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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.
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.
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.
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9
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To Main deck
Dryer
close
open
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.
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2
3
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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.
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2
3
4
5
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7
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9
10
11
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
146 m3
293 m3
39141 m3
33.5 Hrs
2.5 Hrs
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.
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.
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.
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.
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.
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.
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.
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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
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8
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.
= M * ( h1-h10)
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
1.024
0.714
2.484
1.866
1.50%
2.00%
15%