Cargo Cooling Funda

Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_003_01C6BEAD.3C974700" X-MimeOLE: Produced By Microsoft Exchange V6.
5 Subject: RE: Gas Ops 006/06: Cargo Cooling concept Date: Sun, 13 Aug 2006 15:51:08 +0800 Message-ID: <E78587C928E9164A85D175819236888E03D1F8E5@hercules.sg.tesma.net> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: Gas Ops 006/06: Cargo Cooling concept Thread-Index: AcapkIjzWFGoLPNESf+jNfuLbRNTcAVAnJ4g From: "Prakash Sawardekar \(TESMA SG\)" <IMCEAEX-_O=SEMBAWANG+20SHIPMANAGEMENT+2 0PTE+20LTD_OU=SSM_CN=RECIPIENTS_CN=PRAKASH@eitzen-group.com> To: "Sigloo Vessels" <sigloos@sg.tesma.met>, "Sigas Marquis - \(Vessel\)" <sigas.marquis@vsl.tesma.net>, "Gas \(Stealth Gas\) Vessels" <gasstealth@sg.tesma.net> Cc: "Tech Group 2 \(TESMA SG\)" <techgp2@sg.tesma.net>, "Rajeev Pratap \(TESMA SG\)" <rp@sg.tesma.net>, "TESMA SG \(Gas Operations\)" <gasops@sg.tesma.net>, "Sabnis \(TESMA SG\)" <ars@sg.tesma.net> This is a multi-part message in MIME format. ------_=_NextPart_003_01C6BEAD.3C974700 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable =20 E-mail No.: Gas Ops 006/06 Applicable to: All Vessels=20 Subject: Cargo cooling concept File Name: Gas Operation, Section 2 =20 =20 Good day Captains and Ship Crew =20 There have been lots of discussions on Gas Ships about cargo cooling and cooling efficiency. Everybody wish to cool cargo efficiently and have debating point of views on cargo cooling, especially on cooling plant operation on board. I would like to express my views on cargo cooling which might be of use during cargo cooling operation. =20 01. The cargo cooling is caused by vapour sucked from the tanks. The cargo in tanks likes to maintain vapour pressure at equilibrium or saturated pressure for that cargo temperature. When vapour is sucked from cargo tanks to compressors, it creates the unbalance of saturated condition and more molecules are evaporated from liquid surface. The
latent heat taken from surrounding liquid to convert liquid molecules into vapour molecules causes the cooling effect to liquid. Thus sucking off vapour to atmosphere is best cooling process but cost involved in loosing cargo to atmosphere is high and is done only in emergency or in LNG trade to use as fuel. The use of cargo cooling plants with compressor is thus effective means of cooling cargoes on ships. 02. The cooling efficiency of cargo cooling plant is the enthalpy difference between temperature of vapour at the suction of cargo compressor and temperature of condensate before expansion valve for mass of vapour flowing through the compressor. The suction temperature and superheating of vapour at compressor suction is affected by vapour piping design (line friction), condition of vapour lines insulation and vapour temperature in cargo tanks. The condensate after the expansion valve also get superheated due to condensate line design, insulation and flow back to the tank. 03. As mentioned above, sucking of vapour causes the cooling of cargo in tanks and not due to condensate going back in cargo tanks. The condensate going back in tanks can not have cooler temperature than cargo temperature in tank. After the expansion valve when condensate expands from high pressure to low pressure at constant enthalpy (flashing), the condensate temperature is lowered to the tank and corresponds to tank/line pressure. During this process part of liquid condensate is converted into vapour. Depending on the dryness fraction of the liquid which depends on condensate temperature of liquid before expansion valve, amount of vapour is converted and vapour/condensate mixture goes back to tank. The 0.2 dryness faction on Mollier diagram means 20% vapour and 80% liquid which will go back to tank as condensate. In ideal situation 100 % vapour sucked from tank should be converted into 100% liquid condensate and go back to tank. It will give best cooling efficiency but in practice it is not possible and there will be undesirable vapour conversion of condensate to 10% to 40% depending on temperature before expansion valve. Thus it is very important to try to achieve low condensing pressure in cargo condenser and good sub cooling effect in intercooler coil so as to have low temperature before the expansion valve. The sucking of vapour from the cargo tanks and again sending back 20-40% vapour with condensate reduces cooling efficiency. If it could be reduced to 10% vapour formation after expansion valve then it will have very good cooling efficiency and everybody should try to achieve the same. 04. The temperature of condensate/vapour mixture after expansion valve will be always same irrespective of condensing pressure before expansion valve and is not in control of operator. What ship staff should see is what is the temperature before expansion valve and how lower temperature could be achieved before expansion valve. The good condensate line insulation and short piping is desirable to avoid further superheating due to ambient temperature while condensate travelling back to tank after the expansion valve. 05. The condensate should be sent back to top or bottom of cargo tank is another topic of debate. The external work is done only by cooling plants. In the close cooling cycle, it does not matters or affect whether condensate is introduced from bottom or from top of the liquid in tank. When condensate is introduced from bottom, depending on dryness fraction, liquid condensate and vapour (i.e.20%) is introduced in tank. This vapour which bubbles out in tank gives away latent heat while
converting back to liquid in bottom thus bottom temperature is seen slightly high. If same condensate with vapour is introduced from tank top then this vapour will be added in existing vapour in tank and reduces the sucking efficiency due to additional vapour pressure in tank. In either case, effective cooling loss due to vapour return via condensate line is the same. When tank pressure is high and cargo compressor suction can not be kept fully open due to capacity of cooling plants, it is advisible to introduce condensate from tank bottom as additional vapour pressure on tank top is undesirable as long as compressor suction valve need to be throttled. When tank pressure is low and compressor suction is full open and cooling plant can cope up to any additional vapour pressure then it is advisable to introduce condensate from tank top. The additional vapour generated after expansion valve could be handled by cooling plant and thus increases cooling efficiency. 06. All cargo tanks vapour suction should be made common to compressor suction and condensate should be controlled to cargo tanks depending on cargo level in tanks. If there is enough space in cargo tank then condensate should be send only in one tank and changing tanks very often should be avoided but tank level should be continuously monitored. I have seen ship staff taking suction from one tank at a time and being very happy about drop in temperature in that tank. People tend to forget that when one tank is cooling faster, other tanks are equally warming up faster and average cooling effect is same. The heat ingress in cargo tanks at that instant is going to be same. In case of one tank suction, compressor cooling efficiency is reduced due to suction pressure dropping faster compared to all cargo tanks suction.=20 07. Filling of partial tanks should be avoided when part cargo is loaded. It should be kept to one tank filled up partially if it is not possible to fill up all tanks to full capacity. The effect of bad weather during rolling and pitching is not touched by any book but free surface and sloshing effect adds up to additional dynamic energy or gas generation/heat generation and affects the cooling efficiency. =20 When vessels are on ethylene or ethane trades, knowledge of cooling efficiency enhancing factors is useful as cooling is only possible with optimum performance of cargo cooling system and good condition of cargo tanks and line insulation. =20 =20 Best regards, =20 Capt.Prakash Sawardekar Marine Superintendent=20 Gas Operations TESMA Singapore Pte Ltd H/P: + 65 9757 6473 (O): + 65 6466 8551
Fax: + 65 6466 5016 ps@sg.tesma.net =20 ------_=_NextPart_003_01C6BEAD.3C974700 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable <html> <head> <META HTTP-EQUIV=3D"Content-Type" CONTENT=3D"text/html; = charset=3Dus-ascii"> <meta name=3DGenerator content=3D"Microsoft Word 10 (filtered)"> <style> <!-/* Font Definitions */ @font-face {font-family:Verdana; panose-1:2 11 6 4 3 5 4 4 2 4;} /* Style Definitions */ p.MsoNormal, li.MsoNormal, div.MsoNormal {margin:0pt; margin-bottom:.0001pt; font-size:10.0pt; font-family:Verdana;} a:link, span.MsoHyperlink {color:blue; text-decoration:underline;} a:visited, span.MsoHyperlinkFollowed {color:purple; text-decoration:underline;} p.MsoPlainText, li.MsoPlainText, div.MsoPlainText {margin:0pt; margin-bottom:.0001pt; font-size:10.0pt; font-family:"Courier New";} span.emailstyle17 {font-family:Verdana; color:windowtext; font-weight:normal; font-style:normal; text-decoration:none none;} span.EmailStyle18 {font-family:Verdana; color:blue; font-weight:normal; font-style:normal; text-decoration:none none;} @page Section1 {size:595.45pt 841.7pt; margin:72.0pt 90.0pt 72.0pt 90.0pt;}
div.Section1 {page:Section1;} /* List Definitions */ ol {margin-bottom:0pt;} ul {margin-bottom:0pt;} --> </style> </head> <body lang=3DEN-US link=3Dblue vlink=3Dpurple> <div class=3DSection1> E-mail No.: Gas Ops 006/06 Applicable to: All Vessels Subject: Cargo cooling = concept File Name: Gas Operation, Section = 2 Good day Captains and Ship = Crew There have been lots of = discussions on Gas Ships about cargo cooling and cooling efficiency. Everybody wish to cool = cargo
efficiently and have debating point of views on cargo cooling, = especially on cooling plant operation on board. I would like to express my views on = cargo cooling which might be of use during cargo cooling = operation. 01. The cargo cooling is caused by vapour sucked from the = tanks. The cargo in tanks likes to maintain vapour pressure at equilibrium or = saturated pressure for that cargo temperature. When vapour is sucked from cargo = tanks to compressors, it creates the unbalance of saturated condition and more = molecules are evaporated from liquid surface. The latent heat taken from = surrounding liquid to = convert = liquid molecules into vapour molecules causes the cooling effect = to liquid. Thus sucking off vapour to atmosphere is best cooling process = but cost involved in loosing cargo to atmosphere is high and is done only in = emergency or in LNG trade to use as fuel. The use of cargo cooling plants with = compressor is thus effective means of cooling cargoes on ships. = &= nbsp; &n= bsp; &nb= sp; &nbs= p; &nbsp= ; = 02. The cooling efficiency of cargo cooling plant is the = enthalpy difference between temperature of vapour at the suction of cargo = compressor and temperature of condensate before expansion valve for mass of vapour = flowing through the compressor. The suction temperature and superheating of = vapour at
compressor suction is affected by vapour piping design (line friction), condition of vapour lines insulation and vapour temperature in cargo = tanks. The condensate after the expansion valve also get superheated due to = condensate line design, insulation and flow back to the tank. 03. As mentioned above, sucking of vapour causes the cooling of = cargo in tanks and not due to condensate going back in cargo tanks. The = condensate going back in tanks can not have cooler temperature than cargo temperature in = tank. After the expansion valve when condensate expands from high pressure to low = pressure at constant enthalpy (flashing), the condensate temperature is lowered = to the tank and corresponds to tank/line pressure. During this process part of = liquid condensate is converted into vapour. Depending on the dryness fraction = of the liquid which depends on condensate temperature of liquid before = expansion valve, amount of vapour is converted and vapour/condensate mixture goes = back to tank. The 0.2 dryness faction on Mollier diagram means 20% vapour and = 80% liquid which will go back to tank as condensate. In ideal situation 100 = % vapour sucked from tank should be converted into 100% liquid condensate = and go back to tank. It will give best cooling efficiency but in practice it is = not possible and there will be undesirable vapour conversion of condensate = to 10% to 40% depending on temperature before expansion valve. Thus it is very important to try to achieve low condensing pressure in cargo condenser = and good sub cooling effect in intercooler coil so as to have low temperature = before the expansion valve. The sucking of vapour from the cargo tanks and again = sending back 20-40% vapour with condensate reduces cooling efficiency. If it = could be reduced to 10% vapour formation after expansion valve then it will have = very good cooling efficiency and everybody should try to achieve the = same. 04. The temperature of condensate/vapour mixture after =
expansion valve will be always same irrespective of condensing pressure before expansion = valve and is not in control of operator. What ship staff should see is what is the temperature before expansion valve and how lower temperature could be = achieved before expansion valve. The good condensate line insulation and short = piping is desirable to avoid further superheating due to ambient temperature while condensate travelling back to tank after the expansion valve. 05. The condensate should be sent back to top or bottom of = cargo tank is another topic of debate. The external work is done only by cooling = plants. In the close cooling cycle, it does not matters or affect whether = condensate is introduced from bottom or from top of the liquid in tank. When = condensate is introduced from bottom, depending on dryness fraction, liquid condensate = and vapour (i.e.20%) is introduced in tank. This vapour which bubbles out in tank = gives away latent heat while converting back to liquid in bottom thus bottom = temperature is seen slightly high. If same condensate with vapour is introduced from = tank top then this vapour will be added in existing vapour in tank and reduces = the sucking efficiency due to additional vapour pressure in tank. In either = case, effective cooling loss due to vapour return via condensate line is the = same. When tank pressure is high and cargo compressor suction can not be kept = fully open due to capacity of cooling plants, it is advisible to introduce = condensate from tank bottom as additional vapour pressure on tank top is = undesirable as long as compressor suction valve need to be throttled. When tank = pressure is low and compressor suction is full open and cooling plant can cope up to = any additional vapour pressure then it is advisable to introduce condensate = from tank top. The additional vapour generated after expansion valve could be handled by cooling plant and thus increases cooling efficiency. = 06. All cargo tanks vapour suction should be made common to =
compressor suction and condensate should be controlled to cargo tanks depending on = cargo level in tanks. If there is enough space in cargo tank then condensate = should be send only in one tank and changing tanks very often should be avoided = but tank level should be continuously monitored. I have seen ship staff = taking suction from one tank at a time and being very happy about drop in = temperature in that tank. People tend to forget that when one tank is cooling = faster, other tanks are equally warming up faster and average cooling effect is same. = The heat ingress in cargo tanks at that instant is going to be same. In case = of one tank suction, compressor cooling efficiency is reduced due to suction = pressure dropping faster compared to all cargo tanks suction. 07. Filling of partial tanks should be avoided when part cargo = is loaded. It should be kept to one tank filled up partially if it is not = possible to fill up all tanks to full capacity. The effect of bad weather during = rolling and pitching is not touched by any book but free surface and sloshing = effect adds up to additional dynamic energy or gas generation/heat generation and = affects the cooling efficiency. When vessels are on ethylene or = ethane trades, knowledge of cooling efficiency enhancing factors is useful as cooling = is only possible with optimum performance of cargo cooling system and good = condition of cargo tanks and line insulation. Best = regards,
 Capt.Prakash = Sawardekar Marine Superintendent = Gas = Operations TESMA Singapore Pte = Ltd H/P: + 65 9757 = 6473 (O): + 65 6466 = 8551 Fax: + 65 6466 = 5016 ps@sg.tesma.net </div> </body> </html> ------_=_NextPart_003_01C6BEAD.3C974700--

Cargo Cooling Funda

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Cargo Cooling Funda

Uploaded by

Copyright:

Available Formats

Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_003_01C6BEAD.3C974700" X-MimeOLE: Produced By Microsoft Exchange V6.

You might also like