Liquefied Gas

Tanker Operations
Advanced training
programme

1
Liquefied Gas Tanker
Operations
In this session we will study:
 The products carried
 The ships
 Basic thermodynamic theory
 The legislation
 Cargo handling systems
 Protective equipment
 Cargo handling, change of grades and measurement
 Emergency procedures

2
 Introduction
 The behaviour of water when heated is familiar.
Similar principles apply to liquefied gas.

3
Basic principles
 Gas cargoes are carried in a liquefied
state
 A gas can be liquefied by either
increasing pressure, reducing its
temperature, or a combination of both
 The cargo tank must be able to
withstand the pressure of the cargo

4
Products
 The products most carried are:
- LNG
- LPG
- Anhydrous Ammonia
- VCM, Butadiene, Propylene
- Ethylene

5
Products
 Each product has
its own data
sheet, describing
chemical and
physical
properties,
health data,
emergency
procedures, ...
6
 Products: LNG
 Liquefied Natural
Gas (main
element:
methane)
 Boiling
temperature:
minus 163°C

7
Production of LNG
 First removal of
pentanes, then acid
gasses (CO2 and
SO2), which saturates
the gas steam with
water vapour. Then
dehydration, followed
by fractioning

8
LNG characteristics
 LNG / Methane CH4
 Boiling point: -163°C
 Mol. Weight: 16.04 kg/kmole
 Colourless, nearly odourless
 Toxicity: asphyxiant, TLV 1000ppm,
odour threshold 200ppm
 Main hazard: FLAMMABLE

9
Products: LPG
 LPG (liquefied petroleum gas) is a
general expression for propane, butane
or a mixture of both
 Produced either from crude oil
processing or as a by-product of
chemical plants

10
LPG production
 Shown is a simple
flow diagram of
LPG production

11
LPG from fractional distillation

12
LPG products characteristics
Iso-butane C4H10 N-butane C4H10
 Boiling point: -0.5°C
 Boiling point: -12°C  S.g. 0.58 @ 20°C
 S.g. 0.58 @ 20°C  Mol. Weight: 58.12 kg/kmole

Both products:
Colourless, odourless, usually stenched for
detection (mercaptane)
Toxicity: TLV 600ppm, asphyxiant
Main hazard: FLAMMABLE 13
LPG products characteristics
Propane C3H8
 Boiling point: -42°C
 S.g.: 0.58 @ -42°C
 Molecular weight: 44.1 kg/kmole
 Colourless, odourless, usually stenched for
detection (mercaptane)
 Main hazard: FLAMMABLE

14
Products: chemical gasses
 Most chemical gasses can be produced
indirectly from propane

15
Products: chemical gasses
Under chemical gasses, or pure gasses,
we understand:
 Anhydrous Ammonia
 Butadiene
 Propylene
 Ethylene
 VCM – Vinyl Chloride Monomer

16
Products: Anhydrous
Ammonia
 Formula: NH3
 Boiling point: -33°C
 S.g. @ -33°C: 0.68
 Mol. Weight: 17.03kg/kmole
 Main hazard: TOXIC
 Colourless, pungent, suffocating odour
 Toxicity: TLV 25ppm, Odour threshold 20ppm
 Dissolves rapidly in water
17
Products: Butadiene
 Formula: C4H6
 Boiling point: -5°C
 S.g.: 0.65
 Mol. Weight: 54.1 kg/kmole
 Main hazard: FLAMMABLE and TOXIC
 Colourless, mild aromatic, gasoline like
 Toxicity: TLV 10ppm, Odour threshold: 1000 ppm,
carcinogenic agent
 Need of inhibitor to prevent polymerisation during
transport
18
Products: Propylene
 Formula:C3H6
 Boiling point: -47°C
 S.g.: 0.609
 Mol. Weight: 42.08 kg/kmole
 Main hazard: FLAMMABLE
 Colourless, faint, gassy, peculiar odour
 Toxicity: TLV 1000ppm, odour threshold
unknown
19
Products: Ethylene
 Formula: C2H4
 Boiling point: -104°C
 S.g.: 0.569
 Mol. Weight: 28.05 kg/kmole
 Main hazard: FLAMMABLE
 Colourless, faintly sweet odour
 Toxicity: asphyxiant, TLV 1000ppm, odour
threshold unknown
20
Products: VCM
 Vinyl Chloride (Monomer) C2H3Cl
 Boiling point: -14°C
 S.g.: 0.97
 Mol. Weight: 62.5 kg/kmole
 Main hazard: HIGHLY TOXIC, FLAMMABLE
 Colourless, pleasant, sweet odour
 Toxicity: TLV 1ppm, odour threshold 250ppm
Carcinogenic agent
21
Products
Most important products in terms of
tonnage are:
 LNG
 LPG products
 Anhydrous Ammonia
 Other chemical gasses amount only to
small tonnage
22
Carriage of cargoes
 Pressurized carriage, usually 17 Barg at
ambient temp.
 Refrigerated carriage, at atmospheric
pressure, and at boiling temp.
 Semi-refrigerated carriage, at a higher
pressure than atmo, but colder temp.
than ambient

23
Vessel types
 Fully-pressurized ships
 Semi-refrigerated or
semi-pressurized
 Fully-refrigerated ships
 Ethylene carriers
 LNG carriers

24
Cargo containment: definitions
 Primary barrier is the inner element designed
to contain the cargo when cargo containment
system contains two boundaries
 Secondary barrier is the liquid resisting outer
element designed to afford temporary
containment of any leakage of cargo from the
primary barrier to prevent the lowering of the
temperature of the ship’s structure to unsafe
level.
25
Cargo containment
Five main categories of cargo
containment sytems:
 Integral tanks
 Membrane tanks
 Semi-membrane tanks
 Independent tanks
 Internal insulation tanks

26
Cargo containment definitions:

Integral tanks
 They form a structural part of the ship’s hull
and are influenced in the same manner by
loads, forces and moments
 Design vapour pressure normally not above
0.250 barg; if hull scantlings are increased
accordingly, could be increased but not
above 0.7 barg
 Can be used for products with boiling point
not below –10°C. (lower temp. On special
consideration of the Administration 27
Cargo containment definitions:
independent tanks
 Independent tanks are completely self
supporting and do not form part of the
ship’s hull
 They do not contribute to the ship’s
strength
 Depending on the design pressure,
there are three types of independent
tanks: Types A, B and C

28
Cargo containment definitions:

Membrane tanks
 Concept based on very thin primary barriers
or membranes supported through the
insulation by the adjacent hull structure.
 Must therefore be provided with a complete
secondary barrier to ensure integrity
 Design vapour pressure normally not above
0.250 barg; if hull scantlings are increased
accordingly, could be increased but not above
0.7 barg
29
Types of vessels and
cargo containment
 In this section we will detail the types
of vessels, and their association with
different types of cargo containment

30
Types of vessels and
cargo containment
 Pressurized ships, as well as semi-
pressurized/semi refrigerated vessels,
always have Type C independent tanks
as cargo containment
 Fully refrigerated ships (non LNG)
usually have Type A independent tanks,
but could also carry Type B
independent tanks, or integral tanks
31
Types of vessels and
cargo containment
 LNG tankers can have Membrane
tanks,Type B independent tanks, semi-
membrane tanks or in some cases
independent tanks Type A

32
Pressurized ships
 The cargo is carried in mild steel pressure vessels
designed to withstand about 17 bar g

33
Pressurized ships
 No means of cargo temperature or
pressure control is needed
 The ships tend to be small, with a cargo
capacity of up to about 3,000 m³

34
Pressurized ships
 The tanks are normally
Type C horizontal
cylinders or spheres, and
no secondary barrier is
required
 Double bottom tanks are
normally arranged for
fuel oil and segregated
ballast.
35
Fully pressu-
rised Gas carrier
 Example of
fully
pressurised
Gas carrier

36
Fully pressurised Gas carrier

37
Semi-refrigerated / semi-
pressurized ships
 These ships are larger than the fully pressurised
ships, mostly between 2-15,000 m³, although some
ships are up to 30,000 m³

38
Semi-refrigerated / semi-
pressurized ships
 Tanks are bi or tri-lobe tanks, and they
have a MARVS of 5 to 8 barg

39
Semi-refrigerated / semi-
pressurized ships
 Provide a fully-refrigerated capability whilst still
having a design pressure, albeit below that
required for fully pressurised carriage
 The number of tanks varies from two for the
smallest, up to six
 No secondary barrier is required. The hold
space is normally ventilated with fresh or dry
air
 This type of ship often has a reliquefaction
system with a very high capacity

40
Semi-refrigerated / semi-
pressurized ships
 While early ships were designed for
temperatures between –10°C and –
33°C, newer semi-pressurised ships are
almost without exception designed for –
48°C to allow fully refrigerated carriage
 Use the hull volume more efficiently
(e.g. tapered cylinders, bi-lobed tanks,
transverse tanks)
41
Semi-refrigerated vessel

42
Independent tanks Type C
 Type C tanks (also referred as pressure
tanks) are normally soherical or
cylindrical and have a vapour pressure
capability of not less than 2 barg
 Always used in semi-ref and pressurised
gas carriers
 Tanks are subjected to accurate stress
analysis by design

43
Independent tanks Type C
 Examples of design

44
Independent tanks

45
Fully-refrigerated ships
 Ships of the
fully refrigerated
type generally
have capacities
above
15,000m³, up to
about 85-
100,000m3
46
Fully-refrigerated ships
 Normally equipped with between three and six cargo
tanks, extending almost the full beam of the ship
 These ships are designed to carry fully refrigerated
cargoes at near atmospheric pressure at
temperatures down to –50°C

47
Fully-refrigerated ships
 Centre bulkhead necessary to prevent
sloshing

48
Fully-refrigerated ships
 Prismatic free-standing
tanks (Type A) are the
most common
 They are supported on
wooden chocks
 Tanks are keyed to the
hull to permit expansion
and contraction
49
Fully-refrigerated ships
 Tanks have an internal centreline bulkhead
to improve stability and reduce sloshing
 Hold is inerted when flammable cargoes are
carried or filled with dry air for non-
flammable cargoes

50
 Fully-ref Gas carrier
Example of fully ref
gas carriers

51
 Independent tanks Type A
 Constructed primarily
of plane surfaces
 Design vapour
pressure should be
less than 0.7 barg,
this means cargoes
must be carried in a
fully-ref condition
near atmospheric
pressure 52
Independent tanks Type A
 Self-supporting tank
which requires
conventional stiffening
 To ensure safety in case
of leakage a secondary
containment sytem is
required to protect the
ship’s hull from low
temperatures
 Here shown: “conch
design”
53
Independent tanks Type A
 Example of design

54
Independent tanks Type A
 For a typical fully-ref LPG carrier, the
secondary barrier must be a complete
barrier capable of containing the whole
tank volume at a defined angle of heel
and may form part of the ship’s
structure, if the ship’s hull structure
where cargo may come in contact is
made of special low temperature steel
55
 Independent tanks Type A
 Any secondary barrier must be able to contain
tank leakage for a period of 15 days
 The space between the primary tank and the
secondary barrier is known as the HOLD SPACE
 When flammable cargoes are carried these
spaces must be filled with IG to prevent a
flammable atmosphere in the event of tank
leakage
56
Ethylene carriers
 In appearance this type of ship is very
similar to the semi-pressurised ship,
and competes for the same cargoes
when the ethylene market is less
profitable
 The main difference is the design
temperature of –104°C for the cargo
containment system
57
Ethylene carriers
 Typically between 2 and 12,000m3
 Cargo tanks are independent pressure vessel
Type C tanks made from nickel-steel or
stainless steel
 No secondary barrier is required
 Ships are normally fitted with a double
bottom
 cargo tanks normally have a thicker
insulation than on fully refrigerated LPG ships

58
Methane/LNG Carriers
 Methane/LNG is carried at atmospheric
pressure at –163°C in cargo tanks made
from aluminium, nickel-steel or stainless
(austenitic) steel
 Insulation is fitted and most LNG ships
are more correctly described as fully
insulated since they usually have no
reliquefaction plant
59
Methane/LNG Carriers
 Boil-off gas is normally burnt in the
main propulsion machinery
 Ships are large, mainly from 40,000 to
135,000m3, with four to six cargo tanks
of Type A, B or membrane

60
Methane/LNG Carriers

 A full double bottom and side ballast

tanks are fitted
 The space between the primary and
secondary barriers is inerted

61
Methane/LNG Carriers
Independent tanks Type A
 the 'Conch' system aluminium Type A
tanks with a treated plywood secondary
barrier and a balsawood/ polyurethane
foam insulation system fitted to the inner
hull
 The tanks have centreline bulkheads, with
a common vapour space

62
Independent tanks Type B
 Type B tanks are designed using model
tests, refined analytical tools and other
methods to determine stress levels,
fatigue life and crack propagation
characteristics
 Because of more accurate stress
analysis, only a partial secondary barrier
is required. The cost for R&D is
compensated by the reduced secondary
barrier 63
 Independent tanks Type B
 Most
frequently we
find type B
tanks of
spherical
construction,
almost
exclusively on
LNG carriers
(Moss-
Rosenberg
design) 64
Methane/LNG Carriers
 Example of Moss
Rosenberg Type
B system

65
Methane/LNG Carriers
 The Effi Type B (known
as SPB) system self-
supporting prismatic
tanks have a stiffened
plate structure of
aluminium and require
a partial secondary
barrier
66
Methane/LNG Carriers
 Tanks rest on
reinforced plywood
supports which allows
them to expand or
contract freely.
Sloshing is controlled
by a centreline
bulkhead in common
with a transverse
swash bulkhead
67
Methane/LNG Carriers
 Spherical Type B free-standing low pressure
tanks, requiring only a partial secondary barrier
 Moss-Rosenberg system comprises spherical
tanks of aluminium alloy or 9% nickel-steel with
external insulation, supported by cylinders (or
shocks)

68
 Methane/LNG Carriers
 Membrane
systems:
“Gaz-
transport”
or
“Technigaz”

69
Methane/LNG Carriers
 Gaz-Transport membranes have
identical primary and secondary barriers
of 36% nickel- steel (or Invar)
 Tanks are made from long strakes with
turned-up edges acting as flanges for
welding to the adjacent strake flange
 The insulation is perlite in plywood
boxes

70
Membrane tanks
Gaz transport
 0.5mm thick Invar
primary barrier
attached to the inner
cold surface of 200mm
thick perlite-filled
plywood boxes as
primary insulation

71
Membrane tanks
Gaz transport
 Identical
secondary
barrier with
200mm
perlite filled
boxes for
secondary
insulation
72
Methane/LNG Carriers
 'Technigaz' membrane systems have a
primary barrier of austenitic stainless steel in
small plates welded together and having
specially shaped orthogonal pressed edges
(or waffles) to allow for expansion and
contraction
 Glass fibre aluminium foil (Triplex) membrane
and polyurethane foam insulation
 Pronounced chamfer to reduce free surface
and sloshing loads
73
Membrane tanks
Technigaz
 Technigaz features a primary barrier of
1.2mm thick stainless steel with rised
corrugations or waffles to allow for
expansion and contraction.
 The insulation consists of laminated
balsa wood panels between two
plywood panels

74
Membrane tanks
Technigaz

75
Semi-membrane tanks
 This is a variation of membrane system
 Primary barrier is much thicker, with a
flat surface and large radius corners
 Self-supported empty, but not when
loaded, in that the liquid and vapour
pressure acting on the primary barrier
are transmitted through the insulation
to the inner hull structure.
 Rounded parts are designed to
accomodate expansion and contraction 76
Secondary barrier
requirements: summary

77
Legislation
Three IMO Codes applicable to gas
carriers:
 1. 'Code for Existing Ships Carrying
Liquefied Gases in Bulk’ (The
Existing Ships Code). This code
generally applies to ships delivered
before 31st December 1976.

78
Legislation
 2. 'Code for the Construction and
Equipment of Ships Carrying
Liquefied Gases in Bulk (the GC
Code). This code generally applies to
ships built on or after 31st December
1976 but prior to 1st July 1986.

79
Legislation
 3. 'International Code for the
Construction and Equipment of
Ships Carrying Liquefied Gases in
Bulk' (IGC Code). This code is
mandatory under the provisions of
Chapter VII of the 1974 SOLAS
Convention. It applies to ships the keels
of which are laid on or after 1 st July
1986.
80
Legislation
 The IMO Codes are intended to produce
a common set of regulations, allowing a
ship to be issued with a Certificate of
Fitness indicating compliance with the
Code
 As with other certificates, the Codes
require periodic re-inspection during its
lifetime to maintain validity.
81
Legislation
 The Gas carrier codes amplify the
provisions of Chapter VII of the SOLAS
convention as well as Annex II of
Marpol
 Other conventions and regulations
(international, flag state and class) are
of course applicable to Gas carriers, i.a.
SOLAS, MARPOL, STCW, ...
82
Ship types
Following types of ship acc. to survival
capability:
 Type 1G, intended to carry products which
require maximum preventive measures to
preclude the escape of the cargo
 Type 2G, for products, which require
significant preventive measures (...)
 Type 3G, for products which require
moderate preventive measures (...)

83
Ship types
 Also, type 2PG, which is a gas carrier of
max. 150m, with independent type C
tanks, for a MARVS of at least 7 barg
and a system design temp of –55°C or
above

84
Ship types
As a summary:
Type 1G gas carriers are intented for
products with the greatest overall
hazard and types 2G/2PG and 3G for
products with progressively less hazard
Type 1G should survive the most severe
standard of damage

85
Type 1G, location of cargo
tanks

86
Type 2G/2PG and 3G, location
of cargo tanks

87
Ship design and cargo
containment
 The Gas codes establish a standard for
the contruction, and equipement of gas
tankers
 Chapter 19 of the Codes gives a
summary of the requirements per
product

88
Ship design and cargo
containment

89
Ship arrangements
Gas dangerous spaces:
 Cargo pump and compressor rooms
 Hold spaces
 Cargo containment system and piping
 Spaces in cargo area, which are not equipped
to ensure that their atmo is safe at all times
 Enclosed spaces outside of cargo area,
through which piping passes,...
90
Ship arrangements
Gas dangerous zones:
 Open deck zone within 3 m of any cargo
tank, piping,...
 Open deck over cargo areas up to 2.4m
above weather deck
 Compartment for cargo hoses
 Enclosed or semi-enclosed space having a
direct opening to any gas dangerous zone or
space.

91
Ship arrangements

92
Ship arrangements
 A gas safe space is a space other than a
gas dangerous space
 Windows facing the cargo area (and the
sides on 3m) should be of the fixed
type
 All air intakes should be equipped with
closing devices

93
Ship arrangements
 Access from a
gas dangerous
zone to a gas
safe place
should happen
through an air
lock

94
Ship arrangements
Airlocks:
 ventilation should be of the positive-pressure
type
 upon lost of over pressure in the space, the
non-certified safe type electrical equipment
should be de-energised
 doors should be self closing and without
arrangements that they could be held open
 Doors fitted with an alarm audible and visual,
to warn both sides if a door is opened
95
Ship arrangements
 Gas-safe spaces in the cargo area should be
fitted with a positive pressure ventilation
system
 Gas dangerous spaces should be fitted with
a negative pressure ventilation system
 Ventilation exhaust ducts from gas
dangerous spaces should discharge upwards
at least 10m horizontally from intakes to gas
safe spaces
96
Ship arrangements
 Ventilation arrangement of a deck-house

97
Basic thermodynamic theory
Pressure:
 Pressure gauges normally read pressure
above or below atmospheric pressure, i.e.
relative pressure or gauge pressure (unit:
N/m² or barg)
 Absolute pressure: the sum of gauge and
atmospheric, i.e. The zero is equivalent to the
pressure of any substance at absolute zero
temperature
98
Basic thermodynamic theory
Ideal gas laws
 An ideal gas is one which would obey
the gas laws exactly by virtue of its
molecules being so far apart that they
exert no force on one another
 No such gas exist, but most gasses
approach the ideal closely enough for
most purposes

99
 Basic thermodynamic theory
Boyle’s Law
 At constant
temp., the
volume of
a given
mass
varies
inversely to
its absolute
pressure 100
 Basic thermodynamic theory
Charles’ law
 The volume
of a given
mass of gas
at constant
pressure
varies in
proportion
to its
absolute 101
temp.
 Basic thermodynamic theory
The pressure
law
 At constant
volume the
pressure of
a given
mass of gas
varies
directly with
its Kelvin
temp.
102
Basic thermodynamic theory
 If we combine the three gas laws we
find the general gas equation

103
Basic thermodynamic theory
General Gas equation:

pV=nRT

Where: P (Pa), V (m³), T (°K)

And n= M/m,
M being the mass of gas (kg) and m, the
molecular weight
R is the universal gas constant
= 8.314 J/kg mole °K 104
Basic thermodynamic theory
Dalton’s Law
 The total pressure of a mixture of
different gasses in a space is the sum of
the pressure each gas would exert if it
occupied the space alone at the
temperature of the mixture

105
Basic thermodynamic theory
Jules’ law
 The internal energy of an ideal gas
depends only on its temperature and is
independent of changes in pressure and
volume
 Therefore, if P and V change, the
energy of the gas remains constant
unless its temperature changes

106
Basic thermodynamic theory
 The total heat content of a substance
depends on its temperature (or internal
energy), its volume and its pressure: this
quantity is known as the enthalpy of the
substance
 When heat is applied to or removed from a
substance, the heat involved divided by the
temperature of the substance is called its
entropy
107
Basic thermodynamic theory
 The enthalpy is equal to the sum of internal energy
of a liquid/vapour system plus the external work
performed i.e. The product of the pressure-volume
work done on the system:

H = U + pV

Where H - enthalpy (kJ/kg) and U – internal energy

(kJ/kg)
The pV term represents the energy available within the
system due to its pressure and volume 108
Basic thermodynamic theory
 Absolute value of enthalpy is of no practical
interest
 The changes of enthalpy are important in the
thermodynamical analysis of a process
 The most widely used presentation of enthalpy
changes is that of the Mollier diagram
 Mollier diagrams are available for many
substances and are available on board of gas
carriers for the usual gasses

109
Basic thermodynamic theory

110
Basic thermodynamic theory
Let us again summarize the behaviour of
water
 When ice is heated, its enthalpy (H) and
temperature (T) increase until it melts.
The initial temperature rise involves the
absorption of sensible heat and melting
absorbs the latent heat of fusion.

111
Basic thermodynamic theory
 When water is heated, absorbing
sensible heat, its saturated vapour
pressure (P) increases until, at
saturation temperature, it reaches the
pressure on the liquid surface. The
water then absorbs the latent heat of
vaporisation and boils.
 The saturated vapour absorbs more
heat and becomes superheated 112
Cargo handling systems
In this chapter we will study:
 Cargo piping
 Cargo valves
 Cargo hoses
 Cargo venting system
 Cargo pumps
 Heat exchangers
 Reliquefaction systems and control of boil-off
 Instrumentation and auxilliary systems

113
Cargo piping
Piping systems for cargo vapour and liquid to fulfill
the following requirements:
 1. segregated from other piping systems, except
where temporary interconnections may be
required, i.a. for purging, inerting,...
 2. Should not pass through a not-cargo-related
space, i.e. accomodation, machinery space other
than cargo compressor room etc...

114
Cargo piping
 3. Connected to the cargo containment
system directly on open deck
 4. Located in the cargo area above deck
 5. Located inboard of the transverse
tank location

115
Cargo tank piping

116
Cargo piping

117
Cargo piping

118
Cargo piping
 Strainers ( filters ) are commonly
installed in the system to protect the
cargo handling equipment from
damaging by foreign objects i.e. at
manifold connections and before
entering cargo tanks

119
Cargo valves
 For cargo tanks with a MARVS not
exceeding 0.7 barg, all liquid and
vapour connections should have shutoff
valves located as close to the tank as
possible.
 Valves may be remotely controlled but
must always be provided with local
manual shutoff
120
Cargo valves
 One or more ESD valve, remotely controlled should
be provided for shutting down cargo transfer
between ship and shore
 Tanks with MARVS > 0.7 barg, should have manual
stop valve and remotely controlled shutdown valve
in series, as close to the tank as possible
 Review of port and terminal regulations
 Ship regulations and emergency procedures
 All other elevant info
 Safety checklists should be completed following
guidelines

121
ESD valves
 ESD valves are to close in a time
between 20 and 30 seconds in order to
avoid pressure surges in the piping
system

122
Types of valves
 Normally on gas
carriers, we find
ball, globe, gate
or butterfly valves,
though most
valves relating to
cargo will be of
the ball or
butterfly type.
 Example of ball
valve: 123
Types of valves

124
Cargo hoses
 Cargo transfer may be done into
loading arms or through the use of
cargo hoses or both.
 Hoses should be tested yearly at 2.5
times the max. Working pressure and
should be designed to withstand 5
times that pressure

125
Cargo hoses
 Usually stainless steel hoses reinforced
with woven stainless steel braid are
used
 Proper handling of the hoses is critical
in order to avoid premature failure.

126
Cargo hoses handling

127
Cargo hoses handling

128
Cargo hoses handling

129
Pressure relief system /
ventilation
 Pressure relief system should be connected to a
vent piping system, i.e. Vent masts, as to
minimise the possibility of cargo vapour
accumulating on the decks or entering
accomodation spaces, etc...
 Each cargo tank should have at least 2 pressure
relief valves of equal capacity
 Setting of safety valves should not be higher
than the max. design pressure of the cargo
tank (= MARVS)
130
131
132
133
Pressure relief system
Schematic
diagram of a
pressure

relief

system
134
Pressure relief system /
ventilation
 Safety valves should be fit for cold service
 Height of vents not less than 6 m above deck
and at least 25m from the nearest air intake
 Separate pressure relief systems for separate
cargoes
 Vent masts should be fitted with means of
liquid draining
 Flame screens on vent outlets

135
Pressure relief valves
 Spring loaded type

136
Pressure relief valves
 A cargo tank
safety relief
valve, pilot
operated

137
Pressure relief
valves, pilot op.
 Operational
principles:

1. Position
closed

138
Pressure relief
valves, pilot op.
 Operational
principles:

2. Position pilot
open

139
Pressure relief
valves, pilot op.
 Operational
principles:

3. Position
open and
flowing

140
 Pressure relief system

 Type C tanks and/or hold spaces may

be fitted with bursting disks

 Allpipelines which may be isolated

when full of liquid must be provided
with safety relief valves

141
 Pressure relief system
 Some relief valves have different settings.
 A proper record must be kept of any changes
in the pilot valve spring (e.g. for harbour or
sea condition or for different cargoes) and
posted in the CCR
 on Type `C‘ tanks, they can be adjusted to
permit a means of reducing the MARVS to
comply with United States Coast Guard
(USCG) regulations . These regulations
impose more stringent safety factors for
pressure vessel design than do the Gas Code
requirements.
142
Vacuum protection

 Required for most tanks

 Two independant pressures switches to
stop cargo pumps and reliquefaction
units
 Vacuum relief valves are permitted and
should admit IG, cargo vapour or air to
the tanks

143
Rollover
 Temperature related problem
 Especially in LNG shore tanks
 Sudden evaporation, eventually over
capacity of relief valves
 Dangerous when at anchor for longer
periods
 Same problem when mixing propane
and butane together in ships cargo tank
144
Cargo pumps: pump types

145
Cargo pumps
The unloading of liquefied gas is done by one,
or a combination of the following methods:
 Submerged centrifugal pump
 Submerged centrifugal pump and a booster
pump on deck
 Submerged eductor
 Pressurizing and a deck mounted cargo pump
 pressurizing

146
Cargo pumps
 Deepwell
pump
arrangement

147
Deep-well pumps
 Shaft sealing
consists of a
double mechanical
seal with an oil
flush

148
Deep-well pumps
 Pump
performance
curves for a
typical
deepwell
pump

149
 Deep-well pumps

 NPSH : gas is always at its boiling point.

 if cavitation is allowed to occur the

impeller and the shaft bearings will
damage quickly.

 Possible solution : increase tankpressure

150
 Deep-well pumps
 Pump
charac-
teristics for
different s.g.
of liquid

 NH3 - VCM

151
Submerged pumps
 This type of pumps is
used on LNG carriers
and on many large
LPG carriers

152
Submerged pumps
 Pumps and motors
are cooled and
lubricated by the
pumped cargo and
are thus susceptible
to flow rate
damage

153
Booster pumps
 Pumps mounted on deck to work in
line with the regular cargo pump in
order to discharge the cargo
against high back pressure and/or,
for ref. cargo, through a cargo
heater at higher than boiling temp.
into pressurized tanks
154
Booster pumps

 Systemcharacteristics of parallel pumps

working in series with a booster pump
155
Booster pumps

156
Automatic control and
protection
For safety and to protect the cargo pumps,
they are equipped by one or all following
shutoff devices
 Differential pressure gauge
 Ammeter
 Float gauges
 Flow switche
 ESD
 Low tank pressure
157
 Ice prevention

 enter cargo pumps, block lubricating

passages, unbalance impellers and seize
bearings.
 a small quantity of freezing-point
depressant
 When deepwell pumps are not in
operation, manual rotation of the shafts be
carried out during cool-down and loading
to prevent freezing of the impellers.
158
Eductors

159
Eductors
 Mostly used as an emergency system or
for hold-space bilge system

160
Eductors
 Hold space bilge
system

161
Heat exchangers
 Heat exchangers may be used for a
number of purposes:
 Heaters of liquid cargo
 Vaporizers of liquid cargo

 Dryer of air and inert gas

 Coolers for lube oil and glycol

 Condensers and intercoolers in a

reliquefaction plant
162
 Cargo heaters
 Used to discharge fully or part
refrigerated cargoes into pressurised
shore tanks (in conjuction with booster
pumps if necessary)

163
164
Cargo heaters

165
Cargo heaters
 to avoid low-temperature embrittlement
of the shore tanks and pipelines .
 Fitted with temp and press control
equipment to prevent freezing
 Normally designed to raise temperature
from –45°C to –5°C

166
Vaporisers
 Used as a means of providing cargo
vapour from available liquid, i.e. during
gassing-in operations, or during
discharge operations in order to
maintain tank pressure
 Usually steam vaporisers, horizontal or
vertical but often cargo heaters or
condensers can be used as vaporisers
as well (sea water)
167
Vaporisers

168
Air dryers
 Air
dryers are used to reduce the dew
point of the atmosphere in the cargo
tank (dry air) during change-over
operations (from one cargo to
another cargo) by passing ambient air
through freon condensors or through
cooling tower filled with silica-gel
169
Air dryers

170
Glycol systems
 A glycol system is installed on gas carriers. It
is used:
 As a cooling system for cargo compressor bearings
 As a cargo compressor suction gas superheating
unit in order to prevent pre compression
condensation
 As compressor lube oil heating to vaporize
refrigerant which may contaminate the oil
 (...)

171
Glycol systems
 (...)
 For cargo compressor cylinder head cooling

 For cooling at two stage compression

intercoolers
 The use of glycol prevent freezing of
the medium due to the very low
working temperatures it may be in
contact with
172
Glycol systems

173
Inert Gas
 Composition of IG produced by an IG
generator:
 Approx. 84% Nitrogen
 Approx. 0.5% Oxygen

 Approx. 15% Carbon Dioxide

 Approx. 0.5% Carbon Monoxide, Oxides of

Nitrogen and Sulphur Dioxide

174
Gauging systems
 IMO requires every cargo tank to be fitted by
at least one liquid level gauge
 Most common type is closed and restricted
system, with float, Nitrogen bubble gauges,
differential pressure gauges, ultrasonic
gauges or slip tubes
 Gauging on a gas carrier shows innage, unlike
for other tankers where ullage is measured

175
Float gauge
 Widely used in all tanker work
 Consists of a float attached by a tape to
an indicating device
 Float must be lifted from the liquid
when not in use

176
177
Nitrogen bubbler gauges

178
Nitrogen bubbler gauges
 Measures the pressure necessary to displace
the liquid inside a small bore tube mounted
vertically in the tank
 Enough nitrogen is introduced into the tube
to displace the liquid and just begin to bubble
at the bottom
 The pressure necessary to do this is
measured and is a function of the liquid level
and the density
179
Differential pressure gauges

180
Differential pressure gauges
 Generally only found ashore or decktanks
 Operates on differential pressure between
liquid and vapour phase
 Signal lines for the instrument are purged
with IG or Nitrogen

181
Capacitance gauges

182
Capacitance gauges
 Measures the change in electrical
capacitance between two probes as
cargo liquid rather than vapour takes up
the space between them
 Electrical circuit are of course made
intrinsically safe

183
Ultrasonic gauges

184
Ultrasonic gauges
 Operates like an echosounder
 Measures the liquid depth by reflecting sound
waves from the liquid/vapour interface
 Ultrasonic gauges fitted on gas carriers can
be unreliable due to boiling of the liquid
 Advantage
 no influence by the gas atmosphere
 you do not need openings in the containment

185
Slip tubes

186
Slip tubes
 Restricted type since a small amount of cargo
is released during measurement
 Operates on basis of a sliding tube
penetrating the tank top
 Tube is glanded at the top and can be
lowered or raised
 Liquid or vapour issuing from the orifice gives
an indication of the liquid/vapour interface
 Only type C tanks

187
Pressure monitoring
 IMO requires a pressure monitoring
system throughout the cargo system,
incl. Cargo tanks, pump discharge lines,
liquid and vapour crossovers, etc...
 Pressure switches are fitted to various
components to operate alarms and
shutdown systems

188
Pressure monitoring
 Vapour space of each cargo tank should
be provided with a pressure gauge
 Max and min allowable pressure should
be marked on the gauges
 Alarms should be activated before set
pressures are reached (pre-alarms)

189
Temperature monitoring
 IMO requires each cargo tank to be
fitted with at least two devices for
indicating cargo temperature, placed
one at the bottom of the tank the other
at the top
 Should be marked for lowest admissible
temp.

190
Temperature monitoring
 Usually in cargo tanks, thermometers
placed as follows:
 Cargo tank hull temperature at sump
 Bottom

 mid (50% of level)

 Top (98% of level)

 Tank dome (vapour space)

191
Level alarms
 Each cargo tank should be fitted with a
high level alarm operating independently
of liquid level indicators (High level –
around 97%) and giving audible and
visual warning
 Another independent sensor should
automatically activate shutoff to prevent
the tank from overfilling - ESD (Very high
level –98.5%)
192
Gas detection system

 Every gas carrier should be fitted with a

fixed gas detection system
 Audible and visual alarms located on the
bridge, in the cargo control room and at
the gas detector readout location

193
Gas detection system
 Detection of gas should be fitted in:

 Cargo compressor rooms

 Motor rooms for cargo machinery
 CCR
 Enclosed spaces within the cargo area, including
hold spaces
 Ventilation hoods and gas to E.R. Supply ducts
(LNG)
 Air locks

194
Gas detection system

195
Gas detection system
 Sampling and analysing from each
detector head is done continuously and
sequentially.
 Time between two scans of the same
zone not to exceed 30 minutes
 Vent hoods and gas ducts of LNG
carriers to be scanned continuously

196
Gas detection system
 For all spaces, alarms should be
activated for flammable products when
vapour concentration reach 30% of the
LEL
 Hold spaces and interbarrier spaces
should be provided with sampling points
(top and bottom) by means of portable
equipment (toxic gasses)
197
Gas detection system
 Every ship should be provided with at
least TWO portable sets of gas
detection equipment suitable for the
products carried
 Fixed gas detection equipment should
be calibrated before each arrival in port
and/or before each cargo operation

198
Water spray system
 A water spray system should be
installed to cover:
 Exposed cargo tank domes
 Exposed on deck storage vessels for
flammable or toxic gasses
 Liquid and vapour manifolds and the area
of their control valves
 Boundaries of superstructures, of
compressor room, motor room
199
Water spray system
 At least 10 l/m² per minute for
horizontal surfaces and at least 4 l/m²
per minute for vertical surfaces

200
Water spray system

201
Emergency Shut Down system

202
Emergency Shut Down system
 Manually operated (pneumatic or electric) and
automatically for some functions (eg very high
level in cargo tank)
 Also required to be automatic upon loss of electric
control or valve actuator power.
 at tank domes or cargo manifolds (where fusible
elements are situated)
 All valves should be ‘fail-safe’ type
 Shuts down cargo pumps, compressors,
ventilation of compressor room and closes Esd
valves (manifold and tanktop) 203
Cargo handling operations
 We will study:
 Preparation for loading and loading
 Cargo measurement and calculations

 Cargo condition maintenance on passage

and in port
 Preparation for unloading and unloading

 Changing cargoes

204
Preparation for loading
 Let’s assume a cargo tank is clean and
contains air and we need to proceed for
loading
 Sequence of operations:
 Drying
 Inerting (if necessary)
 Purging (or gassing-up)
 Cool-down
 Loading
205
Drying
 Removing moisture from cargo tank and
pipe work
 Reducing dew point of tank atmosphere
 Minimising potential ice formation
process
 Usually dew point of up to –50°C

206
Inerting
 Reduce oxygen content in the cargo
system
 Prevent flammable atmospheres to be
created
 Not to be done with NH3

207
Purging
 To replace inert gas in cargo tanks with
vapours of the cargo to be loaded
 Prepare tanks for loading cargo
 Cargo vapour may be taken from a
shipboard tank via a vaporiser or from
shore
 Purging is done by displacement so care
should be taken to create a good buffer
208
Purging
 Displacement method is used for
drying, inerting or purging
 Buffer is critical
 Inert / vapour interface should be
rather homogene and progress of the
buffer can be followed in the tanks by
regular sampling

209
Purging using vapour from
shore

210
Cooldown
 Before loading a refrigerated cargo,
tanks must be cooled down in order to:
 prevent thermal stresses
 Prevent excessive tank pressure during
loading

211
Cooldown
 Rates at which cargo tank can be
cooled down depend on design but
typically we find a max of 10°C per
hour (check company’s instructions and
loading manual)
 Cooling down can be done with liquid
from shore, from deck tank or by using
reliquefaction plant, or a combination
212
Cooling down, using liquid
from shore

213
Cooldown
 Liquid is sent to top spray of line of the
cargo tank
 Droplets evaporate and take away
energy from the tank atmosphere thus
cooling down
 Pressure rises in tank, so the use of the
reliquefaction plant is necessary unless
we are using a vapour return to shore

214
Cooldown
 Cooldown should continue until liquid
collects at the bottom of the tank and
bottom temp is max.:
 LNG: - 160°C
 Ethylene: - 103°C
 Ethane: - 87°C
 Propane: - 41°C
 NH3:- 31.5°C

215
Cooldown
 During cooldown, valves should be
operated frequently to ensure that they
are free
 Pump shafts should be turned manually
at regular intervals

216
Cooldown
 The thermal contraction of the cargo
tank may cause a pressure reduction in
the hold spaces
 Dry air or inert gas or dry nitrogen
(LNG) should be introduced as
necessary

217
Preparation for loading
 In port following notice should always be
posted, shore side by the accomodation
ladder, sea side amidships

218
Preparation for loading
 When the liquefied gases being handled
present a health hazard, further notices
in appropriate languages should be
prominently displayed stating:

219
Preparation for loading
 ESD should be tested before each
operation
 Ventilation of accomodation spaces
shall be set in recirculation mode
 Drip tray at manifold shall be prepared
and filled with sea water , if applicable

220
Loading with vapour return

221
Loading without vapour return

222
 Receiving warm cargo

 When loading a cargo at a temp

resulting in a vapour pressure
exceeding MARVS of cargo tanks,
loading rate will depend on:
 The capacity of the reliquefaction plant and
compressors (kcal/hour)
 Capacity of terminal’s compressors and
R.P. in case a vapour return is being used
223
Loading rate vs.
Reliquefaction plant
 Loading rate for a warmer than boiling
point cargo can be calculated:
 Example: How many tons NH3 can we
accept per hour if loading temp is –20°C, 3
compressors available and SW temperature
is 20°C?
 1. MARVS 440mBar, for safety we take
max. Tank pressure 350 mBar

224
Loading rate vs.
Reliquefaction plant
 2. Liquid density tables: NH3
 350mBar corresponds to –27.5°C (max temp we can
allow in the cargo tanks)
 3. We must bring cargo from –20°C to –27.5°C
via R.P. and condensors
 4. Properties of NH3:
 -20°C corresponds to 78 kcal/kg
 -27.5°C corresponds to 70 kcal/kg
 We must take 8kcal/kg with our R.P.
225
Loading rate vs.
Reliquefaction plant
 5. From loading manual, we find that
for NH3 and SW 20°C 1 condensor
capacity is 184,000 kcal/hour
 3 x 184,000 / 8 = 69,000 kg/h
 Our max loading rate is 69 mT/h

226
Cargo tank filling limits
 IMO Gas code specifies maximum filling limits
as follows:
Vl = 0.98 V dr/dt

 Vl is the max volume to which the tank can be

loaded at ref temperature
 V is the total volume of the tank
 Dr is the density of the cargo at ref temperature
 Dt is the density of the cargo at the loading
temperature
227
Cargo tank filling limits
Example:
 Fully ref vessel loading propane at –42°C Relief
valves set at 0.25bar
 Absolute pressure: 0.25+1.0=1.25 bar
 Ref temperature (corresponding to SVP 1.25 bar for
propane) = -37°5C
 Density of liquid propane dr = 0.5765 @ -37°5C
 Density of liquid propane dt = 0.582 @ -42°C
 Vl =0.98 V 0.5765 / 0.582 = 0.97 V
 Thus tanks can be filled to 97%
228
Cargo tank filling limits
 Membrane tanks have special loading
conditions in order to minimize sloshing
forces in heavy weather
 Filling limit usually 99% of tank volume

229
Cargo quantities
 Liquefied gas cargoes are carried as:
 boiling liquids in equilibrium
 with their vapour in closed containment
systems
 The vapour phase above the liquid
cargo must be calculated and included
in the total cargo quantity

230
Cargo quantities
 On discharge one normally retains
sufficient cargo on board to keep the
tanks cooled before the next loading
 One always calculates cargo quantities
both before and after loading and
discharge operations in order to
ascertain the quantity loaded or
discharged
231
Cargo quantities
 Innage or
sounding is
measured as
opposed to
ullage on
other tankers

232
Cargo quantities
 A calibration table is provided for each cargo
tank
 They are calculated for
 ambient temperature
 the vessel being in upright position
 for no trim
 Therefore certain corrections must be applied,
together with others, for temperature variation

233
Cargo quantities
 Corrections:
 Trim correction
 List correction

 Tape correction

 Float correction

 Shrinkage of tank shell

234
Corrections
 Tape correction:
 The float gauge tape passes through the
cold vapour space
 Depending on the temperature it will
contract
 It will therefore indicate a lower liquid level
then actually present
 Tape correction should be added to the
liquid level read
235
Corrections
 Float correction:
 The zero of the float gauge is determined
by the manufacturer but is normally at
50% of float immersion
 Cargo temp and density is different from
that assumed by the manufacturer’s zero
determination
 A small correction for float immersion is
required

236
Corrections
 Shrinkage factor:
 The cargo tank is calibrated at ambient
temperature
 If cold cargo is loaded the tank will have a
smaller volume
 Different corrections are applied to liquid
and vapour phases because of different
temperatures

237
Cargo
calculation
sheet

238
Cargo calculation sheet

239
Cargo condition maintenance
 Refers to:
 The cargo quantity is maintained without
undue losses during sea passage (half-
percent loss clause in c/p)
 The cargo tanks pressures are maintained
within design limits
 The cargo temperature is maintained or
changed as required (c/p)

240
Cargo condition maintenance
 Boiloff must be removed to maintain
equilibrium
 Three methods:
 For LNG, it is supplied to the boilers and burned
as fuel (or possibly used directly in dual-fuel diesel
engines)
 For LPG ships, it is reliquefied and then returned
to cargo tanks via condensate lines
 Excess gas can be vented to the atmosphere
(substantial loss of cargo)

241
Reliquefaction system
 Should be able to keep the liquid either
at loading temperature or cool it down
to boiling temperature
 Cooling down rate depends on the
capacity of the plant. usually a ship is
able to bring the temperature of her
cargo down 1°C in between 12 and 48
hours.
242
Cargo conditioning (loaded)

243
Preparation for unloading and
unloading
 Several methods of discharging
depending on ship type and terminal
type:
 Pressure discharge
 Pressure and booster pump discharge

 Centrifugal cargo-pump discharge

 Centrifugal cargo-pump and booster pump

discharge (in line)
244
Unloading
 Unloading can happen:
 with vapour return, or
 without vapour return in which case liquid
cargo must be evaporated and sent to the
cargo tanks in order to:
 keep tank (over)-pressure and
 replace the liquid volume being discharged

245
Discharge precautions
 Function test of pumps and valves
 Function tests of instruments for
measuring pressure, temp and cargo
level
 Function test of fixed gas detection
equipment
 Cargo calculation and sampling if
requested
 Line up inspection for discharging
246
Discharge precautions
 If needed pre-cool ship’s cargo lines
 Start discharging slowly and carefully to
avoid thermal stresses on board and
ashore
 Check for leakage in cargo system
 Control tank pressure during discharging
 Control ship’s stability regularly

247
Pressure discharge
 Alternative or additional to use of cargo
pumps
 Inefficent method, slow and restricted
to small type C tanks
 Liquid is transferred ashore by
increasing pressure in cargo tank
(above liquid)

248
Centrifugal cargo pump
discharge
 Discharge rate should not be reduced to
accomodate terminal needs, by
throttling manifaold valve (in order to
avoid heating the cargo)
 Pump throttling valve or partial
recirculation of cargo should be used

249
Centrifugal cargo pump
discharge
 If cargo is to be discharged fully ref,
pumps will be used in parallel in order
to increase rate to shore’s request
 Pressure in cargo tank will fall and
should be kept above minimum by
sending cargo vapour to tanks, either
from a vapour return or by evaporating
liquid cargo
250
Discharging without vapour return

251
Centrifugal cargo pump
discharge
 If discharge is to happen into a
pressurized/ambient temp tank ashore,
the cargo should be unloaded via a
booster pump in serie with cargo pumps
and via a cargo heater

252
Booster pump
discharge

253
Changing cargoes
 Before changing cargo grades:
 Important to remove all liquid residues
from the cargo system
 Depending on design of ships, liquids
can be removed by pressurising, normal
stripping or by heating the tanks with
Hot Gas from the compressor

254
Removal of liquid residue by
pressurisation

255
Removal of liquid residue by
hot gas

256
Warming up
 Warm up progressively in view of ventilating
tanks with fresh air for inspection, dry dock
or cleaning
 Warm up to prevent condensation and to
remove possibility of reliquifying cargo
 Warming up by using hot gas
 Essential operation for LNG vessels (very
progressive and slow warm up)
257
Inerting
 Reducing the oxygen content to prevent
creation of explosive mixtures in tanks
 Dewpoint of IG very low
 No inerting after NH3
 Usually by displacement, but on
pressure ships, can be done by dillution,
dillution and pressurising or dillution
and vacuum
258
Inerting

259
Aerating

260
Summary
1. Remove any cargo liquid residue
2. Warm up the tank
3. Purge the cargo vapour with inert gas
4. Ventilate the tanks until 21% oxygen
reading is obtained
5. As discussed, the procedure is
different with Ammonia due to the
inherent properties of the product
261
Reliquefaction and boil-off
control
 Boil-off generated during the voyage would give
rise to excessive cargo tank pressure if allowed to
accumulate.
 Three alternative methods of dealing with boil-off:
 LNG, the cargo can be supplied to boilers and burned as
fuel
 LPG can be reliquefied by the reliquefaction plant on
board and then the condensate returned to the cargo
tanks
 Venting, but this is not economically viable (loss of
cargo)

262
LNG Boil-off control
 In the case of LNG carriers boil-off is
used as fuel in the ship’s boilers or gas
turbines

263
LNG Boil-off control

264
LPG/Chem Gas Reliquefaction
 In this case, boil off vapours are compressed
then cooled in condensers, where they
become liquid. Expanding this liquid provides
the drop in temperature to allow boil off to
be returned to the tank at required
temperature

265
Reliquefaction plant
The plant is designed to perform following operations:
 Cool down the cargo tanks and associated piping before
loading
 Reliquefy the cargo vapour
 Maintain or reduce cargo temperature
 The plant capacity is designed to maintain the cargo
temperature at a level such that the pressure does
not exceed the relief valve setting under the most
extreme service conditions, usually taken as 45°C air
and 32°C sea temperatures
266
Reliquefaction plant
 Spare capacity at least equal to the largest single
unit has to be provided.
 In most cases the stand-by capacity is a complete
unit including compressors with their driving
motors, heat exchangers, control systems and
piping, though this is in excess of the minimum
requirement of the IMO Codes.
 If additional capacity is provided in the form of an
independent unit, this can be used to increase the
rate of cool down, or to reliquefy boil-off during
loading. 267
Reliquefaction plant
 On semi-pressurised ships, the cargo
compressors can raise the tank
pressure enough to prime deck-
mounted discharge pumps prior to
discharge
 Cargo vapour is drawn off and
compressed, and the hot gas
discharged is returned to the cargo tank
268
Reliquefaction plant
 Similarly the cargo compressor can be used
to boil off cargo residues left in pump sumps
at the end of discharge
 The cargo compressors draw vapour from the
cargo tanks and compress it
 The hot vapour is returned to the cargo tank
sump through an open ended pipe immersed
in the remaining liquid, or a perforated
heating coil which is sometimes provided
269
Reliquefaction plant
 There are two main types of
reliquefaction plants:
 Direct cycle – where the cargo vapour is
compressed condensed and returned to the
tank. Most commonly used system
 Indirect cycle – where an external
refrigeration system is employed to
condense the cargo vapour without it being
compressed

270
Reliquefaction plant
 The heat removed during reliquefaction
process is the latent heat of
vaporisation of the cargo plus any extra
heat it may have absorbed.
 The heat leaks into the cargo through
the insulation from the air, sea and sun.
 The reliquefaction plant removes the
heat and returns it to the sea.

271
Simple reliquefaction cycle

272
Simple reliquefaction cycle

273
Direct system: single stage
compression
 Suitable when suction pressure is
relatively high, eg semi-ref. Cargoes
 The compressor is used to increase the
temperature of the vapour so that a
sea-water condenser can be used

274
Direct
system:
single stage
compression

275
Direct system: single stage
compression
 The superheated vapour from the
compressor (3) is condensed to an
ambient temperature liquid in a sea-
water cooled condenser
 and is collected in a collecting vessel,
known as a condensate receiver, before
being passed through an expansion
valve (5)
276
Direct system: single stage
compression
 The flow through the expansion valve is
controlled by a level switch in the
collecting vessel
 The throttling (expansion) valve is
designed to ensure that there is
sufficient pressure to press the liquid
into the cargo tank

277
Direct system: two-stage
compression
 If the compressor discharge-to-suction
pressure ratio in a single stage system
exceeds about 6:1 the efficiency of the
machine is reduced and two stage
compression is necessary
 This system can be used for semi-
pressurised and fully refrigerated LPG
ships.
278
Direct
system:
two-stage
compressio
n

279
Direct system: two-stage
compression
 Boil-off (1) is taken from the tank via a
liquid separator to the first-stage
compressor (2) where it is superheated
(3).
 The vapour can then be cooled in an
interstage cooler (or "Intercooler") (4)
before passing to the second stage
compressor.
280
Direct system: two-stage
compression
 The second compression further superheats
the vapour (5) which is then cooled and
condensed in a sea-water cooled condenser
(6).
 Before the expansion valve, the condensed
liquid can be used as the intercooler coolant
(7).
 The ambient temperature liquid is then
collected and passed through the expansion
valve (8) as in the single stage cycle. 281
 Direct system:
purge gas condensor

282
Direct system – cascade
 This system is virtually identical to the
single-stage direct system, except that
the cargo condenser is cooled by liquid
refrigerant gas such as R22.
 The system can be used for fully
refrigerated cargoes.

283
Direct system – cascade
 Major advantages:
 the capacity of the system is not affected
by sea-water temperatures as much as
other systems.
 The cycle is also more efficient, as the R22
temperature in the LPG condenser can be
below 0°C.

284
285
Compressors
 Compressors are usually reciprocating
oil-free piston type, or screw-type
compressors

286
Reciprocating compressor
 Often a two stage
reciprocating
compressor is used
in the reliquefaction
plant
 Click icon to view

287
Direct system: example

288
Direct system: example

289
Screw compressor

290
Screw compressor
 Dry oil-free :
 no physical contact between the screw rotors
 leakage through the clearance
 high speeds for good efficiency (12000 rpm)
 4 and 6 lobes, 3 chambers
 oil-flooded :
 oil injection into the rotors
 oil is lubricant and coolant
 less gas leakage, lower speed (3000 rpm)
 an oil separator on the discharge side removes oil from
the compressed gas

291
Indirect system

292
Indirect system
 Indirect cooling is used for cargoes
which cannot be compressed for
chemical reasons
 The cycle has to use a very cold
refrigerant in the condenser for
efficiency; the common refrigerants are
hydrogen, helium and propane

293
Reliquefaction plant
operations precautions
 1. Gas detection equipment should be
tested and activated before operation
begins
 2. All Reliquefaction plant space vent
system should be activated at least 10
min before beginning
 3. Compressors suction filters to be
checked and cleaned regularly

294
Reliquefaction plant
operations precautions
 4. Precautions for ice formation should be
observed
 5. All pipelines and valves should be lined up
before starting
 6. Cooling water supply should run and if
fitted coolant compressor started
 7. Incondensible gases will affect the
Reliquefaction plant (ethane, methane or IG)

295
Reliquefaction plant
precautions
 Before starting the plant:
 Check that ventilation is up and running
 Check and level of oil in carter

 Check that compressor turns freely

 Check that drains are closed and all valves

lined up

296
Venting boil-off to atmosphere
 In case the gas burning system or the
reliquefaction plant is out of order
 Usually prohibited within harbour limits

297
Ship/shore interface
 In this last part, we will discuss the ship
to shore interface
 The area where the activities of
shipboard and shore personnel overlap
during cargo handling operations

298
Ship/shore interface
 Direct contact should be established
between ship and shore as soon as
possible
 Plans of mooring facilities and discharge
operations should be exchanged

299
Ship/shore interface
 Before commencing any cargo
operations a meeting should take place
between the responsible personnel from
ship and terminal
 Following points to be discussed:
 Names and roles of responsible personnel
 Cargo and vessel equipment conform to
requirements
 .../...
300
Ship/shore interface
 .../...
 Terminal equipment conform and inspected
 Condition of cargo and/or cargo tanks
 Cargo quantities
 Planning of the cargo ops re. temp., rates, startup,
sequences, pressures, use of vapour return, ballast
ops, ...
 Previous three cargoes
 Appropriate cargo hazard sheets available and
posted
 .../...
301
Ship/shore interface
 .../...
 Review of port and terminal regulations

 Ship regulations and emergency

procedures
 All other elevant info

 Safety checklists should be completed

following guidelines

302