Crane Piping Handbook Pdf

[Victorino Eagle]

Originallypublished by Crane Co. in 1942 as The Flow of Fluids handbook, the TP-410 has grown to become a classic guide for plant engineers, technicians, maintenance personnel, plant operators, safety engineers, recent college graduates and sales representatives in the selection of the correct equipment and parameters when designing and operating any piping system.

Inland barges comprise the majority of barges operating on the United States waterways. These barges are designed to operate on rivers, canals, sounds, bays, and inland lakes. Inland barges provide the most economical mode of transportation for many high-density, large volume or oversized cargos.

Different barge sizes and configurations assist in project execution and the transportation of specific materials. Barges are an integral part of the development of the many industries and communities that depend on the waterways.

These barges are designed to carry cargo on deck and differ in size and structural design, depending on their intended use. Deck cargos include pipe, piling, fabricated structures, equipment, rock, palletized material or even horses, cattle, and rocket boosters. In some instances, certain liquid cargos may be carried in the interior watertight compartments. Deck barges are also used as work platforms for workers and machinery, thereby serving as an extension of land. Some of these barges may have raised rake decks. Please contact us for more information on the capacity, load marks, and dead weight of specific barges.

Spud barges can be specially built to support a working crane. This type of barge typically has a boxed stern that provides maximum flotation while operating a crane. Extra strengthening is generally provided under the crane working area by use of additional bulkheads, internal trusses, or deck frames. Wooden crane mats should always be used to further distribute the concentrated load and provide traction for the crane. Drop spud barges can also be used for transportation of general cargo or as work platforms. The operation of the spuds can be operated by a crane placed aboard the barge or by a spud-winch that may be installed.

Hopper barges are usually of double-hull construction, wherein the sides and bottom of the cargo hold are separated from the hull by void spaces. These barges are designed for efficient transport of commodities in bulk, such as grain, coal, sugar, ore, steel, aggregates, timber products and numerous other cargos.

Hopper barges have a boxed, single raked, or double-raked hull configuration. The hoppers may be covered or open. Covers provide protection of cargos from outside elements. Covers may be roll-top (telescoping), or lift-off (stacking) type.

These are deck barges with cargo bins and open hopper type barges, both having stabilizing bulkheads in the cargo compartment. These barges are used at oil well drilling sites to contain and transport any liquids and (shale) cuttings produced by the drilling operation that cannot be discharged overboard because of environmental considerations. This cargo is then disposed of by an approved processing company. These barges are subject to rules and regulations promulgated and enforced by the U.S. Coast Guard, which publishes appropriate manuals for public guidance.

These barges are equipped with two deck-level bin tanks that provide a total of four separate compartments. Containing on-board piping and pumping systems, these barges are capable of both the circulation and discharge of fluids at any remote facility. While inland oil well drilling sites are the primary operational service location for these barges, land based storage facilities also benefit from the storage and transportation aspects they provide.

Oceangoing barges transport cargo beyond the inland water boundaries of a country. Using ocean barges as an alternative to higher speed ocean freighters can offer many advantages. Unimproved or shallow draft ports often are only accessible by tug and barge.

High-volume loads, such as large-diameter pipe, and extremely heavy equipment, such as pre-fabricated oil-production facilities, are especially adapted to ocean barging. The hazards of navigation and the forces of nature require oceangoing barges to be of specialized design and heavy construction. This results in an increase in cost of building, outfitting, maintaining, and towing such vessels.

American flag ocean barges are built to the requirements of the U.S. Coast Guard and the American Bureau of Shipping (ABS), the authorized load-lining agency. Each barge is inspected and certified by authority of these agencies, and appropriate documents are issued to be carried on board at all times. The Coast Guard and ABS should be consulted for complete information on their requirements on ocean barges.

Inland barges, deck barges, spud and crane barges, hopper barges, shale barges, liquid mud barges, and ocean barges; designed for various cargos including high-density materials, equipment, bulk commodities, and liquids.

Ensure assistance for injured personnel, minimize loss to the vessel and cargo, prevent pollution, notify the U.S. Coast Guard and relevant agencies, inform vessel owner and operator, contact insurance companies, record incident details for reports, and take necessary actions to reduce impact and loss.

Since 1984, Pile Buck has provided the deep foundations and marine construction industries with news, tips, stories, and supplier information. Pile Buck is published every two months and is distributed internationally.

A-FRAME - The A-frame is located at the stern. It is rated above the breaking strength of 9/16" wire (32,500 lbs) in its braced position and has a safe working load of 21,667 lbs when in motion (hydraulically driven). It is one of two means (the other is the starboard quarter crane) to lead trawl wire or 0.680" EM wire overboard and is the only route for fiber optic cable.

AIR CONDITIONING AND HEATING - The ship's air conditioning system is extensive and complex, with zone-by-zone and even room-by-room control. If the ventilation or air conditioning in your room or working space seems not to be operating correctly or not to be controlled properly by the pertinent thermostat, please ask the engineer on watch for help. Do not resort to system-defeating measures like blocking vents, etc.

BOATS - A 23-ft Hurricane semi-rigid inflatable boat (SRIB) is normally carried by Roger Revelle as a work boat. Specific requests should be made to the marine superintendent prior to departure of the ship from San Diego to ensure that a boat meeting your requirements is available. At sea the crew controls launching, operation and recovery of boats.

BOATSWAIN LOCKER - The primary boatswain's locker for rigging and deck supplies used by the crew is located at the extreme forward end of the main deck. Auxiliary lockers are located at other places on the weather decks. They also contain rigging/securing items, such as cleats and eyebolts, for use with the 2' deck bolt-down pattern. The resident technician or a crew member will assist you in their use if necessary.

BULWARKS - Bulwarks on the main deck aft are capable of being removed in sections, to permit loading and handling of large and/or heavy objects. Requirements for the removal of bulwark sections should be discussed in advance with the marine superintendent or the captain. Bulwarks are personnel safety devices their removal is not treated lightly. They are not normally removed or installed at sea.

CABLE RACEWAYS - Raceways and cable pass-throughs run between labs, from labs to bow, from the labs to the fantail and staging bay, and up to the pilot house and mast. The unistrut network throughout the labs affords additional ways to route and secure scientific cables. Consequently, it should almost never be necessary to route scientific cables in the overheads, and use of the overheads for this purpose is discouraged. If you do not see immediately how to route your cable outside the overheads where you want it to go, consult any STS technician. Do not disturb existing wiring and remember to remove yours at the end of your cruise.

CHEMICALS - Use care in storage, handling, and disposal of toxic chemicals, particularly inside laboratories. All chemicals brought on board should be accompanied by a Material Safety Data Sheet (MSDS) provided by the chemical manufacturer. Plastic bottles are safer at sea and should be used unless specific chemicals must be stored in glass. Disposal of chemicals is regulated by University policy and international laws. The ship's captain must know what chemicals you are carrying. A chemical storage locker is available and is the only safe way to carry most chemicals aboard ship. Please make arrangements with the research technicians in advance for proper stowage and for appropriate disposal at the end of your cruise.

The various Windows, Linux, and Mac acquisition machines perform a standard set of data acquisition, archiving and processing functions on many of the permanently installed data collection systems. All data is archived in regular intervals to our shipboard file server. All systems in the electronics/computer lab are powered through a data center grade UPS. Some of the permanently installed data acquisition systems include (see also separate entries for these items):

Scanners, copy machines, printers, and a large-format plotter are available to use. There is Wi-Fi access in the public areas of the ship where anyone can connect to view the ship's intranet. Cruise data will be accessible and updated at regular intervals from a central NAS server, from any computer aboard. Serial feeds (DB9) or UDP feeds of navigation, MET, and MRU data are available in all labs, and can be configured by the shipboard technicians.

The shipboard instrumentation technician operates and maintains the oceanographic instrumentation and data acquisition equipment. They will be able to assist in ship account creation, general IT services, science equipment repair, interfacing with the acquisition machine and data downloading. At the end of a cruise, the instrumentation technician will provide the entire cruise data set that was collected from all shipboard systems to the chief scientist.

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