International Journal of Mechanical Engineering and ComputerApplications,

Vol 2, Issue 3, May- June 2014, ISSN 2320-6349

www.ijmca.org Page 80
Review On Various Roadways Tanker Cargo For Controlling
Sloshing Behaviour
Prof. Chandan D.Chaudhari
1
,Prof. Prashant D.Deshmukh
2
1
Dept. of Mech. Engg.,DattaMeghe College of Engg., Airoli, Navi Mumbai, chaudhari.chandan22@gmail.com
2
Dept. of Mech. Engg.,DattaMeghe College of Engg., Airoli, Navi Mumbai, pddeshmukh@gmail.com
Abstract:
Sloshing phenomena seen in various applications in
many industries including automotive, aerospace, ship
building manufacturing. The goal of sloshing in various
tanker geometry is to study and reduced the fatigue
failure and improve the tanker cargo design to reduce
noise levels, stresses on the structure and optimize the
baffle arrangements. In this paper various tanker cargo
is studied and the design modification with baffle plate
is considered to minimize the sloshing phenomena.Fuel
slosh is an important design consideration not only for
the fuel tank, but also for the structure supporting the
fuel tank. Fuel slosh can be generated by many ways
one of the approach when abrupt changes in
acceleration (braking) and abrupt changes in direction
(highway exit-ramp). Repetitive motion can also be
involved if a sloshing resonance is generated. These
sloshing events can in turn affect the overall
performance of the parent structure.
Keywords:- Sloshing, Impact, Baffle, Simulation
INTRODUCTION :
Sloshing is defined as dynamic load acting over a tank
structure as a result the motion of a fluid with free
surface confined inside the tank. Fluid sloshing is a kind
of wave motion inside a partially filled tank. The study
of sloshing phenomenon is of great practical
importance to the safety of the fluid transport. Under
external excitations, with large amplitude or near the
natural frequency of sloshing, the fluid inside a
partially filled tank is in violent oscillations. The
tanker is expected to withstand the unbalanced forces
on account of the transit over uneven and irregular
surfaces contours of the road due to sudden
acceleration or deceleration.
As a result, `sloshing of the fluid is experienced within
the tanker. Different methods to design the tanker is
one of the criteria to reduce the sloshing, it is necessary
to analyse the sloshing phenomenon since is one of the
prominent aspects for reducing its detrimental effects
over structure of tanker Sloshing is the result of
external forces due to acceleration and declaration of
the containment body is a particular concern.
The pressure distribution Hence fluid sloshing is a
practical problem with regard to the safety of
transportation systems, such as oil tankers on highways,
fluid tank cars on railroads, oceangoing vessels with
fluid cargo, propellant tank used in satellites and other
spacecraft vehicles, and several others.
A] SMOOTHBORES TANKER: Smooth bores tanker
are one long cylindrical inside. smoothbore tanker
designed to carry one particular cargo at a time,
because it is long hollow tube with no sharp corners, it
is easy to load, unload another advantage of use of such
tanker is steel insulated tanker can haul fluid as hot as
500 degrease F or as cold as -350 degrees Father force
of fluid that can be enough to send your rig in
unexpected directions such force known as Surge
Factor which is more in smoothbores tanker, which
results in instability problems when sudden
acceleration/deceleration of tanker.
B] BULKHEAD TANKER: Smoothbore tankers are
divided into compartments to carry more than one
particular cargo. some tankers have double walled
bulkhead. bulkhead tanker found to be efficient in
terms of control of surge factor.
C] BAFFLE TANKER: Baffled liquid tank also have
bulkheads in them. baffles are dividers that simply
break up the tank area into smaller areas. there is
Opening provided at top of the baffle that allows air
movement through the trailer where as opening at
bottom allows the liquid to flow through for unloading
to control surge factor in tanker baffles acts as
suppression device to control sloshing. This
phenomena of sloshing result in controlling the
instability as well as rollover issues in tanker cargo.
The general specification and geometries of the tanker
cargo are as follows...
[i] MC300 and MC301: They are made of
mildsteel,High tensile steel or stainless steel combined.
they are used mainly for transporting flammable or
poisonous liquids.
[ii] MC303,304&305: MC303 tanks are made of
welded ferrous alloy (high tensile steel) they are
mainly to haul flammable liquids.
MC304 tanks are made of mild steel ,welded ferrous
alloy or stainless steel and aluminium. They also carry
The Various roadways tankers are as explained below.
International Journal of Mechanical Engineering and ComputerApplications,
Vol 2, Issue 3, May- June 2014, ISSN 2320-6349
www.ijmca.org Page 81
flammable liquids built to keep liquid under a pressure
of 25 psi MC305 are built of aluminium alloys they
carry flammable or poisonous liquid at atmospheric
pressure.
[iii] MC306: MC306 tanks are made of aluminium or
stainless steel used to carry combustible fuels like no2
diesel and non regulated chemicals at low or
atmospheric pressure.
[iv] MC307: MC307 tanks are general chemical trailers
are made of aluminium. They hold liquid with vapour
pressure of at least 25psi this is moderate pressure but
its higher than MC306
[v] MC310 and MC311 : MC310 and MC311 are
made of stainless steel they mainly haul corrosive
liquid.
[vi] MC312 : MC312 is high pressure tanker made of
stainless steel used to haul corrosive
liquids,oxidizers,organic peroxides.
[vii] MC330 : MC330 made of steel to haul
compressed gases.
[viii] MC338 : MC338 are insulated and built with a
design pressure of 25.3 to 500 pounds per square inch
gauge. They are used mainly to haul cryogenic liquids.
[ix] TOFC : TOFC tank is used for rail road flat car
service is made of stainless steel with a design pressure
of 35 psi.
[x] IM101 and 102 : These are steel portable tanks.
sometimes they are lined and designed to carry liquid
for Intermodal transport.
[xi] TC406/306 : TC 406/306 low pressure, oval
shaped, highway tank for general flammable liquids
including gasoline, crude oil and diesel. They operate
at about atmospheric pressure or 21 kPa (3 psi).
TC 306 Crude or TC 406 Crude and are to be
used solely for the purposes of transporting crude oil,
tars, asphalts, oils, bitumen and cutbacks. Safety
features on these tanks include rollover protection by
means of a trough at the top of the tank to prevent
damage to manholes and vents. Other features include
high strength bumpers, safety relief vents and internal
baffles to minimize liquid surge and provide added
strength to the barrel of the tank.
[xii] TC 406/306: TC 406/306 tanks at 138 kPa (20
psi). They can be constructed to take all flammable
liquids including the more volatile Packing Group I
liquids, sour crude oil and some corrosives such as
corrosive liquids n.o.s (hydrochloric acid).
[xiii] TC 331 : TC 331 has high pressure tank
designed for liquefied gases such as propane and
anhydrous ammonia. They are designed for high
pressures around 1723 kPa (250 psi) depending upon
the liquefied gas. Additional features on these tanks
may include off tank
shutdown systems in the event of a failure during
loading or offloading.
Figure1: 9000 gallon capacity with 4
compartment 6
transverse baffles[34]
Figure 2: 7100 gallon capacity with cleanbore
construction[34]
Figure 3: 6500 gallon capacity with cleanbore
construction[34]
International Journal of Mechanical Engineering and ComputerApplications,
Vol 2, Issue 3, May- June 2014, ISSN 2320-6349
www.ijmca.org Page 82
Figure 4: 6700 gallon capacity single compartment
with 2 transverse baffle[34]
Figure 5: 5300 gallon capacity single compartment
3 transverse baffle[34]
Figure 6: single compartment with 2 transverse
baffle[35]
Figure 8: Tanker compartment with 3 transverse
baffle[35]
Vessels typically incorporate a blanket-type insulating
material around the fluid. Tanker vessel itself , with a
thin outer skin sheet over the insulation a typical
transverse baffle seen in many kinds of cargo tank
construction is shown in figure 9.
Figure 9: Tanker compartment with 3 transverse
baffle[36]
The baffle constitutes a slightly dished plate having a
large centre hole providing the primary path for the
dynamic flow of sloshing of fluid. The centre hole is
sized so that a person may climb through, thereby
assuring access to all compartment of the tanker during
the inspection or repairs. The semicircular hole at the
bottom of the baffle provides for efficient drainage
flow when the tank is being emptied. The small holes
sometimes found at the 0, 90, and 270 degree positions
on the baffle provide are as shown in figure 10
Figure 10: Baffle with small holes at 0,90,270
degree
position.[37]
For ease to "pumping off" of fluid from a tanker which
has been rolled onto its side or top in an accident.
Different Baffles shape and positioned proposed so as
to reduced the sloshing phenomena are as follows...
Figure 11: Circular baffle with central
hole.[37]
International Journal of Mechanical Engineering and ComputerApplications,
Vol 2, Issue 3, May- June 2014, ISSN 2320-6349
www.ijmca.org Page 83
Figure 12: Conventional baffle.[37]
Figure 11: Straggedbaffle.[37]
Figure 11: Reversed Straggedbaffle.[37]
Figure 12: Container with Straggedbaffle.[37]
Next phase after designing the tanker subjected to
inspection and testing are carrried out by two
approaches are explained below. One of the approach is
visual inspection of both there outside and inside of the
tanker whereas another approach for Leak test.
Some tanks are pressure tested this can be pneumatic or
hydraulic test. the month and year of the last test or
inspection and what type of test or inspection was done
is marked on the tank itself or it may be stamped on the
certification plate with abbreviation shown in Table[2].
V External visual inspection and testing
I Internal visual inspection
P Pressure retest
L Lining test
K Leakage test
T Thickness test
UC Upper couple inspection
WF
Wet fluorescent Magnetic Particle
Inspection
C
For TC 341 tanks only if a Cold Vacuum
Retention test has been carried out instead of
an internal..
(alternative testing)
Table[2] : Inspection and certification marking
abbreviation[34]
Lined and unlined tanks in corrosive service must have
an annual internal inspection. The lined tanks must also
have the lining checked at the same time interval.
Unlined tanks in corrosive service must have an annual
internal inspection and a thickness test done every 2
years.
All tanks with an upper coupler must have the tank
checked for corrosion under the upper coupler every 5
years. The tested date must also appear on the tank, for
example ,Certification on tanker marking
"10-85,P,V,L" gives an information that in
October1985, The cargo tank received and passed a
pressure retest, external visual inspection and testing,
and a lining inspection.
Placards are used to warn others of hazardous
materials. Placards are signs put on the outside of a
vehicle which identify the hazard class of the cargo. A
placard vehicle must have at least four identical
placards. They are put on the front, rear, and both sides
of the vehicle figure[13].
These Placards must be readable from all four
directions. They are 10-3/4 inches square, square-on-
point, in a diamond shape. Cargo tanks and other bulk
packaging display the identification number of their
contents on placards or orange panels or white square-
on-point displays that are the same size as placards.
Hazardous material identification numbers may be
displayed on placards or orange panels.
Figure 13: Designation placard on tanker
cargo.[34]
Analysis of the behaviour of sloshing in various tanker
geometry cargo is prime study of work. Besides, this
free surface behaviour of fluid in tanker geometry will
cause the instability as well rollover ability problems
when tanker cargo subjected to sudden acceleration or
deceleration.
CONCLUSION:
International Journal of Mechanical Engineering and ComputerApplications,
Vol 2, Issue 3, May- June 2014, ISSN 2320-6349
www.ijmca.org Page 84
This article has reviewed related literature on various
tanker geometry used in roadways tanker cargo
including a physical model and some of the inspection,
visual testing aid and various marking and designation
approach. By the further understanding of the
interaction mechanisms of these significant topics, it is
helpful for developing the optimization techniques to
reduced sloshing behaviour.
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[3] Jean Ma and Mohammad Us man Jean Modelling
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Vol 2, Issue 3, May- June 2014, ISSN 2320-6349
www.ijmca.org Page 85
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