GAS TANKER OPERATION

Sequence of Cargo Operation On Board Liquefied Gas Tanker.

1
2
3
3
4
5
6
7
8
9
9.1
9.2
9.3
10
11
12

Drying Tanks.
Inerting Cargo Tanks / Cargo System.
Loading Deck Tank
Gassing Up
Cooling Down Cargo Tanks.
Inerting Hold space
Prepairing Tanks for Loading.
Loading
Loaded Voyage
Unloading Of Cargo
Unloading with Deepwell Pump at Cargo Temp.
Unloading with Deepwell Pump At Terminal required Temp
Booster Pump Discharge
Ballast Voyage
Changing Of Cargo
Preparation for dry Dock.

1. Lining Up
The Cargo Tanks to be gas freed are connected to the forward vent stacks if possible.

1.1 Connecting the Inert Gas Line

The Inert Gas Line shall only be connected to the Cargo Tanks when the tanks are ready for inerting and the Inert
Gas Plant is ready to produce inert gas of the requested quality.
The time for connecting and disconnecting the Inert Gas Line to the Cargo Tanks shall be noted in the vessel's
official log book.

2. Venting off Vapour

The gas concentration in the cargo tanks is highest during the initial hours of venting off and will gradually
decrease as the atmosphere in the cargo tanks is diluted by inert gas (or air if cleaning after ammonia.)
To ensure that the vapour vented off during the initial hours is not drifting towards the accommodation and air
intakes to the engine room it may be necessary:

In port
Terminal or port regulations regarding venting or purging of cargo vapour must be observed. Such regulations
may require that vented cargo vapours should be led to a flare, or vent stack or for use in the shore plant.
If the cargo vapour is not led ashore advance notification should be given to the port authorities and permission
obtained before starting the operation.
If it is required to reduce the nitrogen pressure of a cargo tank containing cargo such nitrogen should be regarded
as cargo vapour and port regulations regarding venting cargo vapour must be observed.

En route
to alter the course steered if the relative wind direction is unfavourable, at anchor
to heave up the anchor and steam to find most favourable relative wind direction.
If vapour in harmful concentrations cannot be avoided at the accommodation and engine room air intakes, it may
be necessary to postpone the tank cleaning in which case the Profit Centre shall be advised immediately.

3. Recirculating Air-conditioning
The air-conditioning plant should be changed to recirculating during the initial hours of venting off vapour.
Personnel working in the engine room shall be informed when venting off vapour is commenced. As the air
intakes to the engine room cannot be completely closed during tank cleaning, the engineers will often be the first
to notice any detectable gas.

4. Venting ammonia using flexible hoses

Ammonia will when in contact with water generate a intense heat which is able to melt the hose and ignite any
remains of previous cargoes clinging to the inside of the hoses. This has been experienced in a gas carrier when
venting after the carriage of ammonia. The generated heat melted the hose connected to the manifold
immediately after opening the manifold valve and ignited the polymerised butadiene residues.
As a means to prevent dangerous reactions the following precautions should be observed.

Before being used the hoses should be checked for cleanliness from remains of other cargoes from previous tank
cleaning operations. It may be necessary to place the hoses on deck and leave them expanded for a few hours in
order to allow the hoses to attain ambient temperature and to ensure the hoses are dry.
After being used the hoses should be cleaned. Prior being collapsed and stored the hoses should be left on the
deck in expanded condition for some time in order to enabling them to be thoroughly dry.

1. DRYING TANKS
The Tanks of Liquefied Gas Tanker out of Shipyard ( Maiden Voyage / Voyage after Dry dock)
When the tanks are open to atmosphere, tanks should be always be kept in Dry Condition by circulating
Dry air, to avoid corrosion.

1
2
3
4
5
6
7
8
9
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###

Following Should be done prior closing Down Tanks.

Inspection of Tanks must be carried out.
Clean tanks. Dry any wet surface in tanks.
Any Loose object should be removed and all fitting must be properly secured.
Trun Pump by hand and Check Locally for any unwanted sound / noise. Check that Pump turns easily.
Check all spray nozzles are free.
Check that the Sampling points are Clear.
Drain out all Vent masts.
Operate Bulkhead valve and mark properly for Open / Shut Position.
Make an Hold space entry. Inspect throughly
Dry any wet surface in Holds.
After completion of all checks and Inspection close and secure cargo tank.
Inerting tanks / Cargo Sysytem.
Pls See the Attached Diagram for Inert gas Generator.
The amount of water formed by combustion of oil is approx 1Kg water per 1 Kg fuel, corresponding to
80 gms per Kg Inert gas. This water, togather with the humidity of the combustion air, will exist as water
vapour as long as the gas temperature is above dew point. ( The Dew Point of the Inert Gas depends on
sulpher content in the fuel oil ).
The Inert gas is cleaned and dried by being cooled to well below the dew point. This is done in a scrubber,
where inert gas from the combustion chamber is in counter- flow with seawater. The Inert Gas is cooled to
seawater temperature and some water will be condensed out. Also the sulpher dioxide will combine with
water and forms sulphurous acid, and both the condensed water and the acid formed will be washed out
with seawater.
Inert Gas Cooling.
After sarubber the inert gas is led through a cooler. The purpose is to reduce the water content from 100%
relative humidity at actual temperature to a dew point of about +5 deg C.
(The cooling plant is based on indirect cooling of the Inert gas. The De-Humidifier separates the moisture
from the inert gas by condensing the water in Inert Gas Cooler. This Heat exchange is cooled by circulation
of chilled water from the refrigeration unit.
Inert Gas Drying.
After the Cooler the inert gas is passed thru The Dryer. The Dew point of Inert gas is reduced to -45 deg C
from +5 Deg C.
Deck Supply Of Inert gas.
The deck line near the accomodation front there are fitted a blind flange Valve, two non return V/V and a
butterfly valve.
Inert gas deck header is fitted with branch-off connection to each tank and hold space. The branch off
section is blanked when not in use. This branch off can be connected to hold space / tank dome via hoses.

To Main deck

Dryer
close
open

Inert Gas Generator

Air Blower
open

Inerting of Air Filled Hold / Tanks / Cargo System with Inert Gas.
Inerting Cargo Tanks.
Method For Inerting Tanks : Displacement of Air Atmosphere By Inert Gas. In Series.
1
2
3
4
5
6
7

Inerting tanks.
Inerting Deck tank Stbd.
Inerting Liquid Line.
Inerting Vapour Line.
Inerting Condensate Line.
Inerting Booster Pump Line.
Inerting Reliquification units / Lines in compressor rooms.
The air atmosphere is changed with Inert gast to reduce Oxygen. The Concentration of 2% Oxygen or below
is sufficient in Cargo tanks.
IGG Capacity :

3500 m3 / Hr

Dew Point :
-45o C
Supply Oxygen Contant : 0.5 %
Final to achive O2 % in tanks 2% or below, And 5% or below in Holds. Dew Point -40 OC.

1
2
3
4
5
6
7
8
9
10
11

Checks to be done prior Starting Of Inert gas On Deck.

Calibrate Oxygen Meter.
The blanks for branch Off connections at the Tank domes are removed and I.G. Inlet is connected to the
Bottom (Liguid Filling Side) And the Out Let from the Tank is Connected back to IG Line.
Check All samling points are Clear.
I.G. Oxygen meter is Calibrated and recorded.
Line up for the Forward Vent mast.
Drain out any water from Vent masts.
Inspect the Vent mast Flame arrestor screen is clean.
Operate all valves on the cargo system. All to be working satisfactory.
All manifolds are Blanked (Liquid and Vapour) . Remove blank of Cargo manifold drain valves and Keep the
dain valaves shut.
Make sure that the IG Header is also lined up for Deck Tk No1 (Stbd), via condensate Line and the Vent
Line is lined up for No 2 Vent masts.
Drain out all the Vent masts.

See the attached sheet for Line Up.

Once I.G.G is stable , Open the I.G. Deck main valve. Check for Flow in I.G. Line. Open up each sampling
point and check for flow. Keep monitoring the I.G. Plant. .
The Pressure in tanks to be kept close to atmosphere so as to have good Stratification/Piston effect.
A slight pressure difference is to be maintained between each cargo tanks. The IG is heavier then the air,
IG is introduced from the bottom of the tank using the liquid filling line on each tank dome.
The dedicated vent line on each tank dome is is used to vent out air. On each tank dome Flanged rubber
Hose is connected to the IG Line to Liquid Line (As IG Inlet),

I.G.G Capacity :

3500 m3/hr

No 3 Tk Capacity :

11638 m3

No 2 Tk Capacity:

15536 m3

No 1 Tk Capacity:

11528 m3

Deck Tk (P) Capacity :

146 m3

Deck Tk (S) Capacity :

293 m3

Total Cubic capacity

of tanks for Inerting.

39141 m3

Time taken for Inerting

Tanks: ( 3 Atm change)

33.5 Hrs

Time Taken for Inerting

Lines :

2.5 Hrs

Inerting to be carried out in series. As shown in Line Up diagram.

Keep checking Oxygen reading for each tanks every hour.

In series Inerting, No. 3 Tank will be Inerted First. Once the Tank O2 reading at 3 different levels is 2% or
below, No 3 Tank is Inerted.
Line Up Diagram Attached.
Open the IG Line Isolation v/v at No3 & shut the manual vent v/v at No 3 tank dome., Also shut the No 3
tank filling v/vs. Continue Inerting No2 & No1 Tank in series. Opening and closing of any sld be done
as slowly as possible so as not to impede the piston effect / stratification in tanks.
Line Up Diagram Attached.
On completion of Inerting of No 2 tank comm'd Inerting Deck tank 1 & 2 in parallel with No 1 cargo tank
The line up diagram is attached. On completion of Inerting of Cargo and deck tanks, Line up for inerting
Cargo pipe line system.
Line up Diagram for Inerting Pipelines on cargo system is attached.
Inerting Liquid Line.
Inerting Vapour Lines ( Connect Rubber hose at Vapour header / Liquid header (At Liquid manifold
Connect 14"X8" reducer.).
Inerting Booster Pump, Cargo heater/Vaporiser.
Inerting Reliquification Plant.
Line up diagram is attached.
Note on How to Do?
Open Up Liquid Line master v/v at No 3 Tank dome, Liquid header No 1&No2 at No 3 Tk. Open Liquid
manifold valve port (both Manual & Hyd v/vs), Line up throught striner open up the darin v/v on
each manifold. Check for flow. Keep monitoring O2 reading at the sampling point. Once line is inerted
repeat same for stbd manifold with out strainer.
Keep checking O2 reading for all tanks and once the tanks Inerted. Next step is Inerting of Booster pump
and cargo heater/ Vaporiser.
Shut the IG Line Iso v/v at No 2 Tank. Line up for Liquid Header No 1 And No2 from No 3 Tank dome to
booster and Throught the cargo heater / vapourizer, vapour header 2 , relief / vent header 2 to No 2 Vent
mast. Once Line is Inerted, line up throught Cargo heater/vaporizer to Stbd manifold and Inert the section.

See Attached Line up Diagram.

Inerting of Reliquefication units and associated cargo Piping.
Note that before starting Inerting of reliquefication units and associated cargo pipe lines all tanks are
completely Inerted.
See attached diagram.
The Reliquefication system can be Inerted by Nitrogen also The Line up diagram is attached. This way
inerting of Cargo tks / Pipe line and Reliquefied system can be done simultaneously.
For Inerting compressor No 3.
V112 ---> VR 302---> BF2501 ---> 1st Satge ---> Intercooler ---> 2nd Stage ---> BF2505 ---> 3rd stage --->
BF2504 ---> BF2511 ---> HR301 ---> HR301 ---> A002 --->NO2VR/BF2504 ---> CONDENSOR ---> RCVR
B2512 ---> B2515 ---> B2516 ---> EXP V/V ---> CR301 ---> C001 --->L004 ---> 2VR
CR302 via C002 ---> L622 ---> L632 ---> L631 --->L004 ---> VENT MAST No 2
The compressor fly wheel and the booster p/p must be turned by hand using the Key Provided. The non
return v/vs, the pneumatic flow control valve to be manually opened. To facilitate the passage of IG thru
the Lines / equipments
See Line up diagram attached.

Instructions for Loading Coolant

Fully refrigerated LPG's are equipped with two deck tanks for loading and/or storing purge parcels.
This makes it possible to avoid calling at an additional port for loading a purge parcel .
The larger deck tank of 300 m3 is normally used for storing LPG.
The smaller deck tank of 150 m3 is normally used for storing ammonia, however, if vessel is not likely to be in
the ammonia trade, the tank may be used for storing additional LPG for cooling purposes.

Preparations
Before purging is commenced a number of conditions have to be taken into consideration, such as:
Number of tanks to be loaded with the product in question.
Estimated product loss.
Do the deck tanks contain sufficient product to accomplish requirements.

Purging with LPG

a) Purge Parcel
In order that there is sufficient product to perform a full conditioning of the cargo tanks, as much cargo as
possible should be transferred to the deck tank(s) during normal operation in the LPG trade (when
changing grades etc.). If possible the large deck tank should always contain Propane.
b) Loading Purge Parcel
If the deck tank(s) does not contain sufficient product to perform a full purging of the cargo tanks,
additional product shall be loaded either in the deck tank(s) or in a cargo tank if already conditioned.
c) Purging
See attached Line Up Diagram
d) Transferring Liquid to the Vaporiser
Deck tank pump should be used to transfer the liquid if the deck tank pressure is below 7 bar.
e) Vaporiser
Starting procedure for the vaporiser is described in the LPG operation manual.
f) Flow Direction of Vapour
The cargo tanks shall be purged in parallel as this will minimise the flow through each cargo tank and thus
increase the stability of the stratification. The additional product used for purging in parallel compared to
purging in series is marginal.
Vapour is directed from the vaporiser to the cargo tanks through the liquid filling line.
Nitrogen or inert gas is removed from the cargo tanks through the vapour lines which shall be connected
to the vent stacks with elbows.
g) Pressure
In order to maintain the best possible stratification the cargo tank pressure shall be kept to a minimum.
h) Monitoring and Recording
It is essential to monitor the progress closely during the entire purging operation with regular
measurements taken to ensure uniform distribution of vapour in all tanks.
From these measurements, graphs shall be drawn. The graphs will clearly indicate the progress of the
purging, thereby enabling early intervention, should the purging not proceed as planned. Furthermore,
these graphs will indicate, at which time the purging can expect to be completed.
i) Starting Compressors
Before starting the compressors, it is good practice to continue the purging for 15 minutes after 100 % .
reading is reached

j) Blow off
Should the atmosphere in the cargo tanks not be 100 % pure gas, the inert gas/nitrogen may be vented off
via the condensers until the top of the cargo tank is 100 % gas.
k) Cooling
On completion of purging, the liquid remaining should be transferred to the liquid line. It is then used to
cool the cargo tanks via the upper spray line.
l) Pressure
If the tank pressure falls too quickly during cooling there may be insufficient pressure to complete the
operation. Provided there is sufficient liquid in the cargo tanks and the pressure is not above 0.25 bar, the
cargo pumps should then be started and liquid circulated through the upper spray line.
m) Temperature
The change in temperature shall always be within the recommended limits. This will be complied with by
uniformly cooling the tank through the upper spray line.

2. Purging with ammonia

a) Purge Parcel
If the purge parcel is loaded in one of the cargo tanks, then the cargo tank shall always be purged to 100%
ammonia prior to starting loading liquid.
b) Purging
Ammonia reacts with various components in the inert gas forming saline products. It is therefore not
allowed to purge with ammonia in tanks containing inert gas.
Due to ammonia's narrow range of flammability and high ignition temperature it does not generally
constitute a fire hazard. Therefore it is considered safe to purge ammonia into tanks containing fresh air.
However, some terminals do require that the cargo tanks are inerted to a low oxygen level before loading.
Inerting shall in these circumstances be conducted with nitrogen.
c) Transferring liquid to the Vaporiser.
As the small deck tank does not have a transfer pump, any cargo stowed in this tank should be as warm as
possible. Cargo should then be transferred to the cargo tank via the vaporiser to prevent any fully
refrigerated product entering the tank.
d) Vaporiser.
Please refer to section 2.2.2.
e) Flow Direction of Vapour
The vapour is directed from the vaporiser into the cargo tanks via the vapour line and the upper spray line.
The manual valve between the liquid line and the condensate line shall be closed and prior to initiating
purging it shall be ensured that this valve is closed securely.
Air or nitrogen is displaced from the tanks through the liquid filling line, which shall be connected to the
vent stacks with elbows.
f) Monitoring and Recording
Please also refer to section 2.2.5.
When purging with ammonia, barrett-testers are used to measure the ammonia concentration. These testers
use fresh water and do not require the use of any special chemicals.
g) Stress Corrosion Cracks
There is a possibility on the fully ref. vessels of stress corrosion cracks when carrying ammonia is present.
According to experience stress corrosion cracking may occur in cargo tanks containing ammonia,
depending on type and treatment of steel.
To minimise the risk of stress corrosion cracking, the following guidelines issued by SIGTTO shall
be followed:
h) Temperature
The carriage temperature shall be kept below -30oC.
i) Water content.
Water will act as an inhibitor against stress corrosion and it is recommended by shore installations that the
ammonia should contain a minimum 0.2% by weight of water.

j) Oxygen content.
Ammonia does not cause stress corrosion cracking unless it is contaminated by oxygen. When
manufactured ammonia has an extremely low oxygen content, less than 1 ppm by weight.
During cool down an oxygen content of 0.5% by volume is generally considered safe.
However, the oxygen content should be less than 0.025% by volume prior to introducing liquid to the cargo
tanks.
k) Starting Compressors
As measurements are not always absolutely accurate, it is a good practice to continue the purging for 15 to
30 minutes after 100 % ammonia concentration in the bottom of the cargo tanks has been measured before
starting the compressors.
l) Blow-off
During the first few days of operation of the reliquefaction plant, the incondensible gases which accumulate
in the condensers, i.e. the air remaining in the cargo tanks, shall be vented off.
m) Cooling
Please refer to section 2.3.

4. Calculation of the Time Required for Precooling

The steel mass of the cargo tanks on a 35,000 m fully ref. gas carrier is estimated to be 2,698 metric tons.
The steel has to be cooled from + 25C to - 40C. The cargo tanks are purged with 60 mt of propane vapour
at + 25C.
The following quantity of heat must be substracted:
From the steel mass:
2,698,000 kg x 0.12 x (25 + 40) = 21,044,400 Kcal (where 0.12 is the specific heat of the steel).
From the propane vapour: 100,000 x (195.9 - 178.9) = 1,700,000 Kcal 195.9 and 178.9 are the enthalpy of the
propane vapour at + 25C and - 40C.
Total capacity of reliquefaction plant: 1,035,000 Kcal.
Time required: about 22 hours.
The above calculation does not take into consideration the heat flow through the tanks and should be
regarded as guidance

Before Loading or Discharging

If the cargo heat exchanger is to be used during loading or discharging, it should be pressure tested well in
advance of arrival.
The pressure test is conducted by filling the heat exchanger's sea water section with freshwater and thence
pressurising it by means of a hand pump to about 5 bars overpressure.
If the heat exchanger is capable of maintaining this over pressure for about two hours without a noticeable drop
registered on the pressure gauge, it can be considered tight.
If this is not the case, it must be opened up and the leaking pipes identified and sealed off. A new pressure test
must then be performed.
Before loading or discharging is commenced the following actions shall be taken:
1. The "Ship/Shore Check List" shall always be completed in co-operation with a representative from the shore
installation. If the shore does not present a check list for completion, the A. P. Mller check list (form C 26 page
1 and 2) shall be used. If the shore installation does not require a check list to be completed, the check list shall
be completed by the vessel alone.
2. Emergency tow off wires shall be rigged and be ready for use on both the poop and the forecastle.
3. Fire fighting equipment shall be in order and be ready for use.
4. When handling ammonia or other toxic gases, gas masks with filter or breathing apparatus shall be available at
the manifold ready for use.
5. Warning notices about smoking restrictions, handling of dangerous cargo and of unauthorised access to the
ship shall be posted. Safety plans shall be placed in the lockers or containers for this purpose.
6. Scuppers shall be kept open during transfer of liquid gases. When bunkers are to be taken, scuppers shall be
plugged and, if necessary, cemented. Bunkers shall not be taken during transfer of liquefied gases. During hot
gas operation when there is no risk of leakage with liquefied gases, bunkers may be taken, provided no local
restrictions exist.
7. Before discharging, soundings, pressures, temperatures and samples shall be taken together with the receiver
or his representative and the surveyor.
8. The loading or discharging shall be arranged jointly with the shipper or the receiver or his representative, and
information shall be obtained about such matters as maximum permissible pump pressures, rates, number of
hoses and whether vapour return is to be used, the ship/shore communication system, and local safety
regulations, including- the extension ashore of remote control for the ship's emergency shut-down system. If the
shore line is under pressure, the ship's manifold valves must not be opened until the ship's pump pressure has
been developed.
9. Any notices from shore about safety requirements shall be posted.
10. Connection and disconnection of hoses shall always be under-taken in the presence of an officer. Personnel
involved in connecting and disconnecting hoses shall, if necessary, wear gas masks or breathing apparatus and
protective clothing.
11. Steps shall be taken to ensure that cargo hoses are securely supported or suspended and that there are no
kinks or too narrow bends which may damage the hoses.
12. The valves on deck shall be set according to the pre-planned loading or discharging procedure.

13. Relief valves for the cargo tanks shall be adjusted to the correct lifting pressure before loading is
commenced. The pneumatic valves at the manifolds must not be operated from the cargo control room before the
hoses are connected and the loading or discharging are to commence.

14. When hoses are connected and notice of readiness is given to or received from shore, loading or discharging
may commence. Loading shall begin at a low rate, and the loading rate may only be increased when it is
positively verified that liquid is entering the cargo tanks as planned, and the cargo pipes are not leaking.
Discharging shall begin with a slow pumping rate and the pump pressure gauges shall be constantly monitored.
15. Packing glands at the discharge valve shall always be kept tight and the dome shall not be left unattended
until glands are ensured tight without any leakage to the atmosphere.

During Loading and Discharging:

Throughout loading and discharging the following instructions shall apply:
1. The watchkeeping officer's station is on deck or in the deck-office, and it is his duty to ensure that the pumps
and hose couplings are kept under observation.
2. Soundings, tank pressures and temperatures, and manifold pressure and temperatures, shall be checked at
frequent intervals.
3. To ensure free operation of the bulkhead valves all valves shall be moved prior to loading.
The valves shall also be moved frequently during loading.
After completion of loading the bulkhead valves shall be closed, and remain closed during the voyage.
If any valves do not move freely this is to be reported immediately.
Details of the movement of the valves shall be recorded in the Deck Logbook.
4. The ship's moorings shall be checked at regular intervals to ensure that they do not become too tight or too
slack.
5. Persons not assigned duties regarding cargo operation, watch keeping, or other tasks on deck shall be refused
access to the tank deck.
6. Leakage's from flanges, glands and couplings shall be stopped immediately. If leakage's are too large to be
handled immediately, the cargo operation shall be stopped and the system de-pressurised.
The Chief Officer shall not leave the deck/deck-office until he has handed over written instructions about the
cargo operation arrangements including ballast to the Officer of the Watch (OOW), and has satisfied himself that
the OOW has understood the instructions.
The cargo handling plan should include but not limited to the following information:
A. Means of communication.
B. Pumping or loading rate.
C. Pumping or loading sequence.
D. Action to be taken in case of emergency.
E. Emergency shut down procedure.
F. Ballast information.
G. Access to the ship and smoking restrictions.
H. A diagram showing the lining up of the cargo lines in use.
I. Any other information which should be availa2ble to the OOW in order to ensure a smooth and safe cargo
operation.
If only a part cargo has been loaded or discharged, soundings, pressures and temperatures shall again be
measured under the supervision of the chief officer and the receiver's representative in all the ship's tanks,
including the tanks from which no cargo has been loaded or discharged in the

1. Vaporising liquid heel

Compressors with vapour blowers are used to heat up the remaining liquid (which then evaporates), the
ammonia vapours, and tank steel. It is very important to distribute heat evenly throughout the tank
although the pump sump should be heated comparatively more. The pump sump should generally be
heated for an additional 1 to 2 hours, after all liquid has been vaporised, in order to prevent recondensing
of vapour against cold steel.

2. Subcooling
It is an invariable rule that tanks - including tank steel - are heated to a temperature above dewpoint of the
air used for ventilating. Theoretically, it should be sufficient to heat to a temperature of e.g. -25C when
ventilating with the IG-blower, as this supplies air with a dewpoint of about -45C.
However, this does not apply in practise as other conditions have to be considered.
If warmer and especially more humid air is added to the tanks' atmosphere, this air will absorb the ammonia
vapour making the ammonia liquid, try to fill the tank space with vapour by evaporation. The heat required for
this process is taken from the nearest surroundings, e.g. the tank steel, and a drastic drop in temperature can be
observed. Temperatures far below the steel's design temperature and a rate of decrease multiple exceeding that
which the tanks are designed for can be observed and thereby possibly damage the tanks. The humidity in the air
will also reliquify against the steel, the water will dissolve the ammonia and substantial prolongation of the
duration of the tank cleaning must be faced, as this ammonia and water solution is very difficult to remove.
It should be a general rule to heat the tanks to not less than +20C, and special care should be taken to
ensure that the pump sump is heated thoroughly.
In order to be able to heat up the tanks to required temperatures, the vessels have been furnished with 2 Deck
Blower units with a total of 2 x 22000 m3 capacity, with steam heating of the air. Using these blowers it is
possible to heat up the tanks to at least +40C. At this temperature it is not difficult to lower the ammonia
concentration.

3. Removal of overpressure
Overpressure is removed gradually from the tanks through the vent masts in the usual way closely monitoring the
thermometers.

4. Ventilating
With ammonia it is a special requirement not to use inert gas for diluting the gas as certain components in the
inert gas react with ammonia to form saline products which block up valves, pipes etc.
As ammonia's explosion limits are from 16 to 25 percent and it is difficult to ignite and also with a low calorific
value, it can under normal circumstances be regarded as non flammable. Thus, tanks can be ventilated without
first being inerted.

5. Venting off ammonia with IG-blower

The portable blowers are not able to work against back pressure of any significant size. It is therefore necessary
to ventilate ammonia by using the inert gas blower while the concentration is still too high for it to be vented off
through open tank hatches, i.e. while the concentration of ammonia is too high for personnel contact. Air from
the inert gas blower is supplied to the tanks through liquid lines over the manifold to the tanks' liquid filling
lines. By reason of ammonia's vapour density compared to that of air, tanks should be connected in parallel.
Tanks are vented off at the top, and the vented off vapour is led to the forward gas mast in order to minimise
inconveniences from the ammonia.
It may also be necessary to adjust the course so that vapour clears the accommodation.
The process of dilution can be monitored closely using Barrett testers. A very clear stratification can be expected.
Usually one change of atmosphere can be expected to be sufficient to bring the concentration below measurable
limits using Barrett-testers.
Ventilating using the inert gas blower must be continued for approximately another 15 hours as the portable
blowers cannot work against back pressure.

During this phase, Drger test tubes can be used to indicate, when the portable hot air blowers should be brought
into use. At a reading of 500-700 ppm, the concentration will no longer decline gradually but instead rise and
fall. This is an indication that the tank steel is beginning to free trapped ammonia.

6. Using hot air blowers

At a concentration of about 700 ppm, 2 hot air blowers can be put to work.
It is necessary to open the tank hatches to make it possible for the hot air blowers to supply air at a rate
substantially higher than that of the Inert gas blower.
To minimise the back pressure, it is necessary to open the hatches by removing all but 2 bolts, which are only
loosened. By squeezing one bolt under the hatch covers, sufficient clearance is obtained to avoid too high a back
pressure. At a concentration of about 700 ppm, work can be carried out on the hatches without any inconvenience
and without using gas masks.
The blowers are started and steam heating applied. A marked increase in efficiency can be seen after initiating the
hot air blowers. After approximately 5 hours, the concentration will have been reduced enough to make it
possible to remove the hatches and rig hoses in the tanks.

7. Final ventilation
Another 20-24 hours' ventilation will be required. After this, concentration can be expected to be well below 5
ppm.
Thus, an ammonia concentration which is detectable but unmeasurable, can be achieved by ventilating with hot
air.

12. Drying tanks

When hot air ventilation has been completed, the tanks must then be dried thoroughly which is done by using the
inert gas blower. Ventilation is continued until the required dewpoint has been reached. It is not anticipated that
the ammonia concentration will increase again.

Loading Of Coolant in No 1 Tank

1 Purging No 1 Cargo Tank.
2 Load In Cargo Tank No 1
Loading 250MT of propane as coolant in No 1 Cargo tank.
Following is to be prepared prior Purging / Loading of Coolant.
1
2
3
4
5
6
7
8
9
10
11
12
13

Check Oxygen reading for No 1 Tank. It should be 2% oxygen or below.

Pressurize the Tank with IG and check no leaks on tank dome.
Release the IG pressure through Vent mast No 1.
Cargo seawater pump to be running seawater flowing through cargo heater / vaporiser.
Calibrate fixed gas detectot system.
Calibrate Gas measuring portable equipment.
Hydraulic p/p , vantilation fan for compressor rm , El motor rm air lock vantialtion fans running.
A/C on partial recirculation. Maintaine positive pressure in accomodation.
Fire fighting equipmant stand by at manifold, in ready to use state.
The MARVS is set to 0.45 bar.
Drain out any liquid from Vent Masts.
In case required, Two compressor is lined up for tank No 1.
Double Check Line Up for loading in No 1 Cargo tank. Make sure v/v 's which are not required are shut and
Lashed. Opposite side manifolds are closed and blanked.
14 The cargo v/v's to be opened carefully for a small flow of liquid into the cargo piping and further into the
spray nozzle.
15 When the temp in the tank starts to drop, the spray v/v can be set in fully open position. And rate can be
Increased.
Comm'd Propane at slow rate.
The LPG is heavier then IG it will be taken into the bottom of the tank through the Liquid Loading Lines.
Line-Up Diagram is attached.
The propane is passed through the Vaporiser, the vaporiser out let is fed to the bottom of the No 1 cargo
tank. Via Liquid loading Line. The Inert gas is vented out via shore vapour return line.
The propane vapour is introduced into the cargo tanks at a temperature higher than the dew
point of the IG already in the Tank.
The tank pressure is to be maintain as close to atmosphere as practical so as to get good piston effect.
Keep checking HC reading of No 1 Tank at 3 different levels.
Vapouriser capacity to be slowely increased to maximum by increasing the liquid liquid supply. (Increasing
loading rate).
Once at all levels HC reading is 100%, continue to purging for another 10 mins, Now the tank is purged.

1
2

3
4

On Tank Dome No 1
Liquid Line header is gassed up
Condensate Line
LIQ MAN ---> C002 ---> C102 ---> C103 ---> C 107 / C106 ---> C104/C105 --->TANK 1,
These line to be opened prior completion of gas up of the tanks No 1.
For Vapour Line
Open V112 --->V102---> V002 ---> A002 ---> V005 ( Vapour Return)
For Reliq Plant No 1

V112 /V111 ---> VR101/VR102 ---> BF2501 ---> 1ST STAGE ---> INTERCOOLERS --->2ND STAGE
3rd stage ---> BF2504 ---> BF2511 --->HR102 ---> HR102--->HR101--->H003---> V005 ( Vapour return)
Pls see Line Up Diagram
Cooling down with vapour return to shore.
When the gassing up procedure is completed, cool down of No 1 Cargo tank cld be started prior to Loading
cargo into the tank.
Commence loading liquid line at a slow rate into No 1 cargo tk. Initially to load through condensate return
line into the top spray nozzles. On commencement of the cooling down operation the tank pressure sld be
as low as possible.
As long as the temperature of the tank atmosphere is highter then the saturated temp of the propane Inject
through the spray nozzles, The tank atmosphere temperature and cosequently the steel temperature will
decrease.
Evaporation of the Liquid to lower temp will change the cargo vapour Vol & Pressure. At the beginning of
spraying, the vapour volume will decrease due to reduced temp and the pressure in the tank will reduce.
After a while the added spray quantity will be dominant and the tanks pressure will start to increase.
Due to the behaviour of the process, the tanks pressure sld be monitored carefully.
Once the tank temp has reached to -25 Deg C commence introducing liquid into the bottom sump thru the
codensate bottom line.
When the sump is full of liquid commence loading by the main Liquid line into the tank. Loading rate to be
Increased gradually.

Purging / Gassing Up
Following to be checked
1
2
3
4
5
6
7
8

Check HC reading for each tank / at each sampling point.

Connect flexible hoses on tank dome to vent to respective tank vent mast Line.
Make sure fixed gas detection system is calibrated and ready to use.
All portable equipment is calibrated and tested.
Run water spray system, check all spray nozzles are clear.
Run the cargo SW pumps and test the vapouriser.
Drain out any water from Vents masts.
Vent venting Out the Vapours to atmosphere, Check relative wind. If required alter Co so that the vapours
are taken away from accomodation.

LINE UP AS PER LINE-UP DIAGRAM.

The LPG vapours are heavier then IG. The vapours are put in to the tanks at the tank bottom.
The tank pressure is to be maintain as close to atmosphere as practical so as to get good piston effect.
The propane vapour is introduced into the cargo tanks at a temperature higher than the dew
point of the IG already in the Tank.

COOLING TANKS
Once the reading shows 100 % HC. Continue gassing up for at least 10 Min more.
Stop Gassing Up tanks. And stop Vapouriser. Start spraying Liquid in tanks from Top spray.
Once the tank vapour temp reaches around 5 Dec C.
Start Comperossers and taking suction from tank and start spraying Condensate return back to tank
Top spray. Keep cooling tanks Till the time sump temp reached as required.
COMPRESSOR :
For NH3
Two stage compression with Intercooling ( SW Temp < 20 O C )
Three stage compression with Intercooling ( SW Temp > 20 O C )
For Propane :
Three Stage Compression with Inter cooling
Butane :
Two Stage compression without Intercooler.

Quantity of Heat to be removed from tanks

The steel mass of the cargo tanks on a 35,000 m fully ref. gas carrier is estimated to be 2,698 metric tons.
The steel has to be cooled from + 25C to - 40C. The cargo tanks are purged with 60 mt of propane vapour
at + 25C.
The following quantity of heat must be substracted:
From the steel mass:
2,698,000 kg x 0.12 x (25 + 40) = 21,044,400 Kcal (where 0.12 is the specific heat of the steel).
From the propane vapour: 100,000 x (195.9 - 178.9) = 1,700,000 Kcal 195.9 and 178.9 are the enthalpy of the
propane vapour at + 25C and - 40C.
Total capacity of reliquefaction plant: 1,035,000 Kcal.

= M * ( h1-h10)

Time required: about 22 hours.

The above calculation does not take into consideration the heat flow through the tanks and should be
regarded as guidance
The Cargo handling manual gives graph from where the Time taken for cooling can be calculated straight

Changing Cargo from Propane to Butane

If next cargo is Butane after Propane, then the cargo tank conditioning is to be done.
1 At the Discharge port as far as possible strip out maximum cargo.
2 The tank is to made liquid free.
Start compressors on hot gas mode and start putting hot gas in Sump of the tanks. It Liquid in sump will
get evaporated and If we have time One compressor can be run to take vapour from the tank and re-liquify
and dump the liquid into the Deck tank with Propane. Which can be used in future for cooling tanks for
prepairing for Propane from Butane.
If deck tank is full or time is limited. The propane vapour is to be relised to atmosphere.
The Tank is hot gassed and the Vapour formed due to evaporation od Liquid will pressurise the tanks.
The pressure can be relised to atmosphere from vent masts.
When the pressure is relised the Tank will cool down. It is good practice to release tank pressure in control
way. Always ake sure that the Tank pressure is hight then the Atmospheric pressure. So no back flow of
air can take place in any case.
3 Once the Sump temperature is about -8 to -10 Deg C the Hot gassing can be stopped. And tank is
Conditioned to Load Butane.

Enthalpy of Propane at -40 dec C = 400 KJ/Kg

Enthalpy of Propane at -10 Deg C = 800 KJ/Kg
Change in Enthalpy
= 400 KJ/Kg
Propane in Tank
Total Entalpy change required

Power factor for Comperassor

Time taken

= 30 MT
=

30,000 Kg

30000*400
12000000 KJ
=
286615 Kcal

= 1.73*V*I*Cos Q kW
=
211233 kW
=
50497 Kcal / Hr
( 1 kW ~ 580 Kcal / Hr)
= 5.6758817 Hrs

Density of Gas at 20 deg C and Atm Pressure

Air
Ammonia
Butane
Propane

1.024
0.714
2.484
1.866

Lower Explosive Limit

Butane
Propane
Ammonia

1.50%
2.00%
15%