As per IGS code 15.1.3 1) For fully pressurize when no cargo vapour pressure/temperature control, as referred to in chapter 7, is provided, the temperature corresponding to the vapour pressure of the cargo at the set pressure of the PRVs; Posssible to say Reference temperature equal (same) to MARVS temperature setting . 2) Semi-full ref when a cargo vapour pressure/temperature control, as referred to in chapter 7, is provided, the temperature of the cargo upon termination of loading, during transport or at unloading, whichever is the greatest. Possible to say is max cargo temperature during loading , discharging , sea carried cargo . As per IGS code 15.6.1 A document shall be provided to the ship , specifying the maximum allowable loading limit for each cargo tank and product , at each applicable loading temperature and maximum reference temperature . The information in this document shall be approved by the Administration or recognized organization acting on this behalf .

The rates at which the cargo tanks can be cooled without creating undue thermal stresses will depend on the design and materials of the containment system. In general cases the recommended cool-down rate shall not exceed 10°C per hour. Reference should always be made to the cargo operating manual to determine the allowable tank cool-down rates.

Rate pump per hrs for example 240 m3 per hrs (Calculate what pressure to keep Cargo denst X 9,81 (Speed of free fall ) x H (Delivery to head for sample 120 m per min ) . Based on H present diagram rate .

Covered by the by the vessel sea wave for safe Embarkation

Volume reduction factor is used to correct the volume at real temperature relative to the declared density D15/4. Because vessel can be contructed not under 15° can 2° a temperature correction usually first figure 11 or 12 .

Vessel Particulate Questionary Need to filling before Vetting inspection.

Cargo control room

– Including minimum 3 temperature gauges Top-Middle – Bottom , pressure gauges can be separated for vacuum .

Volume liquid factor (Volume density factor) is a coefficient used to convert the gas component of the cargo in the tank into a liquefied state.

Before commenced loading the cargo pipes and cargo tanks should be filling under Innert Gas or Nitrogen or Nominated cargo vapour . Loading LPG Gases possible on only innert gas or nitrogen if dew point +5°C but under load propane can be mixed with innert gas . Important during gasin up use effect piston what is not give possibility to mix cargo vapour and innert gas . Purge propane gasin up going from bottom to top . Loading izo-Butane , butane n1 , n2 , Butene only on nitrogen .

When tank is not fully loaded and present free surface during of moving liquid tank will be have hydrodynamic hits what can be damage cargo tank , also under rollover liquid will be have more evaporated effect under turbulence and increase vapour pressure . Also sloshing have effect on stability as free surface effect in tank and increase electro static in tank . For reduce sloshing vessel usually load hold up to max level and in hold installed separation bulkhead . Mostly present in Membrane tanks.

Discharge Tank valve (Other valve Vapor , Spray , liquid -closed) → By-pass (Manifold keep close)→ Start pump .

5-8

The forcing vaporizer is used for vaporizing LNG liquid to provide fuel gas for burning in the boilers in order to supplement the natural boil-off. Both the LNG and forcing vaporizers are usually situated in the cargo compressor room. LNG evaporation rate: 2,700kg/h ; LNG inlet temperature: - 163°C ; LNG inlet pressure: 290kPa ; Gas outlet temperature: - 40°C .

Cargo compressor need for increase temperature can be during loading to avoid vacuum , after discharging to remove cargo residue , gas coming from vapor line to compressor and return to hold as hot gas can be until abt 60 degree .

boiling point -6° , Liquid D-0.620 m3 ,Air D- 2.05 kg

Ammonia

1

The LNG vaporizer is used for the following purposes: to assist in the discharge of cargo when the lack of vapour return from the shore would cause a reduction in the cargo tank pressure , to purge cargo tanks with vapour after inerting with IG and prior to cooling; to act as the forcing vaporizer in the event of the forcing vaporizer failure.

Cargo pumps must be started first and create a liquid support in booster’s suction line, since booster pumps are centrifugal pressure type pumps. “Series” arrangement will increase discharge pressure. It will have more effect on the back pressure resistance but with limited capacity. “Parallel” arrangement will have smaller effect on the pressure but capacity of the 2 booster pumps will create the discharging rate.

Latent heat is the energy required to change the state of a substance without altering its temperature. For example, at 100°C, the heat added to turn water into vapor is latent heat.

The COLD ESD is the ESD test, which is carried out after the procedure of manifold cooldown has been conducted. This procedure is not compulsory and depends on terminal

pushes cargo toward the surface by changing the rotatory motion (speed) into kinetic energy, and diffuser blades further convert this K.E into pressure energy.

Only when the concentration of cargo vapour in the cargo tank(s) has reached approx. 90% by volume, or as specified by Compressor Operation manual, should the cargo compressor (RLU) be started, cooling down of the system begins. Before starting air cargo compressor need purge-in compressor by cargo vapour including all pipes for totally remove all oxygen residue .

Specific gravity or Relative density is the ratio of the density of a substance to the density of a given reference material.Calculation 60/60 in faregate in C abt 15°

Cargo heater/vaporizer must be used in this case to maintain positive C/T pressure. Some liquid from the discharging line goes to the heater and produced vapour comes back to the cargo tank. Quantity of vaporizing liquid may be adjusted to keep the pressure stable throughout the whole discharging operation .

98-100

IGC - 15.4.1 A filling limit greater than the limit of 98% specified in 15.3 may be permitted under the trim and list conditions specified in 8.2.17. For calculation present formula 98% x Refence Condition density / Loading condition density easy to say (Volume 98% x Reference temperature ) , Calculation Cargo Filling limit : - IGC - 15.4.1 A filling limit greater than the limit of 98% specified in 15.3 may be permitted under the trim and list conditions specified in 8.2.17. Only LNG spheric tank have 99% . Remain 2% need for enough pressure vapor intake for compressor and to be not taken liquid to compressor especially during rolling/pitching. For Type C tanks where there is no temperature control and the pressure of the cargo is dictated by the ambient temperature, then the design vapour pressure should not be less than the gauge vapour pressure of the cargo at a temperature of 45C (MSC/Circ.604 For service in especially hot or cold zones these design temperatures should be increased or reduced, as appropriate, by the Administration." this proof can take the form of a Letter of Compliance issued by the Flag State Administration or a certificate provided by the Classification Society which is acceptable to Administrations.). For ammonia, the design vapour pressures would be not less than, say, 17 bar gauge, for propane not less than 14.5 bar gauge., Calculation Loading Filling for Fully Pressurize : LL = 98% x (R / L ) Reference temperature +49C (corresponding to Saturated Vapour Pressure (SVP) of 16 + 1 = 17 bar for propane) . Density of liquid propane at 49C =452 kg/m3 Loading temperature =-5C Density of liquid propane at -5C =536.4 kg/m3 LL =98 x(452 / 536.4) - The tank can be loaded on 82.6 % . Or For example we load Butane FL = LL 98 x (Pr – Relatie densty +45°C / Loaing density) taken density possible from ASTM 56 or Thermodynamic gases condition table ., Calculation Loading Filling for Semi-Fully ref : LL = 98 x max loading /discharge/ transfer density / max service temperature .

Loading Ethelene – Loading on nitrogen oxygen limitation 0.2-0.5 % , dew point not over -40°C only after this possible commenced gasin up , Before loading cargo hold temperature -70/-80°C , Cooling tank not over -10°C per hrs

The annular space is the space between the cargo tank and the insulation layer. An LNG tank comprises an inner tank containment system within an outer tank layer that, in the event of failure, must be capable of containing the cargo for a minimum of 15 days . N2 continuously flows within this space, and it is analyzed to check for any traces of LNG before it returns to the hold space. This allows the earliest possible detection of any leakage

On board should be installed in position 1)Front of superstructure 2) Manifold area 3) Navigation Bridge 4) Compressor room 5) Top of the cargo tank 6) Forecastle 7) Engine room 8) IG or PSA room heaters 9) CCR and other important place Emergency shoot down normal time closing 25-30 sec . ESD that is system ESD console system usually installed in CCR where connected 1) High Level check unit 2) Emergency ESD push button lines 3) Pilot pressure lines – During activation ESD this system will stop Cargo pump , Cargo compressor , Close Cargo line . System can by hydraulic or pneumatic .During cargo operation on board we have shore button and shore have ship button or like some times on LNG system is linker with shore . Rules and requirement related to IGC cht 18.

The range of gas concentration in air between which the mixture is flammable . This describes the range of concentration between the lower flammable limit LFL and the upper flammable limit UFL . Mixture within this range are capable of being ignited .

That is temperature when cargo can be explosive/flammability with open fire source. For example propane -105

Used for quickly calculation cooling period , ventilation , Heating .

All information abt Dangerous Cargo , Have is side Medical Guide , possible find UN , also have all information abt change cargo capability chart ,cargo specification and transfer requirement , Pollution Category X- Highest dangerous , Y- Medium dangerous , Z – Lowest H dangerous . Classification part 2 that is for Gases carriage have 3 category 1. Gases easy flammable 2.1 , 2 Gases not easy flammable 2.2 , 3 category not easy flammable and not toxic 2.3.

Ship Inspection report program At 1993 IMO accepted SIRE compulsory inspection program of quality and safety as per Oil Major requirement . Sire Included : Uniform SIRE report , VIQ Vessel inspection questionaries’ , VPQ Vessel Particular Questionary , Electronic access to SIRE , Uniform vessel Inspection procedure .

is any process in which relatively small molecules, called monomers, combine chemically to produce a very large chainlike or network molecule, called a polymer.(Process under which molecules monomer mad one big molecule polymer). Possible to say moleculers join to one big molecule whats is can be destroyed Compressor , all cargo line , Cargo tanks , Cargo pump every where will be polythene bags after this need change all cargo equipment and change tanks all pipes .

8

Compressor in ER used for ESD system , Control system , Service system , close valves , cargo cooling system , cooling spray system . Air passed from Engine room via air dryer what is do dew point -40° .

An open-loop system provides only an inlet connection to the sample container. This means that a small quantity of cargo vapour is vented to the atmosphere during sampling. closed-loop system provides an inlet connection to the sample container and a return connection. When used with a sample container with an inlet and outlet connection, this system minimizes the amount of cargo vapour vented to the atmosphere. Whilst the IGC Code permits both open-loop and closed-loop sampling, shippers and receivers may require closed-loop sampling.

That is single bonds (connection) between atoms H – hydrogen and C – Carbon . All of this ig Grope alkane like Methane ,Ethane , Propane , Butane with this Gases possible do every this like heating , cooling , pressing , transferring and formula of molecule is not changes — contain only carbon-carbon single bonds. . During carriage this kind cargo no need add Inhibitor .

80

Propane and Butane is capability cargo If charterer not required made change grade possible load without procedures of change grade . For gassing up will be required 2-3 times mores load cargo .

1) The temperature corresponded to the vapour pressure of the cargo at the PRV, 2) The temperature of the cargo on termination of loading , during loading/transport/unloading whichever is greater .

Will be immidiatelly evaporated and during evaporation temperature quickly become(drop) down, Temperature of the spilled liquid is to drop to boiling point.

2

During innerting Displacement Air piston.

– R should be recheck in

Tank C

For made Good piston and not be mixed Innerting gas with cargo gas .

Every hrs filling temperature and pressure on manifold and cargo tanks , quantity cargo , stability info , loading rate Based on this info can be LOP . On discharging will be recorded discharging pump figure (pressure and ampertage) .

Chemical Distribution Institute ,Verification 1 time per year , last SIR 9 edition . Responsible Care program .

Cargo can heating also do the cargo circulation keep open bypass , Ussing for heating cargo or can be use as evaporation . Principles the is in side in heater tank circulation water and cargo passing in side by small pipes in center or cargo in heater tank water circulation by small pipe in center of heater . Using maintain VAPOUR pressure 0,5 bar MORE than the pressure of water. In case of the water tubes leakage, water will not be INJECTED into cargo. For water was not freezing in heater installed temperature detector when temperature will drop down until +5° heater will automatically stopped and also will be automatically stopped booster pump and supply cargo line to heater . Heater can be used for recirculation glycol and reheating .

Lower flammable limit or too lean is insufficient gas (fuel) to mix with the available air to create a flammable combustive mixture .

25

Every 6 months and depended of charterer requirement for example when vessel change charterer . For Asia is Petronas , SHELL , EXXON Mobile . For Europe BP , Shell , Statoil , Lukoil , Total Repsore . For America Chevron , Exxon Mobile , Conoco Phillips . Inspection do surveyor from oil Major , Inspection going usually under cargo operation to be have possibility also check cargo equipment .

A compound (usually organic) that retards or stops an undesired chemical reaction, such as corrosion, oxidation or polymerisation. Is a general name for substances that suppress or delayed the course of physiological and physicochemical (Stop or reduce fermental process) The action of inhibitors is typical for catalytic and chain reactions that occur with the participation of active centers or particles. Inhibition or prevention of the reaction is due to the fact that the inhibitor blocks the active centers of the catalyst or reacts with active particles to form low-activity radicals. The inhibitor is introduced into the system in a much lower concentration than the concentration of the reagents.

Recommendation How to correct filling SSSCL possible read in Tanker Safety Guide . Ship/shore safety check list compulsory should be filled with Master/CO and terminal. Safety and Security can be done if all position should be positive if no need explanation remark . To avoid any question from surveyor SRE/CDI better to do remark near all letters A,R,P .

– Inspection holds → Draining → Inerting →Gassing up → Loading→ Discharging → Max Stripping → Liquid free→ Innerting → Aeration → DD.

In such case discharge by overpressure can take place. The pressure above the liquid in tanks should be increased by means of cargo compressors. Liquid cargo will be discharged by gravity due to pressure difference in the ship-shore tanks. This method can be used only with type “C” cargo tanks due to tanks construction limitations.

Type C, Type B, Tape A, Spherical Moss tank

4

That is temperature under which cargo already not possible to return to liquefied by pressurization under any pressure .

all info abt manifold

Need for if you work on VLGC during cooperation with FPSO (Floating product storage offloading) all information abt mooring and cargo operation including check list’s .

A gas's "melting point" refers to the extremely low temperature at which it transitions from a gaseous state to a solid state, essentially becoming a solid by freezing; since gases are already in a dispersed state, their melting points are very low and require significantly colder temperatures to reach compared to liquids or solids at room temperature.

To be not damage Insulation protection pipe line max 80°C .

Vessel was been constructed and calculated volume sounding table cargo hold steel have temperature abt 15°C we load cargo for example 0°C sure tank will be shrinkage (Change size , compress) . That factor need for correction volume tank . Correction for the observed liquid temperature varies according to the cargo temperature and allows for steel shrinkage of the tank shell at the cargo temperature. Detailed information can be found in the tank calibration tables. Shrinkage also applies to measuring tape.

1000

Difference dew point – Boiling point : The dew point is the temperature at which water vapor in the air condenses into liquid water, while the boiling point is the temperature at which a liquid changes into a gas.

Possible find gas cargo specification . capability charts , method of Inertization , transport specification , Change grade . cargo MSDS , Work permit like enclosed space , medical advise ,Fire protect. Possible find Dry dock check list . Example filling SSSSCl .

600

Hazard area CCR to Forecastle , Compressor room. Leaking cargo , Toxic cargo , Fire explosive .

An LNGC normally has a mist separator fitted in the cargo system. The mist separator would generally have a capacity of 1,500 to 6,000 m3/h. When utilizing BOG (NBOG/FBOG) - as fuel for the ship's main generating / propulsion plants - to prevent damage it is essential that no LNG is carried over into the suction of the LD compressor. Separated liquid is led back to the vaporizer gas outlet line. During any FBOG operations, NBOG would still be utilized. When FBOG is added to NBOG, the two gases which have different compositions and temperatures, are mixed. For this reason, BOG passes through a mist separator before reaching the LD compressor suction to protect the LD compressor impellers. Any LNG droplets formed inside the mist separator are directed to the bottom of the unit and into a sealed drain pot, thus forcing the LNG droplets out of the drain pot and into the liquid domes of designated cargo tanks .

Exposimeter possible do measuring for open Air – Tank Scope possible do measuring in Inerting volume .

liquid line, vapour line , Booster , heater vaporizer, deck tank– Can be 2 separated group for example 2 different cargo

We have Vetting inspection and during inspection we have crew change new on joiner come on board together with inspector but inspector made deficiency that new crew not updated in fire plan tube crew list . , Not filled in Deck log book what the Ballast valve tested , SSSSCL filling for sample A missing signature or comment . , SSSSCL filling for sample A missing signature or comment . , From other side manifold not unpacking pressure gauges . Some where dirty glass of Gauges , ship hull rusted , draft mark rusted . , Fire protection door between Galley and messroom open . , Magnetic Compass correction book for sample bearing not correct , Passage plan some like not including isps level , Emergency lights lamp , Isolation ballast valve , Sound plug for some void space what is not use stock

have strong odour like ammonia , vcm .

Before arrival in port need request via agent/charterer information from terminal : 1) Cargo grade , quantity for loading and cargo specification 2) Pressure and temperature terminal receiver flange , shore backpressure 3) Size flange and type as ANSI,DIN 4) Availability return vapour/gases pipe and capacity if no need to know what the temperature have shore storage if is exceeding our MARVS relictified system soul be sarted before loading and loading rate should adjusted on vessel reliquefied system 5) Maximum rate load/unload and limitation 6) Special terminal rules requirement 7)Draft. , Before arrival need to test : 1) ESD 2) fire protection system (sprinkler/dilution/fire line) 3) Fixed and portable gas detectors 4) emergency alarm system 5) Tank filling alarm system 6) MARVS settings 7) System of open/close ballast valve 8) Air conditioner for inner circulation mode with crack openin for positive pressure in superstructure 9) Cargo line and equipment pressure leaking test– all should be recorded in log book . Also need to check 1) Deck lights 2) Ventilation 3) PPE and breathings apparatus at st.b 4) Condition of fire ventilation protection mesh 5) Familiarized crew with cargo MSDS 6) Instruction crew abt cargo operation . , After completed mooring before cargo operation : 1) Installation Grounding and anti static flange if require 2) Flange terminal connection 3) SSSSCL 4) Check condition of cargo holds and taken cargo samples 5) Secondary check Cargo line and equipment pressure leaking test 6) Check to be completed all necessary check list. , Commenced cargo operation : 1) Small rate for monotonic cooling cargo system and tanks 2) Small rate to avoid hydraulic stress / hydro blow 3) Avoid accumulation static electricity 4) Speed of cooling tank not over 5-10°C 5) All cargo handle valve should be open and during discharging operated only hydraulic or pneumatic valves 6) Smaal reate to avoid cavitation . , During loading – sure need control pressure and temperature especially for activate MARVS PV , during loading for tranfer from 1 tank to another first need fully open next tank and then close loading tank . , Completed loading – Before completed loading need relevant earlier inform terminal abt reduce rate , should be with small rate , During topping cargo need also calculated remain cargo in cargo pipes , Small rate also avoid hydro blow (On practice hydro blow deended of loading rate if rate less the 1000 m3 per hrs hydro blow will be weak ,On completed loading first should be close shore storage valve then ship manifold , During discharging – discharge pump valve shoulb be closed before closed tank o shore side . ,after completed loading terminal purge Stender and hose by innert or nitrogen to cargo tank , or vessel with use compressor made excess pressure (positive pressure) before manifold and open manifold residue purge to shore storage or vessel tank also shore terminal can purge on fire flare . If cargo have low temperature to avoid ship steel damage better to keep water protection . After disconnection hose possible remove grounding .

When any cargo operation is undertaken, the manifold water curtain should be activated prior to the marine loading arm connection and kept operational until disconnection of the arm. The curtain is supplied through the fire main. The water curtain creates a deluge of water that is intended to protect the ship's side from brittle fracture, should there be a leak of liquid LNG.

For every cargo in fire plan need update present cargo MSDS , stability calculation , Cargo plan ,crew list

1

Air lock is separated room before entry in electro motor room 2 door closed entry to first door (In Air lock) close first door open second door to electro motor room . For 2 doors not be open in same moment from both sides installed light and sound alarm during door opening . Airlock is a separation area used to maintain adjacent areas at a pressure differential. For example: An airlock entrance fitted to the electric motor room from the ship's deck, which is required by the IGC Code to consist of two gas-tight doors at least 1.5 meters apart (but not more than 2.5 meters apart), is intended to prevent loss of air pressure upon entry into the motor room. To ensure that both doors are not opened simultaneously, the IGC Code requires that they must be self-closing, with audible and visual alarms on both sides of the airlock.

During loading When loading this can be caused by: low efficiency of RU compressor Actions: inform the terminal immediately and stop loading or decrease the rate until the cause of the high pressure has been established. When discharging: During discharge high pressure in the ship's cargo tanks can be caused by excessive gas return from the shore. Actions:inform the terminal and close the vapour manifold partially to reduce the incoming gas flow.

Requirement tranfer in Stainless steel tanks , Loading under positive nitrogen pressure to avoid Air ingress , strictly temperature control , highly flammable cargo . Flammable limit from 2.8% until 37%

2.8

Via water spray

Light Gas from top Heavy Gas from bottom

Short-term Exposure Limit, which is a 15-minute exposure that should not be exceeded.

VCM, Butadiene , Propadiene

Deck Storage Tanks – When we receive Cargo to deck tank what is under Innert condition will be increasing pressure , By vapor line possible send mix Nitrogen-Cargo vapor to shore return gas line , shore flare or to cargo tank because no any choose in cargo tank on bottom via vapor-liquid crossover, pressure in cargo tank can be come from 0.1 to 1 bar and some surveyor can count this as cargo in tanks. Some gas carriers, notably fully-refrigerated and semi-refrigerated LPG carriers, are fitted with one or more deck tanks. These small Type C tanks are primarily used when changing grades or can be used when discharging. When changing grades, they can be used to collect residual cargo amounts or, if carrying a quantity of compatible cargo, can be used for the purposes of gassing up.Design requirements (relief valve systems) and application limits (use of deck tanks not being permitted for the carriage of certain cargoes) can be found in the IGC Code. Deck tanks are usually listed as cargo tanks on the Certificate of Fitness.

All Gases calculation .

The dew point is the temperature at which the vapor of a liquid forms the first bubble of liquid dew , commenced the condensation of vapour .

Need to use guide during STS operation info abt mooring and cargo operation , Check list’s and Risk Assessment , Form recorded , drills . Mooring lines plan .

From MSDS or Tanker safety guide or from charterer info I will taken Density (𝐿𝑖𝑞𝑢𝑖𝑑 609𝑘𝑔/𝑚3) devide on Density (𝑉𝑎𝑝𝑜𝑢𝑟 1,49𝑘𝑔/𝑚3) = 409 m3 Since 1m3 of liquefied Propylene produces 409m3 of vapours: we will order 50m3 of liquefied Propylene (20000m3 / 409 = 48,9m3)

designed to provide a layer of water over exposed surfaces, are customary for storage tanks and plant in potential fire areas. This provides a screen against fire radiation . Sprays from fixed monitors or handheld hoses can provide essential radiation protection for personnel in their approach to shut valves. Such spray shields are also beneficial in an approach to a jet fire, where an attack using dry chemicals to extinguish the flame is envisaged.

200

Liquid substance in Bulk – Can be for example Isoprene .

The manometer on the manifold must be in front of the cargo line valves (manual and automatic), in order to determine pressure which is supplied from shore.

Important difference Light Gas we send bottom Heavy Gas send to top , Send IG /N2 from top/bottom with max high speed temperature +50/+70°C use if possible Spray line, Most of the fast method but will be high consumption IG/Nirogen and Plant Oil . Can from shore from cars/trucks . Pressure keep not above 0.1 bar. Can be return gas to shore line . At port use manifold of vent mast prohibited or open sea or anchorage . Consumption N2 will 2-3 more then Displacement . If from bottom spray line out will be by vapor line .