Author: Ajay.K.

EDITION.1 [ in complete / in progress - some topics very immature and not refined –
watch what you read ]

1. LIQUIFIED GASES

• Definition

• TYPES OF GASES
HYDROCARBONS
CHEMICAL GASES

1]. HYDROCARBONS
HC are organic compounds made up of ONLY hydrogen and Carbon.
Saturated HC
Please remember the valence of carbon atom is Four. Which means it can facilitate 4nos
covalent bonds, if 4electrons are available From FOUR ATOMS. Thus if each carbon
atoms joins with other atoms ( either they are Hydrogen or Carbon atoms ) while making
a HC molecule then its called as a Saturated hydrocarbons.

All alkanes are Saturated HC. CH4, C2H6, C3H8, C4H10

Unsaturated HC
At times each carbon atom does not form four nos bonds due to shortage of hydrogen
atoms or due to excess of carbon atoms. Instead a double bond is formed between two
carbon atoms or a triple bond bond is formed between two carbon atoms. Alkenes and
Alkynes are Unsaturated HC.
The Unsaturated HC are distinguished by their SOOTY Flame.
Alkanes
General Formulae : Cn H2n+2

CH4: Methane
C2H6: Ethane ,
C3H8:Butane
C4H10:Propane
Alkenes
General Formulae : Cn H2n
Alkynes

General Formulae : Cn H2n - 2

Aromatic

Physical Status
A] First four alkanes are ( Methane, ethane, propane, butane ) are gases at room
temperature.
B] Next thirteen alkanes ( C5 to C17 ) are liquids at room temperature
Specific Gravity
A) THE DENSITIES AT BOILING POINT TEMPERATURE ARE AS FOLLOWS.
C3: 0.5782 @ -40C
C4: 0.5982 @ -42.10C

B) The S.G are given at 150c or 600F

2]. CHEMICAL GASES

2. BASICS OF CHEMISTRY .

• Atomic No
Is the number of electrons present in an atom

• Electronic Configuration
The electrons in an atom orbit around the nucleus, in different orbits. The orbits are
located around and outside the nuclius. Each orbit is named and has definite capacity to
hold electrons.

Principle Shell Orbit Sub Shell No Of Electrons

1 1s 2
2s 2
2
2p 6
3s 2
3 3p 6
3d 10
Eg:
ELEMENT ATOMIC No Electronic Configuration
Hydrogen 1 1S1
Carbon 6 1S2 2S2 2P2

• Valance
The outer most shell is known as valance shell & the electrons occupied are known as
valance electrons. These are the electrons take part in forming the bonds .
Example :
Valance of Hydrogen = 1
Valance of Carbon =4

• Bonding
Bonding is the process of 2 or more atoms join to form a molecule with the aid of the
valance electrons.

• Types Of Bonds
1.Ionic Bond
2.Covalent Bond
3.Coordinate Bond.

2.1.] Ionic bond.

this type of bond takes place between a eletropositive and electro negative
element. One loose electron to form an anion and one gains an electron to become a
cation. The electrostatic field binding these two ions is called ionic bond.

2.2] Covalent bond.

each atom contributes its valance electron to pair with the valance electron
of another atom. The sharing results in completely filling the outer most shell and results
in a covalent bond.

2.3] Coordnate bond

• Bond Energy

• Atomic Weight
Is the weight of single atom,

Atoic weights of some atoms:

H = 1.0079
C = 12.001
N= 14.0067
Na = 22.9898
K = 39.098
Cl = 35.453
Oxygen = 15.994

• Molecular Weight
IS the total weight of all atoms present in a molecule.
Eg:
M.Wt of C3H8 = ( 1 x C ) + ( 8 X H) = (3X12.001)+ ( 4X1.0079) = 44.1
Propane : 44.1
Butane : 58.01
Ammonia : 17.0304
Air = 27 [ approximately ]

• Mole
Gram equivalent to molecular weight is known as a mole.

Eg: Molecular weight of Propane is 44.1.

1mole of Propane weighs 44.1gms.

P] how many moles present in 1kg of propane!

Ans ] molecular weight of propane = 44.1

Mass of given butane = 1kg = 1000gms
No of moles present = mass / molecular weight
= 1000gms/ 44.1 = 22.675 moles

• Xxxx

• xxxx

• xxxx

• xxxx

4.PHYSICAL PROPERTIES

• Vapour density
A] method – 1:
Vapour density = mass / volume = [ no of moles x molecular weight ] / volume
= P x molecular weight / R T ………eq.1
P = Absolute pressure ( pascals )
T = absolute temperature ( K )
R = 8.314 j / mol – k
 P] The temperature of propane vapors were observed to be –28.4 0C at 3.5Kpas.
What is the vapor density?
ANS]
P = 101.325 + 3.5 = 104.825 K pas
T = 273.15 – 28.4 = 244.75 K
Molecular weight of propane = 44.1
Vapour density = [ p x molecular weight ] / RT = 104.825 x 44.1 / ( 8.314x 244.75)
= 2.271803372

B] Method – 2:
in the above equation R is taken as 8.314j/k-mole. However it can be substituted
suitably: in eq.1
R = Po ( Vo / n ) / To since Po Vo = n RT,
Where Po = is at atmospheric pressure,
Vo is the volume at 15 0C and T= 15 0C.

Therefore, vapor density = [ Po/Ps ] x [ Ts / To ] x [ molecular weight / I]

Po = obs Pr, To = obs temp
Ps = standard press = 1.013bar, Ts = Standard temp = 15deg c = 288k

I = Vo/n = ideal gas molar volume at 15deg c and at standard atmos press =
23.6451m3/mol

Vap density = [ Po/Ps ] x [ Ts / To ] x [ molecular weight / 23.6451 m3 / mol.]

P] The temperature of propane vapors were observed to be –28.40C at 3.5Kpas.

What is the vapor density?
ANS]
Ps = 1 atm = 101.325kpa Po = 101.325+3.5 = 104.825 kpa
Ts = 273.15 + 15 = 288.15k To = 273.15 – 28.4 = 244.75 k
Vapour density = [ Po/Ps ] x [ Ts / To ] x [ molecular weight / 23.6451]
= (104.825 / 101.325) X ( 288/244.75) x (44.1/23.6451)
= 2.270468

• Boiling Points @ atmospheric Pressure

C1: - 161.5 0C
C2: - -88.6 0C
C3: - 42.1 0C
C4: - 2.5 0C
5. CHEMICAL PROPERTIES

6.THERMODYNAMICS

• Basic units

• Calorie
Is the unit of heat energy .
CGS system : calorie
SI system : joule

Calorie is defined as the amount of hear required to raise the temperature of 1gm of
water.
One calorie of energy can produce 4.184 joules of work.
During an experiment, it was realized heat energy is after all certain type of
mechanical energy. Therefore in SI system, they thought there is no need for kilo
calories, and prescribed that thermal energy should be measured in JOULE.

• Specific heat [ c ]
Is the quantity of heat required to raise ONE unit of mass through 1K.
Heat is measured in JOULES like other forms of energy.
Units of specific heat : Joules / kg – Kelvin
J / kg - kl
Copper 390
Aluminoum 899
Silver 234
Glass 677
Wood 1755
Water 4180
Ice 2130
Mercury 138

• Thermal capacity / Heat capacity

Is the amount of heat required to raise the temperature through 1k, of the given mass of
matter.
Heat capacity = mass x specific heat
 • Quantity of heat
= mass x specific heat x Change in temperature

• Specific heat of a gas

The volume and pressure of a given mass of gas varies with the temperature. Therefore
the specificheat of a gas can be studied under two conditions.
1.Cv = specific heat of a gas at constant volume
2.Cp = specific heat of a gas at constant pressure

• Cp & Cv
Cp = Specific heat of a gas at a constant volume , is the amount of heat required, to raise
the temperature of ONE unit MASS of gas.
Cv = Specific heat of a gas at a constant pressure , is the amount of heat required, to
raise the temperature of ONE unit MASS of gas.

• Molar specific heat capacity at constant volume. Cv

Is the amount of heat required to raise the temperature of 1mole of gas through 1K, at
constant volume.
Cv = Cv x molecular weight

• Molar specific heat capacity at constant pressure Cp

Is the amount of heat required to raise the temperature of 1mole of gas through 1K, at
constant pressure.
Cp = Cp x molecular weight

• Cp / CV
Cp / Cv = gama
[ for mono atomic gases = 1.667, diatomic gases = 1.4, triatomic gases = 1.33 ]

• R = the universal gas constant

R = Cp – Cv = 8.314 J / k- mol

[ if Cp & Cv are calories then Cp-Cv=R/J]

• Latent Heat [ L ]
Is the amount of heat taken or given by a unit mass of substance, undergoing a phase
change, without change in temperature.
UNIT: joules / kg
 • System
Is defined as a portion of matter unde study which is separated from the rest of the
universe with a definite boundary.

Eg: A sealed flask containing a gas

• Surrounding
The portion of universe which is excluded from the system and capable of exchanging
matter and energy with the system.
Eg:The space outside the above flask

• Closed system
A system which can exchange energy but not the matter with its surroundings.
Eg: water and vapour in a sealed flsk.

• Open System
Which can exchange both the matter and energy with its surroundings.
Eg: Water and vapour in a open beaker

• Isolated System
Which can not exchange either matter or energy with its surroundings.
Eg: Water and vapour in a sealed and insulated flask.

• Isothermal Process
A process where the heat is exchanged with its surroundings. I.e. which is carried at a
constant temperature.

• Adiabatic Process
A process where the heat IS NOT exchanged with its surroundings. Therefore the
temperature may increase or decrease.
Eg: The compression of a gas, in a compressor cylinder is so fast that it can not exchange
heat with its surroundings, therefore its temperature increases and is considered adiabatic.

• Isobaric process
Is a process where the pressure remains constant.
Eg:Where the reactions are carried in open vessels.

• Isochoric Process.
Is a process where the volume remains same.
Eg: Reaction carried in a closed vessels. Obviously the pr change
 • Reversible process
Is a process which can be reversed instantly by reversing the driving force
Eg: recharging a battery

• Irreversible process
Is a process which does not take place infinitesimally slowly and the whole system is
away from equilibrium.
Eg: All spontaneous processes like expansion of gases, Flow of heat from hot body to
cold body.

• State of a system
Is its condition expressed by giving definite values of its properties like Pr, T, Density etc
THERMODYNAMIC VARIABLES: Pr,T, V, Composition
INDEPENDENT VARIABLE: Pr & Temperature
DEPENDENT VARIABLE : Volume as this is dependent Pr and temperature.

• Standard State
The state of any system expressed at 25 0c ( 298K ) and a pressure of 1atm ( 1013 pas ).

• Propertie
The characteristics of a system which can be physically perceived.
INTENSIVE PROPERTIES : The properties which does not change with the quantity
of the system.
Eg: P, T, D, surface tension
EXTENSIVE PROPERTIES : The properties which depend on the quantity of the
system.
Eg: Volume of a gas, weight of a liquid, heat capacity of a gas.

• Internal Energy
Is the sum different kinds of energy possessed by a substance due to its chemical nature
as well as temperature, pressure and volume.

• Volume Coefficient of a Gas,

Vt = V0 ( 1 + alfha x T )
V0 = volume at zero degreen centigrade
Vt = volume at T degree centigrade
Alpha = volume coefficient = 1/273

• Pressure Coefficient of a Gas,

Pt = P0 ( 1 + alfha x T )
P0 = pressure at zero degreen centigrade
Pt = pressure at T degree centigrade
Beta = pressure coefficient = 1/273
 • Boyles law,
The volume of a fixed mass of gas, is is inversely proportional to its temperature.
PV = constant
P1 V1 = P2 V2

• Charles Law,
The volume of a fixed mass of gas , is directly proportional its absolute temperature, if
the pressure is kept constant.
V/T = Constant
V1 / T1 = V2 / T2

• Gay lussac,s Law

The pressure of a fixed mass of gas is directly proportional to its absolute temperature.
P/T = Constant
P1 / T1 = P2 / T2

• Perfect gas eqation

Is the combination of above three laws.
PV / T = Constant
PV = n RT [ R = 8.314 J / K mol ]

• 1st law of thermodynamics,

ENERGY CAN NEITHER BE CREATED NOR DESTROYED, It can only be
transformed from one form to equivalent amount of another form.

• Work done in Isothermal Change

W = - 2.303 n R T log V2/V1 = -2.303 nRT log P1/P2

1] One mole of gas at 27 o C undergoes isothermal expansion reversibly from a

volume of 10m3 to 20 m3. Calculate the work done by the gas.
T = 273 + 27 = 300 K
V1 = 10 m3
V2 = 20 m3
R = 8.314 j / k mole
W = -2.303 n R T log V2/V1 = -2.303 x 1 x 8.314 x log 20/10 = -1729 joules.

2] 3molesof Helium gas at one atmosphere are compressed reversibly and

isothermally at 400K to 5 atmosphers. Calculate the work done on the gas during
compression.
T = 400 K
P1 = 1 atm
P2 = 5 atm
W = 2.303 n R T log P1/P2 = 2.303 x 3 x 8.303 x log 1/5 = - 16060 joules.

• Work done in Isothermal / P.ext < P

Whenever a gas expands against a particular constant pressure whose magnitude is less
than the pressure of the gas ,
the work done by the gas during such expansion = -P.ext ( V.2 – V.1 )

One mole of an ideal gas expands against a constant external pressure of one
atmosphere from a volume of 0.01m3 to 0.03m3. Calculate the work done by the gas.
W = -P.ext ( V2-V1 ) = -101300 Pa x ( 0.03 – 0.01 ) m3 = -2026 j

• Work done in a Adiabatic Change.

When the adiabatic change takes place , no heat is exchanged with the surroundings.
Hence Q=0
1st law of thermodynamics :
dE=Q+W
= 0+W
dE = W

the work done by the system in adiabatic change is equal to the change in the internal
energy.
W = n Cv ( T2 – T1 )
Q) When one mole of an ideal gas at 27 0C expands adiabatically the temperature
decreases to –20 0C. Calcalate the work done by the gas. Cv = 12.47 j / mole
T1 = 300 k
T2 = 253 k
W = n Cv ( T2 – T1 ) = 1 mole x 12.47 j/mole x ( 253 – 300 ) = -586.09 J

• Enthalpy or Heat content

Enthalpy of a system is defined as total amount of heat present in the system and
measured as the sum of its internal energy and external energy possessed by the system
due to ita existence at a definite pressure and volume.
H = E + PV
 • LATENT HEAT OF VAPOURISATION

• CRITICAL PRESSUR

• CRITICAL TEMPERATURE

7. LIQUIFICATION OF HC

8.IGC

9.TRANSPORT OF LPG

• 9.1} TYPES OF TANKS

[ IMO Classification: Integrated tks, membrane Tks, semi-Membrane Tks and
Independent Tks type:A,B&C ]

A] INTEGRATED TANKS
Here the tanks are incorporated in to the hull and are exposed to the same stresses. As
normal ships steel has a lower temperature limit –10 deg c , this type of tank has no place
in the transport of condensed gases.

B] MEMBRANE TANKS
Membrane tanks are which are not self supporting and consist of a thin membrane which
rests against insulation. The insulation lies against the hull, so that the tank pressureis
transferred over to this. The hull therefore is the element of strength in this type of
construction.

C] SEMI – MEMBRANE TANKS

Semi – membrane tanks are not self supporting in their loaded condition, and are,
therefore, partly supported by the insulation between the hull and the tank. It is also
necessary here for a secondary barrier to be placed on the inside of the insulation which
is again fastened to the hull. The tanks are made from aluminium or 9% nickel steel.

D] INDEPENDENT TANKS , TYPE:A,B&C

Independent tanks are self supporting tanks which are only keyed to the hull at the tank
supports, and they are free to expand independently from the hull.
^TYPE:A
Are prismatic which form the shape of the hull. The tanks are supported on hard wood
chocks on the top of the double bottom tank top and they are held in position with tank
supports both vertically and horizontally. The tanks are keyed to the tank top the centre,
but they can otherwise expand freely.
^TYPE:B
Can be the same type as Type;A, but it must be documented that they are even safer than
type:A. there are stricter conditions applied to the analyzing of the stresses of the material
as well as the likelihood of any wear tear on the material during agein g and the
formation of cracks.
The normal working pressure for one of those tanks is 0.25 kp/cm2 ( atmospheric tanks )
but they also recognize pressure up to 0.7kp/cm2.
^ TYPE:C
Are built as pressure tanks. They have such a large degree of safety that secondary
barriers are not required. The tanks are usually cylindrical, either as single or twins tanks.
The tanks are stored using two supports arranged as cradles made from e.g. azobe wood.
The tanks can be used both as fully pressurized and semi-pressurized tanks.

*Fully Pressurised
The tanks are usually built for a pressure of 17.5kg/cm3 which corresponds to the boiling
point of propane at +50 deg c. when the cargo is being transported at ambient temperature
the cargo tank need not be insulated.
* Semi Pressurised
Semi pressurized tanks are normally larger than fully pressurized tanks and are built for a
working pressure of 4 – 8 kg/cm2, but they can as a rule also transport fully refrigerated
cargoes, for example propane –48deg c or ethylene at –104deg c. The tanks are insulated
and the cargoe is cooled with the help of a reliquefaction plant.

• 9.2} TYPES OF SHIPS

[ IGC code classifies gas ships into the under mentioned types based on survival
capabilities upon flooding, following an assumed damage extent of the hull as described
in IGC(2.8) , Type:1G, type:2G, Type:2PG, Type:3G ]

*TYPE 1G
It is a gas carrier intended to transport products in chap.19 which require maximum
preventive measures to preclude the escape of such cargo ( cargoes presenting greatest
hazard such as Chlorine ) . Such a ship should be assumed to sustain damage anywhere
along her length.
Location Of cargo Tank: [ IGC 2.6 ]
From the side shell plating not less than the specified transverse extent damage:B/5 or
11.5mtrs whichever is less, and from the moulded line of the bottom shell platingor 2mtr
whichever is less, and nowhere less than 760mm from the shell plating. at centre line not
less than the specified vertical extent of damage:B/15

*TYPE2G
is a gas carrier intended to transport products indicated in chapter.19, which require,
significant preventive measures, to preclude the escape of such cargo.
Such a ship of ore than 150m in length should be assumed to sustain damage anywhere
along her length.
Such a ship of 150m or less in length should be assumed to sustain damage anywhere
along her length except involving either of the bulkheads bounding a machinery space
located aft.

*TYPE 2PG
It is a carrier of 150m or less in length intended to transport products indicated in
chap.19, which require significant preventive measures to preclude escape of such cargo,
and where the products are carried in Independent Type:C tanks designed for Marvs of
atleast 7barg and where the design temperature of the cargo containment system is not
below –55deg c.
Such a ship should be assumed to sustain damage anywhere in her length except
involving transverse bulkheads spaced further apart than the specified longitudinal extent
of damage: 1/3 L2/3 or 14.5m whichever is less.

*TYPE 3G
It is a gass carrier intended to carry products indicated in chap.19, which require
moderate preventive measures to preclude the escape of such cargo.

Location of cargo tanks for 2G/2PG/3G Ships: From the moulded line of the bottom shell
plating at centre line not less than the specified vertical extent of damage: b/15 or 2m,
and no where less than 760mm fromm shell plating.

10. RELIQUIFICATION OF LPG

• 1]. UNDERSTANDING THE PROCEDURE FOR

RELQUIFICATION OF CARGO:

PRINCIPLE:
To liquefy any gas the molecular distance has to be decreased. Decreasing of molecular is
done by either compressing (I.e. increase the pressure 0f the gas or by decreasing the
temperature of gas. But in practice the gas can not be liquefied alone by either increasing
the pressure or decreasing the temperature. The gas to has to be both compressed and
cooled. The gas has to be compressed at least up to its critical pressure and cooled at least
up to its critical temperature.
STAGE.1 :
The gas is compressed in a two stage compressor. Compression of any gas in one gas will
result in raise of the gas temperature and the compressors efficiency will be reduced.
Instead a two stage mechanism is used.In the first stage the gas is compressed and cooled
and compressed in the second stage up to the required pressure.
STAGE.2:
The hot compressed gases are cooled in a heat exchanger using different media such as a
refrigerant or sea water or just air. Theses gases condenses due to removal of the latent
heat. What we have is a warm liquefied gas.
STAGE.3:
The warm liquefied gas is made to expand through a expanding nozzle towards a low
pressure side. There by the there is a sudden drop of temperature in the liquid gas . what
we have is chilled liquefied gas.
The primary aim of the refrigerated L.P.G. Carrier is to earn money. As with any ship
this means utilising a given efficient hull form to maximum advantage.

In turn, it means that the tanks must be of lightest possible construction and shaped to fit
closely into the internal containment spaces of the hull.

To satisfy these requirements the cargo must be

carried in Liquid form and as nearly as possible to atmospheric pressure.
The various cargoes each have a specific and usually quite low temperature at which their
pressure is near atmospheric, and all of the reliquefaction plants utilise a common basic
principle to maintain the cargo at the necessary low temperature. This is the principle
that "EVAPORATION PRODUCES COOLING".

They may apply the principle once only, or more than once during the cycles of
operations, but in each case, the cargo tanks themselves are simply large primary
evaporators, and it is the evaporation of cargo from the liquid surface in the tank that
ultimately cools the tank.

All of the plants have the same main function, i.e. to collect vapour generated from the
liquid cargo by heat ingress, reliquefy it, and return it to the tanks. This is achieved as
follows :-

Heat ingress from the tank and its surroundings warms the cargo, generating unwanted
surplus vapour and pressure. This is removed and compressed into a much smaller
volume at a much higher temperature. Its removal lowers the pressure in the tank dome,
creating conditions for more evaporation.

As much heat as possible is removed from the hot compressed vapour by cooling it in a
condenser. Heat flows only from a warm to a colder medium, and by using the coldest
medium economically available as the coolant the maximum heat can be removed. This
includes all of the superheat which was added as a result of compression, then all of the
latent heat of vapourisation, so that the gas is now in it’s liquid form at the higher
pressure.

It should be noted that the condenser cannot start to remove latent heat until all the
superheat has been removed, so for a given size of condenser, the less superheat there is
in the entering vapour, the more liquid will be produced.
The liquid gas so formed will be at a temperature slightly higher than the condenser
coolant, and considerably higher than that of the liquid in the tank. It is now returned to
the tank in a controlled manner, so that liquid only enters the control valve. In passing
this valve it is now in a low pressure, high volume zone, and some of it rapidly
evaporates ("flashes") to fill the space available. To convert liquid to vapour requires
heat, and the necessary heat in this case comes from the liquid itself, at the expense of its
temperature, which is now reduced to match the saturation temperature for the pressure in
the tank.

Thus vapour only is removed from the tank and a mixture of vapour and liquid returned
to it, the liquid for stowage, and the vapour for subsequent reprocessing.

It can be seen that since the insulation limits the rate at which heat can enter the tank
from outside, the faster it can be made to evaporate by drawing off the vapour, the more
of the heat required for the production of vapour has to come from the body of the liquid
cargo itself, and the colder the cargo becomes.

The methods by which these processes are achieved differ in the various plants.
Kvaerner, L.G.E., and L.G.A. Gastechnik have all opted for ‘direct’ systems in cascade,
using freon 22 (R22) as the first cooling medium, the freon itself being subsequently
seawater cooled. Technigaz, in the managed ship “Discaria ” have opted for the apparent
simplicity of direct, one stage, seawater cooling.

The decision to adopt one or another system is complex, concerning capital and operating
costs against efficiency and mechanical viability, and also the versatility of the ship.

For example using the direct sea cooling method in sea temperatures of around 32C
necessitates compressing propane to at least 11.5 kg/cm2 to achieve an adequate
temperature difference in the condenser for the removal of latent heat. This Gives a
propane condensing temperature of about 36 C. At this temperature the total heat
(enthalpy) in a Kilogramme of propane condensate is 121.7 kilo calories. When this one
kilogramme of liquid propane passes through the control valve to the tank now at –43 C
(0 kg/cm 2 ) only 76.4 kilo calories are required to maintain the liquid at boiling point.
The surplus , 45.3 kilo calories, will go to generate vapour from the warm liquid at the
rate of 101.6 kilo calories per kilogramme.

(The latent heat of evaporisation of propane at –43 C). Thus 45.3 divided by 101.6 =
0.446 kilogrammes of cold vapour will be produced from 1 kilogramme of warm liquid,
leaving 0.554 kilogrammes of cold liquid.
When an R22 cooled cascade system is used it is possible to offer coolant as low as –20
C, so that the propane condenses at about –15 C. In this case the total-heat of a
kilogramme of propane is 91.5 kilo calories, and when this is returned to the tank the
balance of heat to produce cold vapour is 91.5 76.4 = 15.1 kilo calories. This will
form 15.1 divided by 101.6 = 0.149 kilogrammes of cold vapour and 0.851 kilogrammes
of cold liquid. Since the object of the exercise is the production of liquid, it can be seen
that the cascade system will be very much more effective than the direct system.
However it requires a complete secondary cooling system, including an R22
compressor, condenser liquid receiver, together with all the pipe work and controls and
the power requirement to run it, (although the cargo compressor itself will have a lower
power demand for a given refrigeration effect). Further, if a direct cooling system were
built to reliquefy propane at this pressure, it may not cope with arnmonia, since that
requires even greater pressure at this sea temperature, and a larger condenser to remove
the extra latent heat.

Such considerations, with many others have led Kvaerner, L.G.E. and L.G.A. Gastechnik
to opt for the cascade system, while Technigaz have installed the potentially simpler one
stage direct cooling system.

2 Cascade Systems - General Descriptions

The cascade systems all have the common feature of using an R22 refrigeration system to
condense the compressed cargo vapour, but the Kvaerner designs are most varied, and
differ in one respect from the L.G.E. and L.G.A. Gastechnik. This is the fitting of a large
liquid separator in the R22 circuit, so that the cargo condenser R22 circulation is natural
rather than a positive series flow as in the case of L.G.E. and L.G.A. Gastecnik. This
point appears to cause considerable misunderstanding. The Kvaerner plant is in a variety
of ship types, and consequently compressors of various sizes and makes are met, as are
differing control valves, cargo condensers, secondary functions and support systems. The
Kvaerner plants all have the naturally circulated cargo condenser, and the basic
reliquifaction arrangements is very similar on all of them.

PROCEDURE:

1].KNOCKOUT DRUM :
The vapors are drawn from the cargo tanks by the compressor and passed in to the knock
out drum. Any droplets of the liquid are knocked off by the baffle plates. If the liquid
drops enter the compressor it will damage the pistons. Hence its necessary to ensure that
the vapor is free from any liquid drops.

2].COMPRESSOR:
The vapor is required to be compressed to about 20.5 bars for C3. if this is done in one go
enormous heat is generated while compresson and the efficiency of the compressor will
be decreased. Hence it is done in two stages.
FIRST STAGE : When the vapors are compressed they are at 4.4bars / 60OC.
Theses gases are passed through the inter cooler where they become 4.4bars / 6OC.
SECOND STAGE : The above gases at 4.4bars / 6OC are sucked in to the second
stage compressor and compressed to 20.5bars / 80OC.

3]. CONDENSER :
The hot compressed gases at 20.5bars / 80OC enter the condenser and cooled by the sea
water. These gases gets converted to liquid which is at about 40OC and the pressure is
20.5 bars. The Condensate is collected in the receiver which is the lower portion of the
condenser.

4].EXPANSION VALVE :
The warm Condensate is made to pass through the a orifice called expansion valve. The
liquid upon passing through the expansion valve will cool down due to flash evaporation
which will reach a temperature of 6OC.

The expansion valve is controlled by a float in the receiver.

5] INTER COOLER :
Intercooler is nothing but a heat exchanger. On the shell side the are hot compressed
gases from th 1st stage compressor discharge. On the tube side the Condensate flows from
condenser receiver to the expansion valve.

2]. IDENTIFYING EACH PART AND AND COMPONENET OF

COMPRESSURE:

motor
motor coupling
coupling bolts
cranck shaft
shaft seal
bearing bracket
1st stage cylinder
1st stage piston
2nd stage cylinder
2nd stage piston
suction valves
discharge valves
piston rods
cross head
oil pump
oil relief valve
oil strainer
oil and cranck case press gauge.
coolent inlet
coolent outlet
suction press gauge
1st stage disch press gauge
2n stage press gauge

3]. UNDERSTANDING ALL PIPE LINES ASSOCIATED WITH COMPRESSOR

:
Vpor lines from cargo tanks
knock out drum inlet and out let
compressor 1st stage suction
compressor 1st stage discharge
inter cooler inlet and oulet
compressor 2nd stage suction
compressor 2nd stage discharge to the condensor
compressor 2nd stage discharge to the hot gas line
condensor inlet from compressor 2nd stage discharge
sea water inlet to the condensor
sea water outlet from condensor
intercooler inlet from condensor receiver
oulet from inter cooler to the expansion valve
pneumatic controle for expansion valve contolr by level float in the receiver
sea water inlet and outlet for brine cooler
brie inlet and outlet to the brine cooler
steam inlet and outlet to the brine heater
brine inlet and outlet to the brine heater

4].VARIOUS VENT LINES FROM COMPRESSORS.

relief v/v from comp suction, discharge, hot gas line,

relef v/v and manual v/v from knock out drum
relef v/v and manual v/v from inter cooler
relef v/v and manual v/v from condenser

5].PURGING KNOCK OUT DRUM AND COMPRESSOR WITH I.G:

6].UNDERSTANDING OF BRINE SYSTEM IN COMPRESSOR ROOM:

The purpose of circulating the brine solution in compressure is to prevent any freezing.
The recirculation of brine water is carried by a electrical pump. Brine water from
compressure is passed through a heat exchanger where sea water is used to dissipate the
heat. Alternatively a steam heater is also provided for heating the sea water.

7].PROCEDURE AND PRECATION FOR STARTING COMPRESSOR:

8].CHANGING COMPRESSOR FROM RE-LIQUIFICATION MODE TO HOT

GAS MODE:
9].CHANGING COMPRESSOR FROM BUTANE TO PROPANE MODE AND
VICE VERSA:
FROM PROPANE TO BUTANE:
Open the drain valve of the inter cooler. Drain the Condensate to the tank.
monitor the compressure disch press.
monitor the inter cooler temp.
make sure the inter cooler and condenser are empty.
change over the Condensate v/v.
change over the vapor v/v.
put the compressure on batane mode.

FROM BUTANE TO PROPANE MODE :

Stop the compressor.
drain the condensor and intercooler to the propane tank.
keep the brine pump running.
Ensure the heat is dissipated from the compressure. That may require 30 to 60 minutes.
open the v/vs for lntercooler .
change the compressure mode to propane.
open the butane Condensate v/vs
open the vapour inlet v/v to the knockout drum.
Start the compressure as you do regularly.

10].GENERAL BASIC MAINTAINENCE OF COMPRESSOR (Deck Officers):

11]. TAKING ALL READING OF A COMPRESSOR AND COMPARE FOR

EFFICIENCEY:

Introduction
 • 2]. PLANT TYPES.
There are four types of plants by different makers discussed in this notes.
These are :
1. Kvaerner Engineering AIS.
2. L.G.A. Gastechnik G.M.B.H.
3. Liquified Gas Engineering (L.G.E.)
4. Technigaz.
5.

1]. Kvaerner Plants

1. CARGO COMPRESSOR
2. CARGO CONDENSOR
3. CARGO CONDENSOR LIQUID LEVEL CONTROL SYSTEM
4. R22 COMPRESSOR
5. OIL SEPERATOR
6. R22 CONDENSOR
7. R22 LIQUID SEPERAROR
8. R 22 LIQUID LEVEL CONTROL SYSTEM
9. R22 LIQUID SEPERATOR
10. OIL RECOVERY HEAT EXCHANGER

1]. Cargo Compressor

Usually Sulzer two stage, double acting, oil free, with manually selectable capacity
control for -50% and 100 % duty. It is motor driven, through a sealed unit, from a gas
safe motor room. The vapour suction usually has an inline filter for removal of entrained
dust, foreign material and, in particular, frozen ice particles.
2]. Cargo Condenser

This is a composite unit incorporating the R22 evaporator. It is vertical, of straight tube
and tubes contain the cargo product, while the shell is naturally circulated with R22.
Usually the top chamber is the hot vapour inlet from the compressor, while the bottom
chamber collects the condensed liquid, and serves as a cargo liquid receiver.
Incondensible vapours, such as inert gas, cargo contaminants etc., are constrained by the
downward flow to concentrate above the liquid in the lower chamber . A collector over
certain tubes in the upper chamber construction, with top and bottom tube plates and
chambers and the shell. The top and bottom chambers connects to an external vent valve,
then to the mast, so the top vent in fact removes concentrated incondensibles from the
cold lower (liquid) chamber.

In some cases, ie. "Gazana”, the hot gas inlet is into the bottom chamber, as also is the
liquid outlet. In this case, the gas rises up the tubes, condensing on the cold surfaces and
falling back as a liquid. Incondensibles continue to rise, and collect in the top chamber
for venting to atmosphere as pressure dictates see under 3.2.2.1.1 "Air and
Incondensibles". The advantage of ' this arrangement is a better separation of
incondensible gases, while the disadvantage is that the incoming hot gases tend to heat
the collected liquid so that it rust remain continuously in a "boiling" condition, which
precludes any cycle advantage due to undercooling and aggravates level measurement
and control.

The cargo condenser can usually be operated in a reverse role, i.e., as a cargo vapouriser,
generating vapour from liquid cargo to displace liquid pumped from the tanks during
discharge operation.

This is achieved by supplying liquid bled from the liquid discharge line to the product
side of the cargo condenser and heating it, either by means of a steam
Coil in the bottom chamber (liquid receiver) or by circulating the shell with hot R22
vapour preheated in a steam heated R22 vapouriser.

3]. Cargo Condenser Liquid Level Control System

These are varied in design, in many cases the originals having been removed and
replaced by an alternative. It is very important that this control functions consistently and
accurately since too low a liquid level can allow vapour to return to the cargo tank instead
of liquid, and too high a level can, by entering the condenser tubes, seriously reduce the
condensing surface area. Both conditions very seriously reduce the plant capacity.

4]. R22 Compressor

This is a single stage multi-cylinder unit fitted with either manual or automatic step
capacity control. Control settings are either 25 %, 50 %, 75 %,or 100 % on 8 cylinder
units, or 33 %, 66 %, or 100 %, on 6 cylinder units. The bottom step, i.e. 25 % (8
cylinder) or 33 % (6 cylinder) remains always loaded. When on auto selection the
compressor suction pressure is maintained within a predetermined range by loading and
unloading consecutive cylinder banks, the object being the eventual control of the cargo
condensing pressure, so that the necessary refrigerating effect is obtained while
simultaneously ensuring there is sufficient pressure to return the liquid cargo to the tanks.
As with the cargo compressor, the R22 compressor is driven through a sealed bulkhead
from a gas tight motor room.
5]. Oil Separator

The R22 compressor is not "oil free" and a certain amount of lubricating oil mist is
continuously carried through the compressor with the R22 gas. Much of it is removed in
the oil separator. This is a vertical cylindrical chamber located after the R22 compressor
discharge. Compressed R22 enters tangentially near the top of the unit and a swirling
motion is imparted. The exit path is via a central funnel, so that the gas oil mixture
passes down the walls of the chamber, centrifugal force causing the heavier oil mist
particles to move to the outside of the vortex, collect, and run down the walls. At the
base of the exit funnel the gas moves toward the centre and turns to pass up through a
demister unit to the central exit. The demister is a stainless steel knit mesh unit and fine
particles of oil adhere to the mesh, collect as droplets, and fall by gravity through the
slow moving rising gas, then through a perforated baffle to an oil collecting sump at the
base of the unit. The oil is then returned by a float controlled valve to the compressor
sump via an oil strainer. In some cases a heater is fitted in the separator oil sump. This
heater arranged to be “on” during periods the condenser is stopped to prevent the
condensing of R22 in the sump and to keep the separator walls warm so that R22 will not
condense on them during start up. The return of liquid R22 with the oil would dilute the
oil and could cause lubrication problems in the compressor.

6]. R22 Condenser

This is usually a high mounted horizontal straight tube unit with a seawater
inlet/outlet chamber at one end and a return chamber at the other end. In this unit the hot
compressed R22 gas is first cooled, then condensed to its liquid state, the liquid falling by
gravity to the liquid receiver below.

The R22 condenser is the point of final extraction of all the heat from the system. This
includes the heat removed from the tank contents, the heat leakage into the pipework the
heat of compression in the cargo compressor, heat leakage into the R22 pipework and the
heat of compression in the R22 compressor. Its internal cleanliness and its correct
circulation is essential. In general, the greater the flow of seawater, the easier it is for the
condenser to extract the heat. There are times when flow restriction may be necessary
this will be dealt vjith in a later section.

7]. R22 Liquid Receiver

This is a pressure vessel located below the R22 condenser to collect the liquid condensate
and maintain a liquid reservoir to prevent uncondensed vapour passing to the low
pressure side of the R22 system. It is large enough to contain the complete R22 charge,
and is fitted with liquid level sight glasses so that the working level and the "pumped
over" level can be easily seen, the latter being near the top of the -liquid receiver.

8]. R22 Drier

This unit is fitted, usually with a bypass valve for maintenance, in the liquid line after the
liquid receiver.

It is usually a horizontal cylindrical shell containing a perforated metal cartridge lined

with a filter cloth bag containing desiccant. The liquid R22 enters at the end of the
chamber, passes into the centre of the cartridge via a perforated metal tube, then flows
out through the desiccant, the filter bag and the perforated cartridge walls to leave the
unit via the exit branch in the side. The cartridge is held up to seal against an internal
extension of the inlet pipe by a spring under the blank flange type inspection cover.

Water in the R22 charge may freeze in the level control valves and cause them to
malfunction. It may also contaminate the compressor sump and damage bearings.

The drier charge may be silica gel, activated alumina, or molecular sieve, the former two
are recommended by the manufacturers, but they tend to break down into abrasive dust or
grit, especially when rapidly saturated, and can cause severe damage to the compressor.
To minimise this risk it is recommended that the charges are, replaced with the slightly
less effective
but more stab1e "molecular sieve' '(sodium alumina silicate) which comes in the form of
hard skinned whitish beads.
9]. R22 Level Control System

This is fitted to control the level of R 22 in the liquid receiver such that liquid only can
pass out into the low pressure side of the system.

It is sometimes referred to as the "expansion valve" because the liquid expands and
partially flashes to vapour on passing through the level control valve.

As with the cargo condenser level control valve, various types are fitted, often because
there has been doubt as to the correct operation of the original. Kvaerner sometimes fit a
type using a "buoyancy float" in a chamber connected to the liquid receiver. This
operates a pilot valve delivering pressure impulses of R22 on a piston at the top of the
level control valve. This operates in an open / shut manner so that the level in the glass
rises and falls over a fairly narrow range. It is a simple system, self regulating, and
needing no separate operating media such as compressed air.

In order that the level control valve can pass the correct quantity of R22 to the low
pressure side of the system, it is necessary to maintain adequate pressure differential
across the level control valve. For this reason, in cold sea temperatures, it may be
necessary to restrict the seawater flow at the
condenser outlet to maintain the condensing pressure
(R22 compressor discharge pressure) above about 8 kg/cm 2

10]. R22 Liquid Separator

It is at this point that the Kvaerner plants differ significantly from L.G.E. and L.G.A.
Gastechnik.

The cooling and condensing of the cargo product in the cargo condenser is achieved in
this case by a natural circulation of R22, set up by the density difference between a
column of R22 liquid leaving the bottom of the liquid separator and the R22 vapour
returning from the top of the cargo condenser shells.

The liquid separator is a large cylindrical low pressure vessel, usually horizontal,
arranged about level with the top of the cargo condenser. It has a level sight Class and
four main connections viz :-

1. Liquid outlet to bottom of cargo condenser shell.

2. Vapour return from top of cargo condenser shell.

3. Liquid plus "flashed" vapour inlet from R22

liquid receiver level control valve.

4. Collected vapour outlet to R22 compressor suction.

The purpose of the liquid separator is to obtain the maximum refrigerating effect with a
minimum risk of damage to the compressor due to liquid carry-over in the suction. It
achieves this by ensuring that liquid only enters the R22 evaporating section of the cargo
condenser so the most effective possible use is made of the heat transfer surface, and by
ensuring that dry saturated vapour only is passed to the compressor, the absence of
superheat improving both compressor and condenser performance. The large volume of
the vessel provides an adequate liquid trap in transient or unstable conditions, to protect
the compressor. The liquid separator functions in a similar manner and for similar
reasons to the steam drum of a water tube boiler.

It will be seen that in order to promote the necessary circulation, the system should
always be fully charged, or there may be insufficient liquid to promote the natural
circulation.

The liquid separator will not only separate liquid R22 from the vapour, it will also
separate any residual oil mist. Left to its own devices, this oil would collect in the
separator and lower part of the cargo condenser shell where it would impair the heat
transfer surface, and eventually the unit would cease to function.

To overcome this Kvaerner fit item 11 below.

11]. Oil Recovery Heat Exchanger

This unit is a vertical, straight tube heat exchanger with fairly long- tubes and a small
shell diameter. A small proportion of the cold oil laden R22 liquid is tapped off the
liquid line entering the cargo condenser shell. This is led to the lower (inlet) chamber of
the oil recovery unit. At the upper end, the outlet chamber connects to the R 22 vapour
suction line from the liquid separator.
The shell of the oil recovery heat exchanger is circulated by warm liquid R 22 on it’s
way from the R 22 receiver to the level control valve. This causes the oil laden cold
liquid in the tubes to evaporate and accelerate rapidly up the tube taking the oil with it,
and returning it as a vapour to the compressor suction. Thus just as a small proportion of
oil is passing into the system, so a small proportion is being recovered from it, and once a
certain concentration is accumulated in the cold liquid, an equilibrium is reached so that
no further build up occurs.

On starting up a new or recharged system it will be necessary to add oil to the compressor
sump until this state of equilibrium is reached, usually when the total oil quantity in the
system is 50 % to 100 % of the total liquid gas quantity, and it will be recognised by a
constant oil level in the compressor sump sight glass.

The successful operation of this system depends upon the flow of heating liquid from the
liquid separator. This in turn depends on there being an adequate gas charge in the system
for the opening of the level control valve i.e. the system R22 charge should be
maintained such that the "pumped over" level appears in the top sight glass of the liquid
receiver. Failure to ensure this will lead to apparent oil loss from the compressor sump
and eventually very large quantities of oil will block the natural circulation in the cargo
condenser shell.

The foregoing lists and briefly describes the basic components of Kvaerner reliquefaction
plant. In addition, each ship is likely to have on one or more of its reliquefaction plants
the following facilities:-

12].Product Vapourising

This is a means of generating product vapour to replace the liquid being pumped out of
the tanks during discharge.

Kvaerner usually achieve this as described under 2.1.2, either by direct heating with a
steam coil in the liquid receiver chamber of the cargo condenser, or indirectly by steam
heating and vapourising R22 in a separate R22 evaporator then by evaporating cargo
liquid in the cargo condenser (now operating in reverse mode) against condensing R22
refrigerant. in both cases the liquid product is tapped from the liquid cargo discharge line,
bypassing the cargo condenser level control valve into the liquid receiver end of the cargo
condenser. It then rises up the tubes to leave as a vapour from the upper chamber of the
cargo condenser, by-passing the cargo compressor and returning as a vapour to the
selected tank via the vapour line.

If the direct heating by steam coil method is installed there is a serious risk of residual
water in the coil causing damage by freezing.

Product vapourising systems are usually fitted to two only of three reliquifaction units.

2.1.13 R22 Connection to Puddle heating Coils

These are arranged to take hot compressed R22 gas from the compressor discharge pass it
through heating coils in the tank pump sumps and return it as liquid to the liquid receiver.
From here the liquid R22 passes to the liquid separator then either the cargo condenser or
steam evaporator, which boils the liquid and returns the vapour to the liquid separator for
recompression in the compressor.

The system has been discarded generally, and alternative means found to heat the cargo
residues. The fitted systems proved undesirable due to the large amount of pipe work and
hence R22 required, and its susceptibility to leaks. In most cases the coils in the pump
sumps have been drilled, and their supply pipe work re-arranged such that it now
connects to the cargo condensate return line, so that by running a cargo compressor with
no R22 circulation in the cargo condenser, the liquid level control can be by-passed and
hot cargo vapour directed into the liquid residue.

R22 Connections to and from the Inert Gas / Air Cooler

2
This is usually associated with the "spare" reliquefaction unit - i.e. the one selectable to
either tank system. For this purpose there is a liquid supply
from the R22 liquid receiver and hot gas supply from the compressor discharge.

Liquid refrigerant enters the cooler via thermostatic expansion valves.These valves are
controlled by the temperature of the R22 vapour leaving the cooler, and are set to give
slight superheating ( about 3° – 5° C ) in the exit vapour. This means that the R 22
temperature at the cooler inlet (i.e. just after the thermostatic expansion valve) might and
probably fall well below O° C. This would in turn cause the "dew" extracted by the
cooler to freeze on the cooler elements, reducing their capacity. To overcome this, a hot
gas supply from the compressor discharge is opened and used via a pressure controller to
inject hot gas into the cooler inlets after the thermostatic expansion valves. The rate of
injection is governed by the pressure sensed at the cooler outlet and controlled to
maintain
the R22 evaporating pressure in the cooler at about 4 bars Gauge, i.e. saturation pressure
for R 22 at O° C.

The foregoing description and comment is in general terms only. For specific
information on a particular plant the Maker'
s Manual must be consulted.

2]. L.G.A. Gastechnik

It will be seen that the cargo condenser is circulated by R22, but that instead of a
configuration promoting a natural circulation, the R22 is admitted to the condenser shell
directly by two thermostatic expansion valves in parallel. This puts the R22 evaporating
sections of the cargo condenser in a series circulation with the R22 compressor and
condenser etc., the flow rate being dependent on the compressor capacity control setting
and thermal expansion valve opening.

The basic components are all mounted as a compact unit on a very strong, rigid base plate
extending from the compressor room through the gas tight bulkhead to the gas safe motor
room. The base, being common to the motors and compressors, virtually eliminates
alignment difficulties associated with hull loading and movement, and flexible couplings
accommodate the small amounts of misalignment remaining.

Each of the four ships has four re liquefaction units, arranged in two compressor rooms
such that nos. 1 and 3 units serve tank and pipe system 1 while nos.2 and 4 units serve
tank and pipe system 2. System 1 comprises nos. 1 and 3 tanks, and system two number 2
tank. No 4 tank can be selected to either system one or system two by suitably arranging
removable pipe bends. Thus cargo can be carried as a single homogeneous cargo, two
separate cargoes in 2/2 tank segregation or two cargoes in a 3/1 tank segregation.

Each reliquefaction unit is designed to be capable of containing the vapour generated in a

pair of tanks on 2/2 segregation while loading a cargo at atmospheric saturation pressure
in a sea temperature of 32 C and an ambient temperature of 45 C. The second unit in each
system then serves as a stand by unit. When on 3/1 tank segregation there will be two
units required to deal with the three common tanks.

The main components of the Gastechnik units are :

1. Cargo liquid Seperator
2. Cargo compressor suction strainer
3. Cargo Compressor
4. Pulsation Damper
5. Cargo Condensor
6. Cargo liquid receiver
7. Cargo liquid level controller
8. Purge Condensor
9. R22 Compressor
10. R22 oil separator
11. R22 condensor
12. R22 liquid receiver
13. R22 Evaporator
14. R22 heat exchanger
15. R22 Drier

1]. Cargo Liquid Separator

This is a vertical cylindrical chamber in the cargo compressor vapour suction line. The
vapour entry and exit are at the top of the chamber, the entry being internally directed
downwards, while the exit is arranged to draw vapour from the top. Liquid cargo
entering the chamber will fall to a collecting sump
at the base. Attached to the liquid separator chamber is a simple vertical heat exchanger,
comprising a jacket around a vertical length of the hot gas discharge line. The jacket is
connected to the liquid sump at the bottom and the vapour space of the liquid separator at
the top. Collected liquid flows into the heat exchanger where it is evaporated by the hot
compressed cargo gas, the vapour passing back into the shell of the liquid separator and
then out to the compressor suction filter. The liquid separator is provided with a level
indicator, a liquid drain which passes to the vent mast. It is also provided with a small
level detecting float chamber fitted with a high level alarm and trip switch. The unit
cannot operate if the trip switch is open circuit.

2]. Cargo Compressor Suction Strainer

This is a basket wire mesh filter inserted in the vapour suction line prior to the
compressor.

3]. Cargo Compressor

A Sulzer K160-2A double acting two stage, two cylinder oil free compressor. The unit is
fitted with a capacity control device arranged for manual capacity control by selector
switch at 50 % and 100 % load settings, and automatic unloading to 50 % for start up.

Compressor cooling is by a separately circulated system containing a water and glycol

mixture. The compressor is driven by a motor through a sealed bulkhead from a gas safe
motor room. Motor capacity is 200 Kw, and speed is 595 revs/ min. On the discharge
side of the compressor is fitted a pulsation damping chamber.

The compressor is fully instrumented, and protected by various temperature, pressure and
differential pressure switches, all of which MUST be kept in good working order.

4]. Pulsation Damper

A vertical cylindrical pressure vessel located in the cargo compressor discharge line acts
as a volume chamber to smooth out pressure pulsations induced by the compressor. The
pulsation damper outlet pipe is from the bottom, and in it is fitted a large spring loaded
plate type non return check valve to prevent flow back from the cargo condenser during
the low pressure intervals between pulses.

5]. Cargo Condenser

This is a horizontal tubular heat exchanger. The hot compressed cargo vapour passes
through the pulsation damping chamber, then through the heating section of the cargo
liquid separator where it will be cooled by any liquid that may be present. It then passes
into the shell of the cargo condenser, which is cooled by evaporation of R22 liquid in the
two parallel tube packs of the R22 evaporator.

The hot cargo gas is first de superheated, then condensed, the liquid gas passing out of
the bottom of the cargo condenser into the cargo liquid receiver.
The cargo condenser can be operated with one or both of the R 22 evaporator banks in
service. The shell is provided with a pressure relief valve, pressure gauge and an
automatically operated connection to a purge condenser.

6]. Cargo Liquid Receiver

This is a horizontal cylindrical pressure vessel lying under the cargo condenser into
which the condensed cargo liquid falls. The purpose is to form a liquid seal between the
condenser and the condensate return to the tanks to prevent the reduction in plant
capacity which would result if uncondensed cargo vapour were to pass directly back to
the tanks. The unit also prevents the condensed liquid flooding up inside the cargo
condenser shell and covering the lower tubes, which also would reduce the plant
refrigerating capacity by reducing condensing surface.

The cargo liquid level receiver is fitted with a magnetic float type liquid level indicator,
the magnetic float being in a small vertical pressure vessel connected at the top to the
vapour and at the bottom to the liquid sides of the cargo liquid receiver. The magnetic
float positions an indicator in a glass tube.The float chamber should be well insulated, as
the liquid inside is at boiling temperature, and heat ingress will cause violent ebullition,
giving a seriously reduced density and a false level indication. This is particularly so with
propane, which is very much colder than butane at this point.

7]. Cargo Liquid Level Controllers

This is a Honeywell Model 782 displacement type level controller, arranged with a float
chamber connecting to the vapour and liquid sides of the cargo liquid level receiver. It is
very important that this unit functions correctly, and the Honeywell instructions are to be
understood.

The "float" does not rise and fall with the liquid - in fact, it would probably sink. It
is used to transmit the changes in its buoyancy as the liquid level rises and falls
around it, via a torque arm to the controller. Here the 4 movement is converted to a
proportional air pressure signal, amplified, and used to open and close the level
control valve to control the liquid level.

Since the unit detects buoyancy changes, it must be set up to suit the specific gravity of
the liquid gas at the conditions in the float chamber. This can be determined from, the
Thermodynamic Properties of Gases Tables, or from the list below :-

Gas Toc Gauge Press. kg/cm2 S.G.

Propylene -18 2.4 0.572

Comm. Propane -18 2.0 0.53

Butane +10 1.5 0.59

 Ammonia -18 1.1 0.662

VCM - 4 1.5 0. 953

Butadiene +6 1.5 0.639

Galconda is converted to carry VCM. The high S.G. is out of range of the fitted torque
tube, so that the S.G. compensation has to be set to its maximum setting. This means that
the level actually controlled will be lower than normal, and the alarms activated by the
transmitter will require adjusting so that the high level alarm does not activate.The S.G. is
adjusted by movement of a sliding 1ink connection on a curved radius arm attached to the
end of the torque tube in the control box.Like the level indicator, the separate float
chamber arrangement is very liable to boil when "cold" cargoes (propane, propylene) are
carried, and it should be heavily insulated to prevent heat ingress. Boiling will radically
reduce the buoyancy, and cause the liquid level to rise into the condenser because the
control valve will close. In turn the condensing pressure will rise as the lower tubes
become immersed and temporarily stop the boiling. Control will be erratic and capacity
of the condenser reduced. Ultimately the compressor will trip. There will be no visual
indication of high level.A further point to note is that the control air piping must be run
clear of cold pipe work etc., or ice blockages will result.
The unit also operates a level indication repeater and alarms.On passing through the level
control valve, the liquid is now much closer to tank pressure, and some of it will have
evaporated as "flashed" vapour to suit the new condition. Its condition will be that of
saturated vapour in the presence of its liquid, and its temperature will be that
corresponding to the new pressure, between that in the liquid receiver and that in the
tank.

8]. Purge Condenser

The cold liquid/vapour mixture leaving the level control valves next passes through the
purge condenser, then back to the tank via the condensate return line and top spray rail.

The purge condenser is a shell and straight tube heat exchanger, the cold liquid / vapour
mixture passing through the tubes having first been imparted a swirling motion to
disperse the mixture evenly over the tube plate. The shell top is connected to the top of
the vapour side of the cargo condenser, and a second shell top connection leads to the
vent mast. Both of these connections are provided with air operated control valves, the
first an open/shut valve, the second proportionally controlled. From the bottom of the
shell a liquid connection passes via a float operated vapour trap to join the condensate
return to the tank.

Any vapour not condensed in passage through the cargo condenser collects in the top of
the cargo condenser shell. If allowed to accumulate it would blanket the tubes and
effectively reduce its heating surface and capacity. The presence of incondensible vapour
in the cargo condenser is indicated by a rise in condensing pressure. This pressure
increase is sensed by a controller, which compares the new pressure to a pre-set pressure,
the pre-set pressure being slightly higher than the normal condensing pressure of the
cargo.

When the sensed pressure is in the correct range the open/shut control valve opens by the
switching of a solenoid air valve and admits vapour from the top of the cargo condenser
to the shell of the purge condenser. Further pressure rises in the cargo condenser then
cause the valve in the vent line to the mast to open proportionally to the deviation above
the set point, and a flow of gas to the mast vent is set up. Any cargo gas drawn off with
the incondensibles from the cargo condenser is further cooled in the purge condenser, and
will liquefy, returning via the vapour trap to the condensate line and tanks, the impurities
and incondensibles only being vented to atmosphere.

9]. R22 Compressor

On the R22 side of the system, the R22 circulation is set up by the compressor
This is a Hall VQ 178 single stage 8 cylinder compressor with manual capacity control
for 25, 50, 75 or 100 % selection and auto unloading at starting. The oil sump is cooled
by an R22 coil controlled by a thermostatic expansion valve and operating in parallel
with the main system.
The compressor is driven at 705 r.p.m. by a 250 Kw (335 hp) motor via an intermediate
shaft. There is an oil lubricated gas tight bulkhead penetration between the compressor
and gas safe motor room. The compressor suction is the evaporated R22 vapour from the
R22 evaporating sections of the cargo condenser, and an internal auction filter is fitted in
the suction chamber. The compressor discharges to the R22 condenser via an oil
separator.

10]. R22 Oil Separator

Since the R22 compressor is not an oil free type, a certain amount of oil mist will be
carried over with the compressed R22. The oil separator is a vertical cylindrical unit with
a tangential gas entry at the top of the shell and a central exit in the top end plate. The
central exit pipe is extended down inside the cylinder in the form of an inverted cone. At
the bottom of the cone is a stainl ess steel knitted mesh demister pad, covering the entry
to the cone, about 1/3 rd
of the way down the cylinder. A short distance below this is a perforated baffle plate
extending fully across the cylinder. Below the baffle plate is an oil sump with a float
operated needle valve to control the return of oil to the compressor sump. The float and
oil valve assembly is surrounded by a gauze strainer.

The incoming gas enters the top of the cylinder tangentially, and forms a rotating vortex,
passing down the cylinder walls. Heavy oil particles are flung to the outside, and collect
on the wall, to run down through the perforated baffle to the sump. On reaching the lip of
the inverted exit cone the gas turns inwards, and due to the increased volume its velocity
falls, allowing the slightly lighter particles to fall out and drop through the baffle to the
sump. The final remaining mist adheres to the wire mesh of the demister pad and collects
into
droplets on the pad. These fall as they build up, through the baffle to the sump below.

The purpose of the baffle is to shield the zone over the sump, preventing any turbulence
which might cause re-entrainment of oil droplets.

The unit requires an oil charge at first start up to put the float in its operating position.

There is an outlet filter after the oil control valve, and this requires regular maintenance.
On new machines a felt pad filter is inserted in the outlet line, this should be examined
after 12 hours and discarded if clean.

The level of oil in the sump of the separator will depend on compressor loading and the
pressure drop across the needle valve.

On leaving the oil separator the hot compressed gas enters the R22 condenser.

11]. R22 Condenser

This is a horizontal, straight tube seawater cooled heat exchanger provided with a
separate condensed liquid receiver.

The seawater enters and leaves at one end, making two passes with a return water box at
the opposite end.

The inlet water box is in three parts, each with its own isolating valve. By closing these it
is possible to reduce the condenser capacity in stages, so that in cold sea temperatures the
R22 condensing pressure can be maintained such that there will be adequate pressure
drop in the thermostatic expansion (or control) valves.

The hot compressed R22 refrigerant enters at the top of the condenser shell, and passes
down over the tube bank. The internal process is in two stages, first, the gas is de
superheated, then it is condensed. The purpose of the unit is to condense R22, so it
follows that care must be taken not to have too much superheat in the entering refrigerant.
The compressor will add superheat to the gas during compression and it follows that
while there should be some degree of superheat at the compressor suction to protect the
compressor against liquid refrigerant carry over, the thermostatic expansion valves
should be set to limit this to 4 C at the evaporator outlet.
The R22 condenser is the point at which all the heat extracted from the cargo, together
with the heat energy expended in extracting it, is rejected to the sea. Its cleanliness on
the sea side in particular, and careful maintenance is critical to the efficiency of the plant.

The water outlet from the condenser in this plant operates a flow switch, which will shut
the plant down if the flow is inadequate. It also passes overboard via spring loaded
pressure sustaining valves, designed to keep the condenser water side fully pressurised
and all tubes flooded. It is important to check that these valves function correctly and do
not restrict the flow unnecessarily. The normal increase in sea temperature is about 2 – 3
C.

12]. R22 Liquid Receiver

The condensed liquid refrigerant from the R22 condenser is collected in the liquid
receiver. This is a horizontal pressure vessel fitted with pressure indication, relief valve
level alarm and a magnetic float type level indicator. Both the alarm and the indicator
have separate float chambers connected liquid and vapour pipe work to the liquid
receiver shell.

The liquid receiver forms a reservoir of condensed liquid refrigerant. This acts as a
barrier to the passage of hot gas straight through the condenser and into the evaporator, a
condition which would seriously reduce the plant capacity. It also provides a reserve of
liquid to deal with load fluctuation, and it ensures that the liquid is cleared from the
condenser, so that its surface area and capacity cannot be reduced by flooding with liquid.

13]. R 22 evaporator

This is an integral part of the cargo condenser, and is in fact the cooling side of that unit.

The headers and tubes are arranged as two separate, parallel, two pass sub units, the
header boxes dividing the two sub units.

Each sub unit has its own thermostatic expansion valve through which the R22 liquid
entry into the tubes is controlled.

The two thermostatic expansion valves are provided with solenoid controlled pilot valves
which hold the expansion valve closed until a signal from the compressor starter causes
one of them to open. The second opens at a signal from the compressor loading device,
when the control selection is moved from 50 to 75 % capacity.
The R22 leaving the expansion valve moves into a lower pressure (evaporating pressure)
part of the cycle, the action of the compressor causing the greater volume necessary for
the lower pressure. Some of the liquid evaporates very quickly to fill the extra volume,
and the heat necessary for this evaporation comes from the R22 liquid itself, thus
reducing its temperature to saturation for the new pressure.

The low temperature liquid and vapour now passes into the evaporating section of the
cargo condenser, where it receives heat from the higher temperature compressed cargo
gas. This heat exchange desuperheats and condenses the cargo gas, and completes the
evaporation of and slightly superheats the R22. The rate at which this happens is
governed by the temperature difference between the condensing cargo and evaporating
liquid, the flow rate of the R22, and in particular that of the R22 liquid, since the heat
absorbed by the liquid is all at a constant low temperature while that absorbed by the dry
R22 vapour is at an increasing temperature. To ensure that an adequate flow of R22
passes the thermostatic expansion valve it is necessary to maintain the R22 condensing
pressure at a minimum of 8 Kp/cm. This is achieved by regulating the R22 condenser
seawater flow, a condition met only in light load and low sea temperature conditions. By
increasing the pressure drop across the thermostatic expansion valves in this way, the rate
of "flashing" will increase, reducing the kilograms of liquid per kilogramme of gas, but
this is more than compensated by the increase of flow. There is no point in reducing the
seawater flow to achieve yet higher condensing pressure, as above 8 kg/cm2 this
compensating effect is lost, and due to "flashing" the total amount of liquid entering the
evaporator tube per unit time diminishes.

The thermostatic expansion valves are controlled by the temperature and pressure at the
evaporator suction outlet. They are normally factory set such that the superheat at this
point will be 4 C, but it is possible to adjust this. There should be no need to do so,
because by definition liquid cannot exist in equilibrium with the superheated vapour, but
during surge conditions, when the equilibrium is disturbed, it may be possible for liquid
R22 to be drawn into the compressor. Adjusting the thermostatic expansion valve to
increase the superheat will do very little to prevent this in surge conditions, but will
reduce the plant capacity, so the adjustment should be kept to a minimum.

When working hard on a propane cargo it would be acceptable to have an R22

evaporating pressure (approximately compressor suction) at about 1.2 kp/cm which
corresponds to –22 C. It is therefore acceptable to run with a compressor suction
temperature as low as about –15 C provided the pressure is no higher than 1.2 kp/cm ie.
the suction vapour is positively superheated. The compressor suction side will then be
frosted.

If compressor damage due to liquid carry over does occur, the probability is that some
other instability occurred first, and this should be investigated before increasing
superheat.
14]. R22 Heat Exchanger

The slightly superheated vapour leaving the R22 evaporator sections passes through a
heat exchanger on its way to the R22 compressor suction.

This is a shell and tube unit, with U tube configuration arranged horizontally, an inlet to
the tubes at the top from each of the two evaporating sections, and a common outlet at the
bottom to the compressor. The compressor suction vapour thus passes through the tubes.
On the shell side, warm liquid R22 enters at the top and is circulated by an arrangement
of baffles, leaving at the bottom of the shell. The liquid is that flowing from the R22
liquid receiver to the R22 evaporator, and on leaving the heat exchanger it passes through
a drier.

The purpose of the heat exchanger is to sub cool the liquid entering the thermostatic
expansion valves, thereby gaining a marginal increase and, at the same time, to reduce
the risk of liquid carry through to the compressor by further superheating the vapour. To
be effective, it is important that the temperature of the cold vapour entering the unit is as
low as possible, and this further increases the importance of limiting the evaporator outlet
to 4 C. From the point of view of protection, it is the slug of liquid during unstable
conditions which causes compressor damage, the machines being designed to cope with
small quantities for short periods. A volume chamber, or liquid separator, would
probably afford better protection.

15]. R22 Drier

On leaving the heat exchanger the vapour passes into the compressor suction internal
filters, while the sub cooled liquid enters a filter/drier unit.
This unit is a horizontal cylindrical shell type fitted with a bypass line. The charge is
made up of three pre formed cylindrical cartridges clamped together in line, and inserted
into the shell from the blank flanged end, located with a spring against the face of the
outlet pipe at the other end. Felt pads fit between the cartridges so that vibration will not
damage them. The gas flow is radially inwards, through the cartridge walls and out via
the control bore and outlet pipe. The unit filters the liquid R22 and removes water
content by absorption. There is no indication of filter condition provided, and the only
way to determine when the desiccant is saturated is by weight. They will absorb 20 % of
their dry weight in moisture. An indication that they are saturating will be given by a fall
in temperature, detectable by feel, across the drier, and it should be a regular routine to
check this. Collapse of the elements has frequently occurred, and this is thought to be
because the drier has become saturated. They MUST be frequently inspected, and
changed if there is a significant increase in cartridge weight. This applies in particular
after a maintenance period or R22 recharging.

Water is considerably more soluble in R22 than in R12, and because of this it is possible
to exceed safe limits without being forewarned by ice blockage in the expansion valves.
Water will cause corrosion and act as a catalyst to the deposition of copper on bearing
surfaces, which in turn can cause seizure. Collapse of the cartridges due to over
saturation will allow abrasive crystals to pass through into the system, and may allow a
liquid surge to enter the compressor suction.

2.2. 16 "Hot Gas" Provision

Apart from the major components listed and briefly described above, each unit has
provision for by passing the cargo condenser, so that by running the cargo compressor
with the R22 side shut down the resulting hot compressed cargo gas can be passed direct
into the condensate return line, then to the '
puddle heating" connections, where it is
injected directly into the pump suction wells to boil off the residual liquid following a
cargo discharge.

2.2.17 Steam Heated Vapouriser

The L.G.A. Gastechnik plant has no built in steam vapouriser as do some of the Kvaerner
units. Instead a separate, automatically controlled steam heated vapouriser is fitted to
perform the same function, i.e. replace discharged liquid cargo with vapour.

3]. Liquefied Gas Engineering

Hull distortion therefore has little effect on motor/compressor alignment and very
flexible couplings are intended to accommodate the small misalignment that should occur
if correct procedures are always adopted.

1. Cargo Compressors
2. Cargo Condensors
3. Purge Condensor
4. R 22 Compressor
5. R 22 Oil Seperator
6. R 22 condenser
7. R22 liquid receiver
8. Filter Drier Unit
9. R 22 Evaporator

1]. Cargo Compressor

This is a Sulzer two stage double acting type K140-2B oil free compressor driven by a
150 hp motor at 580 r.p.m. The compressor has manual capacity control at 50 % and 100
% with automatic reduction to 50 % for start up. Cylinder and head warming and
cooling is by a glycol/'
water circulation from a common system, the pump being located
in the motor room. The couplings at each end of the bulkhead intermediate shaft are
Flexibox Metastream M750/S spring ligament type units and the bulkhead seal is carried
on a closing plate extending via a stainless steel bellows to an oil filled seal unit
centralised on the shaft by a needle roller bearing between the two lip type oil seals. The
intermediate shaft is not supported in a bearing, and great care is required in aligning the
motor to the compressor.

2]. Cargo Condenser

This is a low mounted horizontal straight tube and shell condenser. The tubes
forming two parallel R22 evaporators.

There is no liquid receiver, so the condenser also forms the condensate reservoir, the
condensate being undercooled by the lower tubes of the R22 evaporator.

Condenser liquid level is very critical, and is controlled by a pneumatic valve. The level
is measured by a differential pressure unit, connected on one side to the condenser
bottom and on the other to the condenser top. The differential pressure unit sends a level
related signal to a panel mounted controller which modifies and amplifies the signal to
send modulated control to the control valve. The level can be observed in a gauge glass
sharing the same liquid side (but different vapour side) connection as the differential
pressure unit. Care must be taken that these connections are all clear at all times, since a
blockage in the liquid connection will cause the observed level to confirm the measured
level, and both will be incorrect, resulting in flooding of the condenser, high condensing
pressure and seriously reduced capacity.

3]. Purge Condenser

A purge gas condenser is located above the cargo condenser such that its supports are
hollow connections from the bottom of the purge gas condenser to the top of the cargo
condenser shell. The condensate/vapour mixture, cooled on expanding through the
condenser level control valve, passes through the purge gas condenser, lowering its
temperature considerably below that in the cargo condenser, then returns via the
condensate lines to the cargo tanks. Gases which did not condense in the cargo
condenser are thus cooled further in the purge gas condenser, so that vapour remaining
uncondensed in the purge condenser shell can be vented to atmosphere as incondensible
impuritv, while any condensate will fall back to the cargo condenser liquid side. The
venting of incondensible vapours is via a pneumatic valve controlled by a controller
measuring the pressure in the shell of the purge condenser, comparing it to a
predetermined set point and proportionally opening the vent valve to remove surplus
pressure.

4]. R22 Compressor

A J.& E. Hall R22 compressor, single stage, type V127 Veebloc 5” x 4” , 6 cylinder 1150
r.p.m. is driven by a 140 h.p. motor in the motor room. The bulkhead. sealed
intermediate drive shaft is similar to that for the cargo compressor except that the
couplings are rubber Plate Flexibox Metalastic, Size 3 at the compressor end and Dunlop
Macbeth Type M3 at the motor end.

There is an oil cooling coil in the sump, using R22 via an expansion valve as the cooling
medium. The compressor has manual load selection for 33 %, 66 % and 100 %
conditions, and like the Sulzer compressor, the stop start '
t) buttons are on one gauge
panel, some distance from the suction valve.

5]. Oil Separator

An oil separator is mounted on the discharge side of the R22 compressor. This is a
vertical cylindrical vessel with a tangential gas inlet near the top, and a central gas outlet
in the top end plate. The outlet pipe projects down inside as an inverted conical funnel,
with a stainless steel knit mesh demister pad at the wide entry. Below this is a perforated
baffle plate separating the lower oil sump zone from the main gas flow. The oil sump
level is controlled by a float operated needle valve, which on opening returns oil via a
filter to the R22 compressor sump*

The incoming oil is given a rotational motion by the tangential entry. Heavier oil
particles are flung to the outside and run down the walls to the sump.Other particles fall
out of the gas flow as it turns upward at greatly reduced velocity, while the finer particles
adhere to the demister, building up into droplets which fall back through the slow moving
gas at the wide part of the funnel, through the baffle and into the sump below.

The separator requires topping up with oil after servicing, or the compressor sump level
will fall drastically until the separator working level is reached.

The oil return must be isolated for ten minutes or so after starting the compressor, to
allow the walls of the separator to heat up. Failure to do this may cause R22 to condense
on the walls and return to the compressor sump as a liquid, diluting the oil and causing
lubrication failures.

6]. R22 Condenser.

A high mounted seawater cooled R22 condenser accepts the hot compressed R22 gas into
the top of its shell. Seawater passing through the straight tubes first desuperheats, then
condenses the R22, which leaves the bottom of the condenser and is collected in the
liquid receiver below it.

This condenser is the point at which all the heat removed from the cargo and all the heat
expended in the process is finally rejected to the sea. It follows that its good
maintenance, cleanliness on the sea side and adequate circulation are essential to
maintain the plant refrigerating capacity.
7]. R22 Liquid Receiver

The liquid receiver is a horizontal cylindrical pressure vessel in which the condensed R22
liquid collects. A, level sight glass is provided, and
during operation it is normal to see about 1/3 to ½ glass, the higher the load, the lower the
level. There is a liquid outlet valve which is shut when the unit is shut down. This
pneumatically controlled valve opens slowly in response to a restricted flow air signal on
start up of the compressor. The air is admitted by a solenoid air valve energised by
auxiliary contacts in the compressor starter. This valve is to protect the compressor
against a surge of liquid at start up when the thermostatic R22 expansion valves may be
wide open. Its correct functioning is essential, but it should be backed up by always
ensuring that the compressor suction valve is closed prior to start up, then immediately,
but slowly, opened to control the suction pressure at about 1.1 kg/cm2 or just above the
set point of the low pressure cut-out. Once the thermostatic expansion valves have taken
control the valve can be opened wide.

Due to a history of failures associated with liquid carry over, liquid traps have been fitted
at the compressor suctions. These are simple expansion chambers. Entrained liquid falls
to the bottom and its presence destroys the superheat. The thermostatic expansion valve
closes in, reducing pressure until the liquid has evaporated and superheat is restored.

8]. Filter Drier Unit

This is a vertical cylindrical unit with cylindrical moulded cone inserts, clamped together
and inserted from the top. There is no by-pass fitted, so inspection
necessitates shutting down the plant. Like the filter drier on the L.Q.,A. plant there is no
indicator or other means to determine the condition of the cones apart from removing and
weighing them, when weight increase of 20% on original weight indicates complete
saturation. For this reason it is important to ensure that they are in good order before
starting the plant, renewing the cones if there is any noticeable weight increase -
especially if the unit has been overhauled or had R22 gas added.

Blockage to the filter drier, either through moisture saturation or solid foreign matter, will
be indicated by a clear temperature reduction from the liquid inlet to the liquid outlet.
When this occurs the filter drier must be inspected as it will be accompanied by an
abnormal opening of the thermostatic expansion valves. If then the full pressure drop
transfers to the filter drier, as it must, this is liable to collapse, allowing a heavy surge of
liquid to pass through into the compressor.

As stated in the L.G.A. plant description, the solubility of water in R22 is considerably
greater than in R12, so that damage due to corrosion can occur, and "copper plating" can
be accelerated by moisture presence without being forewarned by ice blocking the
thermostatic expansion valves.

9]. R22 Evaporator

This is really two parallel units, each comprising a thermostatic expansion valve and a
bank of tubes integral with and forming the condensing surface of the cargo condenser.
The liquid R22 is forced through the opening in the thermostatic expansion valves by the
pressure differential created by the compressor. In so doing, it loses pressure and
expands, with partial evaporation taking place. The heat for the partial evaporation
comes from the liquid itself, which then reduces its temperature to saturation for the
pressure in the evaporating tubes, i.e. dependent on the R22 compressor capacity setting,
but sufficiently below the condensing temperature of the cargo side of the cargo
condenser for adequate heat transfer to take place. In passing through the evaporator
tubes the heat from the condensing cargo evaporates the rest of the liquid R22, and
slightly superheats the resulting vapour. The degree of superheat at the outlet from the
tubes is controlled by the thermostatic expansion valves. These measure the temperature
at the evaporator outlet, compare it to the pressure, and adjust automatically to maintain a
predetermined superheat, usually about 4°C, at the evaporator outlet. The higher the
degree of superheat, the less liquid will pass through the evaporator and the lower will be
the plant capacity. It therefore follows that superheat should be kept to a minimum,
sufficient only being allowed to protect the compressor against continuous liquid carry
over and to ensure that all of the liquid evaporates within the evaporator.

3. Operating Guidelines

No guidelines for plant operation would be completed without a reminder that safety and
health of all personnel must be the first consideration.

No operation should be carried out, or adjustment made without prior consideration to

your own safety and that of others.

There is an abundance of information on board each ship concerning safety, and the
Company' s Safety Manual spells out the requirements. Additionally, the International
Chamber of Shipping' s "The Tanker Safety Guide (Liquefied Gas)" deals adequately with
the subject and also contains informative sections on the general principles of refrigerated
gas cargoes. The hazards and problems of the various cargoes, toxicity, flammability,
pressure and temperature considerations must be clearly understood by all concerned in
the cargo operations, so that the correct procedures, especially regarding inerting and
purging of plant to avoid dangerous situations, will be always carried out.

Cargo Fngineer Officers are particularly vulnerable, as they are often working alone on
compartments full of potential hazard, such as gases under pressure, slippery surfaces,
rotating machinery and ladder access.
It is very easy to become careless through familiarity, and at times even a sense of
bravado develops. Do not let this happen to you. Be alert and aware of the dangers at all
times. Make sure you follow strictly the laid down entry procedures, that you have the
means of communication and your whereabouts are known, that you always have
breathing or escape apparatus within easy reach, and that you keep a clear escape route.
If it is not possible to cover each of these points, do not work alone.
Never vent gases into compressor rooms or other compartments. R22 for example, when
preparing compressors for maintenance, should be vented via a hose to the outside.

Inert gas has been a factor in many fatal accidents. Low pressure leaks are difficult to
detect and the corrosive nature of products of combustion increases the liklehood of their
developing. Check all maintenance on inert gas equipment thoroughly on completion,
using fan air pressure. Investigate suspected leaks without delay and be quite sure that
any temporary repairs are properly recorded in the Chief Engineer Officer' s defect
reporting system.

Be careful not to upset the designed ventilation system of compartments. An open door
or a hatch might look like an improvement, but it could be "short circuiting" a ventilating
path to zones where pockets of gas may accumulate. If you feel that ventilation requires
improvement in a particular zone, discuss the matter with Senior Officers so that properly
approved alterations can be initiated.

The majority of accidents are not spectacular, like gassing, or fire and explosion. These
are always a great risk and must be anticipated and catered for, but the more frequent
accidents are usually best prevented by good housekeeping and good maintenance.

Clean and tidy working conditions with correct stowage for oils, gas cylinders, paints and
tools, together with reliable and properly maintained instrumentation will do much to
prevent injury by falling or slipping, tools dropping from platforms or gas escaping as
joints are broken under pressure.

In general, by working to the standards necessary to minimise personal accidents and

injury, you will simultaneously be working to the standards necessary for the efficient
operation and maintenance of the plant.

• 3]. Problems Affecting Reliability or Efficiency

As far as the reliquefaction plant itself is concerned, the majority of failures or short falls
concern the compressors, either directly or indirectly.

It is also true that refrigeration compressors should not normally require frequent
maintenance. A.P.V. Hall International Limited recommend a cylinder cover and valve
inspection with an oil change every 5,000 hours and a full inspection of cylinders,
pistons, crankshaft and bearings every 2 years.

The need for more frequent maintenance is generally an indication of a malfunction of

some other part of the cycle.

Some installations are more prone than others to compressor failures, mainly because
there are less protective devices, but even the better protected will fail if the original fault
is not identified and corrected.

Compressor failures are usually due to one or more of the following causes

1. Liquid Carry Over.

2. Lubrication failures.
3. Overheating.

1]. Liquid Carry Over

Some compressors are designed to accept for short periods, a limited amount of
liquid carry over, but none is intended to run continuously with liquid entrained in the
suction vapour.The R22 compressors are most subject to liquid carry over problems
mainly
because there is a liquid head available in the suction side of the compressor. whereas
the cargo compressor takes its suction from the vapour space in the tank dome.

Hall 'Veebloc" compressors incorporate a safety head whereby the entire delivery valve
assembly will lift against a heavy safety head spring, effectively increasing the exit
passage area to act as a relief valve against liquid in the suction vapour. The "knocking"
sound that these produce when liquid is present can be clearly heard and is an indication
that a failure or instability has occurred, which is upsetting the R22 evaporating side of
the plant.

If this sound is heard at any time other than very briefly during start up, stop the
compressor and close its suction valve. Stop the cargo compressor also.

The crankcase is common with the suction chamber and much of the liquid will fall to the
sump. Do not start the compressor if the sump level is above the oil sight glass.

Some possible causes of liquid carry over are:

i] . Incorrect starting procedure.
ii]. Failure of liquid regulator.
iii]. Incorrect R22 gas charge.
 iv]. Low R22 condensing pressure.
vi]. Compressor tripping / Unloading.
vii]. Condensation in vapour suctions.

Taking these in turn

i]. Incorrect Starting Procedure

The condition of the plant prior to start up will depend on the way in which it had been
shut down. If this had been a controlled procedure, pumping the entire R22 gas charge
into the R22 liquid receiver, there is unlikely to be a quantity of liquid anywhere in a
position to do damage at start up.

Precautions still have to be taken however, because liquid R22 can enter the crankcase
via the oil separator as high pressure hot gas condenses on the cold discharge pipe and
separator chamber walls until these have heated up. Also, whether the control of R22
liquid is by thermostatic expansion valve (suction
Superheat), or by liquid reciever level control, the control valve will be resting in the
open position. Careless starting will allow liquid to pass
uncontrolled until its flow is detected and checked.

If the shut down had been hurried, or the result of a trip, there is almost certainly going to
be liquid R22 mixed with the oil in the compressor sump and in the suction pipework and
evaporator. Unless care is taken during start up this will cause very severe damage to the
compressor.

In this case, following a hurried or emergency stop the R22 liquid control valve will
almost certainly remain closed or nearly closed, but the liquid will be on the compressor
side of the valve.

In general, the Maker'

s instructions for start up must be understood and adhered to. The
majority of compressor failures are noticed during or just after start up.

There is one exception regarding Maker' s :Instructions for start up. This applies to
"Gandara only, and it brings her into line with the general instructions for all ships. In
"Gandara’s " case, prior to starting, close the compressor suction valve (A037) not the
liquid receiver liquid outlet isolating valve A077 " as stated in the L.G.E. Manual. From
then on the following general plant start up instructions apply to all ships and may be
used in the absence of the Maker' s instructions.

The normal cascade system procedure is to start the R22 system before the cargo
compressor, which is checked ready for immediate starting as soon as R22 is circulating
and before the R22 suction pressure falls to the cut-out level.
With glycol circulating and bulkhead lubrication systems in service, set both cargo and
R22 compressors to lowest capacity selection (or auto) for start up.

Check

a) Cargo compressor vapour suction and condensate return lines all open
from and to the selected tanks. Cargo compressor suction and delivery valves to be open.

b) All R22 gas system valves are open except those to and from R22
evaporator not required (inert gas dehumidifiers, etc.).

c) Cargo and R22 compressor oil levels are visible in the sight glass.

d) R22 condenser is properly primed on the water side and

circulating.

e) There is adequate spare electrical generating capacity on the

switchboard to cover the starting surge.

f) The R22 compressor and condenser pressure agree with saturation

pressure for the circulating sea temperature.

9) Control air facilities are in service.

Close
a) The R22 compressor suction valve.
b) The R22 compressor sump cooling outlet valve if an R22 circulated sump
oil cooling coil is fitted.

c) The discharge oil separator oil return line to the R22 compressor sump.

Start

a) The R22 compressor.

When the suction pressure falls to about 1.3 kg/cm2 check that the oil pressure exceeds
the crankcase (or suction) pressure by about 3 kg/cm2. Then carefully open the
compressor suction valve fast enough to prevent the suction pressure falling below 1.3
kg/cm2, but slow enough to prevent the crankcase, or suction, pressure surging above the
oil pressure differential trip setting. Do not hurry this operation, and keep an eye on the
oil sump level, in particular to note whether or not it fises, or if foam is generated. If the
level falls below the sight glass you should watch carefully for oil splasshing and note the
oil pressure. Lost oil may be recovered in the oil separator.

The cargo compresseor.

Start this when the R22 compressor suction is open, but before the R22 compressor
suction pressure falls below 1.3 kg/cm2.

Observe all pressures and oil levels are correct.

Open.

a) The R22 compressor oil separator outlet to compressor sump when the
separator walls and compressor discharge pipework have stabilised.

The R22 compressor sump oil cooler R22 outlet valve.

Set The capacity controls to the required range.

ii]. Failure of liquid regulator

Liquid regulation is by one of three main methods.
These are :
1. Manual regulating valves.
2. Liquid level controllers.
3. Thermostatic expansion valves.

A] Manual regulation

The valve is usually fitted as a by-pass around either a level controller or a thermostatic
expansion valve. It is usually a caliberated, back seating valve with a profiled plug to a
linear opening / flow characteristic.

The valve should be used to maintain a level in the liquid receiver while, at the same
time, ensuring that the evaporator outlet is superheated. If the gas charge is correct, one
will follow the other, but it is very important when regulating by a manual controller to
keep adjustments in the “ open ” direction in very small increments, allowing time to
observe the effect of each on superheat and level.
The calibration scale is provided to assist in this matter.

When used on Kvaerner plant the large liquid separator simplifies the manual control to a
level function only.

B]. Liquid Level Controllers

Used in various forms to control the liquid level in all cargo liquid receivers and the R22
liquid receivers in Kvaerner plant. They sense the liquid level either by a displacement
float or by differential pressure. The sensed signal is translated in a controller to either a
proportional signal or an on/off signal and used to operate a level control valve. The
proportional controller will maintain the liquid level in a preset band, while the on/off
controller will allow the liquid level to regularly rise and fall between certain limits.
With the proportional controller a flow of varying capacity will be present all the time.
With the on/ off controller there will be either full flow or no flow. Level controls of
either kind operate reasonably well with R22 liquid levels, because only one specific
gravity is concerned. The on/off type used with R22 on Kvaerner plant does cause
fluctuation with the working of the oil recovery unit, but not serious enough to prevent its
reasonable functioning provided the gas charge is

None of the controls appear to work well with all of the various cargoes on the cargo
liquid receiver system. Most cope with the higher boiling point liquids, and the
Honeywell displacement float type has an S.G. adjustment for the various cargoes. (See
Section 2.2.6).

The problems arise with propane in particular, when it is thought that as the condensed
liquid is always near boiling temperature, heat ingress into the very cold receiver or float
chamber causes it to boil, seriously reducing its S.G. and causing the instrument to read
very low. It then shuts the control valve and fills the condenser. The phenomenon is
being investigated to produce a more reliable sensing technique, but meanwhile the level
sensing systems should be as fully insulated as possible.

If the plant capacity will allow, the avoidance of very low condensing temperatures by
suitably adjusting the R22 capacity control may stabilise
level control with propane. Unfortunately it is necessary for some ships to use the
maximum capacity which necessitates condensing propane in the
range - 15°C to -20°C. In this case it may be necessary to regulate the cargo liquid level
manually.

Some systems, "Gazana ” typically, use a differential pressure controller which refers the
liquid head to the vapour head. To avoid condensation in the vapour side of the D.P. unit
the vapour leg is jacketed and circulated with warm glycol/water solution from the
compressor cooling system. It is essential that this glycol circulation is maintained, and
blockages must be cleared. To prevent corrosion products blocking the lines and jackets,
the glycol system should be closed and chemically treated as is the diesel alternator
cooling system.

With R22 liquid level controls, shortage of R22 in the charge will reduce the flow, not the
level. This will reduce plant capacity. For further information see Maker' s instructions
for individual controllers.

Failure of an R22 liquid level controller is unlikely to cause liquid carry over as the liquid
separator and evaporator have a capacity greater than the total gas charge.

C]. Thermostatic Expansion Valves

These are used on the R22 side of the L.G.A. Gastechnik and L.G.E, installations to
control the liquid flow into the R22 evaporators. This they do by measuring temperature
and pressure at the evaporator outlet
and referring one to the other across a spring biased diaphragm, to maintain a
predetermined degree of superheat at the measuring point (evaporator outlet). This is
factory set, usually at 4°C of superheat at a bulb temperature of O°C. Adjustment is
provided, but it should not be necessary to use it. If it is, it must be done according to the
Maker' s instructions, and with careful regard to the pressure and temperature conditions
at the compressor suction. Increments must be small, and adequate time allowed to
observe the effect. It is important that the pressure and temperature gauge accuracy is
checked first, and that a table of saturation pressure and temperatures is available.

The effect of insufficient R22 charge on this control system differs from that with direct
level control. Shortage of R22 will reduce the level not the flow, (at least not until the
level is lost). For further details of the thermostatic expansion valves refer to Section 4
and Maker' s instruction sheets.

On-encountering unanticipated liquid carry over stop the compressor and close its suction
valve.

Stop the cargo compressor if it is still running.

Carry out checks along the following lines to locate the reason for the carry over :-

a) Check the level control manual regulating valves are shut. (Expansion valve by-
passes). If these require opening for any reason, an explanation should be left clearly
visible in the compressor room.

b) Check that the expansion valve temperature sensing bulbs are properly located. A
bulb not firmly clipped to the evaporator outlet pipe or in its proper pocket will sense a
high temperature and cause the expansion valve to admit more liquid, which could carry
over into the compressor.

c) Check that expansion valve pressure sensing lines (and pilot lines on L.G.A.
installations) are properly in service, clear of obstruction, lines and connections are tight
and free from leaks. Incorrectly low pressures under the diaphragm will wrongly suggest
high superheat, causing the expansion valve to open and admitting more liquid to the
evaporator, which may carry over into the compressor.

d-) On L.G.A./L.G.E. installations close the inlet isolating valve to one expansion
valve only. (On L.G.A. Gastechnik installations close that for the second valve in the
loading sequence, if known).

e) Restart the compressor according to the Maker'

s Manual.
Allow a few minutes operation with the suction valve restricted to clear any residual
liquid. If the knocking then stops, the isolated expansion valve is suspect and should be
examined for defects. If the symptoms persist, close the R22 inlet valve to the
compressor sump lube oil cooler. If it then stops, this will be the suspect valve.

Finally, if the knocking is still apparent, close the inlet to the second expansion valve and
open that to the first. In L.G.A. plant the second expansion valve will not operate until
the capacity control moves from 50% to 75 %. To overcome this it may be necessary to
change over the connections to solenoid valves ESV 91 and ESV 92 in the motor room.
This should be done with the manual regulator in temporary service.

If no positive result shows using the above procedure, return the unit to service under
close supervision. Do not forget to open the isolating valve for the lub oil cooler control
expansion valve.

Next check the operation of the cargo liquid level control and the cargo compressor.

If a faulty thermostatic expansion valve is identified, isolate and repair or renew the
defective part. See "Thermostatic Expansion Valves".

iii]. Incorrect R22 Gas Charge.

A]. Kvaerner Plant

Because the R22 liquid is level controlled, excessive charge will cause the controller to
open and pass surplus R22 liquid through to the liquid separator and the evaporating
section of the cargo condenser. Caution. The excess will not show as an increased liquid
receiver level.

Indiscriminate addition of R 22 refrigerant could lead to an overfill of these components,

which would be drawn directly over into the vapour suction from the liquid separator,
and thence to the R22 compressor.

Since it is difficult to be sure of the level of R22 in the liquid separator and the cargo
condenser, due to the tendency of the liquid to boil in the sight glass, it is important that
before topping up all the liquid R22 is transferred into the R22 liquid receiver. This is
done by closing the liquid receiver outlet manual isolating valve and running the
compressor on minimum load discharging to the sea circulated condenser and liquid
receiver. During the process the cargo compressor must be kept running to boil off the
liquid R 22 in the cargo condenser. Confirmation that all liquid has been transferred will
be obtained when the compressor suction pressure falls sharply below that corresponding
to saturation for the suction temperature.

Gas can be added at this stage, taking care to regulate the gas flow so as not to allow the
compressor to trip on low pressure. The normal R22 charge in Kvaerner plant is when
the liquid is showing in the top sight glass of the liquid receiver. Do not exceed this
charge. It is equally important that the level is not below the top sight glass when
pumped over, or the action of the level control will be to restrict the R22 flow, reducing
the plant capacity.
Caution. When adding R22 via the compressor, add vapour only not
liquid.

Each unit should be pumped over periodically to check the liquid level. When pumping
over, B]. ensure that any auxiliary R22 refrigerated circuits are also isolated, e.g. sump
oil coolers, inert gas and air coolers etc. Any shortfall must be investigated and made up
when the leak has been corrected.

B]. L.G.E. & L.G.A. Gastechnik Plant

The effect of excessive R22 charge on installations controlled by thermostatic expansion

valves will be as follows :-

The expansion valve will operate normally, i.e. it will maintain the superheat at the
evaporator outlet. The excess will cause a level rise in the liquid receiver, and if the
charge excess is severe, it will rise into the R 22 condenser, reducing its condensing
surface area and causing a rapid R22 pressure increase. This will not be controlled by the
thermostatic expansion valve because its sensing elements are after the valve.
Considerable quantities of liquid may pass depending on the rate of pressure rise and the
refrigerating load at the time of the pressure surge.

Excessive charge should be detected by high level alarm on L.G.A. Gastechnikplant.

Conversely, too low a gas quantity will allow vapour to pass through to the thermostatic
expansion valve which will then open wide to try and reduce superheat. Because the
volume of vapour is very much higher than that of liquid, the wide open valve will be
unable to pass the same mass flow, so the level will now rise in the liquid receiver. When
the vapour plug so formed has cleared, a heavy liquid surge may follow as the liquid
meets the wide open expansion valve. This can happen even when a level is visible in the
R22 liquid receiver, due to ship motion, or high load, causing the vapour to swirl down
the pipe with the liquid or to be "flashed" from it. Evaporator outlet temperatures will
surge.

iv]. Low R22 Condensing Pressure

Continued operation in low sea temperatures with maximum seawater flow on the cargo
condenser will reduce the R22 condensing pressure to such an extent that insufficient
liquid will pass through the thermostatic expansion valve. This will lead firstly to a
serious reduction in refrigeration capacity, and secondly to an excessively wide opening
of the thermostatic expansion valve to try and reduce the evaporator outlet superheat.
Because there is insufficient pressure to force the liquid through the system it will rise to
fill the liquid receiver and eventually to block off part of the R22 condenser. This will
result in a rapid rise in condensing pressure, which will cause a very heavy flow to pass
unchecked through the thermostatic expansion valve.
It is normal to regulate the R22 condenser seawater flow to maintain a condensing
pressure above a specified minimum (compressor discharge).For L.G.A. Gastechnik this
is 8 kg/cm2, and for L.G.E. it should not fall below 15 kg/cm2, the difference being due
to expansion valve characteristics. Kvaerner use a less critical level control and make no
stipulation. however, in low sea temperatures, watch the liquid receiver level. If it rises
abnormally, and if no liquid can be seen in the liquid separator sight glass, restrict the
condenser seawater outlet flow such that the condensing pressure is at least 10 kg/cm2. If
the levels do not then correct themselves, look for other reasons.

v]. Compressor Tripping / Unloading.

Any alteration of conditions on the cargo side of the cargo condenser leading to a
reduction in the condensation rate will result in correspondingly reduced evaporation of
R22.
Most instabilities would be slow to reflect on the R22 side, and the R22 level control or
thermostatic expansion valve will cope with normal fluctuation of the cargo side liquid
level control.
If the cargo compressor were to trip, or to unload itself suddenly down to 50 %, having
been running steadily at a fairly high capacity, there would be a sudden reduction in hot
gas flow through the cargo condenser. If the control of the R 22 side is by thermostatic
expansion valve, this will be admitting liquid R 22 to the evaporator at the rate necessary
to maintain superheat before the disturbance on the cargo side. The resulting reduction in
R22 evaporation will allow a surge of liquid to pass through the evaporator into the
compressor, which might result in damage.

There are various reasons for the cargo compressor tripping, and/or unloading, mostly
concerned with the compressor protection and control devices.
Some of these are :-
1. Low Sucton Pressure
2. Low Oil Pressure
3. Low oil Pressure/Crankcase Pressure difference switch
4. High Disch Pressure 1st / 2nd
5. High Disch Temperature 1st / 2nd
6. Low Coolant Flow.

1]. Low Sucton Pressure

Caused by blocked vapour auction filter due to ice or debris, inadvertent closing of
vapour suction valves on tanks, or low pressure in tank.
2]. Low Oil Pressure
The cargo compressor capacity control requires at least 3 kg/cm2 to operate the loading
device to 100%. If the oil pressure falls below this (overheating filter blockage, low
level, sticking pressure regulator or worn pump) the compressor will unload to 50%
without warning.

3]. Low Oil Pressure/Crankcase Pressure Difference Switch

This is set to trip the compressor at 2.8 - 3.0 kg/cm2 depending on the installation. It
must not be re-set to operate at lower pressure or in any way defeated.

4]. High lst or 2nd Stage Discharge Pressure

Pressure switches may be fitted to trip the compressor at a pre-set maximum allowable
pressure on either or both 1st or 2nd stage discharge, the settings for these are in the
Makers'Instruction Manuals for the installation, and must not be altered.
Causes of high pressures might be :-
Insufficient R22 gas flow in the cargo condenser.
Incondensible gases in the cargo condenser.
High liquid level in the cargo condenser.
1st stage discharge high pressure due to second stage suction valve failure.

5]. High lst or 2nd Stage Discharge Temperature

Temperature switches may be fitted to trip the compressor at a pre-set maximum
allowable temperatures on either or both 1st or 2nd stage discharge, the settings for these
are in the Makers'Instruction Manuals for the installation, and must not be altered.

Causes of high temperature might be :-

Any of the above causes of high pressure.
Compressor inefficiency due to leaking or broken valves, or excessive piston/cylinder
bore clearance.
High suction superheat due to poor pipe insulation and tank dome heat absorption.

6]. Low Coolant Flow

The glycol cooling systems are sometimes fitted with a flow switch to trip the unit in the
event of a cooling flow failure.

Such failures are most likely to be caused by corrosion, sludge, pump failure or loss of
coolant from system.

Sludge is most common and glycol coolant systems should be treated and monitored as
for the diesel alternator cooling system.
In some installations the functions listed above may not cause a trip, but operate an alarm
instead; the ship'
s specific Instruction Manual will detail the trips applicable.

vi]. Condensation in Vapour Suctions

Liquid in the compressor suction lines due to vapour condensation can occur as follows

i. R22 Compressor

When operating at steady state conditions the compressor suction lines will be very close
to the suction vapour temperature.

In Kvaerner plant this will be the R22 evaporating temperature, with the low degree of
superheat being caused by pipe pressure reduction.

In the event of the R22 compressor tripping the liquid R22 in the evaporating
Section of the cargo condenser will boil due to the hot cargo vapour circulating in the
cargo side, causing a substantial pressure increase on the suction side of the compressor
and the liquid separator. This increase will continue until the cargo compressor trips due
to high discharge pressure or temperature.

The line from the liquid separator to the compressor will reflect this pressure increase,
but will be un circulated. The higher pressure vapour in contact with the cold pipe walls
will condense until the pipe walls have warmed up to match saturation temperature for
the new pressure. This will result in large quantities of liquid R22 lying in the suction
pipe work and in the compressor suction chambers and crankcase.

In the event of a compressor trip as described above, it is ESSENTIAL that the

compressor suction valve is closed prior to restarting then used to control the suction
pressure just above the trip setting during the start up period and until the oil/ crankcase
pressure differential stabilises. This will check the flow of liquid already in the
compressor and cause it to evaporate. As always, confirm a level in the compressor oil
sight glass before restarting.

It is emphasised that a trip as described above will result in liquid in the vapour suction.

In L.G.A. Gastechnik and L.G.E. installations the compressor vapour auction pipe will be
more positively superheated, due to the thermostatic expansion valve control. There will
also be a smaller liquid quantity in the R22 evaporator. The liquid in the evaporator will
evaporate and cause a pressure increase until the cargo side circulation ceases, and once
this pressure exceeds saturation for the compressor suction pipe work temperature, liquid
will form as in the Kvaerner plant. The quantity may be a little less, but it will be there
just the same.

The precaution of closing the compressor suction must be taken before restarting.

In "Gandara” with L.G.E. installation, the compressor suction valve A 031 should be
closed for start up following a trip of this description. This is in place of the Maker'
s
instructions to close the liquid receiver outlet isolating valve
A 077. Refer also to Section 3.2.1.1.

Cargo Compressor - Butane Operation

There is a risk that liquid might form by condensation in the vapour line on changing
suction from a propane or low boiling point cargo tank to a butane or high boiling point
cargo tank.

On plants with liquid separators in the cargo vapour lines at the cargo compressor
suction, the separator should contain and control any liquid so formed. (e.g. Gastechnik
installations on "Galconda” Class). Take care to note the compressor suction
temperature, on the low boiling point cargo, and if it is below the boiling point for the
tank pressure of the warmer cargo open the suction to the warmer cargo slowly, bearing
in mind that the pipe will remain cold some time after the suction thermometer indicates
a warmer temperature.

On plant without a liquid separator on the cargo compressor suction there is a greater risk
of liquid carry over. Check the compressor suction temperature. If it is lower than the
boiling point for the warmer cargo at tank pressure, stop the cargo compressor while
changing the tank or system valves. Restart with the compressor suction valve cracked
open only, regulating to keep the suction

pressure above the trip setting. Open the suction valve slowly to the wide open position
once the suction temperature has risen above the boiling point for suction pressure, i.e.
the vapour should be superheated.

Butane By-pass Valve

Due to certain thermodynamic properties, butane has a natural tendency to condense on

vapour pipe walls. To overcome this risk to the compressor certain Kvaerner installations
are fitted with a "butane by-pass valve".

The valve can be regulated to return a proportion of the cargo compressor discharge to its
suction side, thus ensuring it is superheated at the suction.

The valve should normally be regulated with butane to give 10 °C of suction superheat.
The valve may also be used to reduce heating problems in the R 22 compressor. (see
under 3.2.2.2.ii).
2]. Overheating
Compressor overheating can lead to problems such as mechanical seizure or partial
seizure of pistons, bearings and other moving parts, sticking piston rings, cracked
castings and broken valves. Failures are often time related, so limits cannot be defined.
However, all compressor discharge temperatures over 150°C must be investigated, and
also any above normal for the process in hand.

Overheating can also result in damage by polymerisation of certain cargoes e.g. V.C.M,.
has a maximum allowable temperature of 120°C and Butadiene of 60°C.

Common causes of compressor overheating are

i]. High compressor discharge pressures.

ii]. Low compressor gas flow.
iii]. Inadequate coolant flow.

i]. High compressor discharge pressures.

In the case of L.G.A. Gastechnik ships there is a spring loaded non return valve in the
outlet from the pulsation damper. Malfunctioning of this valve, or the inadvertent closing
of any discharge line isolating valve will result in high compressor delivery pressure and
temperature.
Other causes of high discharge pressure are generally related to the condenser.
They include the following:
1. Air or incondensible gases in the condenser.
2. High condensate level in the condenser.
3. High sea temperature.
4. High R22 evaporating temperature.
5. Inadequate seawater flow.
6. Dirty condenser tubes.
7. Insufficient R22 flow.
8. Oil in condenser shell, Cargo Condenser.
……………………………………………………………………………………………..
1]. Air or incondensible gases in the condenser.
Air and incondensible gases become trapped in the condenser. The effect is two fold.
Firstly they exert their own partial pressure in the vapour space. Secondly, they blanket
the condenser tubes preventing contact between the condensible vapour and the cold
tube, effectively reducing the heat transfer surface. This is the more serious effect.
The R22 condenser is most likely to be affected by air, and the cargo condenser by inert
gas (nitrogen + C02) and lower boiling point but soluble vapours, such as ethane.
The presence of incondensible gases in condensers is usually indicated by an abnormally
high condensing pressure accompanied by fluctuations in the compressor delivery
pressure gauge needle.
Confirmation of and remedy for the presence of incondensible vapour is as follows :-
a) R22 Condenser
 b) Cargo Condenser

a) R22 Condenser
1. Pump all the R22 over into the liquid receiver. (See 3.2.1.2.a).
2. Close the compressor isolating valves.
3. Keeping the condenser circulated, allow the system to stand about one hour. Check the
vapour pressure at the condenser top with a pre tested pressure gauge. (If there is no
provision at the condenser top, open the compressor discharge valve and use the
compressor discharge pressure gauge, having first confirmed its accuracy).
4. Check that the condenser seawater inlet and outlet temperatures are
equal and find the R22 gauge saturated vapour pressure corresponding to the seawater
temperature either from tables, or from pressure gauge markings.
5. If no air is present the pressure found in '
d" above will correspond to that measured in
the condenser top. If air is present it will be lower than the pressure measured at the
condenser top.
6. If the foregoing checks indicate the presence of air, first mark the
reading on the condenser top (or compressor discharge) pressure
gauge, then vent off vapour from the condenser top vent via a hose
to outside for several seconds. Close the vent, then wait for about
30 minutes and note the pressure gauge reading. If air had been
present the reading will now be lower. If it is not, do not vent again,
but accept that the original high indication was probably due to
instrument error. (0.5 kg/ CM2 error would, in fact, be commercially
acceptable on a 0 - 25 kg/cm2 gauge).

If a pressure reduction is observed, vent again and repeat the

process. Do not vent too much at once, because to do so will lower
the temperature of the body of the liquid, with a consequent pressure
reduction. This is the reason for the 30 minute delay in checking the
new reading, to allow conditions to re-stabilise.

Do not vent indiscriminately. R22 has little odour so that sense of smell is no
indication. Large volumes can be vented erroneously if relying on sight or smell,
causing a safety hazard by possible oxygen deprivation, and a very expensive waste of
gas. Always lead vented gas to outside the compartment via a hose.

B) Cargo Condenser

The presence of incondensible vapours in the cargo condenser is less easily confirmed
since the tables for the various cargoes are usually for the pure gas, while the cargo will
often contain an unknown degree of soluble contaminant, such as ethane, which will alter
the saturated vapour pressure for a given temperature. The plant is normally designed to
cater for a certain amount of contamination, usually about 2.5% volume ethane in
propane liquid phase. The effect of this is to reduce the boiling temperature for a given
pressure of the cargo, e.g. pure propane at 0 bars gauge boils at -43°C, while propane
with a 5% volume ethane in solution boils at -48°C, so that the cargo would have to be
carried either at a lower temperature, or a higher pressure, or a compromise of both.
Another effect is since ethane is more volatile than propane, 2.5% mol in the liquid phase
represents about 12% mol in the vapour phase. It therefore occupies a substantial
proportion of the cargo condenser, which is sized accordingly. Thus unless the true
analysis of the cargo is known it is not possible to determine accurately its saturated
vapour pressure for a given temperature, so that the presence of incondensibles in the
condenser cannot be determined as positively as for air in R22. Generally, venting from
the condenser, or purge condenser should be briefly tested when the condenser or purge
condenser pressure is about 1 to 2 bars above the vapour pressure of the pure cargo (from
tables) at the condensing temperature. For this it is necessary to know the liquid
temperature before the level control valve, and the cargo compressor discharge pressure.
Further venting, or the setting up of automatic purging must be approached with care,
because the reason for the high pressure may be other than incondensible gases. Before
selecting automatic purging, vent manually, and note the pressure before and after
venting. If there is a pressure reduction which persists after closing the vent, then it is
fair to assume that the original high pressure was due to the presence of incondensible
vapour. When no sustained pressure reduction follows brief venting, note the condensing
pressure and liquid temperature before the control valve. Set auto purge to operate about
1 kg/CM2 above this pressure.

If the high condensing pressure returns quickly on closing the vent, look for some other
cause, for example an undetected high cargo liquid receiver level. Be very careful of the
level indications, as with float indicators it is possible (at present) to see a low or empty
indication when in fact the receiver is full. This may be due to the liquid actually boiling
due to heat ingress from the compressor room

surroundings. If the high condensing pressure restores completely and quickly after
venting, and the level and/or controller indications are normal or low, try manually
opening the liquid level control valve or its by-pass for a few minutes. If on closing or
restoring the liquid level control valve to auto operation again the pressure has fallen,
then suspect the level controls and indications rather than the presence of undue
quantities of incondensible gas. Purging can waste cargo. Do not purge indiscriminately.
The vapours are often dangerous.

2]. High Condensate Level in Condenser

A defective or otherwise unreliable level controller can allow the liquid level to rise to
such an extent that the condenser tubes become submerged. This reduces the condenser
capacity and causes high condensing pressure and compressor discharge temperature.

The condition can be undetected. For example in m.v. "Gandara”, the L.G.E. equipment
provides a common liquid connection point for the cargo liquid level sight glass and for
the level controller differential pressure measuring unit. If this becomes blocked (and it
has) the sight glass will confirm the low level that the controller is measuring, even when
the level is normal or high. The control valve will therefore close, causing the actual
level to rise into the condenser. At this point the condensing pressure will rise, giving the
illusion of the presence of incondensible gas in the condenser. The higher pressure will
now force the liquid through the restricted control valve opening, but the unit output will
be seriously impaired and unacceptably high compressor temperatures will be met. In
such a case it is very important not to attribute the pressure rise to incondensibles and
vent - especially if the cargo is health hazardous and undetectable, e. g. V. C. M.

It is important to know the approximate normal opening of the level control valve for a
given compressor load. If the valve is not at its normal position - investigate.

Another reason for high liquid levels in cargo condensers may be boiling in the level
controller (and or indicator) float chamber. (See also 3.2.2.1.i.) The cargo liquid in the
receiver or float chamber is near boiling point, and heat ingress can cause boiling

to take place, the severity depending on the temperature of the surroundings and the state
of the insulation. (On some ships the float chamber is actually uninsulated!). This allows
the float to sink below the level it would be at for a given S.G. of cargo, and as a result
the controller will close in, abnormally raising the liquid level. Bear in mind the
indication may also be influenced by the same phenomenon, and check the results of
venting and lowering the level manually before ascribing the high pressure to any
particular cause.

Means of eliminating errors due to liquid boiling are under investigation, but it is
essential that insulation of cargo liquid receivers and their appendages is intact. If the
plant capacity will allow it, the problem might be reduced by unloading the R22
compressor to a lower capacity stage. This will increase R22 evaporating and cargo
condensing temperature, reducing the temperature gradient for heat ingress and reducing
the consequent boiling it causes at measuring points. It will, of course,also reduce the
plant capacity.

3]. High Sea Temperature

This should not be the cause of high compressor temperature, but if there is
another problem present, the effect of high sea temperature will be to seriously worsen
the original problem. R22 condenser size is selected to give adequate performance in the
sea temperatures likely to be encountered, but only if the tubes are clean, the water flow
correct and all tubes are vented and circulated.

4]. High R22 Evaporating Temperature

This will cause high cargo compressor discharge temperature and pressure.
Provided the R22 charge is adequate and the R22 control is functioning correctly
the R22 evaporating temperature (R22 compressor suction) can be reduced by
increasing the R22 compressor capacity control. If this fails, either the cargo compressor
is on too high a capacity setting for the cargo and the tank pressure, or the R22
compressor is defective.
5]. Inadequate Seawater Flow

This will reduce the capacity of the R22 condenser, causing high condensing
pressures and temperatures. Indication of insufficient seawater flow will be given
By:
1. High condenser shell temperature.
2. Large temperature rise from sea inlet to sea outlet branches of R22 condenser.
3. Small temperature rise from sea inlet to sea outlet branches of R22 condenser.
4. Low seawater inlet pressure to R22 condenser.
5. High seawater inlet pressure to R22 condenser.
6. Low seawater pump amps.
7. Low seawater pump suction pressure.
8. High seawater pump suction pressure.
9. Low seawater pump discharge pressure.
10. High seawater pump discharge pressure.
11. No water at R22 condenser outlet box vent.

Combinations of the above suggest as follows

a+b+d+j

The seawater pump is discharging to more than one system e.g. a second R22 condenser
or a sea heated cargo heater. If a ballast pump is in use, an overboard discharge or a
ballast connection may be open.

a+ b + d + h + i + k

The seawater pump impeller/mouth ring clearance is excessive, allowing internal re-
circulation. A further indication may be a warm pump body. The amps are unlikely to
alter noticeably.

a + b+ d + f + h + i + k

Seawater pump impeller is badly worn.

a+ b + d + g + i + k

Seawater pump suction strainer fouled.

Seawater pump ship’s bottom strainer fouled. Valve shut or part shut on suction side of,
pump.

a + b+ d + f + h + j + k

Valve shut or restricted on pump discharge side,before condenser inlet pressure gauge
tapping.
 a+b+e+f+h+j+k

Condenser tube plate fouled.

Condenser tubes fouled with large obstructions such as shell.
Condenser inlet valve restricted.

a+b+e+f+h+j

Condenser outlet or overboard discharge valve restricted.

Note L.G.A. Gastechnik installations have spring loaded pressure sustaining
valves at the over-
board discharge manifold. Ensure the spindles and springs are freely operating.

a+c

The division bar between the inlet and the out-let sides of a two pass condenser
inlet/outlet
water box is leaking. This could be due to a slipped joint or to a broken or
corroded
division plate or to eroded or corroded tube plates or to a distorted water box
cover.

6]. Dirty Condenser Tubes

Dirty condenser tubes will decrease the thermal

conductivity of the tubes. If the dirt is in the -form of a mud film, this may not affect
the flow of water through the condenser to any great extent.

It is important that when cleaning condenser tubes, they are well

brushed with
a tight fitting tube brush, then flushed with clean water.

R22 condensers will show evidence of dirty tubes as for the last case
in 3.2.2.1.v above.
Ships trading on routes with river terminals are particularly liable.

7]. Insufficient R22 Gas Flow

This will affect the cargo condenser in the same way that insufficient seawater flow
will affect the R22 condenser, increasing cargo compressor discharge pressure and
temperature and reducing plant capacity.

Typical causes, indication and remedies are as follows :-

I]. Restriction at the R22 filter/drier. Indicated by :

• Marked temperature (and pressure) drop across the filter drier unit.
 • Low R22 compressor suction pressure for a given capacity setting.

• High superheat at R22 compressor suction.

• High liquid level in R22 liquid receiver.

• Low amps at R22 compressor.

Remedy: Service the filter drier unit to Maker'

s instructions.

N.B. If by-passing the drier to service it, open the by-pass valve very slowly, allowing
the thermostatic expansion valve time to respond and take control.

Moulded core type driers must have their elements weighed six monthly to determine
moisture content. They are usually fully saturated when their weight is 20 % more than
that of a new core. Change the element if the increase is more than 10 %. Failure to do
so will probably lead to total collapse, and lubrication problems due to particles in the
compressor oil.

If water contamination is apparent (by weight increase, colour change, or "fizzing" on the
tip of the tongue, depending on the desiccant type) the drier unit must be frequently
serviced until the source of moisture ingress has been traced and rectified and all
moisture has been removed from the system. When the system contains excessive
moisture, the re-charged drier will generate heat when being returned to service.

B]. Insufficient R22 Gas Charge. (See also under 3.2.l.)

Indication of this depends on the type of plant concerned, i.e. whether the R22 flow is
controlled by thermostatic expansion valves, or whether it is controlled by a liquid level
sensing device.

In the case of thermostatic expansion valve control; indication of low gas charge will be
one or more of the following

• Low level in liquid receiver

• High superheat at R22 compressor suction, or evaporator outlet.
• High pressure at cargo compressor delivery.
• Small opening at cargo liquid level control valve.

In the case of level sensing R22 flow control, indication of low gas charge will be one or
more of the following :-

1. High pressure at cargo compressor discharge.

2. Low amps at R22 compressor motor.
3. Apparent loss of oil from R22 compressor sump.
4. Small opening of cargo liquid level control valve.
The indication is more readily appreciated in the case of plant using thermostatic
expansion valves, since a low charge automatically shows as a low liquid level. For this
reason, it is important on Kvaerner designed plant, where the indication of R22
deficiency is indirect, to pump the system over frequently to confirm R22 quantity, to
check R22 quantity and oil leaks carefully before adding oil, and to have a good
knowledge of amps, pressures and temperatures for given cargoes at given load settings
and sea temperatures.

Remedy:
Add R 22 gas after first making a thorough check for leaks, and correcting any found. In
particular check the compressor crankshaft seals, the water side of the R22 condenser (by
closing the inlet and outlet valve and opening a water box vent) and any relief valves, e.g.
on the condenser and compressor discharge.

All valve glands should be checked, and R22 isolating valves to external circuits not in
use should be closed. R22 isolating valves are usually back seating, so the valve, except
for hand regulating valves, should be fully open, or fully shut. A good aid when
checking pipe flanges for leaks is to wrap adhesive tape around the flange peripheries to
enclose the joint. k pinhole in a convenient place in the adhesive tape will then
concentrate the leakage (if any) for easier detection. Do not forget to check pressure
gauges, pressure switches and their capilliaries.

Having located and corrected the leaks, ensure that the drier is in service and in good
condition before adding gas. Check the condition of the drier after the unit has returned
to service, re-charging or reactivating as required. When adding gas to Kvaerner type
plant, take care not to overcharge.

Do so only with the liquid receiver outlet closed and the charge pumped over. Never add
liquid gas to running compressors. Use the vapour connection, add slowly, and, if
necessary, warm cylinder with hot water.

In particular with Kvaerner plant, check the R22 compressor oil level while adding gas,
and remove any surplus oil returned. This can be a considerable quantity, which will
cause damage if not removed.

3]. Insufficient Seawater Flow,

as described in 3.2.2.1.v.
This will reduce the capacity of the R22 condenser. This in turn will reduce the quantity
of R22 liquid flowing for a given capacity setting of the R22 compressor.

4]. Defective R22 Compressor

This will be indicated by low amps, discharge pressure and discharge temperature for a
given capacity setting, together with a high suction pressure and temperature. There may
also be overheating of the R22 compressor, (if there is a delivery valve problem, when
the cylinder head concerned will heat up ) , fluctuating discharge pressure, mechanical
noise, or crankshaft seal leakage (damaged piston or rings).

5]. Oil in Evaporator Section of Cargo Condenser

Usually applies to Kvaerner plant, and then only when there is reason for the oil recovery
unit not to be working effectively, for example shortage of R22 in the system.

Indications are loss of oil from the compressor oil sump without evidence of oil leakage
outside the system, low R22 pressures and low amps. Note. On first starting a new plant,
or one in which oil has been removed for maintenance purposes, oil will be lost from the
compressor sump into the system until an oil saturation level has been reached, when the
recovery unit returns as much as enters the system. During this period the compressor
pressures and amps should be normal for the sea temperature and capacity setting. The
normal oil charge when stable conditions are reached, is about 5 % to 10 % of the R22
charge, so that if the R22 charge is 1,000 litres of liquid the oil charge should not exceed
100 litres total.

There will always be a thin coating of oil on the R22 side of the heat exchanger surface,
whether the plant is Kvaerner or L.G.A. Gastechnik or L.G.E. design. The condenser is
sized accordingly.

The problem becomes serious when either the oil separator or oil recovery unit ceases to
function, and oil is deposited in large quantities in the evaporating section of the cargo
condenser. This can lie in the lower zones of the evaporator and block off the heating
surface.

In Kvaerner plant this in itself will cause an R22 flow reduction, since the flow is natural,
and set up by the rate of boiling of R22.

In the case of L.G.A. Gastechnik and L.G.E. plant, the flow of R22 will be reduced by
action of the thermostatic expansion valve, which will sense a decrease in superheat at
the evaporator outlet and close in accordingly.

In all cases, the oil surplus will have caused a rise in cargo condensing pressure and
cargo compressor temperature either directly, or by R22 i7Low reccuction.

The remedy in all cases is to check that the oil separation is functioning properly, that its
return strainer is clean and the float operating correctly.

In the case of Kvaerner plant check also that the R22 gas quantity is correct by pumping
over all the gas to the liquid receiver. Check also that the R22 liquid level control valve
is operating correctly, without excessive surging of liquid levels.

8]. Oil in Condenser Shell

The effect of oil in the evaporating section of the Kvaerner type cargo condenser has
already been covered under the previous heading. It will affect both R22 flow and
condenser heat transfer, and because the R22 and oil is in the snell, the cross sectional
area is high and velocities low, so that it is not self clearing in this plant.

The effect in L.G.A. Gastechnik and L.G.E. plant has also been covered in the previous
section. There is less likelihood of its causing a problem in this plant as the R22 flow is
at higher velocity through tubes, and all but very serious surpluses are self clearing.

II]. Low Compressor Gas Flow

The normal indication of low compressor gas flow is a high degree of suction superheat
and low motor amps.

A low gas flow will normally result in the compressor tripping due to low suction
pressure. This trip function is incorporated to protect against drawing air into the system
via compressor shaft seals and valve glands, and in the case of the cargo compressor, via
tank vacuum relief devices. When tripping of the compressor occurs, there is, of course,
little likelihood of overheating. The temperature problems arise when the low flow is not
accompanied by a reduction in suction pressure, and they are caused mainly by the
absence of the cooling flow of the gas to carry away heat generated by friction and
compression.

Typical causes of overheating due to low gas flow are:

1. Shortage of R22 Gas Charge
2. Continuous Operation of Compressors at Low Capacity Settings
3.Broken Suction/Delivery Valves
4. Ruptured Bursting Disc. R22 Compressor

1]. Shortage of R22 Gas Charge

This is most likely to be felt when the system uses thermostatic expansion valves to
control R22 liquid flow, as the expansion valve will open wider as the gas quantity falls,
This allows the pressure to remain high enough to keep the system running,-but with
insufficient flow to carry away the frictional heat generated in the cylinders. When the
liquid R22 control is by level reference, the falling gas level will close the control valve,
reducing the suction pressure, and with it the suction temperature, so that the reduced
temperature to some extent compensates for the lower flow until eventually the unit trips
on low suction pressure.

2].Continuous Operation of Compressors at Low Capacity Settings

This is most likely to happen when working a butane cargo.

In most Kvaerner Instruction Manuals is a set of curves for refrigerating capacity and
power consumption for the various cargoes. The set for butane states that the R22
compressor runs with two cylinders only in operation while working with butane. Avoid
this if at all possible, but if it is necessary, pay particular attention to the correct
functioning of sump oil temperatures. Experience with large V bloc compressors in our
Reefer ships indicates that under this "minimum capacity" condition there may not be
sufficient pressure differential to supply R22 to the sump oil cooler, and numerous
failures resulted. In some R22 compressors this has been anticipated, and a glycol
circulated heat exchanger is fitted. The glycol circulation of the heat exchanger must be
regularly proven. This system also maintains sump temperature.

The effect of prolonged operation under minimum capacity conditions is for frictional
heat to accumulate. If this is accompanied by a weakening of the lub oil due to
temperature, scuffed pistons, sticking rings and seized or scored bearings may result.

When working butane, the R22 capacity control should be set up so that the R22 suction
temperature controls the cargo condensing temperature. It is normally about 6° - 7°C
below the cargo condensing temperature on butane. The cargo condensing temperature
should be such that the pressure in the cargo liquid receiver is just sufficient to ensure the
cargo condensate returns freely to the tanks. The pressure required for this will vary from
ship to ship, and will depend too on which tanks are in use, the tank pressure, and the
pipe size. As a rule pressures as low as 0.5 kg/CM2 appear to return satisfactorily. Thus,
to return butane freely to the tanks a corresponding temperature of about 10°C is required
in the cargo liquid receiver, and about 4°C at the R22 compressor suction - hence the
need for minimum capacity settings.

If problems are experienced, it may help to further open the butane by-pass valve on the
cargo compressor. This will raise the butane superheat, and effectively reduce the
capacity of the cargo condenser, while ensuring no liquid enters the cargo compressor
suction. In turn it will require a larger flow of R22 to achieve the same refrigeration
effect, so that the capacity setting may then be increased.

3]. Broken Suction/Delivery Valves

Broken compressor suction of delivery valves have a similar effect to reduced capacity
operation, but the heating will be more rapid if it is a delivery valve failure, since the
repeated no or low flow compression takes place under a higher pressure. The symptoms
will include high cylinder head temperature, localised to the affected unit, reduced
pressure rise from suction to discharge, reduced amps and fluctuating pressure gauge
needles. Suspected broken valves must be investigated at once, as their debris can cause
serious internal damage.

4]. Ruptured Bursting Disc. R22 Compressor

This is a thin metal disc separating the delivery header from the suction side of the
compressor. Its function is to burst in the event of abnormally high discharge pressure,
(e.g. due to a closed discharge valve or condenser water flow failure) relieving the high
pressure into the suction side of the compressor.
It may also fail due to fatigue or corrosion, allowing internal recirculation of hot gas and
virtually stopping gas throughput.

The disc is located in a cage under an external cover connecting the delivery header to the
crankcase.
The cargo compressor and sometimes other parts of the plant are circulated with a glycol
water mixture. The main purposes of the glycol circulation are firstly to remove some of
the heat of compression and friction from the working parts and secondly, to maintain the
shut down compressors in a warm condition, ,thus avoiding condensation of cargo on
cylinder walls and in oil sumps, where it would dilute the lubricating oil. In some cases
the circulation extends to the R22 compressor sump oil cooler, so that liquid R22 will be
encouraged to boil off in an idle machine, and cooling will not be so dependent on
compressor load. On some ships the warm glycol is also used to boil off condensation
forming in the reference leg of the cargo and R22 liquid level control different pressure
sensors, and unless this circulation is maintained, the level controls cannot operate
consistently.

The older ships appear to have considerable problems with sludge formation, the sludge
ultimately blocking the small passage ways and connecting pipe work. The Glycol itself
is to some extent a corrosion inhibitor, but unless its correct mixture strength is
maintained, much of this effect may be lost, as well as the anti-freeze properties. The
correct solution has a freezing point of about –36°C, and a specific gravity of 1.065. This
should be checked monthly.
The chemical treatment suppliers also point out that such sludge can form as the result of
biological degradation of microbes, and the glycol system should be treated additionally
in the same way as the cooling systems for the diesel alternators, the treatment for which
is either resistant to bacterial or fungal growth, or contains inhibitors to prevent such
growth. It is therefore recommended that the reliquefaction plant glycol system is
brought under the same control as the diesel alternator cooling system for each ship.

It should be noted that the existence of a pressure at the circulating pump discharge does
not necessarily mean that circulation exists, and it is essential that such circulation is
proven by flushing lines through during_ maintenance periods, and confirmation at the
head tank returns.

3]. Lubrication Failure

The function of the lubricating oil in compressors is to prevent the physical contact of
metallic surfaces in differential motion, thus minimising heat and mechanical losses
caused by friction. A secondary function is to carry away to oil coolers surplus heat
generated.

The main method used for separation of surface is hydrodynamic lubrication, in which a
small flow of oil is introduced into the wide side of a wedge shaped space between the
surfaces at moderate pressure. The wedge form and relative motion between the surfaces
then pumps this oil into the narrow side of the wedge, developing very high internal
pressure to force the surfaces apart. A considerable surplus of oil is supplied by the
supply pump at each lubrication point, the surplus being for the purpose of heat removal.

The mechanics of hydrodynamic lubrication requires certain physical properties in the

oil, one of the most important being the correct viscosity, which must be kept within
prescribed limits, or the necessary high pressure pumping action within the bearing will
not fully develop. Viscosity in turn is temperature dependent so that the correct
temperature range must be maintained. It is also subject to change by dilution with other
liquids, and in refrigeration compressors the liquid refrigerant or cargo in the crankcase
can seriously reduce the viscosity of, or dilute, the oil.

A further requirement is that the oil must not affect or be affected by the refrigerant or
cargo gas in the crankcase, and for certain cargoes it is necessary to change the grade of
oil to suit.

The formation of a high pressure oil wedge also demands that the oil is clean, and free
from solid particles, which will become trapped on the narrow side of the wedge, causing
scoring with excessive heat generation on the journal and bearing surfaces. Provided the
correct grade of oil is used, the oil is free from solids, sludge and liquid dilutants and it is
kept within the prescribed temperature range and at the correct supply pressure, there will
be very little likelihood of failures due to lubrication, since the compressors are all of
tried and proven design. Achieving this usually means simple good housekeeping.

1] R22 Compressor

The R22 compressor oil temperature should be between 400 and 6oOc. (Caution - this
temperature range applies to R22 only, higher minimum temperature is required for R12
compressors in other applications). The compressor oil pressure should be at least 1
kg/cm2 above the crankcase gas pressure. A differential pressure switch is fitted and
must always be in service.This switch trips the compressor if the oil pressure differential
is lower than 0.7 kg/cm2, and it should re-set when the differential pressure is 1.0
kg/cm2. The compressor is provided with a Vokes Microdisc or a mesh basket type
suction strainer and an "in line" external paper cartridge type oil filter. The paper filter
cannot be isolated for changing when the compressor is running, and after servicing, care
must be taken to open the filter inlet and outlet isolating valves. There is no filter by-
pass, either internal or external, so do not attempt to run the machine unless the filter is
fully in service.

The compressor is also provided with an oil charging pump. This small hand pump is
provided so that oil can be injected into the machine without mess, and in particular,
without loss of gas. It is important for both reasons that it is kept in working order and
used for all topping up once the initial oil charge has been added and the machine purged
and gassed. Any other method will not only add to gas losses and dirty environment, it
may introduce air and moisture to the system, both of which are detrimental, air to
performance, and moisture to reliability. If the quantity of oil to be added is too large for
the hand pump, there is probably some other fault, causing oil

to pass out of the sump, into the system, for example insufficient R22 charge or minimum
capacity operation. The reason should be carefully investigated before adding large
quantities of oil to a gassed and charged system.

1]. Failures Due to Dirty Oil

Lubrication failures in R22 compressors are usually caused either directly or indirectly by
the ingress of dirt into the sump.
A common source of such dirt is the R22 drier. Careful operation and maintenance of
this unit will prevent many lubrication problems.
If preformed core type driers are fitted,it is essential that they are inspected internally at
least monthly and cores weighed – see under 3.2.2.1.vii.
Silica gel or activated aluniina driers both break down quickly to form either a gritty
(silica gel) or smooth (activated alumina) sludge.
A more stable desiccant is sodium alumino silicate as molecular sieve", and loose charge
type driers should use this desiccant. It is most important to check daily the temperature
drop across the drier, as this indicates developing blockage by increasing temperature
drop.

The sludge resulting from drier breakdown can cause bearing failures by direct friction as
particles are trapped between running surfaces, by oil starvation, as when sludge blocks
oil ways, and indirectly by causing failure of other components. Typical of these was the
sludge deposit in the float chamber of the oil separation on one ship. This held open the
float valve after the separator oil sump had emptied, and hot R22 gas at high pressure
recirculated into the compressor sump, overheating the oil and reducing its viscosity.
This led to bearing and crankshaft failures, as the oil wedge formation in the bearings
failed to develop sufficient pressure to achieve metallic separation. The drier
performance is also vital to lubrication in terms of water removal. Water is often present
in R22, and often the addition of methanol or alcohol to prevent its deposition as ice in
liquid control valves increases the dissolved water content in the gas. One result of this is
to encourage the pick up of copper from the circuit components and pipework, and its
eventual deposition as "copper plating" on bearing surfaces. Apart from monthly
inspections of the drier charges their condition must be closely monitored during and
after additions of R22 and after plant maintenance.
The need to change lub oil filters will be dictated by the lub oil differential pressure.
When filter inspection or changing is necessary, the nature of their fouling should be
noted and an assessment made as to the source of the fouling. The oil separator return
strainer and float mechanism should be removed and cleaned at the same time.
2]. Failure Due to Oil Dilution
In section 3.2.1. liquid carry over and its probable causes was dealt with at some length.
Apart from the obvious danger to valves, pistons and running gear due to its
incompressability, liquid entering the suction side of R22 compressors has direct access
to the oil sump. The viscosity of liquid R22 is quite low, and it is readily mixable with
oil, so that it will very quickly destroy the ability of the oil to form the pumping action
necessary to generate a high pressure oil wedge.

For this reason it is important to discourage the presence of liquid refrigerant in the oil
sump, and this is achieved by keeping the sump oil temperature well above the boiling
point (saturated vapour temperature) for the highest R22 pressure likely to be
encountered in the crankcase. Thus in the event of a carry over of liquid,the residual heat
in the
oil and the crankcase walls, together with the churning action of oil returning to the sump
should vapourise small quantities of liquid R22 inadvertently returned.

On a fast shut down or trip it is possible to condense quite large quantities of liquid R22
on the cold suction pipework due to the resulting pressure rise. The liquid so formed will
run into the compressor sump, where it will remain, mixed with the oil until reduced
pressure in the crankcase causes it to evaporate. This is normally avoided by throttling
the suction isolating valve during shut down, then closing it immediately the compressor
trips or is stopped. Liquid forming in suction pipework under pressure is thus trapped
behind the suction isolating valve.

Because of this, it is very important on start up, to start with the suction isolating valve
closed, and open it very slowly, thus forcing the evaporation of any small quantities of
residual liquid in the crankcase and of any liquid passing the suction isolating valve. If
large quantities are present in the crankcase the evaporation will cause foaming, and
failure of the supply pump to develop oil pressure so
that the compressor trips after the starting timer interlock operates. In this case it is
necessary to open the crankcase to atmosphere, to reduce pressure and boil off liquid.
This should be done via a convenient valved pressure gauge line connecting to the
crankcase. The discharge should be led outside to the deck by a suitable hose.

ALWAYS check the oil level before starting, and NEVFR start the compressor unless the
level can be seen in the sight glass. Severe damage can result if the level is well above
the sight glass. If the level is low, add oil.

While shutting down compressors,as described above, take care to watch the sump oil
level, as it is possible to lose oil into the system due to the reduced system gas flow
preventing proper oil recovery.

During start up it is important to close the oil return valve from the oil separator until the
separator chamber walls have thoroughly warmed. Failure to do this may result in R22
under pressure condensing on the cool surfaces, especially in cooler climates, and
collecting in the oil separator float chamber. If the separator is in service, the liquid R22
will be returned to the compressor sump, diluting the sump oil.

Do not forget to open the separator oil return once the unit has warmed.

3]. Failures Due to High Oil Temperature

When failures are attributed to high oil temperature the result is usually similar to oil
dilution. The effect is to reduce the viscosity of the oil and so diminish the ability of the
moving surfaces to generate high pressures in the oil wedge, eventually resulting in
metallic contact, high frictional heat generation and either melting or seizure at the
moving surfaces.

Any of the reasons discussed earlier on compressor overheating will increase oil
temperatures, some more so than others, and if the oil cooler is operating correctly, but is
unable to control the temperature within the stated limit, then the reason for the
temperature rise must be found and corrected. Further reasons for oil overheating as
distinct from the compressor generally include recirculation of hot gas via the oil
separator, as described in the case quoted in 3.2.3.1.i,- or reduction of oil cooler capacity
due to sludge in the oil sump.
Provided the oil/crankcase pressure differential switch is working, problems due to an
insufficient oil supply are unlikely, but could occur if the flow control orifice became
restricted due to sludge or other fouling. This might cause the pressure switch and
pressure gauge to sense satisfactory pressures even when flow was diminished, for
example due to a blocked filter.

2]. Cargo Compressor

The principles of lubrication in the cargo compressor are the same as for R 22
compressor. There are certain aspects of compressor design and cargo cycle arrangement
that may change certain causes and effects.

1]. Oil Contamination - Solid Particles

The cargo cycle has no gas drier, so there is no contamination from that source. If
sludges are found in the crankcase or oil filter, the solids forming them will probably be
carbon particles from the piston rod seals, and the condition of these should be checked.

Solids may also result from reaction of the cargo with incorrect oil grade, e.g. butadiene
must have correct mineral oil charge or solid polymers may form.

2]. Liquid Emulsions

When using the compressor or certain gases a synthetic oil is specified and must be used.
These synthetic oils do not react in any way with the cargo gas, with which they are in
contact, and they are for use with Ammonia, Ethane, Ethylene, Butane, Butene, dry Inert
Gas, Methane, Propane, Propylene and V.C.M. Ammonia can also be worked using the
cheaper R22 compressor oil, and this should be considered for this cargo.
The synthetic oils mix easily with water, and L.P.G.’s often have high water content
when received on board. This water content is higher in the vapour phase than in the
liquid phase, so that it will tend to be drawn into the compressor, and may then go into
solution in the oil, forming an undesirable emulsion which can block oil passages.

3]. Low oil pressure.

The cargo compressor capacity control is achieved by "timed" valves.

These are in fact the suction valves serving the underside of

the 1st and 2nd stage pistons. Spring loaded pistons and plungers hold these
suction valves off their seats when on 50% capacity selection or on
start up. Under this condition the compressor works as a single acting
unit only, the top sides of the pistons doing the work while the under side
idles.

To load the compressor to 100 %,oil from the oil pump discharge is led to the side of the
unloading piston opposing the spring. At 3 kg/cm2 this oil compresses the spring and
allows the 1st and 2nd stage underside suction valves to open and close normally, thus
loading the compressor.

The oil pump discharge pressure is controlled (by an overflow relief valve returning
surplus oil to the pump) at 3 kg/cm2 , so that there is little or no margin for low oil
pressure, and reasons for low oil pressure must be found and corrected.

Probable reasons are

a) High oil temperature due to poor glycol circulation.

b) Oil dilution by cargo liquid or other solvents.

c) Dirty oil filters.

d) Incorrect adjustment of oil overflow relief valve.

e) Worn oil pump end covers.

f) Worn bearings.

g) Worn compressor bearings.

h) Damaged '
O'rings on the '
timed'valve operating
push rod.

i) Incorrect assembly of "timed" valve piston cylinder

unit - usually 180° rotated so that the supply connection and drain connection is crossed.
If the compressor fails to load up to 100% because of conditions leading to thinning of
oil, either by high temperature or by dilution with cargo liquid, the oil wedge formation
may also be jeopardised. For this reason it is important that the fault is detected, and not
"temporarily fixed", e.g. by removing the unloading springs.

3.3 Comments on Some Cargoes

The range of gas cargoes carried is constantly being increased and ships are often
modified to accept various alternatives.

Certain cargoes appear to give more problems than others. Propylene and Propane are
the coldest L.P.G. cargoes carried, usually at about -48°c and -43°c, and consequently it
offers the greatest temperature differences from ambient to cargo for heat ingress. The
condition of the insulation in tanks is important, and wet insulation will reflect seriously
in the ability or otherwise of the reliquefaction plant to contain the cargo at the required
temperature and pressure. Once wet, the insulation is almost impossible to dry, and for
this reason it is important that all inert gas used in the void spaces is passed through the
inert gas drier.

3.3.1 Propane C3 H8

Propane, together with other L.P.G.1s, often has considerable water contamination as
received on board.

In order to operate the cargo pumps without problems from icing up, it is necessary to
inject about 200 litres of methanol into each cargo pump suction prior to discharge.

While working a propane cargo, or cooling tanks after propane in preparation for a
subsequent cargo, problems may be experienced with ice formation in the reliquefaction
plant. In general, there is a greater proportion by mass of water (hydrates) in the vapour
than in the liquid phase of the cargo, and for this reason the problems of ice in the
reliquefaction plant appear to be more prevalent while cooling tanks containing large
quantities of vapour.

If a filter is incorporated in the vapour suction line, ice particles may cause blockage of
this filter, which must then be removed and cleaned.
N.B. The location of these filters is sometimes difficult to determine, as they are merely
conical baskets in a straight pipe line. However, the filter is usually in the first straight
length of pipe in the suction line upstream of the compressor.

Indication of blockage in this filter is usually given by the compressor tripping, on low
suction pressure.
Moisture also deposits as ice on cargo condenser tubes, in the liquid level control valve,
and where fitted, in the condensate return line filters at the tank domes.

In these cases the result is to increase the pressure in the cargo condenser, eventually
causing the compressor to trip on high pressure or temperature in Kvaerner installations.
In L.G.A. Gastechnik or L.G.E. installations the result is to cause the purge condenser to
vent cargo unnecessarily to atmosphere.

When the blockage is in the level control valve, this valve may be by-passed, regulating
on the manual control valve while methanol is injected into the auto control valve to clear
the icing, usually a process lasting about an hour.

If the condensate return filter blocks with ice, the condensate flow must be diverted to
another tank while the filter is removed, cleaned and dried.
If the ice is suspected of forming on condenser tubes the unit may have to be shut down
until the ice is melted. On restarting it may be justifiable to operate as illustrated in the
diagram for propane operation when moisture is suspected. This entails reducing the
capacity of the R22 compressor to 75 or 50 % and possibly using the butane by-pass
valve (Kvaerner plant) to maintain a propane condensing temperature of about 7°C and
an R22 evaporating temperature of about O°C. The plant will be less effective, but
stoppages may be reduced.
Indication of ice formation on compressor tubes will be given by higher than normal
condensing pressures which do not reduce on venting to atmosphere through the
incondensible vents or purge condenser. This will be accompanied by falling R22
compressor suction pressure and temperature.

3.3.2 Ammonia (NH3)

Ammonia is a very common cargo, and its carriage temperature is about -33°C.

One of its characteristics is a high value for latent heat, i.e. it takes a lot of heat transfer to
change its state from liquid to vapour and vice versa. For this reason Ammonia is very
slow to respond to reliquefaction, and often it is thought that perhaps the plant is
malfunctioning when tank pressure and temperature is slow to fall after loading. Patience
is the requirement. The other side of the coin is that once the cargo has cooled the tank
pressures tend to stay down, so that the plant demand is small.

As an example, a kilogramme of ammonia vapour at -33°C requires the removal of

327.26 kilo calories of heat in the reliquefaction plant to turn it into a kilogramme of
ammonia liquid, whereas a kilogramme of propane at its carriage temperature of -43°C
requires only 101.6 kilo calories of heat extraction to convert it to its liquid state. Thus
the plant demand during the early pressure reduction stages can be about three times
greater for ammonia than for propane cargo, since the plant will be operating at its best
capacity for the cargo in question, this really means that it will take three times longer to
reduce the ammonia cargo pressure than the propane.

Ammonia.has a strong affinity for water. Because of this it is very important to ensure
that tank and system purging, before and after ammonia cargo, is carried out with dry air
only and the dew point of the air must be lower than the tank wall temperature. Failure to
observe this will cause condensation to form which will retain the ammonia to
contaminate the next cargo.

It is also important to note that products of combustion must not be used as inert gas
during ammonia purging operations as the C02 content of the inert gas combines with
ammonia to form ammonium carbonate, a white powder, which will foul pipes and
working parts.

When changing from ammonia to L.P.G. cargoes the oil in the cargo compressor should
be changed. The grade is the same, but the old oil will be contaminated. Subsequent
operations with L.P.G., especially inerting, could cause reactions with the contaminated
oil. Ammonia requires the same oil grade as used in the R22 compressor.

3.3.3 Butadiene C4 H6

Normally carried at -5°C, the main problem with Butadiene is its tendency to form
peroxides in contact with air. These induce polymerisation, so that "Plastic" deposits
build up within machinery and pipe works etc., and the peroxides are also liable to
violent decomposition. (Explosion). Butadiene is inhibited for carriage as a cargo to
minimise the above risks. To further avoid risk of air ingress, the cargo must always be
above atmospheric pressure, never allowed to fall to vacuum conditions. Low pressure
trips must be properly tested before loading this cargo.

Butadiene may also form undesirable compounds under the effect of high temperatures,
and for this reason the cargo compressor discharge temperature must not be allowed to
exceed 60°C. A trip or alarm switch is usually fitted to warn against or prevent the
generation of high temperatures. This switch must be used. Mineral oils only to be used
in compressors.

3.3.4 Vinyl Chloride Monomer (VCM - C2 H3 CL)

This cargo is normally carried at -15°C.

Like Butadiene, it can form polymers when in contact with air, and all air must therefore
be excluded from contact with the cargo. Do not subject to vacuum conditions.

There are recommended maximum temperatures for this cargo, usually taken to be
100°C, but shippers may set their own limitations.

Prolonged exposure to low concentrations is suspected of causing liver cancer, therefore

it is most essential that the plant is maintained in a leak free condition.

Certain materials such as aluminium and its alloys, copper, mercury, magnesium and
silver are not suitable for use with V.C.M.

3.3.5 General

Before any cargo is loaded it is essential that all personnel are aware of its nature, and the
appropriate data sheets should be studied.

4. Thermostatic Expansion Valves

In L.G.A. Gastechnik and L.G.E. plants the R22 liquid flow is controlled by thermostatic
expansion valves. They are also used in Kvaerner plants for control of R22 to auxiliary
evaporators.

The valve is used to admit liquid R22 to the evaporator at sufficient rate to maintain a
predetermined degree of superheat in the R22 vapour at the evaporator outlet.

To understand the operation of the thermostatic expansion valve, it is necessary to

understand clearly the meaning of "superheat" and "latent heat". At the risk of boring
those who know, the following explanation is given so that all concerned may better
understand the working and adjustment of thermostatic expansion valves.

Gases can exist in three states, as a solid, e.g. ice, a liquid, e.g. water, or a vapours e.g.
steam.

If a block of ice at atmospheric pressure and –20 °c, is slowly warmed by raising the
temperature of its surroundings to O°C the ice will remain ice, but at a higher
temperature. "Sensible heat" will have been added, called "sensible" because it can be
sensed by a temperature change.

At O°C and atmospheric pressure, further additions of heat will not increase the
temperature of the ice at all, but it will be seen to melt. Heat energy is being added,
without raising the temperature of the ice, and this heat is called "latent heat of fusion".
Continued addition of heat will not permanently raise the temperature until all the ice has
melted, after which the water temperature will rise sensibly, due to the further addition of
"sensible heat".
Eventually, as long as heat is added at atmospheric pressure, the temperature will rise
steadily until it reaches 100°C. At this point the water will become violently agitated,
and its temperature will stop rising. The agitation is due to boiling, or the formation of
steam from the liquid throughout the mass of the liquid.
The temperature will remain steady at 100 °C until all the liquid has boiled away, the heat
added being "latent heat of vapourisation". (This is the latent heat usually referred to
when discussing condensers and evaporators in steam or refrigeration cycles). Once all
the liquid water has boiled off the steam, or vapour, temperature will continue to rise if
heat is added, and provided it has somewhere to go to, so that its pressure does not rise,
the heat added is called superheat.
It should be noted that "superheat" cannot be added to the vapour while in contact with its
own 1iquid unless the vapour is in motion.

Throughout the heating operations described above, it was emphasised that the pressure
remained at atmospheric. Any change in the pressure will alter the temperature at which
the boiling occurs, the higher the pressure, the higher the boiling temperature for a given
gas, until the "critical pressure" is reached, when boiling ceases. At this point there is no
latent heat of vapourisation, a property which decreases as pressure increases.

For every pressure up to the critical pressure there is a corresponding boiling temperature,
and conversely, -for every temperature there is a corresponding pressure at which boiling
of the liquid will occur. A name for this pressure is the "saturated vapour pressure". Any
temperature above that corresponding to the saturated vapour pressure must denote that
the vapour is superheated, and the difference between the measured temperatures and that
corresponding to the saturated vapour pressure is called the "degree of superheat”.

Water was picked as the example above because it is well known, and it produces steam,
the accepted name for water vapour at or above its boiling temperature. The same
changes and definitions apply to all gases, and each has its own particular boiling
temperature for a given saturated vapour temperature, and the ones concerned in
reliquefaction are lower than is the case with water.

For example, R22 at a saturated vapour pressure of 0 kg/cm2 gauge has a temperature of
-41°C. R22 at a saturated vapour pressure of 0 kg/cm2 and a temperature of -35°C has
6°C of superheat - it is still pretty cold, but there can be no liquid in it.

When a gas such as R22 is being vapourised from its liquid in an evaporator heated by
hot cargo gas, the following processes take place.

The liquid R22 is drawn from the liquid receiver at a few degrees above sea temperature
and a pressure equal to or very slightly above the corresponding saturated vapour
pressure.
 ii. The liquid R22 passes through the thermostatic expansion valve into a low
pressure zone, the pressure being determined by the amount the valve is open and the
capacity setting of the R22 compressor. In passing the valve, no heat is added, but the
liquid finds itself at a pressure at which it contains much less heat per kilogramme of
liquid than before. The surplus is used to generate vapour and its use for this purpose
drops the temperature of both the liquid and the vapour produced down to ,that
corresponding to the new saturated vapour pressure.

iii. The cold liquid and vapour pass into the evaporator, where heat is taken
from the warm condensing cargo on the other side of the tubes. This causes the rest of
the liquid to evaporate at a constant temperature and slightly falling pressure. (It has to
fall, to establish a flow).

iv. Once the evaporation is complete, the temperature can rise, superheating
the R22, until it leaves the evaporator and no more heat is added by cargo.

It can be seen that the heating surface left, once liquid R22 evaporation is complete,
becomes available for superheating. This will raise the R22 temperature and reduce the
heat flow in this area from cargo to R22.

Conversely, it is essential that all of the liquid R22 is completely evaporated within the
evaporator. Failure to achieve this will both reduce the refrigeration effect and hazard the
compressor. For example, R22 leaving the evaporator at 2 kg/' cm2 gauge and 98% dry
will be at a temperature of -16°c. To ensure that it leaves in a dry condition the
expansion valve will close slightly, causing a pressure reduction to 1.1 kg/cm2. The
evaporating temperature will now have fallen to -24°C, greatly enhancing the heat flow
from cargo to R22.

Ideally, the R22 should leave the evaporator as a 100 % dry saturated vapour, but slight
superheat is to be preferred to slight wetness, and the function of the thermostatic
expansion valve is to control the evaporator R22 outlet superheat at about 4°C of
superheat. This ensures no liquid enters the compressor to do damage without seriously
reducing the condenser capacity. The more liquid entering the evaporator for a given
heat input from cargo, the less superheat will be in the vapour at the exit and vice versa.

A simple internally equalised thermostatic expansion valve is shown in figure 6. The

vapour temperature at the evaporator outlet is measured by the bulb, firmly attached to
the pipe at this point. Within the bulb the temperature is converted to a corresponding
and proportional pressure signal which is passed to the top side of the diaphragm. An
increasing temperature increases the related pressure signal and depresses the diaphragm.
The pressure pin transmits the movement to the valve needle which moves down against
its closing spring and opens up the valve orifice.
This increases the cold liquid flow and reduces the tube surface area available for
superheating, so that the degree of superheat is reduced.

The saturated vapour pressure of the refrigerant after the needle valve and in the
evaporator is in communication with the underside of the diaphragm via the small port in
the regulating spring chamber. This pressure, together with the spring tension force, lifts
the diaphragm and allows the needle valve to restrict the port opening. This results in a
reduction of cold liquid flow and an increase in the evaporator surface area available for
superheating, so superheat increases. As the pressure pin moves,the regulating spring
length changes so that the tension force also changes. The tension force change

is always in opposition to the direction of the force producing the original movement.
Thus, if the measured temperature is too low for the required degree of superheating, the
saturated vapour pressure and spring will move the diaphragm upwards. The spring will
extend and its tension force diminish until the refrigerant pressure force and the
remaining spring tension equals the downward force generated by the measured
temperature. Valve movement then stops until the effect of the reduced liquid flow is
measured at the bulb. If the superheat is now correct no further movement occurs.
It can be seen that the changing spring tension is the "feedback" signal necessary to limit
the control valve movement for a given deviation from the desired superheat.

Adjustment of superheat can be made via the regulating screw. Turning this clockwise
increases the spring tension force and biasses the needle valve toward the close direction.
This increases superheat. Adjustments are seldom necessary. Before attempting them,
check both the pressure and the temperature at the evaporator outlet. If the result gives
the correct superheat, do not alter the regulating screw. The cause of your problem will
lie elsewhere. If it is incorrect, check first that the bulb and capillary are intact, then that
the inlet strainer and the needle valve are clean, with no moisture traces. Next check the
small port in the regulating spring housing is clear. Only after these checks, and ensuring
that the refrigerant charge is correct, both in quantity and quality, should the thermostatic
expansion valve be adjusted, and then only in accordance with the Maker' s instructions.

The valve illustrated is internally equalised. In some cases there is no small port in the
regulating spring housing, but the housing is connected by a pressure serving capillary to
the evaporator outlet pipe. This externally equalised type functions in exactly the same
way, but has more accurate control, since the degree of superheat is unaffected by the
Internal pressure drop in the evaporator, i.e., both pressure and temperature are measured
at the same point. When this type of valve is fitted, the pressure equalising line must
have its valve open.

In the pilot controlled thermostatic expansion valve, (fig. 7) the downward movement of
the diaphragm opens a pilot valve (5). The main control valve (2) closes in a downward
direction, operated by a piston (6).
This piston (6) has a small balance port (7) connecting the bottom to the top side, so that
the high pressure from the liquid inlet slowly equates on both sides of the piston (6). A
light spring (8) serves as a "feedback" to assist in positioning the control valve (2). The,
total area on the underside of the piston exposed to high pressure is smaller than that on
the upper side, because the control valve (2) occupies the centre of the piston (6). Since
force is pressure x area over which it is applied, the force on the top of the piston is
greater than that on the bottom when the pressures have equated. This closes the valve
(2). As the pilot valve (5) moves down the closing force exerted by the spring (8)
increases, but the pressure above the piston is released to a new lower value depending on
the opening of the pilot valve (5). This will allow the piston (6) and control valve (2) to
rise, opening the control valve and admitting more liquid. As the piston (6) rises, the
compression in the spring (8) increases, until the additional compression above, and the
reducing pressure below the piston (6) compensates for the pressure bled from above the
piston (6) by the opening of the pilot valve (5). At this point the piston will stop rising
and remain in this position until further movement of the pilot valve (5) readjusts the
pressure above the piston (6). The pressure above the piston (6) is bled via the pilot valve
(5), a pilot connection and line to a point downstream of the thermostatic expansion valve
on the inlet to the evaporator. On Rheinstahl Class ships this pilot line has also a
solenoid controlled air operated stop valve. The thermostatic expansion valve cannot
open unless this stop valve is also open.

5 Routines and Maintenance

5.1 Daily

N.B. Entry into spaces must be in accordance with Safety Regulations.

All reliquefaction plant and associated pipework, valves, etc., must be inspected daily for
evidence of leaks, loose connections, abnormal icing conditions or blockages, correct
pipe support, insulation, condition and general state of cleanliness of plant and machinery
spaces.

Leaks, in particular gas leaks, must not be tolerated, and immediate corrective action
must be taken. Where conditions preclude a permanent repair to any defect, full details
of the defect must be reported to the Chief Engineer Officer for planned attention or
inclusion in his monthly Defect Report Sheet.

A set of readings to be taken for all running plant and tanks in service. The readings
should be taken under stable conditions, and if this is not possible, the fact and reasons
for the instability, if known, should be written on the "log" sheets.
 The following points should be checked or considered during the daily inspection

5.1.1 R22 Compressor

i. Abnormal sounds or knocking.
ii. Abnormal vibration.
Check sump oil level correct to glass (1/3 to ½ glass).
Check sump oil temperature- should be warm to touch, 40°C - 60°C.

v. Is sump oil cooling system operating correctly?

vi. On idle compressors with sump heating, check that the warm glycol
circulation is satisfactory.

vii. Check capacity control setting (manual) confirmed by correct tell tales on
bank unloading devices.

viii. Check capacity control setting (auto) is operating to maintain the pre-set
suction pressure.

ix. Check suction, discharge and oil pressure (or differential pressure) gauges
in service and in good order.

x. Check oil pressure correct. (Normally 1 kg/cm2 above crankcase gas

pressure or suction pressure).

xi. Rotate internal oil "microdisc" strainer (if fitted).

xii. Check gas delivery pressure and note degree of fluctuation of needle.
(Slight fluctuation is normal, but wide fluctuation suggests air or broken valves. Pressure
normally agrees with R22 saturation for sea temperature plus 6° - 8°c

xiii. Check suction superheat correct. (Plant with thermostatic expansion valve
control about 40C at evaporator outlet, (10° - l5°C at compressor suction). (Kvaerner
type plant 2° to 4°C at compressor suction).

xiv. Check all "loaded" cylinder heads are operating at about same
temperature.

xv. Check bulkhead penetrating intermediate shaft and coupling for abnormal
vibration, correct lubrication and condition of bulkhead seal bellows.
xvi. Check crankshaft oil seal for oil drips or other indications of leakage.
5.1.2 R22 Oil Separator
i. Check valve to crankcase open.
ii. Feel oil return pipe to compressor.
 If cold -float valve is probably stuck shut or blocked. This will be
confirmed if oil
has to be added to compressor.
If hot - float valve stuck open or leaking.
check compressor is not overheating.
If warm,but not too hot to hold - normal.

5.1.3 R22 Condenser

i. Check sea inlet temperature.
Check sea outlet temperature. The difference i - ii is usually designed for about 2-3°c at
full capacity. A greater difference suggests a dirty tube plate or a water flow
restriction.
Check condenser inlet water pressure. About 1 kg/cm2 is normally adequate at the
condenser.
Check the condenser seawater outlet box prime. Water should issue from vent cock or
plug.
In cold weather regulate water to control R22 compressor discharge pressure
as required for particular installation. (L.G.A. Gastechnik installations close
in condenser bank passes to suit).
If sea overboard pressure sustaining valves are fitted (as on Rheinstahl Class ships),
check that they are correctly set to maintain prime at the condenser (about 1
kg/cm2 at inlet
to condenser) and operating freely. Physically move the spindle and watch it
return to
correct regulation.

5.1.4 R22 Liquid Receiver

i. Check that liquid level is normal and indication is clear. If R22 control is by
"level" in receiver and "open/shut" controller is used, watch a complete cycle of level
changes.

ii. If glycol circulation forms part of the level control system, ensure it is properly
circulating.

5.1.5 R22 Drier

Feel the inlet and outlet pipes. There should be a slight fall in temperature of no more
than two or three degrees centigrade only. More than this indicates a blocked or saturated
drier. No difference indicates either a collapsed drier, or very light load on the R22
system. There should be no dew or frost on the surface of the unit.

5.1.6 R22 Control Valves

5.1.6.1 Thermostatic Expansion Valves

i. Check that the manual by-pass control valves are shut, and the number of
expansion valves in service relates to the R22 compressor capacity setting.

ii. Check the temperature sensing bulb is properly located, and pressure and
temperature capillaries are secured and free from chafing.

iii. Other than when working Butane, check that a frost line appears at the position of
the valve seat and the pipe is frosted downstream of this point. When working Butane
the higher evaporating pressures may preclude frost, but dew should appear in its place.

iv. If operating manually, ensure that the automatic valves are isolated and that the
fact that the manual by-pass valves are open is clearly noted and displayed. Control
superheat at about 10°C at the compressor suction.

5.1.6.2 Liquid Level Control Valves

i. Other than when working Butane, ensure that a frost line (dew line when working
Butane) appears at the position of the valve seat and the line is frosted (or dewy)
downstream.

ii. If operating "manually" ensure that the automatic control valve is isolated, and
control to maintain a constant level in the R22 liquid receiver. Ensure that the opening of
the manual by- pass valve is clearly noted and displayed.

5.1.7 R22 Side Oil Recovery Heat Fxchangers (Kvaerner Plant)

i. If the R22 level control is of the "on/off" or 1'

open/shut" type, wait until the liquid
level is falling, then feel the R22 warm liquid inlet and outlet pipes. There should be a
distinct temperature drop of 20 - 50C. This difference will increase as the level control
valve closes, confirming that both the level control and the oil recovery circulation is
operating.

N.B. If the fluctuation temperature difference cannot be detected, and the liquid level of
R22 in the receiver is "normal", or even higher than normal, suspect that the R22 gas
quantity is inadequate. Check the compressor amps, and if these are low, pump over the
entire R22 contents ' to '
lane -Liquid receiver to confirm the true quantity in the system.

ii. If the R22 liquid level controller is of the proportional'type, there should
always be a small temperature difference, about 10 to 20c, between the warm R22 liquid
inlet and outlet pipes. If this cannot be detected, check the compressor amps. If these are
lower than normal for the capacity setting, check the total R22 quantity by '
pumping
over" into the liquid receiver.

iii. When working butane, or warmer cargoes with the R22 compressor on reduced
capacity, it may be necessary to periodically increase the capacity setting for periods to
recover oil lost from the compressor sump. While this is being done, the cargo liquid
level may rise in the cargo condenser until the condensing pressure is sufficient to return
the cargo to the tanks watch for pressure surges and cargo compressor tripping if it is
necessary to recover oil in this manner.

5.1.8 Cargo Condenser

i. Check the liquid level in the condenser or liquid receiver is both normal
and clear.

ii. Check the opening of the liquid level control valve (or the frequency of its
opening if it is of the "open/shut" type) and that the controller is operating correctly.

iii. Check the temperature of the liquid in the cargo liquid receiver - if necessary
using the digital thermometer with the surface probe, or immersion probe on the shell
under the insulation. This temperature should be 5° to 7°C warmer at the R22 at the
evaporator outlet.

iv. Check the cargo compressor discharge pressure. This should

correspond to the liquid temperature measured at iii above for the saturation value of the
cargo in question. If it is more than 1 kg/cm2 above, suspect incondensibles and purge
accordingly, (see under "Air and Incondensibles" 3.2.2.1.ii) or check the operation of the
purge condenser.

Purge Condenser

i. Check that the automated control valves are correctly set up to a

suitable set point for safe venting of incondensible vapours ONLY if conditions are safe
for automatic purging.

If such safe conditions prevail, test the functioning of the system by slowly reducing the
set point, first observing that the cargo condenser outlet valve PCV 27-1 opens fully, then
PCV 27-2 opens inversely proportionately to the pressure difference between set point
and cargo condenser pressure.

ii. Compare the purge condenser shell pressure gauge with that on the
cargo condenser. It should read the same if not auto purging, or less if purging in
progress. If the purge condenser pressure reads higher than the cargo condenser pressure
check both gauges. If the condition is confirmed the purge condenser shell is probably
full of liquid. Check by opening the shell drain trap by-pass for a while, then re-check
the pressures. If they have corrected, isolate the purge condenser and examine the drain
trap.

Cargo Compressor

i. Abnormal sounds or knocking

ii. Abnormal vibration.

iii. Correct sump oil level.

iv. Correct oil pressure. Regulate max. 4.0, min.3.2 kg/cm2.

v. Correct sump oil temperature. (Maximum 60°C).

vi. Check suction pressure, and compare it to the pressure in the tank
being worked. The difference depends on number of compressors in use and pipe runs,
but is generally of the order of 0.05 to 0.07 kg/cm2. Differences greater than this should
be noted and the cargo compressor suction strainer inspected for blockage or traces of
water from melted ice.

vii. Check the compressor discharge pressure and whether or not any
of the pressure gauge needles are fluctuating excessively or abnormally. The second
stage discharge pressure should be slightly higher (say 0.5 kg/cm2) than the saturated
vapour pressure of the cargo at the temperature of the cargo condensate before the level
control valve. This temperature in turn will be related to the evaporating temperature of
the R22 - usually in the range 5° to 8°C above the R22 temperature. (around 5°C at the
lower R22 temperatures and 8°C at higher R22 temperatures).

Abnormally fluctuating pressure gauge needles suggest either incondensible gas build-up
(delivery pressure fluctuation), or defective compressor valves. Defective compressor
valves will usually result too in lower than normal second or first stage pressures, while
incondensible gas will cause abnormally high second stage discharge pressure. Slight
fluctuation of discharge pressure gauges is normal.

Check that the intermediate and second stage relief valves are not leaking, indicated by a
warm connecting pipe to the compressor suction side. These valves normally lift at 3.5
and 6.5 kg/cm2 respectively.

viii. Check for oil, water or gas leaks generally and in particular check
that leakage from the crankshaft seal drain does not exceed 3 drops/ minute. This region
should be kept clean and bright so that oil leaks can be easily detected.
 ix. Check that glycol/ water cooling or heating circulation is
satisfactory, including that on idle compressors. If in any doubt it may be necessary to
disconnect the pipework to confirm a clear line.

x. Check the bulkhead intermediate shaft for vibration, overheating or

lubrication problems, especially at the bulkhead seal.

xi. Check that the "timed suction valves" are operating. Do this in
particular if stage pressures look low. Note that at least 3 kg/ cm2 oil pressure is required
to load the undersides of the two pistons. Listening with a screwdriver should confirm
whether or not the valve plates are working.

5.1.11 Glycol Systems

i. Check that the reservoir tank is full.

ii. Check that returns are adequate, where visible.

iii. Check the supply pressure after the pump. If it is not possible to confirm flow
visually, shut a valve on the pump outlet and watch both the pressure gauge and the
amps. If no change occurs the circulation is defective. If the pressure rises and the amps
fall on shutting the valve, the circulation is generally satisfactory, but small branches will
still require confirming individually.

iv. Note any discolouration in the water. Some cooling systems have been severely
fouled, sludge and water discolouration have been very evident.

5.1.12 Motor Rooms

i. Note that door alarms and interlocks are functioning correctly.

ii Note (and record on the log sheets) all running motor amps. Record
also either the system power factor or the total amps, total kilowatts and volts on the main
switchboard so that, if necessary, motor horsepower can be evaluated. Many of the
compressor performance curves relate directly to horsepower, and in subsequent
assessments it is necessary to know this value for a given set of conditions.

5.1.13 Instrumentation and Controls

It is important that all instrumentation and controls are kept in good working order and
accurate.
During daily inspection any defective instruments or controls must be corrected, or noted
and properly "defected" for future repair or replacement. Do not neglect hygrometers or
dew point meters installed on inert gas or air driers.

5.1.14 Control Air

Check that the control air supply is dry, clean and adequate.

Bleed water from all control air supply filter regulators at least daily, noting the amount
drained. If moisture drainage is excessive, check the proper functioning of the control air
drier. Note that where control air operates at sub-zero temperature

it should have a dew point at least as low as the working environment. This
means that desiccant driers must be kept in good condition and operating
automatically, and control air pipes should avoid areas of ice build-up. "Freeze
driers" are unlikely to achieve a suitable dew point unassisted and, where
desiccant driers are fitted additionally, both must be kept in service.

Comments on Plant Design Affecting the Daily Inspection

i. The amount of cargo gas handled per hour by the compressors is a

function of the tank pressure, and suction temperature of the compressor. The higher the
tank pressure the greater the amount handled and the higher the suction temperature the
lower the amount handled.

ii. The higher the cargo compressor discharge pressure the greater
will be the amount of vapour and lower the amount of liquid returned to the tank. It
follows that compressor discharge pressures should be kept as low as possible subject to
there being a sufficient pressure in the liquid receiver to return the condensate to the tank.
Usually 0.5 kg/cm2 is sufficient.

iii. The cargo compressor discharge pressure is a function of R22

compressor suction temperature and R22 flow. The lower the R22 suction temperature
and higher the flow the lower will be the cargo compressor discharge pressure. Also, the
lower the R22 suction pressure the lower will be the R22 evaporating temperature and the
more favourable the conditions for heat transfer from cargo to R22. This is turn ensures a
high R22 flow.

iv. The R22 flow and compressor loading depend on the rate of R22
evaporation in the cargo condenser. This in turn depends on maintaining a high
temperature difference between the condensing cargo and the evaporating R22 in the
cargo condenser. It also depends on the full utilisation of the cargo condenser surface
area for R22 evaporisation. For this reason the R22 evaporator must be kept as full as
possible of R22 liquid, so that a minimum surface area is devoted to superheating R22
vapour. For this reason R22 thermostatic expansion valves must not be regulated for
more than the recommended degree of superheat or the preset 4°C superheat at the
evaporator outlet.

v. The higher the R22 compressor discharge pressure the greater will be the volume
of "flashed" vapour produced when expanding to a given pressure through the controller.
This higher vapour volume, although cold, occupies a larger volume in the evaporator
than would liquid, thus reducing the surface area available for more effective
"evaporative” heat transfer. It therefore follows that provided there is sufficient pressure
drop across the control valve (in particular if it is a thermostatic expansion valve) to
ensure the correct flow rate for the valve opening, the lower the R22 compressor
discharge pressure the greater the plant capacity and refrigerating effect.

vi. The R22 compressor discharge pressure is a function of sea temperature for a
given design of plant with the correct seawater flow rate. It usually settles at 6° - 8°C
above the seawater temperature with about 2° - 3°C rise in seawater temperature in the
condenser. Thus, in sea temperature above 32°C the compressor discharge will be at
least 14 kg/cm2, and if the R22 condenser is dirty, considerably higher.

Increasing the seawater flow will only slightly reduce the pressure, but anything causing
a flow reduction or heating surface reduction will seriously increase it.

It follows that R22 condenser cleanliness and correct seawater flow is essential.

5.2 Weekly

5.2.1 R22 System

i. Gas Quantity Check

Each R22 system to be "pumped over" so that all R22 gas above the low pressure cut-out
pressure is in the R22 liquid receiver and condenser. (Keep the two common except to
exercise the isolating valve).

Note the level in the liquid receiver and record it on the log sheet under "Remarks'
.
Compare the level with that for the previous week. Losses, unless explained by
maintenance operation during the week must be investigated , leaks corrected, and the
level restored to the "full charge" level.
NOTE: This is particularly important in plant of Kvaerner design. Here the working
level
will be maintained by the action of the "level control valve" and if the gas quantity is low,
the R22 circulation will be restricted by the control valve without affecting the liquid
level indication.

ii. Gas Valve Exercise

All valves on the R22 system to be fully exercised during the "pump over" operation.
Defective valves to be repaired or reported to the Chief Engineer Officer for subsequent
planned maintenance or inclusion on his monthly defect report sheet.

iii. Water Valve Exercise

All valves on the seawater circulating system to be fully exercised and greased as
necessary. Defects to be dealt with as above.

iv. Leakage Test

Leak tests to be carried out. If a major leak is indicated by the liquid level during "pump
over”, check during the "pump over" period

a) The crankcase oil seal.

b) The condenser. To check this close both inlet and outlet water
valves and open the outlet water box vent or plug. Test for leakage using either soapy
water, the intrinsically safe ultrasonic tester or an elongated thin latex membrane
obtainable for these and other purposes from the Chief Officer. (In the latter case attach
the open end of the membrane to the open vent with an elastic band to form a leak proof
joint, then observe the reaction. Gas leaks will be self-evident and entertaining and must
be corrected).

All other flanged connections, pipe unions, compressor joints and valve spindle seals to
be leak tested weekly as convenient, using soapy water or the ultrasonic tester. It is very
helpful when testing flanged joints to have wrapped the circumference of the joint
between the flanges with wide adhesive P.V.C. tape. By piercing the tape with a small
marked hole leakage from the joint faces will be concentrated at the hole.

N.B. In no circumstance may open flame, high voltage electronic or other non-
intrinsically safe leak detectors be used on deck or in compressor rooms.

v. Air and Cargo Contamination Tests for R22

a) Air in R22
 Before returning the system to service after
pumping over" measure the gas pressure in the condenser and the temperature of the R22
liquid receiver. (This may be done using the digital thermometer provided to each gas
carrier and the surface probe on a suitably prepared spot). Compare the pressure with the
saturated vapour pressure (SVP) corresponding to the temperature measured for R22. If
the measured pressure is more than 5 % higher than the S.V.P. vent a little gas from the
top of the condenser. Wait for the cooling effect of the venting to be
stabilised, then recheck. If air was present, the discrepancy. between measured pressure
and S.V..P. for the measured temperature will have lessened. Repeat until no further
reduction in discrepancy occurs on venting.
NOTE: The action of venting will cause evaporation from the
surface of the liquid. This will in turn cool the liquid, and cause a pressure reduction. It
is important to wait for the receiver walls to reach the new temperature and stabilise then
re-check both pressure and temperature before subsequent venting. A simple pressure
reduction may be misleading. If air contamination is encountered check also the
condition of the filter drier unit. If a weight test or its collapse indicate the need for its
renewal, renew the filter drier cores and, at the same time, change the crankcase oil,
regardless of running hours.

Air is usually accompanied by moisture ingress. With R22 this may not show as freezing
in the thermostatic expansion valve due to a high solubility of water in R22. It will
instead contaminate the oil and lead to corrosion and bearing problems.

b) Cargo in R22

There is a possibility that R22 contamination by cargo gas could occur, due to fracture or
leaking components within the cargo compressor.

Most cargo gases are refrigerants in themselves, and depending on the nature and degree
of contamination they may not be readily detectable in the R22 by the foregoing test
procedure.

Indication of such contamination may first show as an unexplained reduction in the liquid
loss noted at weekly "pump over", or even a gain in liquid level. If the indications give
reasons to suspect such “make up" into the R22 system, the confirmation depends on the
nature of the cargo.

If the cargo is V.C.M. or other health risk cargo a C.B.A. set must be worn while
sampling the R22 side.

Pump over the R22 content into the R22 condenser and liquid receiver.
If the cargo is NH 3 (Ammonia) vent a small quantity from a pressure gauge connection
or vent cock at the condenser top. Confirmation of a cargo condenser leak will be had by
smell.

If the cargo is V.C.M. wear a B/A set and collect a sample of the suspect R22 in a glass
bottle immersed in water. Pass this sample through the V.C.M. leak monitor, or suitable
Draeger tube detector.

If the cargo is Butadiene, avoid allowing the gas to come into contact with air. The cargo
will be inhibited, and the sample small, but it is not good practice to allow such contact.
Use a Draeger tube.

L.P.G. cargo contamination in R22 can be checked in the same manner using the
appropriate Draeger tube.

During day to day operation the effect on the R22 cycle will depend on the extent and
type of contamination. Ammonia has a very high latent heat value, so for the given
seawater flow in the condenser it will be slower to condense. This will tend to cause
increasing pressure and temperature at the R22 compressor discharge as the
contamination worsens. (Ammonia compressors have water cooled heads). Butane has a
very much lower condensing pressure for a given sea temperature, but it has about twice
the latent heat value of R 22, so quite serious contamination could occur without being
noticed. Propane should show as higher compressor pressure earlier than Butane.

All that can be really said is that if R22 compressor discharge pressure and temperature is
abnormally high and the condenser is clean, fully primed, and with the correct water
flow, then suspect contamination. First check for air as described earlier, but take a note
of the liquid receiver level on "pumping over". If the presence of air cannot be detected,
sample for cargo contamination. If found repair the leak in the cargo condenser, and
change oil in the compressor, recharging the R22 system at completion of repairs.

.5.2.2 Cargo Compressor_and System Including Vapour and Condensate Lines

i. Idle Compressors
Idle compressors to be rotated at least 5 turns weekly to prevent deterioration in cylinders
etc.

ii. Gas Leak Detection Tests

All flanged connections, pipe unions, compressor joints and valve spindle seals to be
tested for leaks weekly. Soapy water or intrinsically safe ultrasonic test equipment only
to be used.

iii. Valves and Actuators

All pneumatic and hydraulic cargo valves on tank domes, pressure storage vessels, cargo
heater modules, manifolds and cargo handling pipelines, which can be safely operated,
are to be tested from the cargo control room and from the local manual operating point at
tank dome or manifold. Correct valve position, remote and local indication is to be
confirmed.

Valves used to control flow rates are to have their remote position indications confirmed
at 0, 25, 50, 75 and 100 % open.

Control air filter driers and oil mist lubricators to be serviced as required during valve
testing.

Defects must be corrected or reported to the Chief Engineer Officer for subsequent
planned repair.

N.B. Pneumatic valve actuators. Pay particular attention during testing to the condition
of actuators for pneumatic valves. Many of these

have aluminium end covers on the actuator cylinders, and these covers tend to corrode
local to the actuator clamping studs, corrosion products eventually bonding the cover
plate to the stud. When fitting new covers of the same type the problem may be
minimised by drilling the holes slightly oversize and fitting them with bushes and
washers, preferably of a rigid non-conducting material such as teflon to support the
aluminium while forming a barrier to electrolytic action. Alternatively, an insulating
washer under the steel washer and filling the hole clearance solidly with heavy rust
preventive lubricant should be attempted, to seal out salt water and interrupt electrolytic
current flow.

iv. Cargo-heater and-booster-Pumps

Booster pumps to be rotated by hand to prove free and shift the bearing contact surfaces.

5.3 Monthly

5.3.1 Cargo Control Valves - One Group per Month

The internal condition of cargo valves on tank domes, heaters and manifolds to be
assessed for leakage past closed valves, spindle leakage or other defects requiring special
conditions for repair.

One tank dome, heater, manifold or pressure vessel

per month should be considered , and all valves should be listed, and assessed from in
service experience or pressure test observations, so that there is a complete list of valves
requiring internal attention available at any time and in particular when a repair
opportunity presents itself. Refer also to Fleet Letter on this subject.

5.3.2 Glycol Cooling System

Examine the glycol cooling system for possible sludge formation. Check solution for
discolouration. Sludge deposits, if any, will be found in the bottom of the header tank
and in pipework at the lowest points of the system, particularly where a parallel flow path
exists. Disconnect at least one small bore pipe for visual inspection at these low points in
the system.

Test the specific gravity of the solution and maintain it at 1.065.

Test and treat the solution chemically in accordance with the treatment laid down for the
ship'
s diesel alternators.

5.3.3 Reliquefaction Units and Associated Controls, Protection and Warning Devices

All pressure, temperature, level and flow trips and alarms to be tested and proven
satisfactory, the satisfactory completion of tests for each unit being noted in the
"Remarks" column of the log sheet for the day of the test.

Defective devices must be restored to working order. If this is not immediately possible.
the Chief Engineer Officer must be advised fully of the nature of the defect so that he can
assess the degree of supervision required if the plant has to be run, and can programme a
satisfactory repair.

Such protection and warning devices vary from installation to installation, probably the
most comprehensive being found on the Rheinstahl Class ships. All ships will have
many
of the devices listed below, and these must be tested.

Protected Unit and Device Typical Setting

a) R22 Compressor and System

1. Low Differential Pressure Trip Alarm 0.4 kg/cm2

(Oil/Crankcase) Cut Out & Reset 0.8 kg/cm' E

Alarm. (Inoperative for20 secs after start)

2. Low Suction Pressure Cut- Stop & Alarm 1.0 kg/C

 Out and Alarm Reset 1.8 kg/cm2

3. High Discharge Pressure Trip & Alarm 16.5 kg/cm2

Trip and Alarm

4. High Discharge Temperature Trip & Alarm 140 ° c

Trip and Alarm

5. Condenser Seawater Low No set value. Closing Valve

Flow Trip and Alarm
Must stop
compressor after
5 secs.

6. Liquid Receiver Low Level Flange Face to Float Centre

Alarm
490 mm.

b) Cargo Compressor

1. Low Differential Pressure Trip & Alarm 2.8

kg/cm2
(Oil/Crankcase) Cut-Out &Alarm

2. Low Suction Pressure Stop & Alarm 0.05

kg/cm2
Cut- Out & Alarm

3. Interstage High Pressure Alarm 3.0

kg/cm2
Alarm

4. Interstage High Temperature Trip & Alarm

95 °c
Trip and Alarm

5. 2nd Stage Discharge High Trip & Alarm 8

kg/cm2
Pressure Trip & Alarm

6. 2nd Stage High temperature Trip & Alarm

Normal Selection 130°c
Trip and Alarm V.C.M. Setting 190°C
 Butadiene 60°C

7. Glycol Coolant Flow Low No Set Value.

Closing Valve
Trip and Alarm Must stop compressor after 5
secs.

8. Vapour Suction Liquid

Separator High Level Trip & Alarm 500
mm

9. Glycol Header Tank Low

Level Alarm Alarm 190 mm

10. Bulkhead Seal Oil Tank

Low Level Alarm 190 mm

CAUTION: Repeated stopping and starting of large motors may be subject to time
intervals.
If repeated trip tests are to be carried out consecutively on one such motor,
the
motor should be disconnected and the operation of the circuit breaker only
observed.

.5.4 Annually

.5.4.1 R22 Compressors and Oil Separators. (5000 hrs. max.)

R22 gas to be pumped over into liquid receiver and crankcase evacuated of vapour.
Drain sump, remove crankcase inspection covers. Remove and clean sump cooler and
internal oil filter. Crankcase and oil sump to be internally wiped clean (do not use cotton
waste). All connecting rod bearing bolts to be tested to 100 lb.ft. (13.83 kg./'
M) torque.
Any found slack to have new "nyloc" nuts fitted to both bolts and be evenly tightened to
above torque. Destroy used nuts.

External filter cartridge to renew. (Ensure isolating valves are open after replacement).
Clean oil level sight glass. Close up crankcase with internals complete and secure and re-
charge with new oil.
Drain oil from oil separator via float chamber cover. (Note total quantity of oil removed
from separator unit). Remove float valve, float and strainer unit complete and clean and
test as needed.
Re-assemble oil separator. Prove oil connection from separator to compressor sump is
clear and reconnect this pipe.
Remove cylinder heads and examine valves and springs. Renew damaged or worn
components as required. Renew the discharge/suction relief safety disc following fitting
instructions in Maker'
s Manual.

Examine capacity control push rods, moving rings, sleeves, operating rods and springs,
renewing damaged or worn components. Renew ‘0’ rings and rubber lip seals if worn or
hardened.

Examine internal R22 vapour suction strainer and clean or renew as necessary.
Close up on completion, re-charge with R22, bleeding air from discharge and crankcase
pressure gauge connections. (If a vacuum pump is available, use it to remove air). Carry
out full leak test.

Split the two drive couplings and examine the condition of the rubber driving member.
Renew if weak or damaged. Examine the bellows on the bulkhead seal unit.

On completion test protection and safety devices.

Add oil to replenish oil separator, noting that approximately the same quantity of new oil
has been added to the old oil removed from the separator when the sump level stabilises.

5.4.2 R22 Filter Drier

Coincident with the annual (5000 hrs) overhaul of the R22 compressor the R22 drier is to
be opened up and examined.

Driers with preformed cores (L.G.A. Gastechnik and L.G.E.) to have individual cores
weighed and renewed if the measured weight is more than 10 % greater than the weight
of a new core. Renew the cores also if there is any indication of cracking or crumbling.
Ensure there is no grit or other particles in the drier shell.

Driers with loose charge desiccant to have the charge renewed with new molecular sieve
rather than silicagel or activated alumina.

On returning the R22 compressor to service, pay particular attention to the drier
inlet/outlet temperature difference. The drier must be opened up and re-examined
internally not more than 48 hours after returning the compressor to service.

5.4.3 R22 Condenser (Suitable Idle Period)

Condenser water boxes to drain and covers to remove. All tubes to brush clean and water
flush. Unlined water boxes to be coated with suitable protective
paint (Apexior epoxy coating or rubberised paint).
Lined water box end covers to clean, taking care not to damage protective lining.

Corrosion anodes to renew as required, making firm contact with support studs.

Check condition of flow division plates and joint faces, repairing as required to make
sound joint on re-assembly.

Vent and drain cocks to overhaul as needed.

Gas side to empty leaving liquid in liquid receiver. Sight gauge glasses,or other level
indicating devices, to clean and overhaul.

Condenser relief valve operation to prove satisfactory - normally set 18 kg/cm2.

Close up in good order on completion.

5.4.4 Cargo Compressors (Max. running 5000 hrs.)

N.B. Before commencing this maintenance routine the unit must be properly evacuated of
all cargo gas and purged with a suitable inert gas and/or air. Inert gas produced from
combustion processes and containing C02 must not be used to purge ammonia from the
system. Use either pure nitrogen or dry air. The reverse procedure must be undertaken
when returning the unit to service. Because of this purging requirement, it is important
that all known defects are corrected during the maintenance period.

Compressor oil sump to be drained. If the oil charge has recently been changed for
operational requirements and has less than about 3000 hours service check its condition
for further service, using the on board oil test equipment. Viscosity moisture content,
acidity and microbial contamination are all valid points to check, as well as the general
appearance of the oil and presence of sludge, grit or metallic particles. The
recommended periodic oil change is 5000 running hours.

Crankcase covers to remove, and crankcase to be internally sponged clean. Do not use
cotton waste. Observe the nature of deposits on the sponge, and be suspicious of rust or
metallic particles.

Remove and clean the suction oil strainer. Renew ‘0’ ring on refitting.

Examine main bearing bush ends for evidence of overheating (discolouration) or rotation
in housing. Check correct tension in crank pin bearing bolts according to Maker' s
instructions. (This involves measurement of bolt length relaxed and correctly tightened -
renew split pins in castellated nuts).

Check crankshaft counter balance weights are secure and bolt locking screws are tight.
It should not be necessary to examine bearings internally, but main, crankpin and
crosshead bearing oil clearances should be checked using a dial gauge. Maximum
clearances are quoted in the Maker's Instruction Manual and these must not be exceeded.

Clean lubricating oil sight glass.

Close up crankcase and replace or renew oil charge.

Remove inspection doors from chambers below and above the piston rod guide
bearing/oil scraper housing. Clean out both chambers.

Remove the oil scraper cover plate bolts, lift cover and spring plate, and check that all
scraper rings are intact and properly fitting to the rod. They should not be loose, but just
nip the rod, so that the assembled rings will not slide down the rod under their own
weight. Check that the ring marking notches are in line and the gaps are offset against
each other. Check that the oil return drain is clear. Check the total clearance (diametric)
of the guide bearing bush does not exceed the maximum admissible clearance stipulated
in the Maker' s manual. (Use feelers from below).

Replace the plate spring and scraper box cover, taking care that anti-rotation pegs are
entered and the spring exerts an end thrust on the ring assembly.

Check that the opposed taper parallel action cross keys securing the rods to the
crossheads are tight and securing pins fitted and intact.

The state of the graphite piston rod packing rings may, to some extent, be assessed prior
to shut down, the following points might indicate excessive wear

i. Pulsating and higher than normal crankcase pressure.

ii. Oil foaming if capacity control reduced to 50 %.

iii. Increased superheat throughout the compressor, and increased

amps.

iv. Reduced opening of the condensate return control valve for given
compressor loadings and sea temperature.

v. Repeated failure of crankcase pressure gauges due to excessive

pulsation.

vi. A noticeable increase in surface temperature of the compressor

suction casing relative to that of the connecting vapour suction pipework.
 vii. Dirty Oil.

The absence of indications above should not be taken as confirmation that the stuffing
boxes are in good order, since the indications are unlikely to be noticed except by
deliberate comparison of current and much earlier log records, deterioration being a slow
process.

Visual inspection of the stuffing box components and plated piston rod must be made.

Turn the crankshaft so that the oil shield ring is at its lowest point.

Remove the nuts securing the stuffing box flange to the cylinder block and carefully
withdraw the bottom section. Do not cant, and use jacking screws rather than levers.
The lantern ring and two graphite packing rings should come out with the bottom section.
Replace two nuts to prevent the middle and upper sections from falling.

Examine the rubber ‘O’ ring. If hard, fully compressed or broken, remove it and replace
on assembly with a suitably "spliced" ring from rubber with diameter equal to the ‘O’
ring slot width.
Check the horizontal surfaces of the graphite ring landings on the lower housing,
segment, and the top and bottom faces of the lantern ring. They must be smooth, with no
wear ridges.

Check the total diametric clearance between rings and rod at the lowest point on the rod
(just above the oil shield ring). In no case must the total diametric clearance be allowed
to exceed 1% of the rod diameter, i.e. for 75 mm diameter rods, max. clearance (D-d) =
0.75 mm (0.030"). Remove piston rods and renew graphite packing rings if the total
clearance, (D-d) exceeds 2.4 mm (0.016”).Renew the piston rod if the chromiumed
surface is scored or damaged.

Remove the two nuts, withdraw the middle housing section and top packing ring. Check
that horizontal faces, top and bottom of the packing ring landings and the landing face of
the top housing ring (still in situ) have no wear ridges, and check diametric clearance of
the top graphite packing ring. Thoroughly remove all dust, especially from the lantern
ring slots and ports.

Disconnect the "leak off" pipe in the access chamber and prove this pipe clear by air
blowing in both directions, i.e. into the stuff box housing and back to the compressor
suction. Reconnect this pipe. Re-assemble the stuffing box in the cylinder block housing
taking care not to over tighten the flange nuts. (This could distort the bottom packing ring
landing face. The seal is at the ‘O’ ring, not the flange).

If the pistons have been removed to renew packing rings, follow the maker’s instructions
carefully at all stages, and ensure that the new rings are free laterally in the tightened
stuffing box with minimum vertical movement prior to replacing the piston rod.
Replace the inspection chamber doors. All suction and delivery valves to open up and
examine. Recondition or renew defective components as necessary. Valve cover gaskets
to renew on re-assembly. Your attention is drawn to the Sulzer Erection and Operating
Manual section on Valves. Note that at the centre of the valve and damper plates is
formed a centreing spring arrangement. These two plates must be fitted so that the
slanting cuts of this centreing spring coincide with each other, i.e. if you invert one, you
must also invert the other. The thickness of the small distance rings must be such that the
valve plate lift is as specified in the Maker'
s instructions. (Rheinstahl Class ships - 3 rings
each 0.45 mm thick). The valve springs are not all the same. The wire used is thinner on
the lst stage suction valve (Rheinstahl Class, lst stage suction valve spring thickness is 0.6
mm, all other valve plate springs are 0-8 mm thick). The springs must not be mixed.
They must also be central and not canted in their recess.

The castellated nut on the centre screw must be tightened hard, and a new correctly fitting
split pin fitted. This may necessitate some adjustment to the thickness of the washer
under the nut, so that the hole in the screw aligns with the castellations. Finally, the valve
seat locating lantern spacer must be fitted so that it’s outer (cover) face is flush with the
corresponding face on the cylinder block. Short lantern spacers must be packed out with
thin steel rings to suit.

Moving parts of "tinned" suction valves should be thoroughly cleaned and lightly greased
on assembly. Take care to fit the control piston casing the right way round, i.e. the oil
outlet drain connection is to the hole at the end of which can be seen the central operating
spindle. This also connects by a drilling to the unloading spring chamber. This servo
unit is symmetrical, and can be easily fitted incorrectly.

On completion of this maintenance routine the compressor is to be purged of air then

recharged with the intended cargo gas, taking appropriate precautions for the gas
concerned.
All emergency trip and alarm functions to prove satisfactory, and all automatic controls
and instrumentation, including capacity control, to prove functioning accurately.

5.4.5 Glycol Systems

System to drain down and flush through. All passages to prove clear and all pipe unions
to check for tightness. Glycol heaters to test as required. Glycol seawater cooled coolers
to open up, clean internally, renewing corrosion anodes as required. Coolers to leak test
and close up in good order. Head tank sight glasses to clean.

Glycol circulating pump to open up and service as required to restore correct working
clearances and shaft sealing.
System to recharge with glycol/water solution at S.G. 1.065, and chemical dosage to meet
requirements of the ship'
s diesel alternator treatment specification.

5..5 Every Five Years

5.5.1 R22 Compressors

Compressor to be surveyed in compliance with C.S.M. requirements.

Additional to annual overhaul

Open up and examine crankpin bearings and record clearances - renew "Nyloc" nuts on
re-assembly. Remove all pistons and examine cylinder bores. Check ring gaps in
smallest part of cylinder bore. Normal gap 0.003" for every 1” of cylinder bore. Use the
lifting strap and eye bolts provided to extract cylinder liner and piston assembly together.
N.B. In cylinders fitted with capacity control unloading gear, the capacity control gear
and operating rod must be removed from the bank before attempting to remove the
piston, liner and unloading push rods and sleeves as a unit. Note the assembly carefully,
and mark each push rod and extension before dismantling.
Follow the Maker' s instructions very carefully.

Examine the bore and measure the worst worn diameter. If it is more than 0.3 % larger
than the original unworn part of the bore, fit a new liner. This can also be checked by
measuring the gap of a new ring at the zone of greatest wear. In this case the total gap
should not exceed 0.012 x nominal diameter. If checking in this way ensure that ring is
in firm contact with the cylinder liner wall all around.

Remove the gland seal housing and seal. On re-assembly renew the fixed and moving
seal faces and wedge ring unless they have been recently renewed. Ensure that the orifice
in the orifice plus is clear and the seal housing is replaced with the plug at the top.

Remove the oil pump casing, and internals, with oil pump drive gearwheel. (Renew tab
washer on replacing).

Remove the rear bearing cover and crankshaft in accordance with Maker' s manual.
Examine both main bearing journals and bushes. Renew the bushes if they show signs of
wear or "copper" discolouration on the white-metal surface. Prove all crankshaft oil
passages clear. Check condition of coupling key and taper and coupling components.

Renew all suction and delivery valves'assemblies.

On re-assembly of piston/cylinder ends check that unloading push rod ends have not
damaged their seatings in the moving sleeve ring. If they have, renew the sleeve ring
ring. Ensure that connecting rods are in correct positions on crankpins - i.e. the one with
the chamfered edge to the bearing lies next to the web.

Examine the intermediate shaft bearings, couplings and bulkhead seals and renew worn
or damaged components.

On re-assembly of unit, test all trip, control and

5.5.2 Cargo Compressor

Compressor to be surveyed in compliance with C.S.1@i. requirement.

In addition to annual maintenance overhaul

Open up and examine crankpin bearings. Record oil clearances.

Remove cylinder cover. Disconnect and remove pistons and rods. Measure and record
piston diameters and calibrate cylinders. Renew piston skirts, if necessary, to restore
correct working clearances. (See Maker' s Manual for clearance and pretension).
Renew graphite packing rings and oil scraper box rings, as necessary, to maintain correct
clearances. Ensure graphite rings are free to move in lateral directions when stuffing box
is fully tightened.

Remove flywheel, oil pump assembly, seal assembly and main bearing housings. Check
oil pump end float.

Remove main bearing housings and examine bushes and journals. Measure bearing
diametric clearance and record. Renew bushes if clearance is excessive.

Prove crankshaft oil passages are clear. On reassembly renew all 101 ring seals. Check
crankshaft end float and record. Check and clean as required, cylinder block cooling
spaces. Check and record crankshaft deflections, intermediate shaft and motor coupling
alignment. Check condition and clearance of intermediate shaft bearings (if any) and
bulkhead seal. Renew coupling components, if worn.

On completion of maintenance test all control, trip and alarm functions connection to
compressor.

6. Cargo Heaters

6.1 Description
While cargo heaters are not really integral parts of the reIiquefaction plant, they are
worthy of mention since they are particularly sensitive to maintenance and operation
procedures.

The cargo heaters fitted in the Company' s Gas Fleet are of shell and tube design, seawater
heated, with water through the welded-in solid drawn steel tubes, cold gas flow arranged
in passes through the shell, cold gas entering at the warm water end. The tubes are
internally coated with a thin protective material.

The inlet and outlet water boxes are arranged with the inlet at the top, outlet at the bottom
of the horizontal unit, so that in the event of a water supply failure there will be a self-
drain facility.

With this type of heater there is an obvious risk of ice formation within the tubes.

The process of heat transfer from the water in the tube to the liquid surrounding it is very
complex. Whatever the average velocity of water in the tube, there will always be a
stationary layer of water attaching to the tube wall. If this layer falls to freezing point for
the water (usually river water and about 0°C) then that layer will freeze. As long as heat
is being supplied at such a rate that the conductivity of the tube and its coating cannot
transfer it to the cold gas sufficiently quickly to reduce the tube water side wall to 0°C,
no ice will form. If the heat input reduces for any reason, or the cargo flow increases, ice
will probably build up in concentric rings until its own insulating properties against heat
conduction limit the heat flow to the cold gas and equilibrium is established with the ice
surface layer at or above freezing point.

This build up at the water entry to the tube will restrict the water flow further down, and
eventually the tube will become completely blocked. Once blocked, the tube and ice will
cool rapidly to gas temperature, and the forces exerted by the expansion of the ice block
as it forms and cools will be sufficient to split the tube. A failure of this kind may go
unnoticed until the next discharge, since the tube will remain plugged with ice until the
gas flow ceases. The heater design is based on the supply of heating water, and its gas
discharge capacity is directly related to this factor.

If the water flow rate in M3/hr can be determined by metering, this figure should be
ascertained by setting up the flow of water prior to discharge, then used to calculate the
intended flow rate.

If the flow rate is not metered, check the designed capacity of the water pump or pumps,
and the designed total head for that capacity. On setting up flow, ensure that the pumps
total head (algebraic sum of suction and discharge heads in same units) does not exceed
the designed head. In this case the designed capacity of the pump can be taken as the
available flow.
If the measured total head does exceed the total head for designed capacity, it will be
necessary to refer to the pump performance curves to determine the water flow.

The curve is fairly flat over the normal working range of the pump, so that quite a small
increase in total head, due to heater blockage, or restriction plates, or simply the height
and distance of the heater from the pump, will substantially reduce the water flow.

The designed flow and head are usually at the point of maximum efficiency. At this
point an increase in head of 20 % may be sufficient to stop flow altogether, so it is very
important before assuming that the seawater pump will deliver its rated flow, to check
that its rated head is not being exceeded.

6.2 Discharge Rate Calculations

It is also very important, prior to a discharge using the cargo heater, to ascertain the
maximum discharge rate,. and not to exceed this rate. The following explains the method

i. The sea overboard discharge temperature should never be allowed to fall below
2°C.

ii. The gas outlet temperature will always be lower than the sea overboard discharge.
The amount depends on the gas and the flow rate, but 5 - 10° difference can be expected.
Thus if the water inlet temperature is low, and the overboard discharge is kept at 2°C, the
gas discharge will not be higher than about -8°C. This must be accepted.

iii. Having decided from measurement, design capacity check or pump characteristics
what the water flow rate will be in M3/hr (1000 kg/hr), multiply this figure by the
difference between the sea temperature and the anticipated overboard discharge
temperature. 'This is normally about 8°C, but if the inlet water temperature is less than
10°C, the anticipated temperature differential will be the inlet temperature minus 2°C.
(The minimum allowable discharge). This gives the available heat input per hour in
kilogramme calories.

iv. From Tables of Thermodynamic Properties of Gases, determine the enthalpy of

the liquid gas at its heater inlet and desired outlet temperature. (The outlet temperature
should be taken as -8°C in sea/river temperature of less than +10°C).

Subtract the inlet enthalpy from the outlet enthalpy.

This will give the gain in heat per kilogramme of gas passing through the heater.

v. Divide the available heat figure found in para. iii by the heat gain per kilogramme
found in para. iv.
This will give approximately the kilogrammes per hour cargo discharge rate. This rate
should not be exceeded.

e.g. The rated capacity of a ballast pump supplying heater water is 500 m3-/hr-at a
total pump head of 35 metres. The sea temperature at the berth is 7°C. The cargo is
propane.
When the ballast pump is set up on the cargo heater, the discharge pressure at the pump is
3.4 kg/cm and the suction

pressure is -25 cms mercury. What would be a realistic discharge rate for cargo?

a) Total head in metres is

3.4 x 10 + 25 x 13.6 = 37.4 metres

100

(where 13.6 is the S.G. of mercury). This is above the 3-5 metre designed head for the
500 m3 capacity of the pump. Refer to the pump characteristic curves. In this particular
case, a 37.4 metre head shows a capacity of 455 M3/hr. (455000 kg/hr fresh water).

b) The sea temperature inlet and outlet at the heater will be 70C and 20C
respectively. The drop is 5°C.

The available heat per hour is

5 x 455000 = 2275000 kg.cal/hr.

c) The propane inlet temperature will be about -40°C, (tank temp. -43°C) and
the outlet temperature will be about -8°C.

Heat rise per kilogramme will be

95.4 - 78.0 = 17.4 k.cal/kg. (Tables).

d) Discharge rate will be

227.5000 - 17.4 = 130747 kg/hr

i.e. about 130 tonnes/hr.

This rate should not be exceeded, but it may be possible to achieve a high temperature, up
to about -4°C, but reducing the rate. In this case the rate would reduce to

2275000 116071 kg/hr

 97.6 - 78.0

116 tonnes/hr

During the discharge the water pump suction head will decrease with decreasing draught.
This will tend to increase the total head across the pump and reduce the water flow. The
point should be watched and guarded against.

6.3 Checks and Procedures

6.3.1 Prior to each Main Discharge

i. Open up and clean the suction strainer of each water supply pump.

ii. Open up the inlet end water box and thoroughly clean the tube plate and each
tube. (A single shell restricting flow in a tube could quickly cause a tube failure due to
icing).

iii. Flush the pumps and inlet line before closing up the inlet water box.

iv. Carry out a heater tube leak test. This may be done in two ways
a) By closing in the seawater overboard discharge valve with seawater under pump
pressure in the tubes.

Check that the gas inlet and outlet valves are closed, then disconnect the heater shell
drain line to the vent mast and open the shell side drains.

Check the open ended vent connection for water.

b) If no drain is fitted on the heater cargo side, close the heater gas outlet valve and
open the heater to tank pressure. Close the seawater inlet valve and test for the presence
of cargo gas at the seawater outlet from the heater and at the inlet header box vent. Use a
Draeger tube or soapy water at the vent.

This second test might best be done after cargo pump testing for discharge, when liquid
residue in the liquid line is boiling off.

N.B. A negative result from the above tests does not prove there is no leak, because the
test pressures are very low.

A positive result must be investigated, and the heater must not be used until the leak has
been traced and the tubes plugged at both ends.

N.B. If plugging tubes, the pressure is high on the gas side. Plugs should be well secured.
V. Test all heater/booster pump module trip and control functions.

vi. Test all temperature, pressure and flow instrumentation.

vii. Calculate the allowable cargo discharge rate as described earlier.

6.3.2 Prior to Restarting after a Temporary Stoppage

i. Check the heater shell gas side pressure gauge. This should settle after a short
period to equal the saturated vapour pressure for the gas at sea temperature.

Check at the water overboard discharge for the presence of cargo gas.

iii. Slacken off a flange at the top of the outlet water box and watch for bubbles or
other indication of leakage. If possible fit a test cock for this purpose.

iv. Recheck the gas side pressure gauge.

If below saturation pressure for water temperature liquid may be passing Into the water
side of the heater.

If the pressure gauge falls, or if bubbles are present at the heater water box vents, carry
out a full leak. test before restarting cargo.

Water should not leak into the gas side as long as the pressure in the gas side is
substantially higher than that in the water side.

6.3.3 During Discharge

i. Ensure that the overboard discharge of water temperature is always above +2°C.
Do this by gas flow rate regulation.

ii. Ensure that the full seawater flow is maintained throughout, and that seawater is
not diverted to other parts of the system.

Do not bleed water supply for ballasting unless a flow meter is fitted at the heater and the
new gas flow rate has been calculated to suit the water flow.

7. Direct Expansion System

This system is used in the managed ship "Discarial'and a detailed description of the plant
is included in the comprehensive "Loire" Instruction Manual, and in general these
instructions must be adhered to.

One aspect of operation not clearly explained in the "Loire" Manual and, presumably, not
anticipated at the time of its printing, is the effect of high heat ingress into the suction
vapour, and how it can be counteracted.

The following notes are an attempt to clarify this point, and to put forward some typical
conditions met by one of our Cargo Engineer Officers during the successful carriage of
an ammonia cargo in "Discaria".

7.1 Plant Description

Briefly, "Discaria” has three main cargo tanks and three reliquefaction units, each with
two Loire 8 cylinder 8FA 160 MC compressors. The compressors are two stage
machines with six low pressure and two high pressure cylinders in V form on a four
throw three bearing crankshaft. The compressors have unloading for start-up and the
facility to reduce to 50% capacity for operation with Butane and the "warmer" gases.

Because the compressor duty is onerous in a direct expansion system, it is important that
maintenance is of a high standard and that the Maker's instructions are fully understood.
The ship's tanks can be commoned up for the carriage of a single cargo, or arranged by
removable pipe sections to operate as two systems comprising the two forward tanks in
one system and the after tank as the other.

The reliquefaction unit main components are

7.1.1 L.P. Heat Exchanger

This is a horizontal shell type unit fitted with a coil in the lower half.

Cargo suction vapour enters the side of the shell at the bottom centre and leaves at the
top. Cargo condensate liquid circulates the coil on its way to the tanks via the "expansion
valve" (condenser level control valve). The intention is that any liquid droplets in,the
suction vapour will be evaporated by the warm circulating liquid, which will also ad
superheat to the suction vapour to protect the compressors against liquid hammer. At the
same time

the warm circulating liquid will be undercooled (i.e. cooled below saturated boiling
temperature) by the cold vapour, reducing flashing on return to the tanks. Experience
shows that there is already far too much superheat in the suction vapour, and the use of
the heat exchanger is now somewhat modified. This will be explained later.
7.1.2 M.P. Heat Exchanger

This is also a horizontal shell type unit provided with a U type rest in the bottom half.
After compression in the six low pressure cylinders of the compressor, the gas
temperature is high and considerably superheated. The superheat has to be removed
before recompression in the H.P. cylinders. This is done by injecting high pressure warm
liquid condensate into the LP cylinder discharge pipe just
prior to the M.P. heat exchanger. The evaporation of most of the injection takes its latent
heat from the hot gas and completely desuperheats it. The desuperheated M.P. gas and
residual liquid enter the shell at the centre and are led to the bottom, the residual liquid
collecting at the bottom and the gas passing upwards to an offtake at each end.
The two offtakes are commoned externally by a "dry pipe", the single outlet of which
leads to the H.P. compressor cylinder suction while any liquid carryover falls out in the
direction changes within the "dry pipe" and fall back to the shell bottom. The liquid
collecting in the shell bottom is boiled off to join the gas for H.P. compression by a
proportion of the high pressure warm condensate diverted from the main flow from the
condenser to the expansion valve for the purpose.

The liquid desuperheating injection is float controlled by a float sensing the level in the
bottom of the shell. It can, and should, be kept to the minimum necessary for complete
desuperheating by regulation of the heating coil bypass.
Opening the bypass reduces the heating coil flow and allows the liquid level to rise. The
rising level then reduces the desuperheating flow. As long as liquid is in the bottom of
the shell, the desuperheating of the hot M.P. gas must be complete.

7.1.3 A Pulsation Damper

This is an expansion chamber fitted between the Y.P. heat exchanger and the compressor
H.P. suctions.

The purpose is to iron out pressure surges caused by the desuperheating system and the
compressor itself. It will also collect any residual moisture and return it to the bottom of
the M.P. heat exchanger.

7.1.4 Cargo Compressors

There are two compressors for each reliquefaction unit. The compressors are briefly
described earlier, and described in detail in the "Loire" Manual, which should be read and
understood by Cargo Engineer Officers appointed to "Discaria”.
It will be seen that during normal sea passages the design concept is that one compressor
on each working unit runs continuously using hot gas injection to prevent the tank
pressure falling too low.

The compressors for "C" unit also provide circulation for a 6000 M3/hr air drier. This
supplies dry air for tank purging and drying via a blower. The drier is located in the
compressor room. It is a horizontal

tube coils. The first, at the air inlet end, is the positive evaporator, in which the liquid
supply is controlled to evaporate at 3.8 bars, giving a drying surface at around O°C.
The second, "negative" evaporator, has a direct liquid supply evaporating at about 0 bars,
corresponding to about -40°C with Propane.
When operating the drier "C" unit is not available for cargo tank operation.

7.1.5 Oil Separators

There is an H.P. and a L.P. oil separator for the appropriate discharge of each
compressor.

7.1.6 Cargo Condenser

This is a sea cooled unit with a horizontal shell. The sea inlet is at the top of the tube
bank inlet/ outlet water box and the outlet at the bottom. The tubes are straight, with a
return header box at the opposite end to the water connections. The return pass has fewer
tubes than the inlet pass, so that given adequate flow the inlet pass will remain flooded.
The tube arrangement leaves a void space in the shell under the tube nest, and this serves
as a liquid reservoir, the level of which is float sensed and controlled by the "expansion
valve" through which the condensed liquid is finally returned to the tanks. There is a
level gauge indication for the liquid level.

The hot H.P. gas inlet is at the top of the shell, at the return end and the liquid outlet at
the shell bottom centre.

At the top of the shell is a pressure gauge connection, a relief valve connection and near
the water inlet end a connection to a "Purge condenser".

It is important that the operation of the purge condenser is watched carefully in this plant,
since in the event of a compressor trip an open purge line could evaporate the condenser
liquid reservoir, lowering the temperature quickly and freezing the tubes with consequent
damage.

7.1.7 Purge Condenser

This is a small auxiliary condenser circulated by a liquid flow from the same tapping
(condenser outlet) as the M.P. heat exchanger desuperheat spray. This flow is expanded
through an inlet control valve down to condensate return line pressure, so that the
condenser operates at about condensate return temperature, say about -35°C for Propane.
Impurities, (e.g. nitrogen, etc.) in the main condenser are drawn off at near main
condenser pressure, from the top of the shell. Any cargo vapour drawn off with the
impurities is condensed at the lower temperature, leaving the non-condensible impurities
to be vented up the vent mast when the condenser pressure increases beyond a control
valve set point. The condensed cargo is returned via a float controlled valve to the
condensate return line, where it will mix with the mainstream of the returning cargo
liquid.

7.2.1 Cycle Explanation

The normal cycle explanation is given in the "Loire" Manual.

Basically, saturated gas from the surface of the tank liquid picks up superheat in the tank
dome and deck pipework. This gas is drawn into the compressor low pressure suction via
the L.P. heat exchanger. Any liquid droplets entrained are boiled off in this unit and the
superheat of the cold suction vapour is increased by contact with the warmer pressurised
liquid in the coil. In exchange, the liquid is sub-cooled.

The dry and slightly superheated vapour is compressed in the L.P. cylinders of the
compressor to an intermediate pressure (M.P.). During this process the superheat is
unacceptably increased, and surplus is removed by spray desuperheating prior to the PI.P.
heat exchanger. The saturated vapour at intermediate pressure mixes with evaporated
spray surplus and is drawn into the H.P. compressor suction, superheating slightly as it
passes out of the M.P. heat exchanger and on to the compressor. The boiling off of
surplus spray liquid in the M.P. heat exchanger is at the expense of heat from the
condensate liquid returning to the tank which is sub-cooled and mixed with the main flow
of condensate.

log

The M.P. vapour is now compressed in the high pressure cylinders of the compressor.
The outlet pressure depends on the gas and the sea temperature, and it is usually to a
pressure corresponding to the saturated temperature about 6° - 8°C above sea
temperature. The high pressure gas will be considerably superheated, and in passing to
the top of the condenser, the superheat is first removed, then the latent heat of
vapourisation, so that the liquid collects in the condenser bottom at slightly less than
compressor discharge pressure.
On leaving the condenser the main flow passes through the coils of the L.P. heat
exchanger to the expansion valve. It is sub-cooled in the L.P. heat exchanger. A part
flow is taken via the '
U'tubes in the M.P. heat exchanger
and re-joins in sub-cooled form the main stream just before the L.P. heat exchanger, and
having a further sub-cooling effect.

Another part flow passes through the float valve to the desuperheating spray where its
evaporation desuperheats the M.P. gas and contributes to the main condensate sub-
cooling. Yet another flow is taken via the purge condenser control valve and expanded
down to condensate deck line pressure and temperature. Some of the liquid control of
this last flow will- be evaporated in concdensing or attempting to condense the impurities
from the condenser top, but this will be a minimal quantity once incondensibles are
removed.

On passing the "expansion valve" or condenser level control valve, a proportion of the
sub-cooled high pressure liquid will evaporate, the evaporation drawing heat from the gas
itself so that a cold mixture of liquid and vapour passes back the deck condensate line to
the tank sprays. A .further pressure drop here reduces the temperature of the returning
liquid and vapour to that of the tank contents, but because the returning liquid occupies a
smaller volume than the vapour originally taken from the tank the pressure is slightly
reduced, in turn reducing the tank temperature.

7.2.2 Cycle in Warm Conditions

The foregoing cycle description is fine on a cold night, but on a hot day it
underestimates the degree of superheating of vapour in the tank domes and
deck pipework. The result is that the compressor suction is Expensively
superheated and the L.P. cylinders run very hot indeed.

To overcome this, a "cold gas injection" valve is fitted in the vapour inlet line to the L.P.
heat exchanger. This valve takes liquid condensate from the main condensate return line
(the source of the warm liquid is obscure, being shown in different places on different
drawings, but the effect is same), a small quantity of liquid evaporating in a flow of warm
-as drastically reduces the superheat. This is especially so with ammonia, as this gas has
a high latent heat value. The use of this valve to reduce superheat does not significantly
reduce the amount of liquid returning to the tanks as the demand is low, but the valve
should be adjusted so that the superheat at the compressor L.P. suction is 5°C to 10°C,
i.e. for Propane -30°C to -35°C, for ammonia -21°C to -26°c.
It is important that at Least 5° Qf superheat is at the compressor L.P. suction when using
the injection. This ensures that the L.I,. heat exchanger is not flooding.

The amount of liquid required to reduce 1 kg of Propane vapour at 0.1 bars from +5° to -
35°c is about 0.2 kg. For a kilogramme of ammonia vapour at 0.1 bars from O°C to -
26°C the liquid required is about 0.042 kg. The reduction in superheat also reduces the
specific volume of the vapour so that the compressor will process a greater weight of'gas
for a given suction pressure. This compensates for the amount injected.

7.3 Setting Up and Running a Reliquefaction Plant

(Direct System) and some Faults that may arise

Running one compressor on one system.

NH3 being the gas used.
Seawater temperature 26°C.

All suction and delivery valves should be opened on the compressor. Oil level to be
checked and the temperature of the oil must be above 20°C before the compressor may be
started.

Vapour suction valves on cargo tank to be opened and the vapour inlet valve to the L.P.
heat exchanger to be proved open.

The gas injection valve should be opened 2 turns; this valve expands liquid into the
vapour suction pipe before the heat exchanger to cool the L.P. suction gas down between
-20°c and -30°c.

The liquid inlet valve (controlled expansion) to the intercooler should be set open at
about 50% (9p.s.i.).

The manual valve on the condensate outlet line before the condenser control valve should
be opened and the one after remaining shut, the bypass valve should be shut.

Seawater should be set up to flow at about 1 kg through the condenser (1 gas pump) and
the overboard discharge proved clear (ship’s side).

Compressor to be started from cargo control room. Once the compressor is running, gas
will start to condense in the cargo condenser against the seawater; this will be led down
through the coils and tubes in the intercooler and the L.P. heat exchanger until it reaches
the closed manual valve in the condensate outlet line, a level should now start to form in
the cargo condenser. Liquid from the condenser is now led off to two places where it is
expanded through valves.

i. The gas injection valve on the vapour suction line, where cold
liquid and gas is injected into the vapour suction line just before the L.P. heat exchanger.
Care should be taken with the adjustment of this valve because if the valve is allowed to
remain open too far for too long, there is the chance of the L.P. heat exchanger being
filled up with liquid and this could cause liquid carry over to the L.P. suction side of the
compressor, causing valve breakage. Also if the L.P. gas is allowed to get too cold then
there is the possibility of the compressor crankcase -icing up and thus reducing the
temperature of the lub oil 10°C to 20°C and the compressor trips, so a temperature of
about -26°C is aimed for with NH3 at the L.P. suction.

ii. Liquid is also led via a filter to the control valve for the liquid level
in the intercooler; this valve is set at 50 % open on start up, and once a level has started to
form in the intercooler, the float control takes over to maintain a level in the intercooler
and a minimum of superheat at the H.P. suction of the compressor.

These temperatures do tend to be critical when first starting the plant up with high sea
temperatures and, until a level has started to form in the intercooler, the H.P. suction
temperature will not start to decrease and there is a chance that the compressor will shut
down on a high H.P. discharge temperature.

As soon as the L.P. suction temperature has decreased below “0”, the gas injection valve
can be shut in to a minimum flow to attain –26°c; this helps form a level in the condenser
quickly and also eliminates the risk of filling the L.P. heat exchanger with liquid with the
possible risk of liquid carry over to the L.P. side of the compressor. Maintaining the L.P.
suction temperature at -26°C will give a L.P. discharge temperature of about 105°C.

When a level has been attained in the cargo condenser and the H.P. suction temperature
has started to decrease, the manual valve after the condenser control valve can be opened
and liquid L.P.G. can be returned to the cargo tank in a controlled manner via the
condenser control valve.

A close watch must be kept on the liquid level in the intercooler, as this tends to vary
considerably at the start up of the plant and, if allowed to get too high, there is the
possibility of liquid carry over to the H.P. suction side of the compressor although this is
unlikely to happen because the intercooler is fitted with a high level float trip, and also
the H.P. suction line has a chamber (pulsation damper) fitted where liquid will collect
first if carry over takes place. On starting the plant, before levels are attained in the
condenser and intercooler,all temperatures will be high and usually it takes about one
hour to settle down the reliquefaction plant with sea temperatures in excess of 25°C.

Another problem which arises with this type of reliquefaction plant is the carry over of
lub oil from the compressor to the intercooler, with the L.P. discharge gas, so it is
important that filters and float systems of the oil separators are checked frequently and
kept in a clean condition, as any oil carried over into the intercooler is lost and has to be
drained away. If the level of the oil is allowed to build up in the intercooler this will, in
time, decrease the amount of heat transfer from the circulating NH3 in the tubes; there is
also the possibility of the plant tripping on a high level because of the excessive oil,
which the NH 3 has a tendency to sit on top of.
Other problems that arise from running the plant are if the L.P. suction temperature starts
to increase and opening the gas injection valve does not decrease the temperature,then the
plnt must be stopeed and the flukes of the gas injection valve cleaned, as an uncontrolable
increase in temperature is a sure sign of a blockage at this valve or in the pipework after
the valve.

A sudden reduction in the level of the intercooler and an increase in the H.P. suction
temperature points to the "in-line" filter before the intercooler control valve (expansion
valve) being choked; this should be removed and cleaned, it is better to do this on a
monthly basis rather than waiting for it to block up and having to shut the plant down to
clean it.

The filter before the condenser control valve should be inspected every 3 months, as
should the H.P. and L.P. suction filters at the compressor.

If difficulty is found in attaining levels in the cargo condenser and intercooler, then this
could possibly be caused by the coil in the L.P. heat exchanger having a hole in it, a
condition already experienced in "Discaria”. This will cause the L.P.heat exchanger to fill
up with liquid before any level is formed in the condenser; this is putting the compressor
in risk of carry over on the L.P. side and if this is suspected then the coil must be by-
passed and blanked off, but on doing this care must be taken because any liquid that
collects in the L.P. heat exchanger will not be boiled off now because of the coil being
blanked off.

Small adjustments being made to these expansion valves can and do cause a large
difference in the temperature they are governing, so care must be taken when any
adjustment is made to the plant and temperatures watched over a period of time.

When the plant is reliquefying NH3, the condition of the cargo condenser must be
carefully watched. Since fitting condensers on "Discaria” with coated tubes the problems
of leaking tubes is almost non-existent, but in the past, condenser tubes have been known
to fail frequently. The signs of leaking tubes are :-

a) popping coming from the condenser - this sound

can be heard quite clearly as the NH 3 comes into contact with the seawater.

b) A slow increase in the condenser pressure as the

tubes start to block up and reduce the flow of seawater.

c) An increase in the seawater pressure.

Typical temperature and pressures of the reliquefaction plant on the "Discaria”
reliquefying NH-3 using one compressor on one system with a seawater temperature of
about 28°C and a tank pressure of 100 millibars (approximately).

Temp./Pressure Point Running Tinkers Spec.

L.P, suction temperature -2-5 0 c -20 / -30 oe

L.P. suction pressure 0.1 kg 0 - 0.2 kg
L.P. discharge temperature 105 0 c 90 - 120'C
L.P. discharge pressure 3.2 kg 2.5 - 3 kg
H.P. suction temperature 40C 0 - 10 0 c
@,12, 3,2. k.F@ '51%
H.P. discharge temperature 100 0 c 100 0 +C
H.P. discharge pressure 12.5 kg 10 - 15 kg
Lub. oil pressure 3 kg Above l.,5 kg
Lub. oil temperature Above 20PBelow 6CP
Compressor amps 14o
Temp. of liquid after the condenser 28 30' C
n-@ @f lit 1 BO-C 1 1
Temp. of liquid after the heat exch. 6 80c

Temp. of liquid after the control v/V -12 -15 0c

Condenser liquid level 411
Intercooler liquid level 41' (boiling)
Condensate line pressure 0._5 kg
Seawater pressure 1 kg
Seawater temperature 28'e

11-5

ADDENDA

Addendum 1. The Cargo Tank as an Evaporator

Common to all the plants is the cargo tank, a unit which was omitted from the plant
descriptions. Its importance :In the functioning of the plant is great, but since its primary
function is the stowage of cargo, its link in the chain of reliquefaction is often
underestimated.

The cargo tank is the cargo evaporator, and it is evaporation of cargo from the liquid
surface that reduces the cargo temperature.
This calls for a large liquid surface area, but
there is conflict between the evaporative requirement and the stowage requirement, which
demands a small liquid surface for stability and "slosh" reducing reasons. At best, the
compromise must tend to favour the stowage.requirement, so that anything that can be
done to increase the area of liquid available for evaporation should be considered.

The cargo tank highlights yet another area of differing design philosophies- the return of
condensate.

L.G.A. Gastechnik return the cargo condensate as a cold "flashing" liquid to the tank via
the top spray rail.
Kvaerner return it as a cool liquid to the tank bottom.
Both provide facilities to return to either the tank top or tank bottom zones, albeit by a
torturous route in the Kvaerner case.
L.G.E. return condensate to the top spray rails. Technigaz return it to either top sprays,
middle sprays or tank bottom.

The method or discharge point of returning condensate to the tank can very much affect
the tank's performance as an evaporator, and the general effectiveness of the
reliquefaction plant. The following is an attempt to explain this :-

Fig. A1 represents the return of liquid propane from a liquid receiver, through a level
control valve to three separate tanks,A,B,C.

Tank A discharges condensate to the tank bottom.

Tank B discharges condensate to the upper levels of the tank, via top spray rail or purge
rail.

Tank C discharges condensate simultaneously to the upper and lower zones of the tank.

The temperature and pressure of liquid in the liquid receiver (-18°C and 2.6 kg/cm2
absolute) is controlled by the temperature and flow of the evaporating R22 and
consequently by the capacity setting of the R22 compressor. This setting determines the
pressure available to return the liquid to the tanks and the capacity control setting must be
such that a positive flow is ensured, indicated by the level control valve working within
its control range, and not continuously wide open. Reducing the R22 compressor
capacity control will raise temperature and pressure in the cargo condenser and cause the-
level control valve to operate with a smaller opening. On passing the control valve, the
temperature of the condensate is now -25°C. Its pressure will therefore be 1.67 kg/cm
absolute. Due to the throttling action of the control valve, the vapour content of the
condensate after the valve will be given by
hi - h2 = V2
-L2

where h1 is enthalpy of liquid upstream of valve per kg.

h2 is enthalpy of liquid downstream of valve per kg.

L2 is latent heat of vaporisation downstream of valve per kg.

V2 is the kilogrammes of vapour produced per kilogramme of product

passing the valve.

In this case, assuming pure propane,

89.9 - 86.1 = 0.039 kilogramme

97.7

leaving 1 - 0.039 = 0.961 kg. of liquid.

Volumetrically, 0.039 kg. of saturated propane vapour at -25°C occupies

0.039 x 0.218 = 0.008.5 m3
and 0.961 kg of liquid occupies
0.961 x 0.001780 = 0.00171 M3.

Thus the total volume occupied by a kilogramme of the product after the control
valve is

0. 0085 + 0.00171 = 0. 01021 m3

of which the vapour will occupy
0.0085 x 100 = 83%
0.01021

Assume that the heat ingress into the pipe on deck is countered by the loss from the pipe
in the tank and that the tanks have been loaded with pure propane at -40°c to a sounding
of 16 metres. If the vertical pipe length to the bottom of tank "A” is 19 metres long it
contains very roughly 83% vapour and 17% liquid, i.e. the liquid surface inside the pipe
will be about 15.7 metres below the horizontal pipe run and 12.7 metres below the liquid
level in the tank, and liquid propane only, at a temperature somewhat below -25°C will
leave the bottom of the pipe to mix with the loaded propane at -40°C. This will cause a
local warm spot in the tank bottom, and hopefully it will eventually set up convection
currents. If not, a “rollover" situation could develop, and with certain cargoes it probably
would do so, butadiene in particular has demonstrated "rollover" problems.

In this example, the 12.7 metre head difference between the level in the pipe and that in
the tank amounts to about 12.7 x 0.5797 = 0.74 kg/cm2
10

(where 0.5797 is the density of liquid propane at -40°C). This roughly the extra pressure
which had to be created in the cargo condenser to return the condensate to the tank
bottom. It is created by reducing the R22 compressor capacity, and hence the system
capacity.

It will be seen that, at best, warmer liquid is delivered to the tank bottom where
convection currents will return it to the top of the tank at which point it will evaporate.
This cools the top surface, the vapour produced being re-cycled through the system. The
tank bottom tends to be warmer than the tank top liquid. The liquid surface is relatively
unruffled by the smooth convection currents and fairly slow evaporation rate. Dome
pressures are easily held down, but the bulk of the liquid is above the desired carriage
temperature, with evaporation and cooling subdued by the liquid heads in the tank.
Cooling the cargo is difficult.

Now consider Tank B. In this case the condensate return is to the tank top only. At the
16 metre sounding, the top spray rail will be submerged, by about 1.5 metres. If the same
condensing pressure is maintained, the liquid head in the tank will now be reduced by
12.7 - 1.5 = 11.2 metres or
11.2 x .5797 = 0.65 kg/cm2.
10

The pressure downstream of the control valve will reduce to 1.37 kg/cm2 absolute at a
temperature of -35°C, and the control valve opening will reduce to maintain the same
throughput with the larger head difference.
The vapour produced per kilogramme of product will now be
89.9 – 80.7 = 0.092 kg
99.9

with 0.908 kg of liquid.

Volumetrically, the vapour will occupy
0.092 X 0.317 = 0.029 M3
and the liquid will occupy
0.908 x .001743 =0.00158 m3.
Of the total volume of
0.00l58 + 0.029 = 0.03058 M3
the vapour will occupy
0.029 x 100 =/= 95%
0.030.58
and the liquid 5%.

Since the geometry of the upper spray rail involves long horizontal runs, with numerous
exits, the liquid will flow from about 5% of them at about -35°C while the vapour will
escape as bubble through the remaining 9.5%, providing they are large enough. If they
are not system pressures will rise and the control valve will open wide and lose control
unless the R22 compressor capacity control is reduced.

The use of the top spray rail return will therefore create turbulence at the tank dome
surface due to the escaping vapour bubbles and will also add surplus heat to the point
where cooling would otherwise reduce the evaporation. Both are desirable features.

Both increase evaporation and therefore refrigeration effect, the turbulence by artificially
increasing evaporative surface area and breaking surface tension, the heat by speeding up
surface molecular vibration and movement.

Other advantages of top spray condensate return are

a) The increased evaporation helps load the cargo compressor,

reducing its suction superheat and improving its performance.

b) There is less risk of "liquid rollover" (see Addendum 2).

In tank C the condensate returns to both top spray rail and the tank bottom.

It will be realised from the conversion of percentage of "flashed" vapour by weight (say
10 % ) to volume (95%) that by using a top rail return to take advantage of the reduction
in liquid head, in order to clear the vapour so generated the spray rail holes will need to
be much larger than would be the case for liquid. If the vapour cannot freely escape into
the tank a "back pressure" increase will be caused, which will necessitate reducing the
R22 compressor
Capacity setting to increase the pressure in the liquid receiver so that the condensate
return rate can be maintained. By using the bottom return in conjunction with the top
spray rail a further outlet will be provided. The liquid level in the line to the tank bottom
will depend largely on pipe geometry. If the arrangement is as shown the 5 % volume of
liquid remaning after the control valve will probably disperse down the spray line
leaving fairly dry vapour to enter the bottom liquid line. The flow rate in the liquid line
will be very slow, and dependent on tile heat transfer from the vapour in the pipe to the
liquid in the tank, condensing the vapour entering the pipe. The pipe level will be
approximately dependent on the pressure difference between the dome vapour space
(1.13 kg/cm2 absolute) and the pipe (1.37 kg/cm.2), i.e.

1.37 - 1.13 = 0.24 kg/cm2 or 2.4 =/= 4.1

-579-7

metres below the tank liquid surface. As vapour condenses on the pipe walls over this
4.1 metre length it will gravitate to the tank bottom, leaving at the tank bottom
temperature of about –40 ° c without causing heating of the tank bottom.
If the line to the tank bottom is upstream of the top spray line, it will also take the liquid
leaving the control valve, i.e. the 5% liquid by volume. In this case the pipe level would
be increased so that 95% only of the vertical vapour space in the pipe is available for
vapour, i.e. the height of the internal vertical vapour space will be reduced from 7.1
metres by 5% to about 6.7 metres, and the bottom line liquid flow rate would be
correspondingly increased, but the small increase would be unlikely to influence the tank
bottom temperature.

In view of addenda 1, 2, it is recommended the condensate is returned to cargo tanks of

all ships using the top sprays or purge lines as well as tank bottom connections.

11. CARGO PLANT

• PUMPS
1] IGC REQUIREMENTS
CHAP 5.8
1. where cargo transfer is by means of cargo pumps not accessible for repair with
the tanks in service, at least two separate means should be provided to transfer
cargo from each tank and the design should be such that, failure of one cargo
pump, or means of transfer, will not prevent the cargo transfer by another pump
or pumps or other cargo transfer means.
2. the procedure for transfer of cargo by gas pressurization should preclude lifting
of the relief v/vs during such transfer. Gas pressurization may be accepted as a
means of transfer of cargo for those cargo for those tanks so designed that the
 design factor of safety is not reduced under the conditions prevailing during the
cargo transfer operations.

2] SUBMERGED PUMPS

3] DEEP WELL PUMPS

4] BOOSTER PUMP

5] EDUCTORS

6] PUMP CHARACTERISTICS

• CARGO HEATER

• VAPORISER

• RELIQUIFICATION PLANT

• ESD

• GAUGING SYSTEMS

• VALVE OPERATING SYSTEM

• PRESSURE RELIEF SYSTEM

• SD
11. CARGO CALCULATION

• Liquid calculations
1. Allow the sounding for trim, list, tape and float corrections.
• The sounding tape is located mostly aft of the tank. Hence a correction is
required depending upon the vsl is trimmed by stern or by head.
• If the gauge is located at exactly on the for and aft centre line of the tank
then the list would not have any effect on the sounding. But if the gauge
were slightly offset towards to port side, a higher sounding will be seen for
a port list [ -ve core ] and a lesser sounding for a stbd list [ +ve corr ]. Vice
versa if the gauge was located on stbd side.
• The tape would normally be calibrated at 15deg c or some other ambient
temperature. At lower temperatures of liquefied gases the gauge would
shrink, and therefore would require a +ve correction.
• The float in general calibrated for a liquid of ZERO specific gravity i.e
fresh water. Since the lpg cargoes have sg lesser than one, the float will
sink giving raise to higher sounding, therefore requires a negative
correction.
2. Obtain the liquid volume from the tank calibration tables. Once again the tank
would have been calibrated corresponding to ambient temperature, usually 20deg
c. The shell would have shrunk at lower temperatures of lpg.
• Volume of the liquid at OBS.temp = obs volume x shrinkage factor

3. Volume of the liquid at 15deg c = Vol @ obs tem X vol reduction factor
4. mass in vacuum = volume @15deg c X s.g @ 15deg c
5. Mass in air = mass in vacuum x [ 0.99776 for C3, 0.99805 for C4 ]

• Gas calculations

METHOD-1:
Basic Principle: 1MOLE OF GAS OCCUPIES 22.4 LTRS AT S.T.P CONDITIONS.
Eg: Molecular weight of propane is 44.1.
Therefore 44.1gms of propane occupies 22.4ltrs at STP conditions.

mass in vac = [ Po Vo / To ] x [ Ts/Ps ] x [ mol.wt / 22.4 ] x 0.001 MT

Po,Vo,To are observed, Ts,Ps at STP.

METHOD-2:

At times, as per onboard practice, the mass of the vapor is not directly calculated
as discussed above. Instead, the volume of vapor is converted in to the equivalent
LIQUID volume AT 15 OC Then this liquid volume which is equivalent to the vapor
phase, is added to the volume of the liquid which is existing in the tank as liquid, inorder
to get ‘ TOTAL LIQUID INSIDE THE TANK AT 15 OC.

The principal behind is , the mass of the vapor is to be calculated, and when divided by
the S.G would give the Equivalent Liquid Volume at 15 OC.
in other words,
LIQUIFYING at 15deg c=eqivalent to the vapor
Vol of the liquidFACTOR
( Po / To ) x ( Ts / Ps ) x ( Molecular
= [ massWeight
of vapor/ 22.4 ) x]0.001
in MT x ( 1 / S.G )
/ S.G

however the above is for explanation sake.

Its further complicated by inserting “ liquefying factor .
Liquifying factor = [ Po / To ] x [ Ts/Ps ] x [ mol.wt / 22.4 ] x [0.001 / S.G ] cum

Po,Vo,To are observed, Ts,Ps at STP.

Vol of the liquid at 15deg c, equivalent to the vapor = Vo x Liquefying factor

Equivalent Liquid Volume @ 15 OC =

Vapor volume at observed temperature X FACTOR

Q) the volume of propane gas at –28.4 oC & 3.5 Kpas is 9983.715m3. What is the
weight of propane gas in the tank?
ANS) OBSERVED: Po = 101.325 + 3.5 = 104.825Kpas
To = -28.4 oC = 273.15 – 28.4 = 244.75 K
Vo = 9983.715 m3

STP : Ps = 1 atmosphere = 101.325 Kpas

Ts = 273.15 K
Vs = ( Po Vo / To ) x ( Ts / Ps ) x ( mol.wt /22.4) x 0.001
= (104.825 x 9983.715/ 244.75) x ( 273.15/101.325 ) x ( 44.1/22.4) x 0.001
= 22.6939 MT.

Q) the volume of propane gas at –28.4 oC & 3.5 Kpas is 9983.715m3. the S.G of the
liquid at 15 oC is 0.5062. What is the weight of propane gas in the tank?
ANS) OBSERVED: Po = 101.325 + 3.5 = 104.825Kpas
To = -28.4 oC = 273.15 – 28.4 = 244.75 K
Vo = 9983.715 m3

STP : Ps = 1 atmosphere = 101.325 Kpas

Ts = 273.15 K
Liquifying factor Vs = ( Po / To ) x ( Ts / Ps )
= (104.825/244.75) x (273.15 /101.325 ) x [ 44.1/22.4 ] x [ 0.001/0.5062]
= 0.004490501
Vol of liq at 15deg c equivalent to the vapor = Vo x Liq.factor
= 9983.715 x 0.004490501
= 44.831882 cum
mass in vac = V at 15deg c x S.G = 44.83188219 x 0.5062 = 22.6939 MT

• Survey calculations

12. CARGO WORK

• 12.1. PREPARING FOR LOADING

1]. FILLING LIMITS:

IMO recommends that no tank shall exceed 98% at reference temperature. However
this can be increased further with 4nos coefficients, where the coefficients stand for
1.accuracy of level gauges, 2. Accuracy of temp gauges 3.accuracy of setting the relief
valves 4.reduction for keeping the relief valve in gas zone when the ship is inclined in
lateral or longitudinal directions.

Thus the max filling limit for C3: 99.51 & C4: 99.52 at reference temperature.

Max filling limit = 99.5 x [ Density at reference temperature / Density at

loading temperature ]

Weight = V.15 x D.15

= V.(lt ) x VRF(lt) x D.15
= V.(lt ) x [ VRF(lt) x D.15 ]
= V ( lt ) x D.lt where lt is loading temperature.

D(lt) = VRF(lt) x D.15

Similarly D(rt) = VRF(rt) x D.15

Max fill limit = 99.5 x D at ref temp / D at loading temp

= 99.5 x [ VRF ( rt ) x D.15 ] / [ VRF ( load temp ) x D.15 ]
= 99.5 x VRF ( rt ) / VRF ( lt )

Max filling limit =

99.5 x VRF at Ref Temp / VRF at loading temp

What is reference temperature :

Ref temp is the temperature corresponding to the relief v/v setting.

2].CALCULATION OF LOADABLE QUANTITY WITH RESPECT TO

MULTI PORT LOADING:

3].TANK COOLING PRIOR TO LOAD PORT :

• Tanks have been gas changed as required.
• Tanks cooled from 3 to 4 days before arrival the port.
• Try to attain the tank pressure around 0.03 bars.
• Use top spray for cooling the tanks.
• The bottom temperatures shall be for C3: c, C4: c.

CONTINGENCE: If the tank pressures are not under control - put the
condensate through hot gas mode instead of top spray. This will cool the tanks quickly.
This shall be used as a lost resort.

4].VARIOUS PORT REGULATIONS / REQUIREMENTS WITH RESPECT

TO ARRIVAL CARGO TANK CONDITION:
1. Manifold sizes
2. Arrival tank temp and press
3. Loading rates
4. Vapor return facility
5. Weather vapor returned is burnt and charged to the ship.
6. Weather vapor returned to the shore tanks
7. Max arrival drafts, trim, ballast exchange requirements
8. Mooring pattern etc

5].VARIOUS TERMINAL PRE ARRIVAL QUESTIONARE.

1. Arrival drafts & displacement
2. Dep drafts & displacement
3. Max loading rate
4. Nominated grades and quantity
5. Tank temp and pressure
6. Coolent onboard
7. Deballsting time
8. Loading rate while deballsting
 9. Topping off rate

6].FILLING UP VARIOUS TERMINALS PRE-LOADING QUESTIONARE.

The above questions to be answered accurately .

7].PREPERATION FOR LOADING IN DETAIL.

• After completion of the discharge ( say in the night ) do not run the compressors
unless the tank pressures reach 0.15bars. The reason is soon after departure,
while maneuvering there will be no load on the generators and the compressors
can be run at the time.
• Do not unnecessarily run the compressors , as we may not be knowing the next
load pattern.
• Consider a case of C3 in No.1,2,&4 tanks and C4 in No.3 tank . keep minimum
Condensate in No.1 & 2 tanks. The reason is in case we have to carry out the
sparging of No.1 and 2 tanks , it will take a longer time for heating up the liquid if
it is too much. However we will not allow the tanks to become worm. Therefore
we keep the Condensate about 40mm in each tank . Accordingly keep changing
the Condensate valves every day.
• Before reaching Singapore let the tank pressures reach 0.22 bars. So that leak test
can be carried on the tank domes.
• After receiving the voyage instructions carry out the gas change as required.
• While in Malacca straits there will be additional generators will be running.
Hence we run three nos compressors.
1] if the tank pressures is less than 0.15bars use top spray. This will flash off the
spray and tank pressures will raise and the compressors can be run for long time.
2] if the tank pressures is more than 0.15bars use hot gas line. There will not be
any excessive flash off and tank pressures will not shoot up.
• 3 to 4 days prior to reaching the load port clean all the condenser tubes. Carry out
this job somewhere in Indian ocean or Arabian sea. This cleaning shall not be
carried in between Japan to Malacca straits as the sea water is muddy and
unclean.
• Brine cooler also to be cleaned at the same time.
• 3 to 4 days prior reaching the load port keep the tank temperatures and pressures
as required and maintain them. Use top spray line.
• 2 days prior to reaching the load port carry out the.
1]. Carry out pre arrival checks.
2]. Conduct pre arrival meeting.
3]. Set the line for loading.
4]. Arrival preparation such as mooring wires, FFA readiness, filling the
drip tray with
water, manifolds fitted with correct reducers etc. [ USE ARRIVAL
CHECK LIST ]
 1 days prior to reaching the load port - Check the line again for loading.

• 12.2. LOADING
•
• 2 or 3 hours prior to berthing commence the line cooling.
1]. Open the line cooling valve at the fwd tank.
2]. Open the liquid fill valve at the aft tank.
3]. Shut all other Condensate valves - otherwise Condensate will not
flow in to the
liquid line.
4]. If it is summer cool the manifold cross over line also.

1] LOADING ONLY ONE GRADE

2] LOADING TWO GRADES

• CONSIDER A TYPICAL CASE OF LOADING C3 AND C4 : Normally this
vessel loads more propane and less butane. But vice versa can happen. Assume
the first case. Loading of propane shall commence as it will take a longer time.
1. Soon after the stations cease line cooling.
2. Change the Condensate to hot gas line.
3. Keep all 4 nos compressors in propane mode.
4. Commence loading in the tank where maximum coolent exits. Remember
the liquid fill line is 700mm above the tank top. If the cargo falls at such a
height it will generate a lot of vapour. If however if there is a Condensate
about 600 to 700 mm the cargo will pass through it and there is no
excessive vapour generation.
5. commence loading about 200mt/hr.
6. Once confirmed that all is o.k, the load rate shall be increased as soon as
possible. The reason being that the slower you receive the cargo the
warmer the becomes in the shore pipe line and generates more vapor in the
ships tanks.
7. It is possible there will be noncodensates in the cargo we receive. We can
not vent them while the ship is along side. Nor we can keep them in the
condenser for long time as the excessive condenser pressure will reduce
the efficiency of the compressor. Keep a continuous check on the
condenser pressure. Should you be receiving incondensate keep crack
open the incondensate recircultion valve located on the top of the
condensor , which will recirculate to the cargo tanks.
8. Once stabilized stop one compressor for loading butane. Drain the
condenser and intercooler to the propane tank before it is used for
propane. That will take about 30mins. Hence due allowance shall be made
for stopping the compressor other there will be a delay on ship side.
 9. Never exceed the tank pressure by 70% of MARV setting.
In this ship it comes to 0.175bars. When it reaches 0.15bars reduce the
load rate accordingly.
10. Since butane will finish earlier - try to achieve a smaller trim around 50cm
while we top up the butane tank. If necessary we can keep some ballast in
No.1 or fpk tank to keep a minimum trim. We will have enough time to
deballast the 1wbt or fpk after the completion of butane before we topup
the propane tank.
11. Finish the deballasting atleast 3hrs prior to topping up.
12. Keep the vessel upright prior to topping up.

3] UNDERSTANDING OF LOADING RATE WITH RESPECT TO

COMPRESSOR CAPACITY AND MAXIMUM ALLOWABLE TANK
PRESSURES:

From suction point, the capacity of a single compressure is = m3 / hr

From calorie point , the capacity of a single compressure as as follows :

For C 3 = 700 m3 / hr = MT / hr
For C 4 = m3/ hr = MT / hr

[e.g: If we run 3nos compressures we can load propane m3 / hr ( MT/hr).

ALLOWABLE TANK PRESSURES :

Never exceed the tank pressure by 70% of MARV setting.

In this ship it comes to 0.175 bars. When it reaches 0.15 bars reduce the load rate
accordingly

Remember - if the tank pressure becomes 0.22 bars , the ESD will operate and all the
tank valves and manifold valves will close and the compressors trip. It’s a matter of time
for the tank pressures overshoot to 0.25 bars and the relief valve lift and create a
dangerous situation.

4] PROCEDURE / PRECATION WHEN LOADING WARM CARGO :

Warm cargo is received in summer seasons. Some ports like Rastanura south berth is
known for warm cargo.
 1. arrive with tank pressures and temperatures as low as possible and
safely.
2. Do not load on slow rate for long time, as it further gets warmed
up in the shore pipe lines.
3. Ensure the reliquification plant is running with max efficiency -
clean condensor and brine cooling systems.
4. Increase the flow rate of sea water through the condenser . In this
ship if you run the I.G system sea water pump we can increase the
sea water flow rate. But there can be a serious problem. Sea water
pressure inside the condenser will increase and can damage the
tubes!!!. The age and condition of the condenser shall be
considered. However this can not be done without the approval of
the master. We can gain 0.2 to 0.5 o C.

5] PROCEDURE TO BRING DOWN CARGO TANK PRESSURES

AFTER LOADING WARM CARGO PRIOR ARRIVAL SECOND LOAD
PORT:
Generally the second load port is few hours away. There is not much time to cool the
tanks. If carrying both the grades then give priority to cool the Propane tanks. Do not
return the noncondsensates to the tank . vent them safely. This will increase the cooling
rate.
2nd method : Oh my god.

6] PROCEDURE FOR TOPPING OFF:

1. Finish the deballast well in time, positively prior to topping off the tanks.
2. Keep the vessel upright.
3. Keep the vessel to even keel. If unavoidable trim shall be as low as possible.
4. One hour befor topping off commence reducing the rate.
5. Tooping off rate should be 500 to 600 MT/hr.
6. The topping off quantity in each tank shall be about 150 mt. That will give you
about 15min time for each tank.
7. The last tank to top off should be the one which gives a bodily sinkage but
without much changing the trim.
8. Order of topping off, if possible shall be No.1,4,2 nad 3.
9. When 20 MT is balance to go in No.3 tank, reduce the rate to 1000bls(80 MT ).
That will give you enough time (about 15 min) to recheck every thing .

7] DRAINING OF LOADING ARM:

CASE:1. DRAINING TO SHIPS TANKS:
 1. Remaining cargo in the loading arms is pushed back to the cargo tanks using
Nitrogen gas.
2. During safety meeting mention to the terminal officials introducing of Nitrigen in
to cargo tanks shall be avoided.
3. Line up any one tank preferably the aft tanks. Keep the tank vale open .
4. Terminal will Supply Nitrogen at high pressure to the loading arms and create a
pressure . After building up the pressure in the loading arms terminal will ask you
to open the manifold valve for a very short time. Manifold valve shall be closed
immediately as soon as as asked by them.
5. This process is done for two are three times to drain the loading arms.
6. MAKE SURE THE TANK NEITHER OVERFLOWS NOR EXCEEDS ITS
FILLING LIMITS.
7. RECEIVING OF NITROGEN IN TO THE TANK MUST BE AVOIDED.

8] DEBALLASTING OPERATION:
1. Initially start deballsting by gravity.
2. As soon as the rate by gravity falls below 1600m3/hr start both the pumps.
3. Ensure the pump does not run dry, or else it will damage the impellor.
4. Maintain a trim of at least 2.5 mts while deballasting.
5. Monitor the deballast rate continuously. There could be an error in line setting.
6. While stripping the tanks, if necessary adjust the list .
7. Soundings during stripping and final shall be checked manually.

9] UNDERSTANDING VARIOUS PROTEST LETTERS TO PROTECT

OWNERS INTEREST:
1. For receiving warm cargo
2. For slow loading rate.
3. For any delays such as connection and disconnection of loading arm, change of
shore tank etc
4. For delay due to waitig for pilot
5. Awaiting at anchorage.

10] LOAD PORT CARGO PAPERS:

FROM SHIP:
1. nor
2. time sheet
3. initial and final ullage sheets
4. Letter of prootests

TO THE SHIP:
1. B/L
2. Certificate of Quality .
 3. Certificate of quantity.
4. Certificate of origin
5. Cargo manifest
6. Discharge guaranty certificate
7. Initial and final ullage sheets.
8. SOF
9. Certificate of quantity [ consignee attachment]

11] PROCEDURE FOR EDP AND SIGNING OF B/L BY AGENT:

STEP:1
Master shall give " Letter of authorization" to the agent authorizing the agent to sign the
B/L behalf of Master.

STEP:2
1. Tank ullaging is finished prior to departure. B/l figure is either issued prior to
departure or informed to the ship later.
17].PROCEDURE AND SAFETY PRECAUTION FOR PURGING NON-
CONDENSABLES GAS FROM COMPRESSOR.

• 12.3. MAINTAINING CARGO

UNDERSTANDING COOLING DOWN OF CARGO AND CONTROLLING
TANK PRESSURE:

CASE .1: WE KNOW THAT REFREGERATED CARGO SHALL BE DISCHARGED.

CASE.2: WE KNOW THAT WARM CARGO WILL BE DISCHARGED.[KORIA]
CASE.3: WE DONOT KNOW.

1] CASE.1: To discharge cold cargo.

Soon after departure from P.G run all compressors to bring the temperatures and
pressures under control. Pressures shall be attained between 0.05 to 0.06 bars. In summer
that will take about 4 to 5days and in winter it will take about 2 or 3 days. There after use
only one compressor just to maintain the pressures of Propane tanks. In case of Butane
start the compressor when and only when the C4 press comes to 0.175 bars. Stop cooling
the C3 and use the same compressor.

2 or 3 days prior reaching the one fathom bank let the pressure of C3 AND C4 tanks
reach 0.15 to 0.175 bars. So that all compressors can be run after passing one fathom
bank as there will be additional generators will be working. After clearing Singapore
straits continue the same till the cargo is cooled and the pressures are as per the terminal
requirements. When you are 3 or 4 days away from discharge port if the cargo is already
cooled you can reduce the number of compressors, however careful and continuous
monitoring of catgo tank temp and pres shall be done.

BASICALLY WE TRY TO MAINTAIN THE TANK PRESSURES AS BELOW:

CARGO FROM P.G to MALAKKA STRAITS to
MALAKKA STRAITS JAPAN
C.3 -40 to –41OC -42 OC
O
C4 -1 to –2 C -4OC

2] CASE.2: To discharge warm cargo.

After departure from P.G cooling may be necessary for 1 or 2 days incase if the tank
pressures are excessive ( above 0.15 bars ). Soon after that stop cooling the cargo
absolutely. But if the tank pressures are going higher than 0.15bars run the minimum
number of compressors to maintain the pressure just below 0.15bars.
However the terminal will specifically will ask for warm cargo of certain temperature.
Ensure that the cargo temperatures is as required by them. It can not be colder than that
nor more wamer.

3] CASE.3:Do not know

Soon after departure from P.G run all compressors to bring the temperatures and
pressures under control. Pressures shall be attained between 0.05 to 0.06 bars. In summer
that will take about 4 to 5days and in winter it will take about 2 or 3 days. There after use
only one compressor just to maintain the pressures of Propane tanks. In case of Butane
start the compressor when and only when the C4 press comes to 0.175 bars. Stop cooling
the C3 and use the same compressor.

2 or 3 days prior reaching the one fathom bank let the pressure of C3 AND C4 tanks
reach 0.15 to 0.175 bars. So that all compressors can be run after passing one fathom
bank as there will be additional generators will be working. After clearing Singapore
straits continue the cooling. But do not excessively cool the cargo.

THE REASON IS :
1]. If the cargo is very much cooled and if we are told in the 11th hour to discharge a
warm cargo it will be difficult to warm cargo in short time.
2]. If the cargo is warm and if we are told in the 11th hour to discharge a cold cargo it
will be almost impossible to cool the cargo in short period of time.
3]. Comparatively it is more easier to warm a cargo than chill it. So its better to have a
chilled cargo but not very chilled in circumstances like this.

2].RUNNING THE COMPRESSORS EFFECTIVELY AND EFFICENTLY TO AVOID

WASTAGE OE ENERGY :
MANGEMENT :
 1. Let us consider the cargo discharge is complete some time in the evening in
Japanese port. There wont be sailing during the night. Ship will sail only next day
morning. Consider tank pressures close to 0.10 bars. It is unreasonable to run the
compressors during the night. As such during departure maneuvering there will be
additional generators running and all the compressors can be used.
2. Ballast passage / Japan to Singapore : Excessive cooling shall be avoided . We
generally receive about the next voyage employment some time when
approaching to Singapore. If we have to carry gas change as per the new voyage
instructions , it will take that much longer time with more chilled coolant .
3. Ballast passage / Japan to Singapore : As mentioned above , even if the next
voyage instructions are not received prior to arrival Singapore tank , pressures can
be allowed to go higher but not exceeding 0.18 bars. The reason is as such in
Malacca straits additional compressors will be running , hence additional
compressors will have to be used for sake of providing the required load to the
generators.

FROM TECHNICAL POINT :

1. Condensate formation in the condensers is directly proportional to the heat
dissipation by the sea water in the heat exchanger. Condenser tubes shall be
cleaned every voyage prior loading to increase the heat conductivity.
2. As such controlling the sea water is not in our hands. Flow of the sea water
through the condenser shall be maximum for the above reason. Adjust the bypass
valve accordingly.
3. The back pressure on the compressor reduces the compressors efficiency. Any
non condensates accumulated in the compressor will result gives raise to back
pressure on the compressor. The condenser pressure shall be monitored. Any non
condensates either vented or returned to the tank so as to keep the condensate
pressure in normal working range.
4. Any hydrate formation

4] DURING ROUGH WEATHER WITH :

1] Sloshing will create more vapor hence the tank pressures tend to be more than normal
voyages. But if the liquid is already in chilled condition it is not normally problem.
However if the pressures are shooting up then the compressors will be required to run to
keep the pressures under control.

2] This is similar to how ballast tanks breathe while the vessel rolls. Due to rolling the
vapor volume keeps changing. There will be occasions when the pressure will
temporarily will raise. But if the pressures are already high, the excess pressure created
temporarily may be LARGE enough to lift the RELIEF VALVES. Hence it is important
to keep the tank pressures reasonably low giving sufficient allowance for pressure
fluctuations due to rolling
 • 12.4. DISCHARGING OF CARGO
] PREARRIVAL PREPERATION

]DISCHARGING SINGLE GRADE

] DISCHARGING TWO GRADES

] MULTIPORT DISCHARGE

] DISCHARGING COLD CARGO

] DISCHARGING WARM CARGO

] DISCHARGING – WITH VAPOR RETURN

] DISCHARGING – WITHOUT VAPOUR RETURN

] BOOSTER DISCHARGE

13. PRACTICAL PROBLEMS / CAUTIONS

14.PRACTICAL EXERCISES

• A

• Aaaaa

• How to calculate the capacity of compressor

1. note the operating voltage and the amperes drawn when the compressors is
running either on refrigeration or hot gas mode.
2. allow 80% efficiency or as per the experience factor.
3. power = [ amps x voltage x squre root of 3 x Power factor / 1000] watts
power factor = cos q = usually between 0.78 to 0.95 = 0.80

4.
[ 1kw = 860 k.cal/hr ]
 P] the following amps were observed when a compressure was running on
refrigeration and hot gas mode for C3 & C4. Calculate the compressure output!

REFRIGERATION MODE:

GAS AMPS VOLTS Power

k.cal/hr
C3 260 430
C4 380 430

HOT GAS MODE:

GAS AMPS VOLTS Power
K.cal/hr
C3 270 430
C4 280 430

• How much gas a compressor can generate !

1] how much C3 vapours can be generated by a compressor in 1hr!

Compressour capacity for C3 gas in hot gas mode = 110681k cal/hr.

Latent heat of vapourisation for C3 = 101.2 k cal / kg
Quantity of C3 that can be vapourised in 1 hr = (110681 k cal / hr ) / (101.2 k cal / kg )
= 1093.685 kg

molecular weight of C3 = 44.1

Volume occupied by 44.1 gms of C3 at STP = 22.4 m3

Volume occupied by 1093.685 of C3 at STP = 22.4 x 1093.685 / 44.1 = 555.523 m3

• How much time it takes to evaporate 40mt of C3.

1] Upon departure and prior to gas exchange no.1 tank found to have 40mt of C3.
Calculate the time required to evaporate the entire C3 in no.1tank!
Quantity of C3 in no.1 tank = 40 mt = 40,000 kg
Latent heat of vapourisation of C3 = 101.2 k cal / kg
Quantity of heat required to vapourise all the liquid = 40,000kg x 101.2 k cal/kg
= 4048000 k cal
Compressure capacity for C3 in hot gas mode = 110681 k cal/hr
Time required to evaporate all the liquid = total heat required / comp. Capacity
 = 4048000 / 110681 = 36.57 hrs

• How much of liquid and time required for gas change!

1] Charters intend to load in C4 in No.4 tank. There is 200mt of C4 in No.3 tank.
How many tones of C4 liquid is required for gas change. How long it takes!

Total volume of no.4 cargo tank = 9344.322 m3 x 2 = 18688.644 m3

The volume of C4 gas required for No.4 tank = 18688.644 m3
Molecular weight of C4 = 58
The weight 22.4m3 of C4 at STP = 58kgs
The weight of 18688.644 m3 of C4 at STP = 58 X 18688.644 / 22.4 = 48.39 MT

Method.1
Latent heat of vaporization of C4 = 91.9 k cal/kg
Required quantity of heat = 48.39 x 10000 x 91.9 k cal /kg = 4447041 k cal
Compressor capacity for C4 in hot gas mode = 114780 k cal / hr
Time taken for evaporation = 4447041 / 114780 = 38.74 hrs

Method.2

Amount of C4 vapours that can be generated by 1 compressor =

= (114780 k cal/hr)/ (91.9kcal/kg ) = 1248.966 kg/hr
Volume occupied by the above C4 at STP = 1248.96 X 22.4/58 = 482.359 m3
Required volume of C4 = 18688.644 m3
time taken to generate the above qty of vapour = 18688.64 / 482.359 = 38.74 hrs

• What is the pressure while loading.

1] A vsl loading C3 at rastanura in No.3 tank , capacity 10000 m3. Loading rate is
600m3/hr. Loading rate stabilizes at 1000hrs, total C3 onboard 2000m3 and tk
pr:1.150 bars. The compressor suction capacity : 500 m3, amps:260amps, V=430,
What will be the tank pressure after 1100hr.

V1 = 10,000 – 2,000 = 8,000 m3

V2 = 8,000 – 600 + 500 = 7,900 m3 [ load:600m3, comp’r suction:600m3]

P1 = 1.150 bars
P2 = P1 x V1 / V2 = 1.15 x 8,000/7,900 = 1.165 bars

2] The compressor develops a problem at 1100hrs and can not be started anymore .
What will be the tank pressure at 1200hrs.

V1 = 7,900 m3
V2 = 7,900 – 600 = 7,300 m3
P1 = 1.1650 bars
P2 = P1 X V1 / V2 = 1.1650 X 7,900 / 7,300 = 1.261 bars

3] The terminal instructs that the vessel must stop loading, when the tank pr
reaches 75% of the relief valve setting ( 1.250bars). Till what time can we load
before the cargo loading is stopped!

Marv = 1.250 bars

Tank pr where the loading shall stop = 0.250 x 0.75 = 1.1875 bars
P1 = 1.261 bars
P2 = 1.1875 bars
V1 = 7,300 m3
V2 = 1.261 x 7,300 / 1.1875 = 7752 m3

Additional Cargo loaded to reach the 1.1875 bars = 7752 – 7300 = 452 m3
Time to reach this = 452 / 600 = 12:45hrs

• What is the qty of vapor returned to shore.

4] At 1245hrs the tank pressure reaches 1.1875bars and the terminal stops loading
at the same time vapour manifold valve is open, and starts returning the vapour to
the shore. At 1300hrs the tk press reaches 1.07. Calculate the qty of vapour
returned to the shore. [ vapour temperature –3 0C prior to opening the vapour
manifold valve and –23 0C at 1300hrs ]

@ 1245hrs P1 = 1.1875BARS, V1 = 7752 m3,

V.1.stp = P1 x V1 x T0 / V0 x T1 = 1.1875 x 7752 x 273 / 1 x 270 = 9308m3

@1300hrs, P2 = 1.07Bars, V2 = 7752m3

V.2.stp = P2 x V2 x T0 / V0 x T1 = 1.07 x 7752 x 273 x / 1x 250 = 9058m3
Volume of the vapour retrned ashore = 9308 – 9058 = 250m3 @ stp
Mass of the vapour returned = ( 250 x 58.1 ) / 22.4 = 648 kgs

5] at 1300hrs , as one compressor became operational with 50% ( full cap:600m3) ,

loading also resumed with 500m3/hr rate. Vapor return continued. At 1400tk
pressure found to be 1.15bars. what is the qty of vapor returned ashore.

@1300hrs, V.i = 9308m3 @stp

@1400hrs
V.observed = 7752 – 500 + 300 = 7552m3
V.f.stp = 7552 x 1.01 x 273 / 1 x 253 = 8448m3
Volume of the vapour returned = 9058 – 8448 = 610m3 @stp
Mass of the vapour returned = ( 610 x 58.1 ) / 22.4 = 1582kg

• What Is The Heat ingress In to a coolant Tank

6] A vsl carrying butane coolant in No.3 tank has pressures & Tx as follows. At
0900hrs:0.06bars , 0 OC and at 1400hrs:0.107bars/ 2 OC. What is the heat ingress
per hour?

ANS-1:
Volume of No.3 tank = 20180.57 m3.
Mean temp = (0 +2 ) / 2 = 1 OC

Pr at 0900hrs = 1 + 0.06 = 1.06 bars.

Volume of the gas at 1.06bars = 20180.57bars

Pr at 1200hrs = 1 + 0.107 = 1.107bars

Volume of the gas at 1.107bars = 20180.57m3
Volume of the gas at 1200hrs if at 1.06bars = 20180.57 x 1.107 / 1.06 = 21075.369m3

Change in volume of the gas at 1.06bars = 21075.369 – 20180.57 = 894.798m3

Volume of C-4 vapor generated = 894.798m3

Volume of C-4 LIQUID evaporated =

894.798 x (1.06 x 0.9869/1) X ( 273/274) x ( 58 / 22.4) = 2414.883kg

Heat required to evaporate the above liquid = mass x latent heat =

=2414.883x92.1 = 222411 kcal
Total heat ingress in 5hrs = 222411 kcal
Heat ingress per hour = 222411/5hrs = 44,482 k cal / hr

ANS –2 /
Volume of No.3 tank = 20180.57 m3.

Pr at 0900hrs = 1 + 0.06 = 1.06 bars.

Volume of the gas at 1 atm pr = 20180.57 x 1.06 bar x 0.9869atm/bar = 21111.1768 m3

Pr at 1200hrs = 1 + 0.107 = 1.107bars

Volume of the gas at 1atm = 20180.57 x 1.107bar x 0.9869atm/bar = 22047.238m3

Change in volume = 22047.238 – 21111.1768 = 936.0616m3

Volume of C-4 vapour generated = 936.0616m3
Wt of C-4 liquid evaporated = 936.0616 x ( 273/274) x ( 58/22.4) = 2414.885kg
Expressing of the above heat ingress is meaningless, if the atmospheric and sea
water temp are not mentioned

The heat ingress in No.3 tank is 74137kcal/hr when the atmospheric temp =35deg c
and sea water temp = 27 deg c.

Also, forsake of quick calculations, the tank Pr and Tx are not considered when
calculating the weight of the liquid.

• What is the heat ingress in to a tank while a

comressure is running / coolant tank

7] A vsl carrying butane coolant in No.3 tank. The Pr and temp at 1200hrs were
0.11bars and 2 oC and one compressure started. The pr and temp at 1300hrs were
0.05bars and 0 oC. Volume of the tank is 20000m3. What is the heat ingress in to the
tank ?

ANS:
P.1 = 1.11 bars P.2 = 1.05bars
Volume of the vapour = 20000m3
Volume at atmos press = 20000x1.11/1.0132 = 21,911 m3

P2 = 1.05bars
Volume of the vapour = 20000 m3
Volume at atmos press = 20000 x 1.05/1.0132 =20,726m3

Change in volume =21911 – 20726 = 1184m3.

Volume of C-4 vapours condensed = 1184 m3
Weight of C-4 liquid formed = 1184 x ( 273/274) x ( 58/22.4)
= 3055 kg
Amount of energy required in converting the vapour to liquid = m x l =
=3055 x 92.1 = 281365.5 kcal

Energy utilized by the compressures = 170,000 x 2 = 340,000kcal

Heat ingress in to the tank = 340,000 – 281,365 = 58365 kcal

• What is the heat ingress in to a tank while a

comressure is running / loaded tank
 • 2

• 3

• 4

• 5

• 6789

15. GAS CHANGING PROCEDURE

9].CHANGING COMPRESSOR FROM BUTANE TO PROPANE MODE AND

VICE VERSA:
FROM PROPANE TO BUTANE:
• Open the drain valve of the inter cooler. Drain the Condensate to the tank.
• monitor the compressure disch press.
• monitor the inter cooler temp.
• make sure the inter cooler and condenser are empty.
• change over the Condensate v/v.
• change over the vapor v/v.
• put the compressure on batane mode.

FROM BUTANE TO PROPANE MODE :

Stop the compressor.
drain the condensor and intercooler to the propane tank.
keep the brine pump running.
Ensure the heat is dissipated from the compressure. That may require 30 to 60 minutes.
open the v/vs for lntercooler .
change the compressure mode to propane.
open the butane Condensate v/vs
open the vapour inlet v/v to the knockout drum.
Start the compressure as you do regularly.

1]. PROCEDURE FOR CHANGING BUTANE TO PROPANE TANK :

CASE : 1 / Changing all tanks to C3.

Consider initially with 3no tanks propane and 1 tank to Butane and we want to change all
tanks to propane.

OBJECTIVE : BUTANE SHALL BE DUMPED AND GAS CHANGE THE TANK TO

PROPANE.

INITIALLY : C3 In No 2,3 & 4 tanks and C4 in No.4 tank.

FINALLY : C3 in No 1,2,3&4 tanks.

PROCEDURE: STEP: 1 . SPARGING AND WARMING

STEP.2 . GAS EXCHANGE
STEP.3 . COOLING THE TANK

STEP: 1 . SPARGING AND WARMING

Connect a hose to the liquid manifols on either side and line up the valves acoordingly
with the intention of dumping the vapour from No.3 tank.
Set No.1 & 2 compressors on hot gas mode.Use 2nos compressers for a sinle tank for
sparging and heating .
Draw C4 vapors from No.3 tank to the compressures No.1 & 2 and return the hot gases to
the same tank by the hot gasline.
this will heat up the liquid , generate vapor and build up pressor.
When the pressure reaches to 0.02bars, open the liquid manifold valve by 25% and
release the gas till the pressure reaches to 0.12bars.
Continue to do this until the tank is empty by the sounding.
There after monitor the wall temperatures. The bottom wall shall reach to 10 OC.

STEP.2 . GAS EXCHANGE

Start sparging propane an a propane tank , let us say in No.4 tank.

After building up the pressre in side the No.4 tank open the vapor line valve to No.3
tank. This causes the propane vapors from No.4 tank to enter the No.3 from the top.
The propane entering the No.3 tank from top will displace the Butane vapors downwards.
The Butane vapor will be forced to leave the No.3 tank through the liquid line and get
dumped overboard.
The above gas exchange is not a continuous process. We will have to build up the
pressure in No.4 tank and when there is a pressure diffrence about 0.05bars between No.3
and No.4 tanks, then only the vapour vale to the No.3 tank shall be opened.
Through out the this gassing operation the Propane / Butane shall be checked at vatoius
heights at regular intervals using the TOCAMETER.
Once the Propane is detected at the lowest level then check at the sampling point on the
liquid line. Once propane is detected in the liquid line also check at the at the manifold.
Stop dumping after detecting Propane at the manifold.

STEP.3 . COOLING THE TANK

Start cooling the No.3 tank.
Use top spray for uniform cooling.
Do not exceed the cooling rate by 15 OC/hr.
After cooling the No.3 tank transfer the required quantity of the coolent from other tanks
, by using the hot gas line. 10].GENERAL BASIC MAINTAINENCE OF
COMPRESSOR (Deck Officers):

11]. TAKING ALL READING OF A COMPRESSOR AND COMPARE FOR

EFFICIENCEY:

16. EMERGENCIES

• Hose burst / pipeline fracture or Cargo Overflow

Initial Action:
1. Operate ESD
2. Raise emergency alarm
3. Inform ch/off, master. Additionally inform master.
Subsequent Action:
1. Ensure all accommodation access doors shut.
2. all ventilation is shut.
3. Start the water spray system . This will wash assist in washing the spilled
liquid over side and help in preventing brittle fracture.
4. Prepare emergency team with protective clothing.
5. Prepare fire fighting items ready for immediate use.
6. Arrest the leakage of cargo as soon as possible.
7. Transfer cargo to slack tanks incase of an overflow.
8. Keep a record of all events.

• Undesired venting
In case of observing cargo vapour being emitted through the vent raiser, while cargo
operations are in progress, the following should be sequence of the actions:
1. Trace the vent and drain the lines in to a cargo tank .
2. Trace the line and find out weather any drain or vent has been
inadvertently open or any relief v/v has lifted. Most probable areas are
filters, booster p/p, heater, compressor, condenser. Inter cooler. If any
found open , then close the same and check if venting has stopped. If it’s a
relief v/v , find out the cause and rectify.
3. If it is a tank relief v/v : check under ‘ relief v/v lifting ‘

• Relief v/v lifting

If a relief v/vof a cargo tank has lifted :
 1. Assert the cause by checking the tank press. The relief v/v would have
lifted either due to exceeding the MARVS, or else the relief v/v is leaking
or it has lifted at a lower pressure than the set MARVS ( especially ,the vsl
has come out off repairs or dry dock , where work has been carried out on
the relief v/v).
2. Incase of relief v/v lifting due to excessive pressure, it will resit once
under MARVS. Take an action which will ease the tank press such as
reduce the loading rate, ideally stop loading.
3. If the relief v/v has lifted at a lower press than the MARVS, then stop
loading and see at what press the v/v sits back. Note this press and resume
loading and make sure you do not exceed that pressure till you complete
loading.
4. If the relief v/v is leaking, stop loading, rectify the problem prior to
resuming loading.

• Fire when along side.

INITIAL ACTION:
1. Initiate ESD.
2. Activate the fire alarm
3. Inform c/o, master and terminal.

SUBSEQUENT ACTION:
1. Start the spray system. This will cool accommodation and pipes.
2. Isolate the source. [ fundamental method of extinguishing lpg fires ]
3. Prepare the fire fighting teams to fight the fire with DCP.
4. When shore fire brigade arrives, render full assistance, ( you know your
ship, not them ), evacuate unnecessary crew members.
5. Incase of a large fire which may pose athreat to the terminal installations,
prepare simultaneously for emg casting off from the berth.
6. Keep a record of all events.

• Power Failure while loading,

1. Inform master.
2. Inform terminal
3. stop loading
4. prepare to return the vapor [ manifold hyd v/v to be opened using emg hyd pack]
5. find out the cause
6. resume loading after the power is restored.
 • Compressors trip while loading.
1. Inform master.
2. Inform the terminal - reduce the loading rate. If all compressures trip stop loading.
3. prepare to return the vapor.
4. find out the cause, rectify and resume the loading

• Tank High Pr Alarm While Loading,

• Tank Low Pressure while discharging,

• Power failure While at sea,

1. inform master.
2. Inform owners
3. Prepare to dump the vapor through manifold. Connect a hose to the vapor
manifold and leave at the water level. Ensure the metal flange does not bang
on the shipside and create sparks. Pad the flange suitably with cloth, dunnage
etc.
4. Shut accommodation, fpk and mast house doors, vent flaps, a/c room flap etc.
5. Inform the e/r and all other departments.
6. make a safetry message

• Void Space HC gas alarm,

• Void space bilge high alarm

• Overriding ESD
1. Take masters permission.
2. Ensure those factors responsible for activation of the ESD are not OCCURRING
such as
• Fire on board
• Low tank pressure
• Very very high level
• Failure of blowers to compressor, motor room and air lock

• Overriding V V H alarms
WHEN:
 1. if there is excessive trim while loading - which will activate the vvh alarm even
for normal loading soundings.
2. v/l likely encounter very severe weather which will activate the vvhigh alarm
WHY:
VVH alarm will activate the ESD

• Avoiding above emergencies

To avoid Power Trips:
1. Check the load before starting any machinery.
2. Inform when starting or stopping any deck machinery.
3. Ensure the generators in good condition.

• a

• aaaa

17. SPECIAL PHENOMINAS

• ROLLOVER

Cargo tanks are not specifically designed as evaporators or to promote convection

circulation. Very large masses of liquid have to be moved in order that currents can flow
and limit density differentials within the tank. These density differentials can be caused
by incomplete mixing to gas grades to form a homogenous mass, or by temperature
differences within the tank.

In a still tank, heat ingress is through the walls and bottom, and the mass of liquid above
the warmer boundary layer is relatively small, so that boundary convection currents are
fairly easily formed. Once these are established up the walls they are fed by the warmer
liquid from the tank bottom boundary. The evaporation process from the tank top as the
warm liquid reaches the surface cools the top liquid, increases its density and sets up a
return flow of cold liquid in a column somewhere most remote from the warm sides of
the tank. If warm liquid is introduced to the bottom of the tank remote from the rising
currents at the tank sides it can accumulate until the warmer, less dense liquid gains
sufficient buoyancy to topple the heavier liquid above it. If this happens the accumulated
warm liquid will rise rapidly to the surface in bulk. It will now be in a lower pressure
zone at a relatively high temperature, and much of it will evaporate very rapidly, until
saturation pressures and temperatures are again matched. This will entail both a pressure
rise in the dome vapour space and a temperature reduction in the liquid, both due to
evaporation. A considerable loss of cargo vapour through tank relief valves can result.
The use of tank bottom condensate returns only is conducive to such a condition
developing.
Example

A tank containing 11800 m3 of butadiene has a vapour space of 1700 M3.

The liquid surface is -5°C, but poor tank insulation necessitates prolonged operation of
the reliquefaction plant. Bottom condensate returns only are used. This results in an
accumulation of about 5% of the liquid at +10°C in the tank bottom, i.e. about 590 M3, or
37,460 kg. of warm liquid. Due to ship motion a rollover occurs, and the 37,460 kg. of
warm liquid suddenly disperses to the tank top. The average heat content of this liquid is
99.4 k.cals per kg., but now it requires only 91.4 k.cals/kg to maintain the liquid state so
that 8 x 37.460 = 299,680 k.calories are available to generate vapour.
If the tank safety valves are set to limit the pressure to 1.3 kg/cm2 absolute the weight of
vapour required to raise the pressure to this level is 1500 (2.9 - 2.3) = 900 kg., where 2.9
kg/m3 is the density of vapour at 1.3 kg/cm2 absolute and 2 - 3 kg/M3 is the vapour
density at 1.0 kg/cm absolute. To generate this 900 kg of vapour would require 900 x
97.5 = 87750 k.cals of heat, leaving 299680 - 87750 = 211930 k.cals to generate a
further 2174 kg. (2.2 tonnes) of vapour, most of which would be lost if the reliquefaction
plant were running, and all of it would be lost if the plant were shut down. The rate at
which it would be lost depends on the rate of heat transfer to the liquid surface, and the
surface area.

The risk of liquid rollover will be minimised by the use of upper spray or purge rails to
return condensate to the tanks during reliquefaction.

• BLEEVE

18. LIFE SAVING APPLIANCES

19. FIRE FIGHTING

The following codes prescribe requirements of firefighting equipment onboard gas
carriers.
1) IGC , Chap.11
2) SOLAS, Chap II – 2.

• WATER SPRAY SYSTEM

Water spray system shall be fitted for cooling, fire prevention, and crew
protection should be installed to cover. Such system shall cover ….
 1. exposed cargo tank domes and exposed parts of cargo tanks.
exposed cargo tank domes and any vessels for flammable or toxic
products.cargo liquid and vapor discharge and loading manifolds
and the area of their control valves and any other areas where
essential control valves are situated and which should be at least
equal to the area of the drip trays provided.
2. of superstructure and deck houses normally manned, cargo .
boundaries compressor rooms, cargo pump rooms, store rooms
containing high fire risk item and cargo control rooms, all facing
the cargo area. Boundaries of unmanned forecastle structures not
containing high fire risk items or equipment do not require water
spray protection.

CAPACITY OF THE SYSTEM:

1. The system should be capable of covering all areas with a uniformly
distributed water spray of atleast 10ltr / m2 per minutefor horizontal
projected surfaces and 4ltr/m2 for vertical surfaces. Stop v/vs should
be provided at intervals in the spray main for the purpose of isolating
damaged sections, which may be operated independently provided
the necessary controles are located together, aft of the cargo area.
2. the capacity of the water spray pumps should be sufficient to deliver
the required amount of water to all areas simultaneously or where the
system is divide into sections, the arrangements and capacity should
be such as to supply water simultaneously to any section and to the
surfaces as mentioned above.
3. subject to approval from the administration, water pumps normally
used for other services may be arranged to supply the water spray
main.
4. all pipes, valves, nozzles and other fittings in the water spray system
should be resistant to corrosion by sea water.
5. remote starting of pumps supplying the water spray system and
remote operation of any normally closed valves in the system should
be arranged in suitable locations outside the cargo area, adjacent to
the accommodation spaces and readily accessible and operable in the
event of fire in the areas protected.

• DCP [ IGC – 11.4 ]

1. The system should be capable of delivering powder from atleast two hand
hose lines or combination monitor / hand hose lines to any part of the
above deck exposed cargo area including above deck product piping. The
system should be activated by an inert gas such as nitrogen, used
exclusively for this purpose and stored in pressure vessels adjacent to the
powder containers.
 2. the system for use in cargo area should consist of atleast two independent
self contained the DCP units with assisiated controles, pressurizing
medium, fixed piping, monitors or hand hose lines. For ships with a cargo
capacity of less than 1000m3, only one such unit shall be fitted, subject to
approval of the administration. A monitor should be provided and so
arranged as to protect the cargo loading and discharge manifold areas and
be capable of actuation and discharge locally and remotely. All hand hose
lines and monitors should be capable of actuation at the hose storage reel
or monitor. Atleast one hand hose line or monitor should should be
situated at the after end of the cargo area.
3. the capacity of the monitor shall be not less than 10kg/s.
4. the hand hose shall be non-kinkable and be fitted with a nozzle for on/off
operation and discharge at a rate not less than 3.5kg/s. the max discharge
rate should be such as to allow operation by one man. The length of a hand
hose line should not exceed 33m. hand hose lines and nozzles should be of
weather resistant construction or stored in weather resistant cover or
housing, and be readily accessible.
5. the total capacity of the system: shall have enough powder to provide a
minimum discharge time of 45sec for all monitors and hand hoses
attached.
6. Coverage for each monitor is as follows:

Capacity Of Fixed Monitor ( kg/s) Max distance coverage (mtr)

10 10
25 30
45 40

• PROTECTION OF COMP/PUMP ROOMS[ IGC 11-5]

1. Cargo compressor rooms of any ship should be provided with a CO2
system.
2. A notice should be exhibited at the controls stating the system is only to be
used for fire extinguishing and not for inerting purpose, due to
electrostatic ignition hazard.
3. The amount of CO2 carried should be sufficient to provide a quantity of
gas equal to 45% of the gross volume of the cargo compressor room and
pump room in all cases.
4. Cargo compressor rooms and pump rooms of ships which are dedicated to
the carriage of a restricted number of cargoes should be protected by an
appropriate fire extinguishing system approved by the administration.

• FIREMANS OUTFIT
Every ship carrying flammable products should carry fireman’s outfits complying with
SOLAS requirements as follows:
TOTAL CARGO CARRYING NO OF OUTFITS
CAPACITY
Less than or equal to 5000m3 4
More than 5000m3 5

19. VARIOUS PHENOMINAS

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