TANKER LIQUID GAS

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obs.2013
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LNG

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4
GENERAL KNOWLEDGE OF GAS TANKERS

 The transport by sea of liquid gases in bulk is

internationally regulated with regard to safety,
through standards laid down by IMO

 Chapter VII of the IMO International

Convention for the Safety of Life at Sea (SOLAS),
1974, as amended, makes the provisions of the
International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code) mandatory

5
A liquefied gas is the liquid form of a
substance that at normal atmospheric
temperatures and pressures would be a
gas

 The liquefied gas products transported

by gas tankers are listed in Chapter 19 of
the IGC Code

6
THE INTERNATIONAL CODE OF THE CONSTRUCTION
AND EQUIPMENT OF SHIPS CARRYING LIQUEFIED
GASES IN BULK (IGC CODE)
 The aim of the Code is to provide an international
standard for the safe carriage by sea in bulk of
liquefied gases and the substances listed in chapter
19,
 by prescribing the design and construction standards
of ships involved in such carriage and the equipment
they should carry so as to minimize the risk to:
 the ship,
 to its crew
 to the environment,

 having regard to the nature of the products involved. 7

IGC & GC CODE
 New gas carriers built after 30 June 1986 should
comply with the requirements of the International
Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk. In brief, this Code is
known as the IGC Code.
 Gas carriers constructed before 1 July 1986 and after
31 October 1976 should comply with the requirements
of the Code for the Construction Equipment of Ships
Carrying Liquefied Gases in Bulk (GC Code),
 while gas carriers that had already been trading prior
to the application of the GC Code should comply with
the requirements of the Code for Existing Ships
Carrying Liquefied Gases in Bulk.
8
IGC CODE
CONTENTS PAGE

 "Preamble
 Chapter 1 General

 Chapter 2 Ship survival capability and location of

cargo tanks
 Chapter 3 Ship arrangements

 Chapter 4 Cargo containment

 Chapter 5 Process pressure vessels and liquids,

vapour and pressure piping systems
 Chapter 6 Materials of construction and quality
control
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IGC CODE
CONTENTS PAGE
 Chapter 7 Cargo pressure/Temperature control
 Chapter 8 Vent systems for cargo containment 0

 Chapter 9 Cargo containment system atmosphere

control
 Chapter 10 Electrical installations

 Chapter 11 Fire protection and extinction

 Chapter 12 Artificial ventilation in the cargo area

 Chapter 13 Instrumentation and automation

systems

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IGC CODE
CONTENTS PAGE
 Chapter 14 Personnel protection
 Chapter 15 Filling limits for cargo tanks

 Chapter 16 Use of cargo as fuel

 Chapter 17 Special requirements

 Chapter 18 Operating requirements

 Chapter 19 Summary of minimum requirements

 Appendix 1 to 5

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 LNG is natural gas from which impurities have
been removed, and consists mainly of methane


 LPG is the common name for petroleum gases

consisting mainly of butane and propane


 Chlorine, ammonia and vinyl chloride monomer

as examples of chemical gases

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 In addition .to the surveys required for all ships, gas
tankers must undergo surveys of the cargo-
containment equipment and cargo-handling
arrangements for the issue of an International
Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk

 The Certificate of Fitness lists the cargoes which may

be carried by the ship and may also stipulate
conditions for carriage

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 TANKER LIQUID GAS
Conventions, Codes & Standards for Carriage of
Liquefied Gas Products
1. SOLAS 1974
2. MARPOL 73/78, as amended, Annex II
3. International Code for the Construction and
Equipment of Ships Carrying Liquefied
Gases in Bulk (IGC) Code
4. International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals
in Bulk (IBC) Code International
5. Certificate of Fitness for the Carriage of Liquefied
gases in Bulk
6. International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in Bulk 14
(NLS)
WHAT IS LNG?
 Liquefied natural gas (LNG) is natural
gas (predominantly methane, CH4) that has
been converted to liquid form for ease of
storage or transport.

 LNG is natural gas that has been cooled to

–260° F (–162° C), changing it from
a gas into a liquid that is 1/600th of its
original volume.

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 TANKER LIQUID GAS

Liquefied Gas
1. It is liquid form of a substance which, at ambient
temperature and at atmospheric pressure, would
be a gas

2. Most are hydrocarbons and inherently dangerous

3. Vapour pressure > 2.8 bar absolute at a 37.8°C

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 TANKER LIQUID GAS

Liquefied Gas
Vapour pressure > 2.8 bar absolute at a 37.8°C
Liquefiied Gas Vapour Pressure Boiling Point @
@ 37.8°C (Bars Atmospheric
Absolute) Pressure (°C)
Methane Gas -161.5

Propane 12.9 -42.3

n-Butane 3.6 -0.5

Ammonia 14.7 -33.4

Vinyl Chloride 5.7 -13.8

Butadiene 4.0 -5

Ethylene Oxide 2.7 +10.7 17

NATURAL GAS
Natural gas is found from underground
deposits and methane is the most
predominant constituents, ranging from 70%
to 99%.

Natural gas contains smaller quantities of

heavier hydrocarbons (collectively known as
natural gas liquids – NGLs). NGLs are made
up of ethane, LPGs and gasoline.
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NATURAL GAS

This is in addition to varying amounts of

water, carbon dioxide, nitrogen and other non-
hydrocarbon substances.
Natural gas requires treatment to remove the
heavier hydrocarbons and non-hydrocarbon
constituents.
This ensures that the product is in an
acceptable condition for liquefaction or for use
as a gaseous fuel.
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 BOILING POINT

 The boiling point of a substance is the temperature

at which the vapor pressure of the liquid equals
the pressure surrounding the liquid and the liquid
changes into a vapor.
 The boiling point of a liquid varies depending upon
the surrounding

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LNG
 The natural gas then passes to a fractioning
unit where the NGLs are removed and further
split into propane and butane.

 Finallythe main gas flow, now mostly

methane, is LNG.

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 TANKER LIQUID GAS

Four Groups of Liquefied Gas

1. Liquefied natural gas (LNG)
2. Liquefied petroleum gas (LPG)
3. Liquefied ethylene gas (LEG)
4. Chemical gas – Chlorine, Ammonia
Methane

Ethane

LPG Propane
NGL Butane
Natural
Gas Pentane (C5 & Heavier Fractions

Water, CO2, N2 & Hydrocarbons contaminants

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 TYPES OF LIQUEFIED GAS TANKERS

Liquefied gas tankers are of three types as

follows:

 LPG ships
 LNG ships

 LEG ships

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 TYPES OF CARRIAGE CONDITION
There are three types of gas tankers
according to the carriage condition, such as:

 Fully pressurized ships

 Semi-pressurized ships

 Fully refrigerated ships

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1. FULLY PRESSURIZED SHIPS

 Up to 4000cbm, mainly LPG and ammonia

 Type C tanks

 Pressure 7,5 barg (propane vapor pressure at

45degC) up to 18barg and even 20barg
 Temperature: ambient temperature

 No thermal insulation reqd

 No reliquefaction

 No secondary barrier (single shell, double bottom,

wing tanks)
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2. SEMI-PRESSURIZED

 From 1,500cbm up to 30,000cbm, from LPG and

VCM to propylene and butadiene
 Type C tanks

 Temperature: -48degC

 Reliquefaction system

 Thermal insulation

 No secondary barrier (single shell, double bottom,

wing tanks)
 Able to load / unload from pressurized or
refrigerated terminals
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3. FULLY REFRIGERATED
 -From 10,000cbm up to 100,000cbm
 Tanks: independent tanks type A prismatic, free
standing, with single shell, DB, hopper tanks
 Independent tanks with double hull
 Integral tanks with double hull
 Semi-membrane tanks with double hull
 Pressure 0.7barg (for type A tanks);
 Steel to withstand at -48degC
 Temperature: -48degC
- reliquefaction system
- thermal insulation
- secondary barrier required 27
4. ETHYLENE SHIPS


- from 1,000cbm up to 30,000cbm
- type A, B or C tanks;
 tank steel to withstand at -104degC
- atmospheric pressure boiling point (-104degC)
- temperature: -104degC
- reliquefaction system
- thermal insulation
- secondary barrier:
 Type A tanks, fully secondary barrier required
Type B tanks, partial secondary barrier required
Type C tanks, no secondary barrier required 28
LNG SHIPS
 - from 120,000 to 130,000cbm
- tanks type – Gaz Transport membrane
- Technigaz membrane
- Kvaerner Moss spherical independent Type B
- double hull, full secondary barrier
- use cargo boil-off as fuel (only methane, lighter
than air, not butane or propane)

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A MEMBRANE TANK DESIGN 30
Advantages of fully pressurized tankers:

 They are built with ordinary grades of steel as the cargo is

carried at ambient temperature and no insulation is
required
 No reliquefaction plant is required
 Operations are simpler

 Disadvantages

 Due to their shape, the use of underdeck space cannot be

optimised
 High design pressure requires considerable tank wall
thickness, with consequent increase in displacement weight
and cost
 The weight in tons of cargo carried is lower than for a
refrigerated ship of similar size, due to cargo density
difference 31
 TANKER LIQUID GAS

Ship’s Standard Type

1. “A Type 1G Ship”
Requires maximum preventive measures
2. “A Type 2G Ship”
Requires significant preventive measures
3. “A Type 2PG Ship”
≤ 150m in length and requires significant
preventive measures
4. “A Type 3G Ship”
Requires moderate preventive measures
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 TANKER LIQUID GAS

Terms in IGC Code

1. Boiling point
2. Cargo area
3. Cargo containment system
4. Gas carrier
5. Gas-dangerous space or zone
6. Hold space
7. Interbarrier space
8. MARVS (maximum allowable relief valve setting of a cargo tank)
9. Primary barrier
10. Secondary barrier
11. Tank dome
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 TANKER LIQUID GAS

Terms in IGC Code

1. Integral tank
2. Membrane tank
3. Semi-membrane tank
4. Independent tank
5. Internally insulated tank

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INTEGRAL TANKS
 Integral tanks form a structural part of the ship's
hull and are influenced in the same manner and
by the same loads that stress the adjacent hull
structure.
 The design vapour pressure is not normally to
exceed 0,025 N/mm2 (0.25 bar).

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MEMBRANE SYSTEM
 Membrane system comprising a thin lnvar primary barrier. lnvar
is a stainless steel alloy containing about 36 per cent nickel and
0.2 per cent carbon.
 This is attached to the inner (cold) surface of perlite-filled plywood
boxes used as primary insulation.
 These boxes have thickness of between 200 and 300 millimetres.
These, in turn, are attached to an identical inner layer of lnvar
(the secondary barrier) and, finally, a further set of similar perlite-
filled boxes is used for secondary insulation. lnvar is chosen for
 he membranes because of its very low coefficient of thermal
expansion, thus making expansion joints, or corrugation, in the
barriers unnecessary. Newer designs of the GTT 96 system
utilise lnvar membranes of 0.7 millimetres thickness in
strakes of
 0.5 metres width and strengthened plywood boxes to hold the
perlite insulation. The perlite is processed with silicon to make it
impervious to water or moisture. The thickness of the insulation
boxes can be adjusted to obtain the required amount of boil-off.
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MEMBRANE SYSTEM

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 Semi-Membrane Tanks
 The semi-membrane concept is a variation of the membrane
tank system.
 The primary barrier is much thicker than that in the
membrane system, having flat sides and large radiused
corners.
 The tank is self-supporting when empty but not in the loaded
condition. In this condition the liquid (hydrostatic) and vapour
pressures acting on the primary barrier are transmitted
through the insulation to the inner hull as is the case with the
membrane system.
 The corners and edges are designed to accommodate
expansion and contraction.
 Although semi-membrane tanks were originally developed for
the carriage of LNG no commercial-size LNG carrier has yet
been built to this design.
 The system has however, been adopted for use in LPG
tankers and several Japanese-built fully refrigerated LPG
carriers have been delivered to this design. 40
CARGO CONTAINMENT SYSTEMS
A cargo containment system is the total arrangement
for containing cargo including, where fitted:
• A primary barrier (the cargo tank);
• Secondary barrier (if fitted);
• Associated thermal insulation;
• Any intervening spaces, and
• Adjacent structure, if necessary, for the support of
these elements.
 For cargoes carried at temperatures between -10°C
and -55°C the tanker's hull may act as the secondary
barrier and in such cases it may be a boundary of the
hold space.
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TYPE OF TANK CONTAINMENT SYSTEMS
 lndependent Type 'A' (fully ref.)
 lndependent Type 'B' (typical LNG tank)
 Independent Type 'C' (fully pressurised)
 Membrane (typical LNG tank)
 Individual legislations may use differing
definitions for tank types

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INDEPENDENT TANKS
Are self-supporting;
They do not form part of the ship's hull and are
not essential to the hull strength.

There are three categories of independent tanks;

Type A (generally self-supporting prismatic tank)

Type B (generally self-supporting spherical tank)

Type C (generally self-supporting cylindrical

tank).
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TYPE “A” TANKS
 . Type 'A' tanks are constructed primarily of flat
surfaces.
 The maximum allowable tank design pressure in the
vapour space for this type of system is 0.7 barg; this
means cargoes must be carried in a fully refrigerated
condition at or near atmospheric pressure (normally
below 0.25 barg).
 Figure below, it shows a section through this type of
tank as found on a fully refrigerated LPG carrier.
 This is a self-supporting prismatic tank which requires
conventional internal stiffening. In this example the
tank is surrounded by a skin of foam insulation.
 Where perlite insulation is used, it would be found
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filling the whole of the hold space.

TYPE “A” TANKS
 The material used is not crack propagation resistant.
 Therefore, in order to ensure safety, in the unlikely
event of cargo tank leakage, a secondary containment
system is required and is known as the secondary
barrier.
 This secondary containment system is known as a
secondary barrier and is a feature of all tankers with
Type 'A' tanks capable of carrying cargoes below -10°C.
 For a fully refrigerated LPG carrier (which will not
carry cargoes below -55°C) 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 tanker's hull, as shown in the figure.
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 TANKER LIQUID GAS

Cargo Containment Systems: Independent Tanks

Type “A” Tanks

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47
TYPE TANK A
1. The IGC Code stipulates that a secondary barrier
must be able to contain leakage for a period of 15
days.
2. On such ship, the space between the cargo tank
(sometimes referred to as primary barrier) and
the secondary barrier is known as the hold space.
3. When flammable cargoes are being carried, these
spaces must be filled with inert gas to prevent a
flammable atmosphere being created in the event
of primary barrier leakage.

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THE ‘B’ TYPE TANKS
1. The ‘B’ type tanks can be flat or spherical.
2. It is subjected to a much more detailed stress analysis.
These controls must include an investigation of fatigue life
and a crack propagation analysis.
3. Because of enhanced design factors, a Type “B” tank
requires only partial secondary barrier in the form of a drip
tray.
4. The hold space in this design is normally filled with dry
inert gas.
5. The type ‘B’ spherical tank is almost exclusively applied to
LNG ships; seldom featuring in the LPG trade.
6. Type ’B’ tank need not be spherical, it can be prismatic
shape in LNG service (maximising ship-hull volumetric
efficiency and have the entire cargo tank placed beneath the
main deck 49
 TANKER LIQUID GAS

Cargo Containment Systems: Independent Tanks

Type “B” Tanks

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TYPE B

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TYPE B TANK
 The prismatic Type 'B' tank has the benefit of
maximising tanker-hull volumetric efficiency and
having the entire cargo tank placed beneath the main
deck.

 Where the prismatic shape is used, the maximum

design vapour space pressure is, as for Type 'A' tanks,
limited to 0.7 barg.

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TYPE ‘C’ TANKS
1. Type ‘C’ tanks are normally spherical or cylindrical
pressure vessel having design pressure higher than 4
barg.
2. The tanks may be vertically or horizontally mounted.

3. This type of containment is always used for semi-

pressurised and fully-pressurised gas carriers.
4. Accordingly, no secondary barrier is required for Type
’C’ tanks and the hold space can be filled with either
inert gas or dry air.
5. In the case of fully-pressurised ship (where the cargo
is carried at ambient temperature), the tanks may be
designed for a maximum working pressure of about 18
barg. 53
 TYPE C
FULLY PRESSURISED

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TYPE C TANK
1. For semi-pressurised ship, the cargo tanks and
associated equipment are designed for working
pressure of approx 5-7 barg and a vacuum of
0.5 barg.
2. The steel are capable of withstanding carriage
temperature of -48°C for LPG or -104°C for
ethylene
3. Cargo: CO2, Chlorine, Ethylene Oxide, Methyl
Bromide, Sulphur dioxide) …. Mainly cargoes
carried on 1G ships. 55
 TANKER LIQUID GAS

Cargo Containment Systems: Independent Tanks

Type “C” Tanks

Type ‘C’ Tanks Type ‘C’ Tanks

Fully Pressurised Semi-Pressurised with 56
Bi-lobe Tanks
LNG
 If the liquefied natural gas, refrigerated to a
chilling 162C below zero, were to contact a
large section of the ship’s steel structure, the
hull would shatter like glass.
 It takes more than two years to install the
shiny circus tent made of thin - up to
approximately 1.5mm material - such as
Invar, a steel alloy, or Triplex.
 This membrane rests flexibly in a shell of
bonded wood strips within the ship’s hull,
capable of accommodating 30,000 cubic metres
or more of LNG. 57
MEMBRANE TANK

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 TANKER LIQUID GAS

Cargo Containment Systems: Independent Tanks

Other Containment Systems

Gaz Transport Membrane System Technigaz Membrane System

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Inside membrane cargo tank

obs.2013
60
LNG

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 TANKER LIQUID GAS

Cargo Heaters
1. Use to heat cargo to avoid low temperature
embrittlement of shore tanks and pipelines
2. Conventional horizontal shell and tube type
exchanger and mounted in open are of ship’s deck
3. Sea water is used as heating medium
4. Design to raise temperature from -45°C to -5°C

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 TANKER LIQUID GAS

Heat Exchanger
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 TANKER LIQUID GAS

Cargo Vaporizers
1. Produces cargo vapour from liquid
2. Vapour may be needed to gas-up cargo tank
or to maintain cargo tank pressure during
discharge
3. Vertical or horizontal shell with tube heat
exchanger
4. Uses steam or harbour water as heating
sources 64
 TANKER LIQUID GAS

Cargo Vaporizers

65
LNG VAPORIZER

The LNG vaporiser is a shell and tube type heat
exchanger that is used for vaporising LNG liquid
for the following operations:Exceptionally, when
discharging cargo at the design rate without the
availability of a vapour return from the shore.
 If the shore is unable to supply vapour return,
liquid LNG is fed to the vaporiser by using one
stripping pump or by bleeding from the liquid
header.
 The vapour produced leaves the vaporiser at
approximately –140 degree C and is then
supplied to cargo tanks through the vapour
header. 66
 TANKER LIQUID GAS

Reliquefaction Plants & Boil-Off Control

Controlling vapour pressure in cargo tanks during
cargo discharge and on passage is very essential.
Reliquefaction plant is fitted for this purpose
1. To cool down the cargo tanks and associated
pipelines before loading.
2. To reliquefy the cargo vapour generated by
flash evaporation, liquid displacement and
boil-off during loading.
3. To maintain cargo temperature and pressure
within prescribed limits while at sea by
reliquefying the boil-off vapour
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 TANKER LIQUID GAS

Reliquefaction Plants & Boil-Off Control

obs.2013
Indirect Cooling Cycles 68
 TANKER LIQUID GAS

Reliquefaction Plants & Boil-Off Control

Single-Stage Direct Reliquefaction Cycle 69

 TANKER LIQUID GAS

Reliquefaction Plants & Boil-Off Control

Two-Stage Direct Reliquefaction Cycle with Inter-Stage Cooling

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 TANKER LIQUID GAS

Reliquefaction Plants & Boil-Off Control

Cascade Reliquefaction Cycle 71

 WHY A LIQUEFIED NATURAL GAS (LNG) CARRIER IS NOT
NORMALLY FITTED WITH A RELIQUEFACTION PLANT?

HOW LNG BOIL-OFF VAPOURS ARE HANDLED ON THIS VESSE?

 LNG is liquefied by refrigeration to -162°C and this process is

carried out ashore before the cargo is loaded.
 LNG carrier is fully insulated because it is not cost effective to
liquefy the boil-off vapours (methane) on board.

 The boil-off vapours are burned as fuel gas in the engine room.
 TANKER LIQUID GAS

Level Alarm & Automatic Shut-Down System

1. With exception of Type ‘C’ tanks < 200 m3,
every cargo tank must be fitted with
independent high level sensor giving audible
and visual alarms
2. The high level alarm or independent sensor
automatically stops the flow of cargo to the tank

73
 TANKER LIQUID GAS

Pressure & Temperature Monitoring

1. Gas Codes requires pressure monitoring
throughout cargo system
1.1 Position in cargo tanks, pump compressor
discharge lines, liquid crossovers and vapour
crossovers
1.2 Pressure switches are fitted to various systems
to protect personnel & equipment by operating
alarm and shut-down systems
2. Gas Codes requires at least 2 devices for
indicating cargo tank temperature – one at
bottom and the other one at tank top but below
highest allowable liquid level
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 TANKER LIQUID GAS
Gas detection Systems
1. Gas Codes requires gas carriers to have a fixed
gas detection system with audible and visual
alarms
1.1 Wheelhouse, CCR and all gas detector
readout location
1.2 Detector heads to be fitted in cargo
compressor room, electric motor room, CCR
(unless gas-safe), enclosed spaces, airlocks
and burner platform vent hoods & engine
room gas supply pipelines (LNG ships only)
1.3 Alarms activate when vapour concentration
reaches 30% LFL
2. Every ship carries 2 sets of portable gas 75
detection equipment
 TANKER LIQUID GAS

Emergency Shut-Down (ESD) System, Fail-Safe

1. Push buttons operated pneumatically or
electrically are located at several locations
2. Closes remotely actuated valves and stop cargo
pumps & compressors
3. Closes automatically upon loss of electric control
or valve actuator power
4. Closes automatically when a fire occurs at tank
domes or cargo manifold
5. Individual tank filling valves closes automatically
upon actuation of overfill sensor

76

ESD should be initiated by the following EMERGENCIES
SHIP
Manual Trip
Operation of manual trip
Automatic Trip
Shut-down signal from ashore
Overfilling of any cargo tank
Power loss to valve controls
Loss of control air pressure
ESD valve moving from full open
ESD logic failure
Fire in cargo area
Loss of electric power
TANKER LIQUID GAS
TERMINAL
Manual Trip
Operation of manual trip
Automatic Trip
Shut-down signal from ashore
Overfilling of any cargo tank
Power loss to arm manoeuvring
Power loss to ERS
ESD logic failure
Fire in terminal area
Loss of electric power
Ship movement – pre-ERS
Activation of the PERC
High level in surge drum
77

ESD should initiate the following IMMEDIATE ACTIONS
SHIP
Send shut-down signal to the
shore
Trip ship’s cargo and spray pumps
Trip booster pumps (LPG)
Trip vapour return compressor
Start to close ship’s ESO valve
TANKER LIQUID GAS
TERMINAL (LOADING)
Send shut-down signal to ship via
the ship/shore link
Trip loading pump
Open spill back valves
Start to close shore ESD valve
TERMINAL (DISCHARGING)
Send shut-down signal to the ship
Start to close shore ESD valve
78
 TANKER LIQUID GAS

Relief Pressure System

1. At least 2 relief valves for each cargo tank, 1 if
tank ≤ 20 m3
2. Valves are either spring-loaded or pilot-
operated

79
.
TANKER LIQUID GAS
spring-loaded

pilot-operated

80
 TANKER LIQUID GAS

Cargo Pumps
1. Usually centrifugal type, deepwell or submerged
2. Operate alone or in parallel
3. May operate in series with deck mounted booster pump

81
 TANKER LIQUID GAS

Deepwell Cargo Pumps

82
 TANKER LIQUID GAS

Submerged-Type Cargo Pumps

1. Electric motor
2. Electric motor frame
3. Mechanical seal
4. Outlet inducer
5. Bearing frame inducer
6. Inducer
7. Inlet inducer
8. Pump frame
9. Base frame
10. Bearing
11. Impeller
12. Shaft
13. Impeller sleeve
14. Pressure resistant
cylinder
83
15. Coupling
 TANKER LIQUID GAS

Type of Gauging 84
 TANKER LIQUID GAS

Radar Ullage Gauge 85

 TANKER LIQUID GAS

Shore
Connection
Arms

86
 BEFORE CARGO OPERATIONS ARE CARRIED OUT
1. It is essential that cargo tanks are thoroughly inspected
for cleanliness.
2. All loose objects are removed and that all fittings are
properly secured.
3. Any free water must be removed.
4. Once this inspection is completed, the cargo tank should
be securely secured closed and air drying operation may
start.
5. Whatever method is used for drying, care must be taken
to achieve the correct dew point temperature.
6. Malfunction of valves and pumps due to ice or hydrate
formation can result from inadequately dried system.
While the addition of anti-freeze may be possible to allow
freezing point depression at deep-well suctions, such 87
procedure must not substitute for thorough drying.
PREPARATION FOR LOADING LNG
CARGO - DRYING OF CARGO TANKS

 During dry docking or inspection, cargo tanks which

have been opened and contained humid air, must be
dried to avoid the formation of ice when they are
cooled down and the formation of corrosive agents if
the humidity combines with sulfur and nitrogen
oxides which might be present in excess in the inert
gas.

88
PREPARATION FOR LOADING LNG CARGO -
DRYING OF CARGO TANKS

 The drying operation need not be performed

independently by using dry air, instead during inerting
operation by supplying dry inert gas, drying operation
can be achieved.
 During such operation special attention is required to
the delivery temperature of inert gas to prevent
condensation of humid air inside the tank.

Dry air, with a dew of -70ºC to -40ºC, can be produced

by the onboard IGG system.

89
BEFORE CARGO OPERATIONS ARE CARRIED OUT
1. Drying using inert gas from the shore:
2. It is now commonly done and has the advantage of
providing the dual functions of lowering the moisture
content in tank atmospheres to the required dew point
and at the same time lowering the oxygen content.
3. The disadvantage is that more oxygen is used than if it
is simply a question or reducing the oxygen content at a
particular value.
4. Drying using inert gas from ship’s plant:

5. Drying can be accomplished at the same time as the

inerting operation when using the ship’s inert gas generator
but satisfactory water vapour removal is dependent on the
specification of the IG system 90
BEFORE CARGO OPERATIONS ARE CARRIED OUT
1. On board air-drying system:
2. Using an air-drier system fitted on board. Air is drawn
from the cargo tank by a compressor or provided by the on
board inert gas blower (w/o combustion) and passed
through a refrigerated drier.
3. The drier is normally cooled by R22 refrigerant. Here the
air is cooled and the water vapour is condensed out and
drained off. The air leaving the drier is saturated at lower
dew point. Further reduction of the dew point can be
achieved by a silica gel after-drier fitted downstream.
4. Thereafter, the air may be warmed back to ambient
conditions by means of an air-heater and returned to the
cargo tank.
91
 TANKER LIQUID GAS
Cargo Handling Operations - Sequence of Operations
When a gas carrier first comes alongside a berth to carry out
cargo handling operations, it is essential that the preliminary
(ship/shore interface) procedures are properly completed.
Tank Inspection
Drying
Inerting
Gassing Up
Cool Down
Loading
Loaded Voyage
Discharge
Ballast Voyage
Changing Cargo 92

Preparation for Tank Inspection or Drydocking

 TANKER LIQUID GAS
Standard Operations
Dry Docking

Aeration N2 Purging (Insulation Space)

Drying
Inerting
Inerting
Warming Up
Gas Filling
Stripping
Cooling Down
Ballast Voyage
LNG Unloading LNG Loading

Laden Voyage
93
 TANKER LIQUID GAS

Cargo Handling Operations

Nitrogen Purging of Containment System
1. Replace the ambient humid air in the insulation
space with dry nitrogen
2. On Moss spherical type, the insulation around
the cargo tanks is part of the leak protection
system

94
OPERATION PROCEDURES AND PRECAUTIONS
 i) It is essential that cargo tanks are thoroughly
inspected for cleanliness, free of liquid, any loose
objects and all fittings are properly secured.
 Once this inspection has been completed, the cargo
tank should be securely closed and drying operation
can be started

ii) During drying operation, measure the atmosphere

at different levels at regular intervals.
 When the dew point of the cargo tank drops below than
the planned temperature, finish the drying

95
 DRYING OF HOLD SPACES
 The drying operation of a hold space is carried out in
order to prevent tank insulation damage due to
condensation of moisture inside it prior to initial cool
down operation and periodically during a voyage.

 Fresh air is dehumidified by the IGG and sent to a hold

space as dry air with a dew point of -70ºC to -40ºC
through its bottom section, humid air inside the hold
space is released through the vent pipe provided in the
upper portion of the tank.

 The hold space should be maintained at a higher pressure

than the atmospheric pressure.
96
 TANKER LIQUID GAS

Cargo Handling Operations

Tank Inspection & Drying (assuming coming directly from yard or dry dock)
1. Thoroughly inspects cargo tanks before drying
2. Drying removes water vapour and free water
from system or else can cause problems with
icing and hydrate formation
2.1 Drying using inert gas from shore
2.2 Drying using inert gas from ship’s plant
2.3 On board air-drying system

97
 TANKER LIQUID GAS

Cargo Handling Operations

Inerting
1. Primarily to secure a non-flammable condition
during subsequent gassing-up of cargo
2. Also to avoid chemical reaction with incoming
vapour of more reactive gases. Levels of 0.1% O2
may be required – then use nitrogen
2.1 Displacement method
2.2 Dilution method
By repeated pressurisation
By repeated vacuum
By continuous dilution

99
 TANKER LIQUID GAS

Cargo Handling Operations (Inerting)

100
 TANKER LIQUID GAS

Cargo Handling Operations

Gassing-Up
1. N or CO2 cannot be condensed by reliquefaction
2. Remove inert gas from cargo tank prior loading
using vapour from cargo to be loaded
3. Vent incondensibles (N or CO2 in IG) to
atmosphere
4. Subsequent reliquefaction (cooling-down)can
operate efficiently

101
GASSING UP OPERATIONAL CYCLE
1. N or CO2 cannot be condensed by reliquefaction. This is
because, at cargo temperature, each is above its critical
temperature and is, therefore, incondensable
2.After lay-up or dry dock, the cargo tanks are filled with
inert gas or nitrogen.
3.If the purging has been done with inert gas, the cargo
tanks have to be gassed up and cooled down when the
vessel arrives at the loading terminal.
4.This is because, inert gas contains about 15% carbon-
dioxide, which will freeze at around -56.6ºC and
produces a white powder which can block valves, filters
and nozzles.

102
GASSING UP OPERATIONAL CYCLE
1.During gassing up, the inert gas in the cargo
tanks is replaced with warm LNG vapor.
2.This is done to remove carbon dioxide and to
complete drying of the tanks.
3.The LNG vapour is lighter than the inert gas,
which allows the inert gases in the cargo tank to
be exhausted up the tank filling line to the liquid
header.
4.The inert gas then vents to the atmosphere via
the vent mast.

103
GASSING UP OPERATIONAL CYCLE

When 5% volume methane is detected at No.1 vent mast

riser, the exhausting gas is directed ashore for
retrieval of flaring.

The operation is considered complete when the methane

content’ as measured at the top of the cargo filling
pipe, exceeds approximately 98% by volume.

The target values for N2 gas and inert gas CO2 is equal
or less than 1%. The gassing-up procedures normally
requires approximately 1.8 – 2.0 atmosphere changes.

104
 INITIAL COOL DOWN OF CARGO TANKS

 Cool down is an operation to pre-cool cargo tanks and

lines required before taking on cryogenic LNG.
 Cargo tank cool down is carried out by spraying LNG
through the spray nozzles of each cargo tank, using
LNG received from the shore terminal.
 The cool down operation from an ambient temperature
(from a condition after gassing up) to a planned
temperature, is called ‘initial cool down’ and is to be
differentiated from an ordinary cool down operation
carried out on ballast voyage.

105
INITIAL COOL DOWN OF CARGO TANKS
 Before LNG can be introduced into the cargo system
of an LNG vessel, the system, and in particular the
cargo tanks, have to be cooled down to a temperature
close to that of the LNG which is to be loaded.
 The reasons for this are as follows:

 Vapour generation

 Cargo tank Material

106
VAPOUR GENERATION
 If LNG is introduced directly into warm tanks, the LNG
will almost immediately turn into vapour.
 LNG has a liquid to gas expansion ratio 1: 600.

 Therefore, to enable the liquid to be loaded into the

tank at a reasonable loading rate, necessity of large
compressors would be required to remove the vapour
generated in the process.
 By reducing the cargo tank temperature, the amount of
heat that is available to transfer into and heat the LNG
is minimized.
 Consequently the amount of vapour generated can be
maintained within reasonable limits.
107
LNG TANK COOLING DOWN WITH LIQUID FROM SHORE
 After the cargo system has been gassed up the
headers and tanks must be cooled down before loading
can commence.
 The cool down operation follows immediately after the
completion of gassing up using the LNG supplied from
the terminal.

 The rate of cool down is limited for the following

reasons, note that although many of the reasons
remain similar between Membrane and Moss vessels
the
 Moss vessels have additional requirements that must
be complied with.
108
LNG TANK COOLING DOWN WITH LIQUID FROM SHORE
 To avoid excessive pump tower stresses.

 Vapour generated during the cool down of the tank

must remain within the capabilities of the HD
compressors, to maintain a tank pressure safely
below that release pressure of the safety valves.

 On Membrane vessels to remain within the capacity

of the Nitrogen system, to maintain the primary and
secondary insulation spaces at the required pressure.
 To stay within the vertical thermal gradients and
equatorial cool down rate as specified by the tank
manufacturers. This is particularly important on
Moss vessels.
109
LNG TANK COOLING DOWN WITH LIQUID FROM SHORE

 LNG is supplied from the terminal to the manifold

cool down line and from there directly to the spray
header.
 The various spray valves are operated in order to
produce a temperature profile in line with, but not
exceeding, the manufacturers’ instructions.
 Some tanks may require a minimum equatorial
temperature before bulk loading may commence; this
temperature is to be strictly adhered to.

110
CARGO TANK MATERIAL
 Most cargo tanks are constructed of stainless steel
which is a material, that retains its flexibility and
strength characteristics over the temperature range
being considered (-180ºC - 50ºC).
 However problems could occur if the material is
subjected to very local and rapid cooling such as when
a small droplet of LNG comes into contact with a warm
tank wall.
 Because of the transfer of the heat from the wall into
the liquid, the temperature at the particular point will
decrease rapidly causing large thermal stresses to arise
between the point and the surrounding material.
 This could lead to stress cracking.
111
 TANKER LIQUID GAS

Cargo Handling Operations (Gassing-Up)

112
 TANKER LIQUID GAS

Cargo Handling Operations (Gassing-Up)

Tank Spray Rails (Membrane)

113
 TANKER LIQUID GAS

Cargo Handling Operations (While Gassing-Up)

114
 Tank Volume Required Required Required Hat
(m3) NG LNG LNG Energy
(m3) (kg) (m3) (MMBTU)
No.1 21943 39497.04 32071.60 68.40 1648.50

No.2 50430 72777.06 59095.00 126.00 3037.50

No.3 40443 72996.90 59111.00 126.00 3038.30

No.4 37831 368095.62 55293.60 117.90 2842.10

Total 140648 253167 55293.60 438.00 10566.00

Required NG/LNG for Gassing-Up

115
 TANKER LIQUID GAS

Cargo Handling Operations

Cool-Down – Refrigerated Ship
1. To avoid excessive tank pressure due to flash
evaporation during bulk loading
2. Spray cargo liquid in a tank at slow rate.
3. Cool down slowly to minimise thermal stress,
usually 10°C/hr
Cool-Down – Semi-Pressurised Ship
1. Cargo tank constructed of steel and avoid lower
temperatures than allowed

116
 TANKER LIQUID GAS

Cargo Handling Operations (Cooling-Down)

117
 TANKER LIQUID GAS

Cargo Handling Operations

Loading – Preliminary Procedures
1. Conduct pre-operational ship/shore procedures
1.1 Setting of cargo tank relief valves & high
alarm pressures
1.2 Remotely operated valves
1.3 Reliquefation equipment
1.4 Gas detection system
1.5 Alarms and controls
1.6 Maximum loading rate
1.7 Cargo info including inhibitor certificates
from terminal
1.8 Other precautions – deballasting, stresses 118
 TANKER LIQUID GAS

Cargo Handling Operations

Loading – Preliminary Procedures
2. Plan cargo distribution and sequence to achieve
acceptable structural stress and intact and
damaged stability conditions
3. Consider sloshing effect, particularly for loading
in membrane-type tanks that have no C/L wash
bulkhead
4. Consider cargo tank loading limits wrt large
thermal coefficient of expansion

119
 TANKER LIQUID GAS

Cargo Handling Operations

Loading – Control of Vapours
1. Control cargo vapours is carried out using
1.1 Vapour return line to the shore coupled with
a gas compressor
1.2 Ship’s reliquefaction plant for liquid return
to ship’s tank
1.3 Both

120
 TANKER LIQUID GAS

Cargo Handling Operations

Loading – Early Stages
1. Loading refrigerated ships
2. Loading pressurised ships
3. Loading pressurised ships from refrigerated
storage
4. Loading semi-pressurised ships from
refrigerated storage

121
 TANKER LIQUID GAS

Cargo Handling Operations

Loading – Bulk Loading
1. Ensure that the cargo tanks contain no
incondensibles gases
2. Maintain close watch on cargo tank pressures,
temperatures, liquid levels and interbarrier
space pressures
3. Towards end of loading, transfer rates should be
reduced as agreed to accurately top-off tanks
4. On completion, drain ship’s pipelines to cargo
tank. Remaining liquid residue is cleared by
blowing ashore with vapour
5. Closed manifold valves and disconnect loading
arm from manifold flange 122
 TANKER LIQUID GAS

Cargo Handling Operations

Commencing Load/Cool–Down Insulating Flange

(Frosting of Lines) 123
 TANKER LIQUID GAS
Cargo Handling Operations
Loading – Bulk Loading

124
 TANKER LIQUID GAS

Cargo Handling Operations

Loaded Voyage
1. Maintain strict control of cargo temperature and
pressure – achieve by reliquefying cargo boil-off
and return to tanks
2. Incondensibles gases must been vented out
3. In LNG ships, the boil-off is burned as fuel in
ship’s main boiler
4. May be required to reduce temperature of LNG
cargo so to arrive at discharge port with cargo
temperature below that of shore tanks
5. Conduct regular checks on cargo equipments,
leaks in nitrogen/supply lines, cold spot
125
inspections on LNG
 TANKER LIQUID GAS
Cargo Handling Operations
Loaded Voyage

126
 TANKER LIQUID GAS

Cargo Handling Operations

Vaporiser

Reliquefaction Plant 127

 TANKER LIQUID GAS

Cargo Handling Operations

Discharging
1. Cargo tank pressures and temperature should be
in accordance with terminal requirements
2. Conduct pre-operational ship/shore procedures
(similar to loading operations)
3. Discharging method depends on ship’s type,
cargo specification and terminal storage
3.1 Discharge by pressurising the vapour space
3.2 Discharge with or without booster pumps
3.2 Discharge via booster pump and cargo
heater
128
 TANKER LIQUID GAS

Cargo Handling Operations

Discharging
4. Monitor liquid level in the cargo tank
5. Control discharge and ballast operations wrt to

bs.2013
ship stability and hull stress
6. Removal of liquid from cargo tank may cause
changes in inter-barrier space pressures

131
 TANKER LIQUID GAS

Cargo Handling Operations

Ballast Voyage
1. If same grade of refrigerated is loaded next, it is
usual to maintain small quantity of previous

os.2013
LNG cargo
2. Spray cool-down pumps provides liquid to spray
lines fitted in upper part of each tank to
minimise tank thermal gradients
3. For LPG cargoes, the small amount remaining
after discharge is sufficient to provide the
cooling effect
4. If loading incompatible product at next loading
terminal, do not retain previous cargo. 132
 TANKER LIQUID GAS

Cargo Handling Operations

Changing Cargo (& Preparation for Drydock)
1. Check compatibility of next cargo
2. If not compatible, tanks need to be gas- freed to
allow visual inspection
3. Full procedures for gas-freeing
3.1 Make the tank liquid-free
3.2 Warm the tank with hot cargo vapours (if
necessary)
3.3 Inert the tank
3.4 Ventilate with air
4. Above also applicable when gas-freeing the ship
for drydock 133
 TANKER LIQUID GAS

Cargo Handling Operations

Removal of Cargo Liquid Residue by Pressurisation

134
 TANKER LIQUID GAS

Cargo Handling Operations

LNG Carrier Warming the Tanks

135
 TANKER LIQUID GAS

Cargo Handling Operations

LNG Carrier Inerting

136
 TANKER LIQUID GAS

Cargo Handling Operations

Aeration

137
 TANKER LIQUID GAS

Cargo Handling Operations

138
TANKER LIQUID GAS

139
TANKER LIQUID GAS

140
TANKER LIQUID GAS

141
TANKER LIQUID GAS

142