyboard or a touchscreen of the computerized controller 56. The designated amounts may be entered with reference to other information associated with the owner or operator of the patron marine vessel 22, so that the owner or operator can be invoiced for the fuel and lubricant provided. If water is also ordered or provided from the water tank 35, the amount of water may also be entered into the computerized controller 56. Additionally or alternatively, some or all of the order information may be entered or handled from a remote terrestrial operating center that is in communication with the distribution station 26.
Pursuant to the order, the fuel hose 66a and one of the lubricant hoses 66b may be connected with an associated fuel tank port and lubricant tank port of the patron marine vessel 22. The lubricant hose 66b depends on which of the lubricants is ordered, as each hose 66b corresponds to a different one of the lubricant tanks 30. Once the hoses 66a/66b are connected to the patron marine vessels 22, fuel and lubricant dispensing may commence.
The start of dispensing is initiated in the distribution station 26 at the computerized controller 56 or alternatively remotely from the aforementioned operating center in communication with the computerized controller 56. For example, the tankerman may manually start the dispensing by initiating a start function in the computerized controller 56. Upon starting, the computerized controller 56 controls operation of the hardware in the first compartment 38a to deliver fuel and lubricant from the tanks 28/30 to the patron marine vessel 22. As will be appreciated, if only fuel or only lubricant is to be dispensed, only the hardware associated with fuel or lubricant will be activated.
As an example, the computerized controller 56 activates the pumps 40a/40b if they are not already activated. Depending on the power draw and capacity of the generator 58, the computerized controller 56 may stagger the start of the pumps 40a/40b. Starting the pump 40a or 40b can cause a temporary surge in power draw from the generator 58. As the pump 40a or 40b accelerates up to its rated speed, the surge may decay and level off at or near the rated power of the pump 40a or 40b. To avoid coinciding power surges that could exceed the capacity of the generator 58 if both pumps 40a/40b are started at the same time, the computerized controller 56 may stagger the starts.
Next, the computerized controller 56 causes the automated fuel valve 48 to open and one of the automated lubricant valves 50 to open. The automated lubricant valve 50 that is opened corresponds to the lubricant tank 30 that holds the type of lubricant that was ordered. For instance, if there are four different types of lubricants, type I, type II, type III, and type IV in the respective tanks 30, and type II is ordered, the valve 50 associated with the tank 30 that holds the type II is opened.
The pumps 40a/40b draw the fuel and the lubricant from the respective tanks 28/30. The fuel and lubricant flow through the respective networks 32/34, into the respective inlet lines 42a/44a, and then through the respective pumps 40a/40b. The fuel flows through the fuel outlet line 42b, and the fuel flow meter 46a measures flow and sends electronic signals representative of the flow rate back to the computerized controller 56. The lubricant flows through the lubricant outlet line 44d, and the lubricant flow meter 46b measures flow and sends electronic signals representative of the flow rate back to the computerized controller 56. The computerized controller 56 utilizes the flow rates to track in real-time the amount of fuel and the amount of lubricant dispensed. The fuel continues to flow through the drop line 62, through the fuel hose 66a, and then into the patron vessel 22. The lubricant continues to flow through the drop line 64, through the manifold 68, through the selected reel outlet line 70 and reel 72, then through the lubricant hose 66b to the patron vessel 22.
From the flow rate data provided by the flow meters 46a/46b, the computerized controller 56 tracks the running amount of fuel and lubricant dispensed to the patron marine vessel 22. When the tracked amounts of fuel and lubricant respectively reach the designated amounts of fuel and lubricant ordered, the computerized controller 56 responsively closes the automated fuel valve 48 and automated lubricant valve 50 to cease dispensing. The ceasing of the dispensing may alternatively be triggered remotely from the aforementioned operating center in communication with the computerized controller 56. The valves 71 may also be closed and the hoses 66a/66b disconnected from the patron vessel 22. If the patron marine vessel 22 also ordered a second lubricant, the above process may be repeated for the second lubricant.
Alternatively, prior to closing the valves 71 and disconnecting the hoses 66a/66b from the patron marine vessel 22, the fuel and lubricant levels of the patron marine vessel 22 may be checked. If an additional amount of fuel and/or lubricant is needed, additional smaller designated amounts of fuel and/or lubricant may be entered into the computerized controller 56 for “topping-off” the patron marine vessel. Additionally, the potential for over-filling can be reduced by initially conservatively choosing the designated amounts of fuel and lubricant to be lower than the maximum amounts that the patron marine vessel 22 needs, then checking the fuel and lubricant levels in the patron marine vessel 22 to verify how much more (if any) fuel and lubricant may be needed, and then dispensing one or more smaller designated amounts to reach the desired levels. Subsequently, the owner or operator of the patron marine vessel 22 may be invoiced for the amounts of fuel and/or lubricant provided. Such invoicing may be conducted digitally in real-time or at a later time from the computerized controller 56 or remote operating center.
As will be appreciated from the above-described configuration and operation, the lubricants are dispensed through common stretches of the lubricant line 44 (i.e., the manifold 44b, connector line 44c, and lubricant outlet line 44d), as well as the drop line 64 and reel manifold 68. The configuration, however, permits only a single lubricant flow meter 46b to be used to track flow of each lubricant, since all lubricants are dispensed through the outlet line 44d. Since the inlet and outlet side of the flow meter each require a joint connection, reducing the number of flow meters in the system facilitates a reduction in the number of joint connections, thereby also reducing the number of potential leak points, as well as saving the cost of additional flow meters. And while there may be residual lubricant in the common lines that mixes with the next lubricant dispensed, the extent of common line is minimal such that only relatively low, inconsequential amounts would be mixed. The reel manifold 68 further facilitates reduced mixing in that the valves 71 can be used to fluidly isolate the reels 72 and hoses 66b from each other so that the extent of the reels 72 and hoses 66b does not contribute to any mixing.
The computerized controller 56 may also be configured with one or more automated shut-down schemes. For example, the computerized controller 56 may receive temperature and/or pressure data from the temperature sensors 52a and the pressure sensors 52b. The computerized controller 56 may be configured with threshold temperatures and/or pressures. The thresholds may be pre-designated with respect to system limits, and the computerized controller 56 may shut-down one or more components in the system in response to a temperature and/or pressure of the fuel and/or lubricants exceeding the pre-designated thresholds. For instance, if the lubricant temperature and/or pressure exceeds the pre-designated limits, the computerized controller 56 de-activates the lubricant pump 40b and closes any of the automated lubricant valves 50 that are open. Likewise, if the fuel temperature and/or pressure exceeds the pre-designated limits, the computerized controller 56 de-activates the fuel pump 40a and closes the automated fuel valves 48. The computerized controller 56 may also activate an alert on the display that is indicative of the shut-down and/or send an alert to the remote operating center. Such shut-downs may alternatively be triggered manually by the tankerman or from the remote operating center.
Referring again to
The auxiliary lubricant system 83 is a “redundant,” analog system. In the event that the distribution station 26 cannot be used to dispense lubricant, such as if the distribution station 26 is under maintenance, the auxiliary lubricant system 83 can temporarily be used to dispense lubricant. For instance, the valves 83b are selectively opened or closed such that the auxiliary lubricant pump 83a can draw lubricant from one of the desired lubricant tanks 30. The lubricant may be pumped through an auxiliary hose 83c that is connected to the patron marine vessel 22. The auxiliary lubricant system 83 is an analog system and the amount of lubricant provided through the auxiliary lubricant system 83 is not tracked by the distribution station 26. For example, the tankerman may manually enter the amount provided into the computerized controller 56 for invoicing purposes.
Additional automated lubricant valves 150a/150b/150c/150d control lubricant flow through the manifold 44e and manifold outlet lines 44f1/44f2/44f3/44f4. In the illustrated example, the automated lubricant valves 150a/150b are disposed in respective different manifold outlet lines 44f1/44f2 and automated lubricant valves 150c/150d are disposed in the manifold 44e. In the illustrated configuration, the automated lubricant valves 150a/150b are disposed in the first two manifold outlet lines 44f1/44f2 that are closest to the connection with the outlet line 44d, and the automated lubricant valves 150c/150d are disposed in the manifold 44e after, or downstream of, the locations where the first two manifold outlet lines 44f1/44f2 connect to the manifold 44e. The automated lubricant valve 150a controls lubricant flow through the manifold outlet line 44f1, the automated lubricant valve 150b controls lubricant flow through the manifold outlet line 44f2, automated lubricant valve 150c controls lubricant flow through the manifold outlet line 44f3, and the automated lubricant valve 150d controls lubricant flow through the manifold outlet line 44f4. That is, the automated lubricant valves 150a/150b/150c/150d have a one-for-one correspondence to the manifold outlet lines 44f1/44f2/44f3/44f4 such that each individual manifold outlet line 44f1/44f2/44f3/44f4 can be isolated to provide lubricant flow without flow through the other manifold outlet lines 44f1/44f2/44f3/44f4. As will be appreciated, additional automated lubricant valves may be used to further isolate portions of the lubricant line 144 during dispensing of a lubricant, although such additional automated lubricant valves may add cost and control complexity if two or more automated lubricant valves are to be opened at once.
Similar to the automated lubricant valves 50, the automated lubricant valves 150a/150b/150c/150d may be electrical valves, such as solenoid valves, hydraulic valves, or pneumatic valves. In the illustrated example, the automated lubricant valves 150a/150b/150c/150d are pneumatic valves that are connected with the one or more air compressors 54 via the air lines 54a and air distributor 54b, which is electrically connected to the computerized controller 56 as previously described.
The computerized controller 56 is configured to control opening and closing of the automated lubricant valves 50/150a/150b/150c/150d to provide lubricant flow through the manifold outlets 44f1/44f2/44f3/44f4 to the respective reels 72 and hoses 66b. Assuming the automated lubricant valves 150a/150b/150c/150d are initially closed, in one example control scheme, the controller 56 opens only one of the automated lubricant valves 150a/150b/150c/150d to provide lubricant to the corresponding manifold outlet 44f1/44f2/44f3/44f4 and its associated reel 72 and hose 66b. In this manner, lubricant flow to each reel 72 and its hose 66b are individually controlled. Moreover, configuration may also facilitate reducing the amount of common stretches of the lubricant line 144, as the common stretches here are limited to the volumes of the lubricant line 144 between the automated lubricant valves 50 and the automated lubricant valves 150a/150b/150c/150d.
As mentioned earlier, the distribution station 26 is also elevated above the deck 24b of the barge 24. The purpose of such a configuration is to locate the distribution station 26, and namely its industrial electronic devices, outside of a defined spatial region 80 of the barge 24 which would otherwise require stringent ventilation measures to ensure that any fuel vapors do not accumulate near industrial electric devices.
The spatial region 80 is illustrated in an overhead view of the vessel 20 in
The spatial region 80 limits the location where the industrial electronic devices can be located without employing stringent ventilation measures, and thus also limits the location of the distribution station 26. In this regard, the distribution station 26 is mounted in the elevated position above the 10 foot height of the sub-region 80c and outside of the sub-regions 80a and 80b. In the examples illustrated herein, the spacer container 37 serves to elevate the distribution station 26 to the desired location, i.e., the spacer container 37 and the container 38 of the distribution station 26 are stacked. It is to be understood, however, that the elevation is not limited to the spacer container 37 and that other support structures can alternatively be used, such as but not limited to, stanchions, beams, mezzanines, or the like.
In some instances, the height of the containers 37/38 alone may not be sufficient to elevate the container 38 above the desired 10 foot level above the deck 24b. In that case, as shown in
A balcony 84 may also be incorporated into the stack and may serve as an additional spacer to elevate the container 38. In the example shown, the balcony 84 surrounds the container 38 on three sides and connects the two exterior end doors D and side entry door ED. As a result, the tankerman or other operator can readily access each of the compartments 38a/38b/38c without climbing up and down to each compartment 38a/38b/38c. If needed, the balcony 84 can alternatively surround the container 38 on all four sides to provide access to all sides or, if the doors are configured in different locations than in the examples, the balcony 84 can be configured in such a way as to connect all of the doors.
The design of the distribution station 26 in the form of the container 38 also permits the distribution station 26 to be provided as a pre-fabricated module. The module can be built at a remote site and then transported to the barge 24 for final assembly thereon. This may further permit a distribution station 26 to be later replaced with a substitute distribution station 26 and distribution stations 26 to be swapped in and out from different barges. In this regard, the distribution station (module) 26 is designed to have two states, namely a cargo-worthy state and an operational state. In the cargo-worthy state, the distribution station 26 is, or can be, certified for cargo shipping. This means that the distribution station 26 is structurally sound and is weather-tight. As an example, in the cargo-worthy state, shown in
Once transported to the barge 24, the distribution station 26 is converted from the cargo-worthy state to the operational state by mounting the distribution station 26 on the barge 24 and connecting the distribution station 26 with the fuel tanks 28, lubricant tanks 30, and hoses 66a/66b. The mounting may be conducted by securing the distribution station 26 on the spacer container 37, such as by securing the twist locks. The panels 86 may be removed and connections made between the fuel inlet 42a and the fuel supply network 32 and between the lubricant inlets 44a and the lubricant supply network 34. As an example, the connections may be made by welding pipe ends together or by attached flanged connector ends. The converting may also further include connecting the fuel hose 66a with the fuel line 42 and connecting the lubricant hoses 66b with the lubricant line 44. The fuel side connections can be made by joining the hose 66a with the drop line 62 and joining the drop line 62 with the fuel line 42 of the distribution station 26. The lubricant side connections can be made by connecting the hoses 66b with the reels 72, joining the reels 72 with the outlet lines 70, manifold 68, and drop line 64, and joining the drop line 64 with the lubricant line 44 in the distribution station 26. The joints may be welded or flanged, for example. All connections outside of the container 38 may be fully or partially fabricated on the barge 24 prior to or after the arrival of the distribution station 26 to the barge 24.
Once all connections have been made to convert the distribution station 26 into the operational state, the distribution station 26 is operated as described above to dispense fuel and lubricant on-demand to the patron marine vessels 22 and track the amounts of fuel and lubricant dispensed.
Although a combination of features is shown in the illustrated examples, not all of them need to be combined to realize the benefits of various embodiments of this disclosure. In other words, a system designed according to an embodiment of this disclosure will not necessarily include all of the features shown in any one of the Figures or all of the portions schematically shown in the Figures. Moreover, selected features of one example embodiment may be combined with selected features of other example embodiments.
The preceding description is exemplary rather than limiting in nature. Variations and modifications to the disclosed examples may become apparent to those skilled in the art that do not necessarily depart from this disclosure. The scope of legal protection given to this disclosure can only be determined by studying the following claims.
This application claims priority to U.S. Provisional Application No. 62/846,045 filed May 10, 2019.
| Number | Date | Country | |
|---|---|---|---|
| 62846045 | May 2019 | US |
