Liquid Gas Carriers Based on Pressurisation & Temperature system of the
tanks-
1. Fully Pressurised Ships.
2. Semi-Pressurised & Semi Refrigerated Ships.
3. Fully Refrigerated Ships (-50°C -Refrigerated).
4. LNG Carriers (-163°C - Cryogenic).
Ballast Water Treatment Systems Types used on ships:
The main types of ballast water treatment systems available are:
• Filtration Systems (physical).
• Chemical Disinfection (oxidizing and non-oxidizing biocides).
• Ultra-Violet treatment (UV).
• Deoxygenation treatment.
• Heat (thermal treatment).
• Acoustic (cavitation treatment).
• Electric pulse/pulse plasma systems.
• Magnetic Field Treatment.
A typical ballast water treatment system onboard ships use two or more
technologies together to ensure that the treated ballast water is of IMO
standards.
What is Cargo Heel?
In gas carriers, "cargo heel" refers to the small amount of cargo
deliberately retained onboard after discharging a load, primarily to keep
the tanks cool during ballast voyages.
The purpose of Cargo Heel:
Maintaining Tank Temperature: The primary function of the cargo heel is
to keep the cargo tanks cool, especially during ballast voyages.
Preventing Condensation: This cooling process helps to prevent
condensation and potential damage to the cargo containment system.
Fuel for Propulsion: Boil-off gas (BOG) from the heel can be used as fuel
for the ship's engines during ballast voyages.
What is CHRIS code for Chemical Tankers?
The Chemical Hazards Response Information System (CHRIS) is a
publication by the U.S. Coast Guard that provides information on chemical
hazards. It includes a three-character alphabetic code for convenience in
communication.
CHRIS includes two manuals:
• Manual 1
A condensed guide to chemical hazards for response personnel to assess
dangers and plan a response
• Manual 2
A hazardous chemical data manual that lists chemical, physical, and
biological data for about 1,100 chemicals.
What is Hull Sensor Monitoring System (HSMS)?
IMO recommends fitting hull stress monitoring systems on bulk carriers
over 20,000 tonnes to minimise the dangers associated with longitudinal
stresses due to vessels bending, pitching & pounding in rough seas and
possibly triggering fatigue failure and fracture.
The HSMS consists of the following components:
Sensors also known as Long bending strain gauges (LBSG), fitted at
various locations on the vessel's deck to sense stresses during loading,
discharging and whilst at sea.
Accelerometer one fitted at the bow to measure the vertical
acceleration of the bow, and two fitted on the centreline to measure the
roll and swing of the vessel.
HSMSs are used on a variety of ships, including large tankers, bulk
carriers, and container vessels.
What is Boil-off Gas (BOG) on LNG Gas Carriers?
LNG is cryogenically stored onboard vessels at extremely low
temperatures of -1630C (-2610F) within specially designed and insulated
cargo tanks. Although these tanks are well insulated, cargo warming is
unavoidable, this warming causes the LNG to evaporate upon reaching
its boiling point, known as boil-off gas (BOG). This heating is caused by
a number of external sources, including the motion of the cargo within
the tank (Sloshing) and during cargo discharge operations where the
largest losses can be seen. BOG creates increased vapour pressure
within cargo tanks and must either be removed or managed to maintain
tank integrity.
What is Flammable Diagram?
A mixture of hydrocarbon gas and air cannot ignite, unless its composition
lies within a range of gas-in-air concentrations known as the
flammable range.
Flammable Range Diagram
• The lower limit of the range, known as the "lower flammable limit", is
any hydrocarbon concentration below which there is insufficient
hydrocarbon gas to support combustion.
• The upper limit of the range, known as the "upper flammable limit", is
any hydrocarbon concentration above which air is insufficient to support
combustion.
• The flammable range for HC gas is between 1 – 10%, and for O2
between 11.5 - 21%.
DESCRIBE LNG SHIP SHORE LINK TESTS:
The purpose of the ship shore link (SSL) is to mitigate the consequences
of an emergency by allowing either party to stop cargo transfer in a safe
manner.
It is strongly recommended that all liquefied gas transfers are carried out
with an SSL connected. The SSL should be inspected and tested as part of
the pre-arrival test and after manifold connection as part of the pre-
transfer test. For the pre-transfer test, the SSL is tested after connection
to check that the link is communicating properly. ESD should be activated
once from the ship and once from the terminal, to check that the signal is
transmitted in both directions. During one of the tests, the manifold valve
can be left open to check that it closes within 25 to 30 seconds. It is
considered more efficient and acceptable to carry out most of the testing
of push-buttons, high-level alarms and other ESD triggers during pre-
arrival testing. The SSL test should be carried out before any cargo
transfer or cooldown operations begin.
EXPLAIN POWERED EMERGENCY RELEASE COUPLING (PERC):
The Emergency Release Couplings offers safe and identified parting points
within the LNG hose transfer system. The ERC is integrated within the line
and is the safety link between the transfer hose and the on-ship transfer
system. The ERC is designed to close and separate and make safe the
LNG flow when an event occurs. The ERC operates at cryogenic
temperatures. It shuts off transfer flow in an emergency -when activated
in an emergency, the ERC separates and the valves close. The double
valve closure shuts the downstream and upstream LNG flow on each side
of the separation. The instant closure of the valve mechanism within the
ERC delivers the crucial advantage of minimal spill.
It can be activated in three ways:
• Release by ESD-signal.
• Release by manual override, independent of electrical signal.
• Reverting from nitrogen activated to passive breaking pin. Breaking
pins designed to be the weakest point of hose or manifold.
The PERC system has the complete control, monitoring and release
system, which uses high pressure Nitrogen in the release mechanism. The
system also features a pilot pressure regulator to constantly monitor the
system and keep it free from moisture and ice.
High level and Overfill Alarms are used in gas carriers to monitor the
level of liquid cargo in the tanks and warn the operator when the tank is
approaching or has reached its capacity:
• High level alarm: Triggers when the tank is at 95% of its capacity
• Overfill alarm: Triggers when the tank is at 98% of its capacity
• Alarm indicators: Usually located at the top of a panel, with each
tank and alarm limit labelled
• Alarm sounds and lights: Different sounds and colors for each
alarm
• Sensors: Installed at the top of the tank, and can be float,
electrode, or optical.
Types of LNG Carriers Based on the Degree of Hazard
Type 1G: They are designated to carry the most hazardous type of cargo.
LNG and LPG predominantly fall under this category. 1G is a gas carrier
intended to transport the products indicated in chapter 19 that require
maximum preventive measures to preclude their escape.
Type 2G: 2G ship is a gas carrier intended to transport the products
indicated in chapter 19, that require significant preventive measures to
preclude their escape.
Type 2PG: 2PG ship is intended a gas carrier of 150 m in length or less
to transport the products indicated in chapter 19 that require significant
preventive measures to preclude their escape, and where the products
are carried in type C independent tanks designed (see 4.23) for a MARVS
of at least 0.7 MPa gauge and a cargo containment system design
temperature of -55°C or above.
A ship of this description that is over 150 m in length is to be considered
a type 2G ship.
Type 3G: 3G ship is a gas carrier intended to carry the products indicated
in chapter 19 that require moderate preventive measures to preclude
their escape.
Therefore, a type 1G ship is a gas carrier intended for the transportation
of products considered to present the greatest overall hazard.
Types 2G/2PG and type 3G for products of progressively lesser hazards.
Accordingly, a type 1G ship shall survive the most severe standard of
damage and its cargo tanks shall be located at the maximum prescribed
distance inboard from the shell plating.
