Plastic Fuel Tanks For Sale South Africa? 126 Most Correct Answers

Let’s refuel

Fuel tanks don’t last forever, and replacing them requires some decisions.

Live long enough and someday you may need a hip, maybe both, replaced. Keep your boat long enough and at some point you may need to replace one or all of your fuel tanks. I’ve been through both ordeals and I can’t say which is worse. Pulling out a leaking fuel tank can mean hours, maybe days, of expensive shipyard work. And then you have to put the new one in and rebuild everything while the counter keeps spinning. Sure, my doctor charges about ten grand an hour, but he’s in and out in 90 minutes. Talk about Hobson’s election.

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Workers at Tiara Yachts install a plastic fuel tank in a new 38 LS.

Fortunately, most boat owners don’t have to make this choice unless they are keeping their boat for a long time or decide to purchase and rehab an older boat. Most fuel tanks last 15 years, maybe 20 years if properly installed and maintained. But there’s always the fly in the fuel: For example, low-carbon structural steel or “black iron” tanks, once favored by many Far Eastern builders, are prone to rusting if the exterior finish is not cared for, or if water gets inside and corrodes the tank from the inside to the outside. The classic scenario, and one I’ve experienced myself, results from water leaking through the deck or around the fuel fill and forming on the gas cap. Since tanks are usually stowed under the side decks with little clearance between the top of the tank and the deck beam, only the most conscientious owner will spot this damaging puddle and dry it out. It usually goes unnoticed for years – the sides of the tank look great – until the gas cap rusts through, allowing water to enter the tank and eventually filling the fuel filter, ruining a nice day of boating.

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Keep a black iron tank dry and epoxy coated on the outside and moisture-free on the inside and it will last a long time. Under new USCG/EPA regulations coming into effect in 2012, carbon steel tanks are legal for gasoline only if they are hot dip galvanized inside and out. (Once steel is galvanized, it is no longer black iron. This term originated in the plumbing industry to distinguish galvanized from plain steel pipe, which was usually painted black.) Galvanized tanks are fine for gas, but diesel fuel will attack the zinc. Non-galvanized tanks are suitable for diesel, which is less likely to collect water in the tank than ethanol-blended gasoline, and it’s not rocket science to protect black iron tanks from rust. But there are better options for both fuels: aluminum and plastic.

Foam? It’s for beer

Corrosion isn’t limited to black iron. Any metal, even aluminum and stainless steel, will crevice corrode if water is trapped on it without exposure to fresh air. Aluminum resists corrosion in air (the metal forms a thin skin of aluminum oxide that protects against further deterioration), but will corrode if water gets between the tank and whatever it stands on, or under the strapping that holds it in place holds. Insulating the tank with high-density neoprene, plastic, or some other non-moisture-absorbent material both under the tank and under the strapping will prevent this if the insulating material is fully bonded to the tank. Most installers glue the insulator to the tank, usually with 3M 5200 polyurethane adhesive/sealant or something similar.

Smaller boats — center consoles, for example — often carry an aluminum fuel tank foam-sealed below the deck, often in a coffin compartment on the center line. No matter how well the compartment is sealed, water will eventually get between the foam and the tank, which over time creates small holes in the aluminum that allow gas to escape into the foam, creating a kind of Molotov cocktail just waiting for a spark . The good news is that accessing these tanks isn’t usually too difficult, although sometimes it does mean removing the console. It can be difficult to remove the foam from the tank; A docker’s hook rips it out pretty well. Don’t be surprised if you smell gas. Once the tank is empty and the compartment is cleaned, install a new tank and forget about the foam; The next man to remove the tank will thank you. Foam floating on a beer saver after work is done is fine. But not around the fuel tank.

However, foam is not totally forbidden. According to Brian Goodwin, technical director of the American Boat and Yacht Council, the ABYC standards do not preclude foaming tanks and some boat builders still do, but other means of securing the tank are required – straps, brackets, etc. Also , the foam needs to be fully adhered to the tank to keep moisture out, with a bond stronger than the foam itself, and it doesn’t need to be absorbent. Closed-cell flotation foam typically meets standards, Goodwin says.

And there’s something else: According to an NMMA position paper, “The Negative Affects [sic] of Ethanol on Recreational Boat Fuel Systems”, ethanol blended gasoline can, due to the absorption propensity of Ethanol in an aluminum tank Corrosion from the inside out will cause water, resulting in water pooling in the fuel tank. Not only could this itself cause corrosion, but the electrical conductivity of the water could also cause galvanic corrosion, the NMMA suggests. The association’s position in this paper is that E10 ethanol is unlikely to cause these problems, but increasing the ethanol content to E15 might. It seems to me that water is water whether it’s coming from E15 or E10, so I’d hedge my bets with regular use of a fuel treatment to keep the water out of the tank – and if I order my new aluminum tank, I The builder should use a thicker plate than required for additional corrosion protection.

Fantastic plastic

What about fiberglass tanks? First of all, fiberglass is strong, light weight and doesn’t corrode, qualities that sound just right for a fuel tank. Some top tier boat builders (e.g. Bertram and Hatteras) used to use fiberglass tanks for both petrol and diesel boats – smaller builders did the same and all was well until ethanol was added to the petrol. Ethanol is a solvent and can wash uncatalyzed components in fiberglass resin from a fuel tank’s laminate and carry it into the engine, leaving boat owners with hefty repair bills. Goodwin says fiberglass is ABYC-approved for diesel when the correct high-spec, flame-retardant resin is used. Early fiberglass tanks were built with ortho resin, but today’s glass tank manufacturers use vinylester or epoxy, which are claimed to be ethanol resistant. Still, I would limit fiberglass tanks to diesel fuel, just to be safe. And even then maybe not. (Hightide Marine is a source for fuel tanks and other parts for classic Bertrams. But instead of faithful fiberglass, Hightide now sells aluminum fuel tanks.)

Vetus fuel tanks

But why risk fitting fiberglass tanks when there is another option proven to work with both E10 petrol and diesel? It’s plastic that many think is the tank material of the future, despite having been in use for at least a decade, maybe longer. More specifically we are talking about polyethylene, usually cross-linked (XLPE) but sometimes linear, and rotationally molded to create a one-piece, seamless tank that is as inert as any substance can be. hello it is plastic It is robust, does not corrode and is not attacked by petrol or diesel. Or will it? Scuttlebutt says XLPE allows vapors to permeate through the material, not enough to cause an explosion but enough to smell. (FYI, the human sniffer can detect gas or diesel fumes at a concentration of less than 1 ppm; gas vapors are not combustible until the concentration reaches 1.4 percent, or 14,000 ppm. So we can smell gas long before it’s about to explode, though let’s face it – a smell of gasoline on a boat is still unsettling.)

But many of today’s top-notch boat builders have used XLPE tanks for years, including Tiara Yachts. In fact, they are installing a single XLPE plastic tank in the new Tiara Sport 38 LS with three outboards. Capacity: 331 gallons of gasoline. (The boat also carries 30 gallons of diesel to power a generator.) So I asked David Glenn, Tiara’s marketing manager, about the odor issue. “There’s no way we’d dump boats with fumes!” he said, sounding a bit annoyed that I’d even suggested it. Glenn said they had the odor problem more than 10 years ago but not now; The new polyethylene tanks have a liner to prevent permeation. All Pursuits also have polyethylene tanks, he added.

Moeller Marine rotomolds Tiara’s tanks as well as tanks for many other boat builders. Steven Fulton, a tech support rep at Moeller, says hydrocarbon molecules can pass through polyethylene, enough to cause odor. It’s easy to control with ventilation around the tank. However, Moeller’s newer tanks have an additional layer of nylon on the inside to resist molecular permeation and meet current EPA regulations. Boats with engines built after 2012 must use the new tanks if the tanks are mounted below deck. (These boats must also use fuel lines and other low permeation components. When was the last time you changed your fuel lines? Too long ago I bet.) Moeller still builds the old style tanks that are fine for pre-2012 engines . And by the way, Moeller agrees: you should never foam a tank on the spot.

Moeller isn’t the only XLPE game in town, and since they don’t sell directly to consumers, you’ll likely buy your plastic tanks from someone else, such as perhaps SeaStar Solutions, a manufacturer of steering components as well as rotomolded tanks for sale to the general public. Using the company’s RoLoPerm technology, its tanks are formed as a three-layer sandwich, inner and outer XLPE layers around a barrier layer that stops permeation.

And Vetus sells multi-purpose tanks (for diesel, fresh water and waste) as well as tanks specially made for diesel. Both are made of non-crosslinked linear polyethylene. Linear polyethylene isn’t as strong as crosslinked, but it’s more flexible and still fairly strong – whitewater kayaks are built with it – and can be repaired in the unlikely event of damage. Vetus lists these as diesel tanks, without any mention of petrol, and says the extra wall thickness of the tanks solves the permeation problem – which legally isn’t a problem with diesel. EPA rules only apply to gasoline.

Finally, there is the issue of labeling. Each tank that meets USCG and EPA requirements must have a label prominently displayed on the tank certifying that the tank has passed the appropriate tests required by the Code of Federal Regulations 33 CFR 183 Subpart J – Fuel systems are prescribed. It’s exciting reading, of course, but if the tank isn’t properly tested and labeled, the tank becomes illegal, even if it’s in other respects the best fuel tank in the world. So if you are replacing a fuel tank on board your vessel, make sure the tank you choose is built, tested and labeled in accordance with the law. That means not asking your brother-in-law with a TIG welder to build one out of aluminum, but finding a professional tank factory to build a legal and approved tank.

This article originally appeared in the May 2018 issue of Power & Motoryacht magazine.

DOT Approved Refueling Tanks

Aluminum Tank Industries, Inc. manufactures the highest quality transfer tanks in the industry. Aluminum Tank Industries has received special permission from the US Department of Transportation to legally manufacture, label and sell legal aluminum transfer fuel tanks. These tanks can be used for commercial and government applications. Choose Aluminum Tank Industries for quality fuel tanks that will withstand the toughest conditions and keep you safe too. To learn more about our special permit visit our special permit page

All of our refueling tanks have the following features:

Special permit issued by the US Department of Transportation

See tank dimensions

Approved for gas, diesel, methanol, kerosene, aviation fuel and other liquids

Commercial grade lockable vent/prevent fill cap

Completely baffled to reduce content movement

Two 2″ NPT reinforced plugs for superior strength

3/8 inch NPT drain

hold down the brackets

Pressure and leak test

Clean and free of deposits inside and outside the tank

1 year limited warranty

Designed for use with transfer pumps up to 30lbs – Severe series tanks are required for pumps over 30lbs.

Features of the optional tank:

Fuel is of little use if it cannot be safely and reliably stored and transported from the ship’s tank to the equipment that needs it: engines, generator sets, wing engines, heating systems, and so on. The American Boat & Yacht Council’s guidelines regarding the design and installation of fuel tanks, piping, filters and associated equipment leave little room for interpretation. The shipyard that I manage and many other boat builders adhere strictly to these guidelines, but unfortunately not all shipyards and boat builders do. The fuel equipment on many boats I inspect violates these important standards, often in multiple ways.

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There are a number of desirable and necessary design features that should be incorporated into nearly every fuel tank. Integrating these features at the design stage, rather than adding them after the tank or vessel is built, offers a clear technical and economic advantage. For example, incorporating inspection holes into a fuel tank’s design can increase the base cost of the tank by 10 percent during construction. The unfortunate boat owner who needs to add inspection ports to an already installed tank may be faced with a bill that is half or equal to the original cost of the tank. (Part of that bill includes the cost of pumping all the fuel out of the tank and then back into the tank.)

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MATERIAL OPTIONS

aluminum

The materials used to make marine diesel tanks, in order of prevalence in existing ships, include: aluminum, high-carbon steel or black iron, fiberglass, plastic, and stainless steel. Aluminum has shaped the marine industry in many ways. It’s used to build everything from entire ships to seat frames and a variety of items in between. It is lightweight, strong, easy to cut and weld, non-sparking and corrosion resistant (provided it is properly installed, used and maintained).

The ABYC guidelines place the following requirements on aluminum. Tanks must be made from a 5000 series alloy, specifically 5052, 5083 or 5086 (note that 6061, a common marine aluminum alloy, is notable for not being on this list). The specified minimum thickness is 0.090 inch; thicker is almost always better when it comes to fuel tank material. In the case of aluminium, the extra material can be seen as a sacrifice: if the tank starts to corrode, as is common with aluminum tanks, the extra thickness gives the boat owner more time to discover and fix the problem, hopefully before the tank starts to clog lick. I prefer a minimum thickness of .125″ in normal applications and .250″ for tanks installed in harsh, often wet environments such as those found under cockpits or in deep bilges.

Aluminum tank manufacturers often offer to coat their tanks with corrosion inhibiting epoxies. That might be tempting, but it’s more cosmetic than functional in my opinion. Aluminum is inherently quite resistant to corrosion provided it is exposed to circulating air and not repeated exposure to standing water. If a tank’s epoxy coating is damaged (a single nick or scratch will do), corrosion can take root and progress particularly aggressively. You’ve probably seen this type of corrosion on fasteners on painted aluminum structures such as masts, window frames, doors and hatches. Water seeps under the epoxy coating where oxygen is not present and this causes the aluminum’s natural corrosion resistant film to break down. Corrosion often attacks under seemingly intact paint where it cannot be seen, with the only evidence being a blister or other irregularity in the paint’s surface. If you stab it with the tip of a knife, or even a fingernail, the color will fall off revealing white, sticky (if still wet) hydroxide, the debris of aluminum corrosion. As such, I prefer to leave fuel tanks and all other aluminum structures in an uncoated state as long as their bare appearance can be tolerated.

Aluminum’s main weakness is its susceptibility to various forms of corrosion. Of greatest concern is galvanic corrosion, which occurs when incompatible metals are bonded together in a wet or humid environment (i.e. anywhere on board a boat, above or below the waterline). Aluminum falls very low on the galvanic scale, a scale that ranks metals for their “nobility,” or resistance to galvanic corrosion. Therefore, contact with almost any metal (except zinc and magnesium, which are less noble than aluminum) will cause corrosion, but to varying degrees. Copper alloys are of particular importance. Kryptonite is to Superman what copper and bronze and brass alloys are to aluminum. Therefore, every effort must be made to isolate copper alloys from aluminum. Bronze and brass plumbing fittings should never be attached directly to aluminum fuel tanks. A 300 series stainless steel insulating bushing should be used between these incompatible metals. Even condensation dripping from a copper, brass or bronze pipe carries copper salts. When such a pipe is placed over an aluminum tank, the dissolved copper molecules slowly work their way into the aluminum.

Aluminum can also suffer from a phenomenon known as envelope corrosion, which occurs when the metal remains in contact with a hygroscopic (water-absorbing) substance such as carpeting, soundproofing, or even wood. Soundproofing should never be glued directly to metal tanks. Even non-hygroscopic materials such as plastic and fiberglass can promote envelope corrosion by trapping water in a small gap between the impermeable material and the aluminum. This is what happened in the case described above, where standing water was trapped under a painted surface. Later we will discuss how certain tank installation methods can help prevent envelope corrosion.

steel or black iron

Steel fuel tanks predate aluminum and owe their existence on recreational boats to their widespread successful use in commercial marine applications. Steel’s greatest strength is its low cost. It is one of the most cost-effective materials for making custom fuel tanks. While not as light or as easy to cut as aluminum, it is exceptionally strong and can be built to fit the available accommodations. Steel tanks are often made from thicker sheet metal to accommodate sacrificial rusting. Because the material is relatively inexpensive, more can be used without appreciably increasing the cost of the tank. The ABYC guidelines for steel are simple enough: it must meet ASTM standards A653/A or A653M-02A and be at least 0.0747 inches thick. Again, thicker is better.

As many car owners know, steel rusts. However, unlike aluminum, steel is not particularly susceptible to other forms of exotic corrosion. In previous decades, many steel tanks used in trawlers were encased in fiberglass fabric and resin. This was certainly a noble attempt to prevent corrosion, but an unfortunate one, as time proved. It is extremely difficult to completely encapsulate a tank in fiberglass. Water constantly seeps in around the fittings. Once this is the case, rust will appear, often at a rapid pace. Steel also differs from aluminum in that it must be properly prepared and coated, preferably with an epoxy primer and top coat. Ideally, steel tanks should be degreased, sanded and coated once the manufacturing process is complete to minimize oxidation and rusting.

fiberglass

Fiberglass fuel tanks are becoming increasingly popular, and with good reason. Fiberglass is as strong, resilient and durable as the hulls, decks and cabins of the ships we sail on. A number of production and custom boat builders have chosen fiberglass for their tank material of choice. ABYC is silent on the issue of fiberglass tanks, other than saying that “all other requirements of this standard [ABYC H-33 diesel fuel systems] must be met.” However, this should not be construed as a black spot. This probably has to do with the fact that not many fuel tanks are made out of fiberglass, but more importantly, it may also have to do with very few fiberglass tanks failing.

A few years ago the boatyard I manage installed inspection ports in the fiberglass fuel tanks of a 30 year old boat. The tanks were heavily contaminated and debris was removed in 5 gallon buckets. After being steam cleaned, the fiberglass appeared to be in like-new condition. Fiberglass is virtually immune to corrosion and other structural failure problems. Like your vessel itself and like aluminum and steel tanks, fiberglass tanks can be custom made in a variety of shapes and sizes.

I’ve been quoted as calling fiberglass the “eternal” tank material. While this may be an overstatement on my part, fiberglass is exceptionally durable provided the correct resin (vinyl ester or epoxy) and posts are used.

polyethylene

Related to fiberglass as a tank fabrication material is cross-linked polyethylene or XPE. It’s been widely used in both petrol and diesel applications for a number of years (most of those red plastic outboard fuel tanks are made of XPE). XPE has a number of notable properties. Like fiberglass, when properly manufactured and installed, it is virtually corrosion resistant and is very unlikely to otherwise fail structurally. Most XPE fuel tanks are rotationally molded, making them seamless and therefore virtually leak-proof (ports can of course leak if not installed properly). XPE is also relatively inexpensive compared to other tank materials.

So what’s not to like about XPE? It has a few downsides. Because of its flexibility, it cannot support the installation of inspection or cleaning ports. This is a significant disadvantage as almost every diesel tank will need to be cleaned at some point in its life, often more than once. Due to the rotational molding process, XPE tanks cannot be manufactured with full baffles (partial baffles or “speed bumps” can be cast into these tanks). For smaller tanks under 50 gallons or so, the lack of baffles is probably not an issue; However, this can be a problem with larger tanks.

Additionally, because XPE tanks cannot be cut or drilled, they cannot add additional fittings for equipment such as diesel heaters or polishing systems. Essentially what you buy is what you get and if the tank is contaminated you may need to dispose of it. A final note on XPE: these tanks undergo what is known as hydrocarbon expansion, which causes them to grow between 3 and 5 percent when they are first exposed to fuel. Although this is a one-time event, it needs to be considered (a 45-inch long tank could grow to 47 inches). Cribs, cleats, straps and other tank mounts must be adjustable to accommodate this expansion.

Stainless steel

My article “Tanks: Fuel, Water, and Holding” in the June 2001 issue of PMM included a discussion of fuel tank materials. At this time, ABYC stainless steel was not approved for use as a diesel fuel tank material, except in 20-gallon cylinder designs with dished heads (an impractical design at best). I am pleased to report that when the diesel fuel systems standard was reissued in 2005, the guidelines changed. Now stainless steel may be used for fuel tanks provided the metal meets all other relevant ABYC requirements, essentially those previously described for other metal tank materials. Stainless steel, when used in the construction of fuel tanks, must be alloy grade 316L or 317L and be at least 0.0747 inch thick.

As most cruisers know, stainless steel is an exceptionally durable, long-lasting material. Provided it is properly designed and constructed, and the right raw materials are used, a stainless steel fuel tank will serve you well. Stainless steel exposed to wet, low-oxygen environments sometimes suffers from a phenomenon known as crevice corrosion. Similar to aluminum, stainless steel must be exposed to a fresh supply of oxygen to remain corrosion-free. When it suffers from a lack of oxygen when wet, pits or crevices begin to appear on the metal surface. Once these materialize, the process accelerates as the indentations form small galvanic cells. The key to a long service life for a stainless steel tank is to keep it dry (outside) and to expose it to circulating air.

Finally, the “L” suffix after the alloy designation indicates its low carbon content, a requirement of any stainless steel to be welded. When welded stainless steel is not low carbon, weld decay (also known as “carbide precipitation”) occurs: a narrow boundary on either side of the weld becomes susceptible to corrosion similar to ordinary steel.

TANK DESIGN AND INSTALLATION

inspection openings

I’ve mentioned inspection ports several times, and that’s no coincidence. While many boat and tank builders consider these optional, I don’t. No diesel fuel tank should be designed or constructed without inspection ports that allow access to each baffle chamber. Finally, you will have to access your tank for cleaning. Diesel fuel is naturally laden with sediment and supports microbial life. Cleaning is simply a fact of life.

If you have a polishing system, do you still need inspection ports? The simple answer is yes. Polishing systems should not remove rags, plastic wrap, the foil cap of the fuel stabilizer canister, construction debris, or any other item that could enter the tank. As previously mentioned, the cost of incorporating inspection ports into a tank during manufacture is often miniscule compared to the cost of the tank. (Read Bob Lane’s article “What’s In My Tanks?” in the September 2006 issue to learn more about cleaning tanks and installing inspection ports.) Adding a polishing system to a ship that didn’t previously have one, often requires the installation of an inspection ports, so you might very well end up with ports by default.

While inspection ports cannot be built into or added to XPE tanks, they are supported by every other tank material I’ve mentioned. Ideally, inspection openings should be secured with through bolts rather than self-tapping screws. It is difficult to achieve the clamping pressure required for a liquid and vapor tight seal by driving a self-tapping screw into a relatively thin or soft material such as steel or aluminum without loosening the threads inside the tank. Once the threads are stripped, the fastener becomes ineffective and a virtually guaranteed source of leakage.

When a tank is fabricated, bolt-through fittings (using fine-thread machine screw fasteners or studs) can be easily installed. But beware: many tank manufacturers will shy away from this, mistaking connections for leak sources (if they are not properly installed) or installing inspection ports with self-tapping screws. If your current tank doesn’t include inspection ports, don’t worry. It’s relatively easy, if occasionally time-consuming, to add them.

Stainless steel and aluminum aftermarket inspection port “kits” are available (see sidebar on page 102). Remember: Plan for at least one inspection hole in each baffled chamber. Connections can be installed either on top or on the side of a diesel fuel tank; The former is preferred when access is permitted. Even if you have to move a fuel tank to access its inspection ports, they’re still worth checking out. The alternative is not to have access to the inside of the tank under any circumstances.

Assembly

A fuel tank that comes loose in a ship’s engineering rooms while underway poses a potential disaster. The same is true for a tank that shifts slightly and stays that way for hundreds or thousands of hours of service. Both tanks are candidates for failure and leakage as a result of chafing or abrasion. Fuel tanks should be secured so that they will not move even a fraction of an inch. This can be achieved in several ways. Often a tank is ribbed in place; A wooden structure is built around the tank to keep it safe (a holdover from the days of wooden ships). This works, but with metal tanks comes with the risk of increasing the likelihood of envelope corrosion by trapping water on the surface of the tank (even wet wood will allow this type of corrosion). If a substructure is used, a non-hygroscopic insulating material must be placed between the tank and the substructure material, and the insulating material must be glued or bedded to the tank to prevent water from getting in between. The insulation material can be high density polyethylene, closed cell foam or high density synthetic rubber. Whatever material is chosen, it is important to ensure that it cannot absorb and hold water.

The surface of the tank to which the material is to be bonded should be degreased and then lightly sanded with a 3M Scotch-Brite pad or 220 grit sandpaper. After sanding, degrease the surface again and then apply a polyurethane filler compound. Finally, embed the insulating material (it should also be degreased, sanded and degreased again) in the sealing compound. As soon as the sealant has hardened, the substructure can be installed.

The bottom of the tank should be treated similarly. Many contractors install tanks on 1 or 2 inch wide, 1/4 inch thick (minimum) strips of one of the above insulating materials spaced 1 or 2 inches apart. The strips should be placed athwartships, port and starboard to allow water to drain as the ship rolls. The primary objective of this non-hygroscopic exercise, an ABYC requirement for all metal tanks, is to keep the tank from contact with water, particularly standing water.

An alternative to cribbing involves the use of mounting flanges that are attached when the tank is manufactured. (While corrosion is not a problem with fiberglass tanks, they too can benefit from flanges.) Flanges eliminate the need for supports, straps, or other support structures and help prevent corrosion. Flanges also allow the tank to be bolted through to a sufficiently strong substrate such as B. a solid fiberglass/plywood shelf. Tank mounts should always use thru-bolts (a nut and bolt) rather than self-tapping screws, and the tank should be supported across its entire bottom. Ideally the tank should not be suspended in the air between longerons or frames, although in existing installations this can be difficult to correct or avoid. If you are having a ship built remember that careful thought and foresight should be given to assembly, flange installation and the safety of the fuel tank(s). Once the ship is built and the tank installed, it’s too late to add flange mounts and shelves.

Avoid standing water

Related to the problem of water entrapment between the bracket, support or support and the tank itself is the issue of drainage. It comes as a surprise to many cruisers, other than those who have experienced it, that one of the more common corrosion-related failure scenarios involves the top and not the bottom of metal tanks. This problem stems from deck leaks, which will almost certainly occur at some point.

The common wisdom of boatyards is that deck fittings are good for no more than 10 years and sometimes less depending on how the fittings were installed and whether they were installed on teak decks. (Sealant does not adhere well to teak due to the porous, oily nature of wood.) If the bedding fails under a cleat, water can spill onto your bunk or into the saloon. This is annoying, but hardly disastrous. However, if the deck’s fuel tank fails and leaks and is directly above the fuel tank, as there are many, the consequences could be catastrophic indeed.

Water is the universal solvent, and given enough time and enough of it, it will do corrosive damage to your tank. When the surface of the tank is horizontal, the water tends to pool and stay on top of the tank. If the top of the tank is slightly inclined, the water will drain. While this does not prevent corrosion from occurring, two objectives are achieved. First, it buys you time fighting corrosion. The less water lingers on the tank, the longer it takes for the tank to corrode. Second, water running down the side of the tank alerts you to the presence of a potentially serious problem that requires immediate attention. (The tank should be sloped so the water runs down the inside.)

Just as it is undesirable to have water standing on your fuel tank, it is undesirable to have your metal tank standing in water. If the above procedures are followed, external corrosion problems are unlikely to occur. However, leaving the tank in bilge water or other accumulated water will virtually guarantee corrosion. Therefore, no metallic tank may rest in the water. Tanks should be installed well above the normal “high tide” mark of each bilge.

plumbing connections

A clogged or leaking intake manifold will bring even the best designed fuel system to its knees. If the hose is detachable, the problem is easily solved. If this is not the case, the repair becomes much more difficult. Pickup tubes should not be equipped with screens. Dirt, debris and other contaminants must be able to get to the primary fuel filter where they can be easily cleaned. When dirt gets lodged in a pickup tube screen, it’s far from easy to deal with. The tube will need to be removed and cleaned, and while a detachable tube allows this to be done, given the choice I would rather service the primary fuel filter element than remove an intake tube.

At this point it seems appropriate to say a few words about downcomers. Why does fuel return need a return pipe? Why can’t unused fuel just go back into the tank? Most engine manufacturers have mandated the use of return pipes for several years. return pipes reduce fuel aeration; When the fuel flows through a tube instead of falling into the tank like a waterfall, there is less splatter and less chance of air being entrained in the fuel. Air in the fuel can cause the engine to run poorly or even stall, and it also promotes oxidation or “aging” of the fuel. I once used a return tube as a sort of backup pickup tube in an emergency when the primary pickup tube failed. My primary pickup pipe had ruptured and was causing an air leak that had prevented fuel from being drawn over the top of the pipe.

tank labels

A final note on tank installation: each fuel tank must have a label that is visible when the tank is installed on the boat. The label must include the tank manufacturer’s name, address, and phone number, as well as the month and year of manufacture (or batch number). This way the manufacturer can be contacted if you or a technician have a question about the tank. From the date you can tell if it is an original tank or if it has been replaced. In addition, the label must include the capacity of the tank, the material it is made of and its thickness, the fuel it is rated for, the maximum test pressure, and the model number. The label can be adhesive, but it must be permanent, permanent and resistant to fuel, detergents and the elements.

Repairing and removing fuel tanks can be daunting. However, if your fuel tanks are properly designed and built, and you keep them dry, clean, and secure, you probably won’t be facing any of these nasty chores any time soon.

For more information on fiberglass tanks and ethanol, tank pressure testing, tank connections and baffles, see this issue’s ‘Web Extras’ at passagemaker.com.

Steve D’Antonio is Technical Writer at PMM and Vice President of Zimmerman Marine, a full-service shipyard and custom boat builder based in Cardinal, Virginia.

Plastic fuel tanks typically last around 10-15 years – but can last up to 20 years with proper maintenance. This longevity is commonly backed by a 10-year warranty from many major fuel and oil tank manufacturers. The life of these tanks can be affected by a variety of factors including design (walled tanks tend to outlast single walled tanks), conditions and maintenance. Regularly serviced plastic fuel tanks can last up to 20 years.

For those looking for a tank that will last past the 20 year mark, steel fuel tanks may be a safer choice. Although slightly more expensive, steel tanks are generally less susceptible to aging and environmental damage.

Anyone who has to store diesel for long periods must take steps to keep it safe and free from contamination. Diesel fuel storage tanks can be used and there are various options for the location and size of the tanks. This type of fuel can remain usable for several months if stored properly. The choice of storage container and storage location is critical and the safety and longevity of the fuel should be considered.

Storage tanks for diesel fuel

If you need to store a small amount of diesel fuel, you can store it in portable 5-gallon gas cans that you take with you to the gas station. For larger quantities you need special storage containers, such as B. 55 gallon drums or a standalone tank.

Larger metal or specially formulated polyethylene diesel tanks can be installed above or below ground depending on location and local regulations. These tanks can also be mounted on the bed of trucks if required. The exact size of the tank will of course depend on how much fuel you need to store.

How long can you store diesel fuel?

Diesel fuel can remain viable for 6 to 12 months in 85 degree weather. After that, the fuel begins to react with the oxygen in the tank. This reaction can cause diesel to gum up. When the diesel becomes sticky, it clogs the fuel filters, which can cause engine problems. The gummy fuel does not burn well and can form a layer of soot and carbon inside the engine. One option is to use stability treatments designed to counteract oxidation.

Other factors can also lead to diesel fuel deterioration. Water in the fuel can lead to fungal growth. Fungi can release organic compounds that break down the diesel molecules. High temperatures can accelerate the gumming process. Contact with metals such as zinc and copper can cause a chemical reaction with the diesel fuel. Certain additives can also accelerate the aging process.

How to store diesel fuel for safety and longevity

Diesel is a flammable liquid and dangerous if not handled and stored properly. Children and pets should not have access to the storage tanks to avoid accidents. Adult access to the tanks should be restricted to those who need access to refuel or service the tanks.

The fuel should be stored in a remote area away from homes. An above-ground container can be installed inside a building or under an annex. This position helps prevent water from damaging the tank and prevents radiant heat from evaporating the diesel.

It is important that water does not collect on the tank. Tarnished water can cause rust in metal containers and encourage the growth of insects and bacteria on all containers.

It’s also important to monitor the storage tank for water buildup. Water collects from condensation and then drips onto the diesel fuel. Accumulated water is a prime breeding ground for bacteria that can cause diesel fuel to degrade prematurely. Draining the water is a solution. Another solution is to use biocide additives.

It is important to keep fuel away from sources of ignition. Although diesel has a higher ignition point than petrol, it is still flammable. Any outlets nearby should be rated for explosion. Smoking is not permitted within 50 to 100 feet of the storage area.

If you need clear, colored or winterized diesel, contact us here at Kendrick Oil. We provide quality fuel products and services throughout Texas, Oklahoma and New Mexico. Call us at (806) 250-3991 or email us if you have any questions

More information on fuel drain,

Up until the early 1990’s most cars had metal fuel tanks, these were prone to leaking and also rusting, the rusting causing sludge.

The sludge will be sucked into the fuel pump when the tank was almost empty and will damage it. That’s why most drivers over 50 are very careful not to drive around with a nearly empty tank…

However, after the introduction of plastic fuel tanks in the early 1990’s, the sludge problem (tank rust and dirt on the tank bottom) was no longer an issue, plastic tanks did not deteriorate or leak at the seams. This was a common mistake with old metal fuel tanks.

Fuel tanks are now being molded into more intricate shapes that hug the floor of the car, utilizing every available nook and cranny, as plastic is more intricately shaped than steel.

All modern cars today have plastic fuel tanks.

The only downside is that all metal tanks had a “drain plug” – (similar to an oil drain plug) which was a screw at the bottom of the tank that you loosened to drain the contents. This was necessary because tanks were welded on to repair leaks or remove sludge, they would need to be drained completely. (and often filled with water before welding) modern tanks don’t need either, and automakers didn’t address the problem of misfuelling in tank design.

However, if you fill up incorrectly and your car has a metal tank, chances are it has a drain plug which makes draining very easy and straightforward. The problem you have to solve is getting the car high enough so you can drive over it with containers, 25 liter drums and a hopper, best, but the car has to be about a meter off the ground and also (I put that in bold for a good reason), of course an inspection pit is the best solution.

If you do this yourself, please note the following

1) Provide suitable containers, and in sufficient quantity, 25 liter plastic drums or 20 liter cans. Don’t skimp on containers, have more than you need.

2) Gasoline and gasoline vapor (in case you need more info) is flammable and heavier than air. So if you’re working in a pit and spill some fuel, you can take comfort in knowing that the small spill is now spreading into a high explosive gas sitting on the bottom of the inspection pit just waiting for a source of ignition, don’t worry if anything today is fine – the gas will be there tomorrow, and the day after – and the day after, so work very little in a well-ventilated area and don’t spill anything.

3) Most importantly, INSERT THE DRAIN PLUG WHEN FINISHED

4) Duck ponds, children’s playgrounds, neighborhood yards, freeway hard shoulders, nature preserves, manhole covers, watercourses, street drains, sewers, and swing parks are NOT suitable places to empty a fuel tank by simply lowering it to the ground. This will give you free accommodation for a year in a very safe environment with set eating and exercise patterns and lots of ‘me time’ – just call your local authority and find a waste oil recycling collection point Misfuelled Disposal or they would know someone who who would take them from you and put them to good use.

Call us if you put the wrong fuel in your tank.

Steel vs. Plastic: The Competition for Passenger Car Fuel Tanks

A comparative analysis of the various plastic and steel alternatives shows that steel remains a cost-effective material that meets all required performance criteria. A more detailed cost comparison of the new plastic tanks (i.e. multi-layered or barrier coated) with the new steel tanks is still required. Many of the driving forces such as lead reduction, clean fuels, permeability and weight are a direct result of legal and regulatory pressures detailed in the Issues sidebar.

Figure 1. Projections of plastic use in fuel tanks for 1998 and 2003 based on the Delphi VII report.

Although plastic tank applications have experienced some setbacks due to tighter permeation standards, some experts believe their use will gain momentum by the end of the decade as new plastic technologies transition to commercially viable operations. The University of Michigan’s Delphi VII report points out that experts predict that plastic tanks will capture 28% of the North American market by the end of 1996 and up to 50% of the market by 2000. Manufacturing costs and recyclability issues of the multi-layer plastic tanks that are required to meet the more stringent permeation standards.

This forecast represents the worst-case scenario for steel unless the industry provides OEMs with a cost-effective steel alternative that meets all performance criteria. Table I shows the production volume of vehicles built in North America;6 Table II shows the estimated number of plastic gas tank units (according to Delphi VII projections) and their impact on steel supplies.

Beginning in 1993, the steel industry lost the ability to ship approximately 34,473 tons of steel as plastics in gas tank applications increased. At worst, continued acceptance of plastic gas tanks will increase steel losses to 71,667 tons in 2000 – an additional 43,544 tons. This reduces the annual shipment of 125,191 tons of steel by a good third to a total of around 81,646 tons per year.

Table I. Actual and Projected Car and Light Truck Production in North America (in thousands)6 1992 1993 1994 1995 1996 1997 1998 1999 2000 Cars 7,474 8,141 9,050 9,775 9,960 10,125 10,280 10,358 10,435 Light Trucks 5,033 5,709 6,535 6,749 6,923 7,008 7,088 7,103 7,117 Total 12,507 13,850 15,585 16,524 16,883 17,133 17,368 17,461 17,552

Table II. Estimated Share of Plastic Gas Tanks Based on Delphi VII Scenario Share (%) Steel Number of Tanks Steel Loss (tonnes) Change Growth. (tons) Change Cum. (tonnes) 20 2,501,000 28,365 – – 22 3,047,000 34,552 6,187 6,187 24 3,740,000 42,414 7,862 14,049 26 4,296,000 48,717 6,303 20,352 28 4,727,000 53,605 4,888 25,240 30 5,140,000 58,284 4,679 29,919 32 5,558,000 63,022 4,738 34,657 34 5,937,000 67,319 4,297 38,954 36 6,319,000 71,651 4,332 43,286 Incre. incremental; Cum.cumulative.

Belgium-based Solvay is the exclusive supplier of plastic fuel tanks to General Motors’ Saturn division. Solvay has also expanded its Canadian subsidiary in Blenheim, Ontario and installed two new blow molding machines to produce HDPE tanks for Chrysler’s LH series and Viper sports cars. Chrysler expects to sell 300,000 LH vehicles, all with HDPE tanks, which offer more capacity than steel tanks. Monolayer HDPE tanks offer long-term structural integrity but will not meet future permeation requirements. Chrysler began converting to multi-layer HDPE in 1995 to meet the more stringent SHED test.

The advent of new technologies has allowed the proliferation of plastic gas tanks. These new technologies can be categorized into either multi-layer or barrier types.

Kautex supplies the Ford plant in Milan, Michigan, with this six-shift technology. Meeting the more stringent California fuel vapor standards, the tanks consist of an inner layer of HDPE bonded by an adhesive layer and a barrier layer of polyamide or ethylene vinyl alcohol copolymer. An additional adhesive layer is bonded by a layer of “regrind” and an outer layer of HDPE.

Walbro Automotive Corporation began commercial production of multi-layer plastic fuel tanks for 1995 models. Annual production of these multi-layer tanks is expected to reach 500,000 units by 1998. Your tank uses an ethylene vinyl alcohol (EVOH) barrier sandwiched between two layers of HDPE.9

Solvay Automotive of Troy, Michigan has developed technology to reduce HDPE tank emissions to 0.2 g/24h or less, even with fuels containing methanol.11 Using a technology called Solvay-optimized fluorination, Solvay meets or exceeds the permeation performance of the Coextrusion with EVOH barrier resin. Solvay continues to expand multilayer capacity to meet Chrysler’s requirements.

Aero Tec Laboratories of Ramsey, New Jersey has developed a semi-flexible safety fuel tank made from an undisclosed olefinic compound of polymers and anti-diffusion barrier additives.12 The tank can be used for racing and military vehicles, as well as for the general automotive aftermarket.

Stainless steel tanks have been tested and, while effective in flexible fuels, are difficult to form without severe fracture during stamping. In addition, stainless steel is expensive, with an estimated cost ratio to Terne steel exceeding 5:1.

The electro-coated zinc-nickel product is painted on both sides with an aluminum-rich epoxy. Industry-accelerated corrosion testing of painted Zinc-Nickel confirms it has a 10-year service life in current fuels and flex-fuels and resists external corrosion.

Testing of the properties of painted Galvanneal (steel coated with a zinc-iron alloy) has shown that it is effective in resisting corrosion on both the internal and external surfaces of the tank. General Motors is testing a product.

Hot-dipped tin has also proven effective in resisting all fuels, but requires a paint coat for exterior protection from road-borne corrosion. This product welds faster than painted terne and has better potential for good solderability than painted galvanneal and zinc-nickel coated steel substrates, allowing for the attachment of fuel filler pipes and other lines.

The manufacturing costs for both tank materials appear to be conflicting depending on the source. However, due to OEMs’ capital invested in metal tank stamping, welding and assembly equipment, their cost structure shows lower unit costs for steel tanks compared to plastic tanks, the latter usually being outsourced (with the exception of some Ford models). .

Plastic tanks are formed by blowing a thick, continuous tube of HDPE into a mold that determines the final shape of the virtually seamless piece that could contain the filler neck. The blow molds are cast from aluminum and cost significantly less than machined steel molds used to stamp steel tanks. Generally, four or more molds are integrated into a rotary blow molding machine to achieve the desired productivity (i.e., one station blows while the other cools). Typically, the OEMs outsource the plastic tanks to various suppliers who compete for the business. The plastic tank manufacturer must also either chlorinate or fluorinate the plastic to retard permeation, and both processes can be highly toxic if mishandled. This represents additional OSHA requirements that increase the cost of the tank.

The thermal properties of the material chosen are also a concern, particularly due to the proliferation of injector fuel delivery systems where some of the unused fuel delivered from the dispenser is returned to the gas tank at “hot engine” temperatures. At the same time, the tank has to withstand extreme temperatures in North America ranging from -40°C to 79°C inside the tank. The 79°C temperature not only exceeds the boiling point of alcohol fuels, it also creates deflection problems for plastic (especially under the weight of a full tank), while the extreme cold brings potential cracking problems. As a result, OEMs are resorting to thicker plastic, negating at least some of the weight advantage, and are also required to use support brackets and special shields against local heat sources such as an inferior or perforated muffler or tailpipe. High ambient temperatures under the car remain a consideration.

Plastic acts as an insulator to delay heat transfer to the fuel compared to a steel tank. In the event of a fire under the car, plastic tanks delay the rise in fuel temperature, but they soften, sag and eventually release the fuel. A steel tank will not collapse in a fire; However, fuel temperature can rise rapidly, potentially resulting in over pressurization and release of fuel through a mechanical armature. The American Iron and Steel Institute reports16 that a series of more than 75 tests conducted by the National Fire Prevention Research Foundation and the Factory Mutual Research Corporation have shown that plastic containers storing flammable or combustible liquids in multipurpose storage facilities abruptly fail when exposed to a small fire. This failure results in a rapidly developing spill fire that overwhelms traditional sprinkler systems. The same tests performed on flammable and combustible liquids stored in steel containers revealed no leaking fire, no excessive temperatures, no deterioration of contents, and no significant loss of visibility due to smoke. The fires in the steel containers went out by themselves. These findings have led to a return to plastic steel containers for reasons of safety and fire insurance costs. It is unknown if testing has been conducted by OEMs to compare the performance of steel and plastic tanks in under-vehicle fire situations.

Table III. Competitive material analysis for gas tank performance attributes

Recyclability, safety, corrosion resistance in methanol fuels and weight manufacturing issues

Cost, formability/shape flexibility, weldability Steel

Terne Coated Steel Advantages: Low cost in large quantities, recyclable, material cost and permeability Disadvantages: Shape flexibility, ineffective protection against corrosion from methanol fuel, coating containing lead

Electrocoated Zn-Ni and Galvanneal

Advantages: low cost for high volume, recyclable, effective internal and external corrosion protection, material cost and permeability. Disadvantages: weldability and shape flexibility

Hot Dipped Tin

Benefits: low cost for high volume, recyclable, effective internal and external corrosion protection, cost of materials, permeability and weldability. Disadvantage: shape flexibility

Stainless steel

Advantages: Corrosion, recyclability and permeability. Disadvantages: Cost at all volumes, formability and joinability

plastics

Advantages of HDPE: shape flexibility, low tooling costs for small quantities, weight and corrosion resistance. Disadvantages: High tool costs for large quantities, high material costs, permeability and reusability

Multilayer and barrier HDPE

Pros: Shape flexibility, low tooling cost at low volume, weight, corrosion resistance and permeability Cons: Higher tooling cost at high volume, higher material cost and more difficult to recycle

Despite advances in recycling, the uptake of plastics in automotive applications faces some hurdles.

The lack of a plastics recycling infrastructure. The infrastructure for recovering and recycling the iron content of cars is well established – 70-80% of a typical passenger car consists of recyclable steel and iron.

The molding process for plastic fuel tanks. As with other applications, this process results in around 30% of the plastic material ending up as industrial waste. 18

The necessary sorting of the different types of plastic, as mixed types can ruin the batch. With steel, that’s not a problem – the scrap industry recycles 10.8 million tons of shredded iron and steel every year, which is used to make new steel products. 19

The lack of technology that allows dismantling companies to quickly collect various plastics. The current infrastructure of auto dismantling, shredding and scrap processing is steel-dominated and relies on magnetic separation and low-cost shredding equipment for efficient and cost-effective processing. In the case of Terne gas tanks, the units are removed from the car, flattened, baled and shipped either to special operators who can recover the lead, or to the steel mill.

Costs. Recycled plastics are not price competitive with virgin plastics.20

UPDATE: We are open for orders and advice. Most deliveries are made from stock. Some delivery times are extended; Contact us on 0117 244 4099 if you need an item faster than the stated delivery time as we may be able to improve on this date. Thank you for your support!

If you are thinking of installing an oil tank on your property you will need to make a decision: a plastic liner oil tank or a steel liner oil tank. Which material you choose depends on your needs and requirements. You may be wondering – what is the difference between the two and which one is the best? To help you decide, we’re going to look at the pros and cons of plastic and steel oil tanks.

Advantages of steel oil tanks

DURABLE – Steel is very durable and may have a much longer lifespan than plastic tanks. Steel tanks are resistant to everything from UV rays to extreme weather conditions and can withstand most accidental damage.

Corrosion Resistant – Steel is a very strong material that can help resist internal and external corrosion which in turn increases the life of the tank.

Increased Security – Oil theft is on the rise, especially in rural areas. Research shows that oil theft has increased by 51% in just 6 years, with £4million worth of oil stolen in 2016 alone – (BoilerJuice stats). Not only is it costly to replace stolen oil, but it can be even more inconvenient when you unexpectedly run out of fuel. The safety of your fuel tank should therefore be a top priority. Steel tanks offer better security as they are harder to drill and siphon oil than plastic tanks. They are also heavier and therefore more difficult to remove from your property.

Larger Capacity – Steel tanks have much larger capacities than plastic tanks and can hold up to 120,000 litres. This can allow you to take advantage of cheaper oil prices when they hit the market and buy your oil in bulk. Steel tanks are therefore the preferred option for larger companies that need to store larger volumes of oil than plastic tanks can handle.

Advantages of plastic oil tanks

Light weight – Plastic tanks are light and maneuverable – making them easier and cheaper to transport, install and move to a new location if needed.

Insulator – Because plastic is an insulator, it slows the transfer of heat from the environment to the contents, thus protecting the liquid it is storing.

Less prone to rusting – Plastic oil tanks are a good choice as they don’t rust like metal tanks. Steel tanks can form rust that fills the bottom of the tank and clogs filters. Steel tank legs can also rust and become damaged. This could cause the tank to become unbalanced and tip over, leading to extensive clean-up and costly oil changes and damage repair costs. Using a plastic tank reduces this risk.

Pliable – Most plastic fuel tanks are seamless, making them less likely to rupture or fail prematurely. Even when deformed, plastic has the ability to regain its natural shape and often deformation can be corrected if the touch up work is done quickly.

To learn more about positioning your bunded oil tank, please click here.

Final Thoughts

Your decision between a steel and a plastic oil tank depends largely on your needs and requirements. Steel tanks offer durability, higher capacity, increased safety, and potentially longer life, but are more expensive. Plastic tanks are lightweight, making them easier and cheaper to install and move, and are usually seamless, minimizing the risk of leaks in these vulnerable areas as seen with older single-wall plastic tanks. They’re also maintenance free, so you don’t have to repaint them to keep them fresh and rust-free like steel tanks require.

‘Click here to find out what size you need for your property.

This article was co-authored by wikiHow contributor Eric McClure. Eric McClure is an editor at wikiHow, where he has been editing, researching, and creating content since 2019. A former educator and poet, his work has appeared in Carcinogenic Poetry, Shot Glass Journal, Prairie Margins and The Rusty Nail. His digital folk book The Internet was also published in TL;DR Magazine. In 2014 he won the Paul Carroll Award for Excellence in Creative Writing and in 2015 he was a key reader of the Poetry Foundation’s Open Door Reading Series. Eric has a BA in English from the University of Illinois at Chicago and an MEd in Secondary Education from DePaul University. This article has been viewed 410,472 times.

Application: Measurement of individual layers and total thickness in multi-layer plastic fuel tanks.

Background: Most modern automotive fuel tanks are manufactured with a multilayer plastic construction, typically consisting of two structural layers of high density polyethylene (HDPE) surrounding a thin gas barrier layer of ethylene vinyl alcohol (EVOH). The purpose of the barrier layer is to prevent gasoline vapor from slowly escaping through the polyethylene wall. The HDPE structural layers typically range in thickness from 0.1 inch to 0.2 inch (2.5 to 5 mm) and the EVOH barrier layer is typically 0.004 inch to 0.012 inch (0.1 to 0.3 mm). Tank manufacturers must measure both the thickness and depth of the barrier.

Equipment: The Model 38DL PLUS Ultrasonic Thickness Gauge with the Multi-Measurement software option is recommended for simultaneous measurement of the individual layers and total tank thickness in this application. With this software, the 38DL PLUS gauge is able to use separately programmed setups (including sound velocity, gain and blanking settings) for each slice being measured to optimize performance. In this test, the meter is most commonly used with an M2017-RM (20MHz) delay line converter. Contact Olympus for help setting up the meter.

Typical Procedure: The waveforms below show measurements of structural and barrier layers in a typical car fuel tank using appropriate setups. The meter’s frequency-based barrier measurement mode is used to measure the barrier layer when its thickness is less than approximately 0.010 inch (0.25 mm). The barrier depth is measured using a conventional mode 2 construction and the thickness of the inner polyethylene layer is also measured in mode 2. Thick barrier layers greater than about 0.010 inches (0.25mm) can also be measured in Mode 2. Note that due to low-pass filter effects in the polyethylene outer wall, the minimum measurable barrier thickness is typically around 0.004 inches (0.100 mm).

The reflection ratio at the boundary between any two materials is determined by the relative acoustic impedances of those materials. Since virgin material and regrind essentially have identical acoustic impedances, a separate measurement of regrind layers is not possible. Additionally, adhesive layers adjacent to barrier layers are generally too thin and/or too closely impedance matched to be measured with ultrasonic techniques and cannot be resolved.

outer polyethylene layer

Junction Layer (Frequency Domain Measurement)

inner polyethylene layer As with any ultrasonic thickness measurement, accuracy depends on proper sound velocity calibration. The speed calibration must be performed on samples of known thickness for each material to be measured.

Regardless of the application, choosing the right gas cylinder is essential.

In this post, Tony Morrin, Technical Director at AMS Composite Cylinders examines the different types of cylinders on the market today and what you need to consider when choosing gas cylinders for a range of applications.

Cylinder types explained

Type 1 gas cylinders – All metal

Type 1 gas cylinders are usually made of steel or aluminium. They are the cheapest and heaviest cylinder type. This makes them best suited for static applications and industrial use in large quantities. Type 1 cylinders are less suitable for applications where light weight and mobility are required.

Suitable applications include:

Dive

Modified Atmosphere Packaging (MAP)

laboratory

Industry/manufacturing on site

Type 2 Cylinders – Wrapped Aluminum

Type 2 gas cylinders are made of aluminum wrapped with carbon fiber. They are significantly lighter than Type 1 cylinders, but still significantly heavier than Type 3 carbon composite cylinders. Type 2 cylinders are suitable for a wide range of applications where cost is more important than light weight and high pressure.

Suitable applications include:

Medical oxygen (in a healthcare facility)

Laboratory (high volume usage)

Industry/manufacturing on site

Type 3 Gas Cylinders – Fully wrapped carbon composite

Type 3 cylinders feature a thin and lightweight aluminum liner fully wrapped in carbon composite. Type 3 cylinders offer significant weight savings over Type 2 cylinders (up to 30%). They can also be filled to higher pressures (up to 300 bar), so they offer a higher capacity with the same cylinder size. Type 3 lightweight gas cylinders are ideal for applications where portability and capacity are important such as: B. for oxygen therapy at home and for medical oxygen cylinders in ambulances.

Suitable applications include:

Ambulatory Oxygen

Portable field tests

Drones/UAVs

fuel cell applications

Aerospace and Military

calibration

Type 4 Cylinders – All Composite

Type 4 cylinders are primarily made from carbon composites with a polymer liner. They are the lightest and most expensive cylinders available on the market today. Type 4’s main advantage is their low weight, making them best suited for rare applications where maximum portability is required.

The disadvantages of type 4 cylinders are that they are less robust and resistant to damage. Additionally, the polymer liner does not provide an impermeable barrier, making them vulnerable to leakage.

Suitable applications include:

Portable field tests

calibration

military

Type 5 Cylinders – Linerless Composite

Type 5 cylinders are not yet widespread. This is the next generation of gas cylinders currently used only in the most advanced military and aerospace applications. They are unlikely to be widely used in the commercial market for a few years.

Type 1, Type 2 or Type 3 – Choosing the right gas cylinder

When specifying gas cylinders for your application, you must consider the following key factors:

Costs

cylinder weight

pressure/capacity

durability

life span

Industrial – on site

For on-site industrial use, a simple Type 1 gas cylinder is usually the most appropriate and cost-effective solution. In typical applications such as metalworking and welding, the cylinders do not need to be moved, so heavier weights are not a major concern. Cost is usually the main factor.

Lighter Type 2 or Type 3 cylinders may represent a better option for high volume industrial applications where cylinders need to be refilled on a regular basis and in cases where they need to be moved around a site.

Industrial – Portable

In portable industrial applications such. B. in mobile welding or in mining, the cylinder weight is becoming more and more important. Type 1 cylinders may be suitable where limited portability is required, but Type 2 gas cylinders often offer the best balance of cost and portability. Where light weight and great portability are required, Type 3 cylinders can be the best option.

laboratory and science

Type 1 and Type 2 cylinders are suitable for a variety of laboratory applications where mobility is not required. For field work, equipment testing and calibration applications, Type 3 and in some cases Type 4 cylinders are likely to be more practical due to their lighter weight.

Aerospace, UAV and Military

In any type of flight application, weight matters. Every kg counts, so type 3, type 4 and type 5 cylinders are best suited depending on the application. Type 3 cylinders can be a more resistant and robust solution than type 4 cylinders for use with drones. Type 3 cylinders are also best suited for the aerospace industry where they have full regulatory approval.

health care

For medical gas and oxygen therapy, the main considerations when choosing a cylinder are capacity and weight. Type 1 cylinders may be suitable for hospital use, but in 2020, Type 2 and Type 3 cylinders are the preferred options. For ambulance and portable/home oxygen use, lightweight cylinders offer real, practical advantages. Type 3 cylinders, with their lighter weight and higher capacity, are the natural choice for these applications.

Respiratory Equipment

Choosing the right bottle for SCBA systems depends heavily on the application.

For scuba/SCUBA use, Type 1 cylinders may be the best option as the natural weight helps to balance the diver’s buoyancy. In other specific commercial diving applications, the additional capacity of Type 3 cylinders makes them a more suitable solution.

Modern emergency exit systems require a balance between capacity, durability and low weight – this makes type 3 cylinders the ideal solution.

For firefighting applications, weight is the most important consideration – every gram saved can make a real, practical difference in high-pressure environments where life or death is at stake. A Type 3 cylinder can help reduce weight by 35%. Type 4 cylinders have been used in firefighting, but concerns about durability and impact resistance mean they are less suited for use in hazardous environments.

Lightweight gas cylinders from AMS Composite Cylinders

AMS Composite Cylinders supply a full range of advanced lightweight Type 2 and Type 3 gas cylinders to customers across the UK and Europe.

Our bottles are used in a variety of applications including healthcare, respiratory, SCBA, laboratory, industrial, emergency, aerospace and environmental applications.

Carbon composite cylinders offer high pressure (300 bar), light weight and NLL (Non-Limited Life) performance and are ISO 11119-2, UN-TPED Pi, DOT (USA), TC approved for worldwide use (Canada) .

For more information on AMS Composite Cylinders Ltd please contact us today.

This blog was written by Tony Morrin, Technical Director of AMS Composite Cylinders

Main battle tanks and other armored vehicles of the future could be electrically powered or use hybrid propulsion. Switching to such a system could not only reduce the demand for liquid fuel on the battlefield, but also avoid risking the lives of soldiers driving trucks delivering fuel to the front lines.

Conventional armored vehicles, including tanks, use engines that run on diesel or gasoline. The need to drive a 60-ton vehicle across country and power fire control systems, sensors and environmental systems requires powerful engines. Tanks must also be able to accelerate quickly and, if necessary, have enough horsepower to tow other tanks. Ideally, an armored vehicle should have a horsepower-to-weight ratio greater than 20 to 1, resulting in engines capable of producing up to 1,500 horsepower.

US Army M2 Bradley and M113 infantry fighting vehicles during Exercise Warrior Strike, 2017. Chung Sung-Jun Getty Images

These engines require a lot of fuel. A US Army armored division with all armored vehicles online and on the move can use up to 500,000 gallons of fuel per day. All that fuel has to come from somewhere, typically the continental US, and is then trucked to rearmament and refueling points just behind the front lines. To make matters worse, the M1A2 Abrams tank uses gasoline, while the M2 Bradley infantry fighting vehicle, M109 Paladin howitzer, and other vehicles use diesel.

What if we could replace both types of fuel with a third type of fuel: electricity? The Driven, an Australian electric vehicle website, discusses the potential for the Australian Army to switch to electric vehicles. The same principles apply to the US Army, but magnified fifty times.

M1A2 Abrams tank of the 34th Infantry Division, Minnesota National Guard. Sergeant Luther C. Talks

There are several reasons to switch to electric drives. First, it would reduce the amount of fuel needed to get to the front lines and reduce the number of vulnerable, fuel-laden convoys needed to keep the tanks going. Second, electric and hybrid systems are easier to upgrade and replace than internal combustion engines and transmissions. Third, such electric propulsion systems could be cheaper to run and more environmentally friendly.

The use of electric drives would still require energy, just a different one. Diesel-powered generators are an obvious option, but the key is to move away from fossil fuels. Alternatives include swappable battery packs, renewable energy including solar power, and even nuclear power plants on the battlefield.

Source: The Driven

Kyle Mizokami Defense and Security Author, lives in San Francisco.

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WHAT IS THE DIFFERENCE BETWEEN TRANSFER AND ADDITIONAL FUEL TANKS?

If you’re looking for extra fuel storage for your truck, you’ll no doubt come across transfer tanks and auxiliary fuel tanks, and often there’s a pretty big price difference even though they look pretty similar. So what causes the price difference and which one do you need?

Transfer tanks are used to transfer fuels. This could be extra fuel on a trip to fill up an ATV, or maybe you’re at construction and need to fill up a generator. They are mainly used for diesel, but depending on the manufacturer you can find tanks approved for other fuels. The big difference between a transfer tank and an auxiliary tank is that the transfer tank must be pumped out of fuel but can be pumped into your truck’s fuel tank. However, to transfer the fuel you need a transfer pump. These are available as manual units where you either turn a crank or pump a handle, or as 12 volt electric units that do the work for you. These pumps add anywhere from $90 to $350 to your total spend.

Auxiliary tanks are built directly into your factory tank. This is sometimes accomplished with the help of a small 12v pump or gravity power supply. Tanks almost always have a shutoff valve so you can stop the flow of fuel if needed or desired. Since many connections are made under the truck bed, you’ll want to make sure your tank and lines are properly sealed and free of leaks. With an electric pump in your system you would normally just keep an eye on your factory fuel gauge and when you wanted to top up you would simply flip the switch you would have mounted on your truck and fill up the tank as you trundle down the road. When you use a gravity fill system, gravity simply replaces fuel in your factory tank as your engine uses fuel. Due to the risk of forgetting to turn off your electric pump when filling and consequently overfilling your tank, electrically assisted pumps should have a return line installed to direct the overfill back to the auxiliary tank.

Personally, we like the gravity fill system for its long history of predictable performance, lack of moving parts, and ease of installation.

These are the main differences between an auxiliary tank and a transfer tank. If you need help finding the right tank for your needs or have any other questions, just give us a call at 563-285-6003.

7 types of industrial storage tanks explained

7 types of industrial storage tanks explained

Industrial storage tanks are containers for storing gas, oil, water and petrochemical products used for industrial purposes. Industrial storage tanks come in a variety of sizes and shapes.

They can be underground, horizontal and vertical, made of concrete, stone, fiberglass, steel or plastic.

Industrial storage tanks can be classified into different types based on the substance they contain and some other factors.

Here you can learn about seven main types of industrial storage tanks. Continue reading…

1. Industrial fuel storage tanks

Industrial fuel tanks, also known as kerosene tanks, can store various liquids. In general, they are used to store inorganic and organic liquids. They can also absorb steam, as well as various flammable liquids. Fuel storage tanks are manufactured in various designs and sizes. They are designed to store a wide variety of fuels, vapors and industrial liquids.

Types of industrial fuel tanks

There are two main types of fuel tanks – above ground tanks and underground tanks.

Above ground fuel tanks

Above Ground Fuel Tanks (AST) are very popular due to their lower long-term maintenance and upfront costs. These tanks are less expensive to install compared to underground tanks as you do not incur the expense of backfilling, digging deep and paving more complicated plumbing.

Above ground fuel tanks offer greater serviceability compared to underground tanks. You can easily check them for leaks and access for repairs. For this reason, above-ground fuel tanks are preferred for fuel and chemical storage.

Underground storage tanks

For underground storage tanks (UST), at least 10% of the stored tank volume is buried underground. Such tanks used to store hazardous materials or fuel are regulated and must be registered with the EPA.

These tanks are suitable for people who want to maximize space and/or the value of their property. Soil storage tanks can be placed under lawns and driveways where they are not visible. These types of tanks are arguably safer as the chance of an explosion is very low. However, these tanks are more likely to leak and become contaminated because they cannot be inspected often.

Benefits of using fuel storage tanks

If your business requires safe storage of fuel and other flammable liquids, it is important to use an industrial fuel tank. Industrial fuel storage tanks are standards certified containers that provide safe storage of chemicals, solvents, oil, gasoline, diesel and other hazardous and flammable liquids. Fuel storage tanks limit evaporative emissions and prevent leakage of the substance they contain.

These storage tanks are manufactured and engineered to industry standards, making them an efficient and reliable option for your hazardous material storage needs. There are several advantages to using industrial fuel tanks which are listed below:

(i) Inexpensive

Using fuel tanks is cost effective because your employees don’t have to leave the business facility to refuel equipment or vehicles. This saves money and time that you would otherwise have to spend filling up your business premises. These tanks have a capacity of between 1,000 and 110,000 liters, allowing you to store petrol and fuel depending on your weekly or daily needs.

(ii) Diversity

There are different types of fuel tanks to choose from. The main types are – above ground fuel tanks and underground fuel tanks. These types have already been discussed above.

Another type of industrial fuel tank is a bunded tank. This type of tank is widely used because of its durability. With double steel walls, the walled storage tank prevents spilling of the substance it contains. The capacity of the walled tanks and above-ground tanks is usually between 1,000 and 150,000 liters.

If your storage needs are small, you can choose the smaller storage wrap tank. This type of fuel storage tank has a capacity of between 1,000 and 1,450 liters. Similar to self-bunded tanks, the Minor Storage Wraptank requires no complex bunding requirements and offers maximum versatility and effectiveness.

(iii) Versatility

An industrial fuel tank can hold a variety of flammable liquids. If your storage needs are very specific, let your manufacturer know as they can customize or customize the tank specs and models to meet your particular needs. In addition, industrial fuel tanks are easy to install. Some of the models are also portable to allow easy relocation if needed.

2. Industrial chemical storage tanks

Industrial chemical storage tanks are used to store fertilizer, propane, liquefied natural gas, petroleum products (gasoline, diesel), crude oil and other chemicals. Industrial chemical storage tanks are available in various shapes and sizes. These storage tanks are used for mixing, processing, static storage and transportation of finished chemical products as well as raw materials.

Types of industrial chemical storage tanks

There are three main types of industrial chemical storage tanks –

• Stainless steel tanks

• tanks made of polyethylene,

• Fiberglass (GRP) tanks.

Stainless steel storage tanks are effective and durable; however, they are not suitable for many acids and are also the most expensive option.

Fiberglass tanks are suitable for some applications. However, they have seams that can leak, require increased maintenance, are more prone to human error because they are handcrafted, and are vulnerable to certain chemicals like fluorosilicic acid — a chemical that etches glass (the structural component of GRP).

Polyethylene storage tanks come in both crosslinked and linear polyethylene and are the most versatile industrial storage tanks on the market.

Consider the chemical to be stored

When planning an industrial chemical storage tank unit, the most important factor to consider first is the chemical to be stored. It is wrong to think that a storage tank that can hold water can also hold a chemical. While a water tank can hold a chemical for some time, remember that the tank was not specifically designed to store the chemical. Several factors can damage the tank, cause leaks, and lead to other hazards.

Luckily, industrial polyethylene storage tanks can handle any type of chemical you want to store. Polyethylene chemical storage tanks are affordable, rugged and strong. Polyethylene storage tanks are manufactured in a form that eliminates human error. Additionally, these tanks come in a variety of options that help protect your storage environment, the chemicals, and your employees.

The main types of polyethylene materials used for chemical storage tanks are – linear polyethylene and cross-linked polyethylene (XLPE).

Safety concerns for chemical tanks

A failed or damaged chemical tank can cause serious property damage and environmental pollution. When chemical storage tanks leak or spill, the stored chemicals can flow into streams and lakes, contaminate groundwater and drinking water, or catch fire. Chemical fires can contaminate water and soil and pose a threat to human health.

Chemical storage tank failures can occur due to wear or corrosion, design flaws, poor maintenance, spills during transfers, overfilling, and lack of or improper containment of leaks.

3. Industrial oil storage tanks

Oil storage tanks are reservoirs or containers that temporarily hold oil during the various stages of processing into oil products of various types or prior to consumption or use. The materials and construction of industrial oil storage tanks are determined by their application as well as the safety, environmental and regulatory requirements of other types of storage.

Oil storage tanks of various sizes, shapes, materials and types are used from crude oil production to distribution and refining of various petroleum products.

Modern industrial oil storage tanks are available in carbon steel, stainless steel, reinforced concrete and plastic materials. They are also carved into mostly impermeable rock salt deposits for underground storage of oil. Various types of oil storage tanks have been built over time.

Types of industrial oil storage tanks

floating roof tank

As the name suggests, the floating roof tank consists of a floating roof that rises or falls depending on the oil level in the tank. To prevent the accumulation of vapor inside the tank, the floating roof was built into this type of tank as a safety feature.

Fixed roof tank

The oil stored in the fixed roof tank is not exposed. This type of tank is used to contain oil products in smaller volumes than tanks with floating roofs.

Bound Tank

Walled tanks are surrounded by another tank or have a containment dike surrounding the tank. The containment dike or external tank acts as a containment system to prevent spills, oil spills or other types of oil contamination from entering the environment.

Single skin & double skin tanks

Single wall tanks have one layer and double wall tanks have two layers of plastic or steel. Double-walled tanks are also referred to as double-walled tanks.

open tank

This type of industrial oil storage tanks has been used in the past. Its use is now limited due to evaporative losses as well as the risk of oil catching fire.

4. Industrial water heaters

Industrial water heaters are ASME certified and built for use in industrial applications where a constant supply of hot water is required. During periods of low demand, water is heated and stored in the water tank, which is available during periods of high hot water demand. This allows for efficient use of energy while providing a hot eater whenever it is needed.

Due to its high specific heat capacity, water is a good heat accumulator. Water can store more heat per unit weight compared to other substances. In addition, water is inexpensive and non-toxic.

An efficiently insulated industrial water heater can retain the stored heat for many days, reducing fuel costs. These storage tanks in industry can consist of a built-in oil or gas burner system and electric heating rods. Certain types of water heaters use an external heat exchanger, like a central heating system. Alternatively, these types of tanks can use heated water from another energy source.

Insulation of hot water tanks

Hot water tanks are usually thermally insulated to reduce energy consumption, speed up the heating process and maintain the desired operating temperature. Standby heat loss is reduced with thicker thermal insulation. Water heaters come in different insulation classes; However, additional layers of insulation can be added outside the water heater to reduce heat loss. In extreme conditions, a water heater can be housed entirely in a specially constructed, insulated space.

Fiberglass is the most common type of insulation for water heaters. It is attached with straps or tape, or to the outer jacket of the water heater. In cases where a burner is used, the combustion gas outlet or airflow should not be blocked by insulation.

Most modern water heaters include applied polyurethane foam (PUF) insulation. In cases where access to the inner tank is critical (where particularly aggressive levels of oxygen or minerals are present in the local water supply), PUF insulation is used in an encapsulated form. This allows the layer of insulation to be removed to allow for periodic integrity checks as well as repairs to the tank (if necessary).

security concerns

Hot water can cause dangerous and painful scalding, especially in the elderly and children. The water temperature at the outlet must not exceed 49 degrees Celsius. On the other hand, water stored below a temperature of 60 degrees Celsius can allow bacterial growth (the bacteria that causes Legionnaires’ disease).

5. Storage tanks for service water and liquids

Water and liquid storage tanks are used to store a variety of liquids such as kerosene, jet A, diesel, gasoline, waste oil and for burial and pressure applications. Liquid storage tanks come in a variety of types, with each type having its own specific applications.

Types of water and liquid storage tanks

onion tanks

Onion tanks are a great option for storing water quickly during emergencies. These tanks are self-rising and have easy access fittings. In addition, these tanks can be moved and set up within minutes.

Cushion (bladder) tanks

Collapsible tanks – also known as blevet, bladder or pillow tanks – are an effective reusable temporary storage solution.

poly tank

Poly tanks are also used in the home. They are used for various applications including rainwater collection and drinking water storage. Poly tanks come in a variety of types including waste water tanks, mobile tanks, above ground tanks and more.

Fiberglass tanks

Fiberglass fluid reservoirs are durable and will not easily corrode or rust. These tanks have high temperature resistance. They are available with different coatings to provide optimal performance for different fluid storage needs.

Welded steel tanks

Welded steel tanks are a reliable solution for long-term storage. They come in different shapes and sizes to suit different types of applications.

corrugated iron tanks

Corrugated steel liquid storage tanks are versatile, durable, economical and have good longevity. They are made from galvanized corrugated iron. These tanks come in a variety of sizes and can be customized to meet specific project needs. Corrugated iron tanks are used for collecting rainwater, industrial process water or for firefighting.

6. Industrial plastic storage tanks

Water storage is important for household, residential, industrial and commercial use. Plastic water storage tanks are one of the best options for conventional water storage. Plastic tanks are lightweight, very durable and take up less space compared to cement and concrete tanks. In addition, plastic tanks are more flexible compared to traditional storage tanks. Such advantages of plastic water tanks have made them a popular option.

Materials for making plastic water storage tanks

Plastic water tanks are made from different materials such as linear low density polyethylene, fiberglass materials or polypropylene.

Applications of plastic water storage tanks

Plastic water storage tanks are increasingly used in food processing, waste water tanks, chemical manufacturing, suppression valves, and agriculture and irrigation.

Plastic tanks are built according to the type of liquid to be stored. The storage capacity of these tanks was between 1.5 and 1.9 specific gravity. Plastic used in a storage tank usually allows the liquid level to be easily seen.

Plastic storage tanks are widely used to store liquids that include brine, waste vegetable oil, soaps, detergents, industrial chemicals, agricultural and agricultural chemicals, diesel exhaust fluid (DEF), liquid fertilizers, potable water and non-potable water.

Classification of plastic water storage tanks

Plastic water storage tanks can be classified into different types based on polymer type, plastic type, size, shape and application.

• Based on the type of polymer, plastic tanks can be classified into – polyethylene, fiberglass and others.

• Depending on the type of plastic, plastic tanks can spill – fresh and recycled.

• Depending on the shape, plastic water storage tanks can be divided into rectangular, cylindrical and others.

• Based on size, these tanks can be divided into – large (greater than 5000 liters), medium (from 1000 liters to 5000 liters) and small (less than 1000 liters).

• Depending on the application, these storage tanks can be divided into industrial, municipal, residential and commercial tanks.

Medium sized cylindrical water tanks are usually made from recycled polyethylene based polymers.

7. Industrial gas storage tanks

Most materials that are in the gaseous state at ambient pressure and temperature are supplied in the form of compressed gas. The gas is compressed using a gas compressor through piping systems into pressure vessels for storage (such as pipe trailers, gas cylinders or gas canisters). Gas cylinders are most commonly used for gas storage, with large volumes being manufactured at ‘bottling’ facilities.

However, not all industrial gases are supplied in the gaseous phase. Some gases are vapors which can only be liquefied under pressure at ambient temperature, so these gases can also be supplied in the form of a liquid in a suitable container. These gases are useful as ambient refrigerants because of this phase change. The known industrial gases with this property are – sulfur dioxide, butane, propane and ammonia.

delivery of natural gas

The important industrial gases are produced in large quantities and delivered to customers by pipeline. But they can also be packed and then transported.

Most gases are sold in cylinders and some gases are sold in liquid form in suitable containers or in bulk liquid form delivered by truck. Originally, the industry supplied gases in cylinders to avoid any need for local gas generation. However, for large customers such as oil refineries or steel mills, a large gas production plant can be built nearby (known as an “on-site” plant) to avoid using cylinders in large numbers in a row.

Types of industrial gas storage

Various types of storage tanks are available in the industry. The type of industrial gas storage required by a facility depends on several factors including the capacity, dimensions and shape of the container.

The most common types of industrial tanks are as follows:

Internal floating roof

Internal floating roof storage, popularly known as IFR, is used for liquids with lower melting points such as gasoline and ethanol. These tanks have a cone shape with a floating roof inside, hence the name floating roof tank. The roof suspended inside the storage tank moves along the liquid level, i.e. H. with increasing fluid the roof moves up and with decreasing fluid the roof lowers. When there is no liquid in the tank, the roof of the tank is supported by the legs on which it stands.

ball armor

Spherical tanks are spherical and flat-shaped industrial storage tanks mainly used in large facilities. These types of tanks are usually preferred over the other types to store liquefied gases such as butane and ammonia which have very low melting points.

Its name derives from the tank’s long cylindrical shape, the tank stores these liquids at a temperature below -148 degrees Fahrenheit. These types of tanks can mostly hold massive amounts of gases ranging from 5,000 to 30,000 gallons. Also, they can be installed both horizontally and vertically. A unique feature of spherical tanks is that they can hold both fuel and other additives required for the operation of the facility.

LNG storage tank

LNG storage tanks or liquefied natural gas storage tanks are specifically used to store liquefied natural gas. These types of storage tanks in industry are available in LNG tankers, in ground or above ground. LNG storage tanks have the special property of being able to keep LNG at the extremely low temperature of -162 °C.

These tanks consist of double tanks – the inner tank contains LNG while the outer tank contains insulating materials. The full containment storage tank is the most common tank type. The diameter of such a tank is approximately 75 m and the height is 55 m (180 ft.).

If the LNG vapors in such tanks are not released, the temperature and pressure inside the tank would continue to rise. As a cryogen, liquefied natural gas is stored in its liquid form at extremely low temperatures. The temperature inside these tanks would remain constant if the pressure is kept constant by venting the boil-off gas from the tank. Such a phenomenon is called self-cooling.

Difference between compressed natural gas and liquefied natural gas

Compressed Natural Gas (CNG) and Liquefied Natural Gas (LNG) are often confused with each other. Both are natural gas in stored form. The main difference between the two is that compressed natural gas is stored at high pressure and ambient temperature while liquefied natural gas is stored at ambient pressure and low temperature. Under their respective storage conditions, CNG is a supercritical fluid and LNG is a liquid.

Storage and production costs are lower for CNG than for LNG as it does not require cryogenic tanks and a costly refrigeration process. However, CNG requires a much larger volume to store an energy equivalent of gasoline or gasoline, as well as extremely high pressures (205 to 275 bar or 3000 to 4000 psi). For this reason, LNG is often used to transport natural gas over long distances in pipelines, trains or ships, where the gas is converted to CNG before distribution to end users.

Safety measures to avoid tank breakdowns

There have been several catastrophic storage tank failures in the past, including the January 14, 1919 failure at Boston, Massachusetts. This Boston molasses disaster happened due to poor engineering and construction. The wall was too thin to withstand repeated loads from the contents. The tank has not been tested by filling with water before use. The tank was also poorly riveted.

Several other accidents were caused by tanks, often as a result of poor quality steel or faulty welds. Some of the more common problems surrounding tank sealing have been partially solved by new inventions. However, when empty, storage tanks present another problem. If the tanks have been used to store oil products or oil such as gasoline, the tank atmosphere can become highly explosive as the space is filled with hydrocarbons. If welding work is performed in such a situation, the contents can easily be ignited by the sparks, leading to disastrous results for welders. This problem is similar to that of the empty bunkers above tankers, which are now required to use an inert gas blanket to prevent the build-up of explosive atmospheres by the residues.

Therefore, industrial storage tanks of any kind should be efficiently designed and constructed, comply with all safety standards and follow all safety rules and regulations. They should also be well maintained, with quality and safety checks and inspections being carried out at regular intervals.

Summarize

This information will give you a brief overview of the different types of industrial storage tanks. Industrial tanks have a wide range of applications. However, owners and users of industrial tanks should ensure that appropriate security measures are taken to keep the tanks in a safe and secure condition.

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