2.

Транспортные характеристики газов

Общие положения.
Говоря о сжиженных газах, мы обычно имеем в виду вещества, которые при нормальном атмосферном давлении и
температуре окружающей среды находятся в газообразном состоянии.
Самой простой и наиболее важной характеристикой сжиженных газов, которая часто используется в процессе их
переработки и транспортировки, является давление насыщенных паров, характеризующее равновесное состояние
жидкостной и газовой фаз груза при заданной температуре ИМО с целью классификации грузов, перевозимых на
танкерах, определяет понятие «сжиженный газ» следующим образом:

Сжиженным газом называется жидкость, которая при температуре +37,8°С имеет давление
насыщенных паров не ниже 2,8 бара.

Дополнительной характеристикой сжиженных газов является температура насыщения паров при атмосферном
давлении.

Эта температура - температура кипения при атмосферном давлении, и определяет возможные условия
транспортировки груза.

Таблица1. Значения абсолютного давления паров и температуры кипения для некоторых газов.

Давление насыщения паров при + Температура кипения при

Название газа
37,8°С (100 F) атмосферном давлении, ° С

Метан Газ(t критическая -82° С) -161

Пропан 12,9 -43
Бутан 3,6 -0,5
Аммиак 14,7 -33
Винилхлорид 5,7 -14
Бутадиен 4.0 -5
Этиленоксид 2,7 +10,7
Один, из перечисленных выше грузов, обработка которого наиболее строго определяется требованиями ИМО, а
именно, этилен оксид, на самом деле не является сжиженным газом. Однако все международные правила не находят
иного метода безопасной транспортировки этилена оксида, иначе чем на газовозах, из-за его низкой температуры
кипения при атмосферном давлении. Многие подобные химические грузы, такие как пропилен оксид, диэтил эстер
или же изопрен, также имеют высокое давление насыщенных паров и представляют значительную пожароопасность и
опасность для здоровья человека, поэтому, несмотря на то, что в своей значительной части их перевозка
осуществляется на танкерах-химовозах, все эти грузы включены и в IGC, и в ВСН, и в IBC кодексы ( см. словарь
терминов и определений).
Основные группы газов, перевозимых морем.
Перевозимые морем сжиженные газы, можно разделить на 6 основных групп:
LPG - Liquefied Petroleum Gases (сжиженные нефтяные газы);
NGL - Natural Gas Liquids (природный газовый конденсат);
LEG - Liquefied Ethylene Gas (сжиженный этилен);
LNG - Liquefied Natural Gas (сжиженный натуральный газ);
NH3 - Ammonia (аммиак);
CL2 - Chlorine (хлор).
Причина для разделения грузов на такие группы в том, что эти газы имеют различные характеристики. Важными
факторами для такого деления грузов являются их температура кипения при атмосферном давлении, химическая
совместимость с другими газами и материалами конструкций судна, токсичность, взрывоопасность, и другие
свойства.
Рассмотрим несколько подробнее характеристики каждой из групп в отдельности.

Сжиженные нефтяные газы.

LPG - производят в результате крекинг - процесса из природного газа или же из сырой нефти путем дистилляции на
нефтеперерабатывающих заводах. Примерно 1-3 % сырой нефти составляют нефтяные газы.
Термин «сжиженные нефтяные газы» используется в терминологии нефтяной индустрии для обозначения целой
группы углеводородов или их смесей, большей частью состоящих из пропана и бутана. Однако такое определение не
является достаточно точным, поскольку каждый из различных типов углеводородов может стать жидкостью при
определенных условиях. По общепринятым меркам к числу сжиженных нефтяных газов относят обычно следующие
газы:
  Пропан;
 Пропилен;
 Нормальный бутан;
 Изо-бутан;
 Бутилен.
Все эти газы имеют температуру кипения при атмосферном давлении от О до -50°С. Нефтяные газы используются в
основном как сырьё для химической промышленности, а также в качестве топлива.

Природный газовый конденсат.

Природный газовый конденсат или, как его ещё называют, мокрый газ, обычно находится в растворённом состоянии
в сырой нефти. При очистке нефти и её стабилизации происходит его отделение. Газовый конденсат представляет
собой смесь этана, пропана, бутана и тяжелых углеводородов. Причем состав газа может меняться в зависимости от
вида нефтяного месторождения. В основном природный конденсат используется для производства этилена.
Сжиженный этилен.
В природе в свободном состоянии этилен практически не встречается, однако, в химической и нефтяной
промышленности, этилен получают как побочный продукт производства при переработке натурального газового
конденсата, сырой нефти или нефтяных газов. Температура кипения этилена пр атмосферном давлении -104°С,
поэтому очень часто его называют ещё «холодный газ».
Основное применение этилен находит в химической промышленности при производстве великого множества
продуктов, таких как пластик, полиэтилен, полиэтиленовая пена, стирол, пищевые красители, он используется также
при сварке и резке металла.

Сжиженный природный газ.

Природный газ представляет собой смесь различных газов, которые находятся в земле в виде месторождений, также
как и нефть. В основном природный газ состоит из метана ( 95-98%). Он также содержит и небольшие примеси
неорганических газов : азот углекислый газ, окислы серы, пары воды.. При атмосферном давлении температура
кипения метана при атмосферном давлении около -164°С.
Промышленное применение метан нашел в качестве топлива взамен угля или нефти, а также при производстве
минеральных удобрений и аммиака.

Аммиак.
Аммиак не встречается в природе в свободном виде, и его производят сжиганием нефти и газа, а также при
каталитических процессах при обработке природного газа. Температура кипения аммиака при атмосферном давлении
составляет -33°С.
Свое основное применение аммиак находит в производстве минеральных удобрений, пластмасс, красителей,
взрывчатки и различных чистящих жидкостей.

Хлор.
В свободном виде в природе хлор не встречается. Однако он довольно легко может быть получен искусственным
путем, например, при электролизе раствора обычной поваренной соли. Температура кипения хлора при атмосферном
давлении -34°С.
Промышленное применение хлор нашел в химической индустрии и в целлюлозобумажной промышленности как
отбеливатель.

Химические грузы
В дополнение к вышеперечисленным газам существует также множество различных химических веществ, которые в
силу своих свойств также попадают под определение газов и перевозятся на судах-газовозах. Такие вещества не попадают
ни в одну из перечисленных выше категорий, например, винил-хлорид мономер, пропадиен и бутадиен. Как известно к
газам относят вещества, которые при температуре +37,8°С имеют абсолютное давление насыщения не менее чем 2,8 бар.
Таблица 3. Коэффициенты объёмного расширения при испарении 1 литра сжиженного газа при 15°С и нормальном
атмосферном давлении

Коэффициент объёмного расширения

Название
при испарении (15°С, 1 бар)

Methane 630
Ethane 432
Propane 311
n-butane 239
i-butane 236
Ethene 482
Propene 388
1-butene 261
Cis-2-butene 264
Trans-2-butene 258
1,3-butadiene 279
VCM 365
Ammonia 947
Nitrogen 691
Типовые спецификации на некоторые газы
Когда говорят о сжиженных газах как о грузах, то подразумевают, что они состоят из смесей целого ряда
органических и неорганических соединений. Наличие различных примесей в грузе, определяет условия его
транспортировки и требования к подготовке грузовых емкостей перед погрузкой. Чем чище продукт, тем более
строгие требования предъявляются к подготовке грузовых танков при смене груза.
Ниже приведены спецификации на некоторые сжиженные химические газы (можно использовать только как
справочные данные).

Таблица 8. Ethylene
Item Unit Limits
ETHYLENE % volume 99,9 min
ETHANE ppm volume 500 max
ETHANE +METHANE ppm volume 1.000 max
C3 AND HEAVIER ppm volume 10 max
ACETYLENE ppm volume 5 max
OXYGEN ppm volume 5 max
NITROGEN ppm volume 100max
CARBONMONOXIDE ppm volume 2 max
CARBONDIOXIDE ppm volume 5 max
METHANOL + ETHANOL + ACETON ppm volume 10 max
HYDROGEN ppm volume 10 max
WATER CONTENT ppm weight 10 max
TOTAL SULPHUR ppm weight 2 max
AMMONIA ppm volume 1 max

Таблица 9. Propylene polymer grade

Item Unit Limits
PROPYLENE %weight 99,5 min
PROPANE %weight 0,5 max
METHANE + ETHANE %weight 0,2 max
ETHYLENE + ACETYLENE ppm weight 30 max
PROPADIENE ppm weight 10 max
METHYLACETYLENE ppm weight 5 max
TOTAL C4'S HYDROCARBONS ppm weight 10 max
C5 + (GREEN OIL) ppm weight 10 max
OXYGEN ppm weight 5 max
NITROGEN ppm weight 10 max
HYDROGEN ppm weight 1 max
METHANOL ppm volume 5 max
TOTAL SULPHUR ppm weight 2 max
WATER CONTENT ppm weight 10 max
TOTAL CHLORINE ppm weight 1 max

Таблица 10. Propylene Chemical Grade

Item Unit Limit
PROPYLENE %weight 94,0 min
METHANE ppm weight 1.000 max
ETHANE ppm weight 500 max
PROPANE %weight balance
ETHYLENE ppm weight 50 max
PROPADIENE ppm weight 15 max
BUTENES ppm weight 200 max
ACETYLENE ppm weight 5 max
METHYLACETYLENE ppm weight 25 max
BUTADIENE- 1,3 ppm weight 30 max
TOTAL C4'S ppm weight 300 max
OXYGEN ppm weight 8 max
HYDROGEN ppm weight 10 max
CARBONMONOXIDE ppm weight 3 max
CARBONDIOXIDE ppm weight 10 max
METHANOL ppm weight 10 max
WATER CONTENT no free water

Таблица 11. Propylene Refinery Grade

Test Item Unit Limits
PROPYLENE %weight 70 min
ETHANE %weight 1 max
PROPANE %weight 30 max
TOTAL C4'S AND HEAVIER %weight 2 max
TOTAL SULPHUR ppm weight 3 max
Таблица 12.1-butene
Test Item Unit Limits
BUTENE-1 %weight 99,3 min
I-BUTYLENE %weight 0,2 max
BUTENE-2 %weight 0,1 max
N-BUTANE -t- I-BUTANE %weight 0,4 max
BUTADIENE- 1,3 ppm weight 50 max
PROPADIENE ppm weight 8 max
TOTAL ACETYLENES ppm weight 10 max
CARBON DIOXIDE ppm weight 2 max
CARBON MONOXIDE ppm weight 2 max
TOTAL CARBONYLS (AS MEK) ppm weight 5 max
OXYGEN ppm weight 1 max
SULPHUR (AS S) ppm weight
CHLORIDES ppm weight
WATER
METHANOL ppm weight

Таблица 13.1,3-butadiene
Test Item Unit Limits
BUTADIENE 1,3 %weight 99,6 min
BUTADIENE 1,2 pptn weight 40 max
PROPADIENE ppra weight 10 max
TOTAL ACETYLENES AS ppm weight 25 max
VINYLACETYLENE
METHYLACETYLENE ppm weight 15 max
ETHYLACETYLENE ppm weight 50 max
VINYLACETYLENE ppm weight 10 max
BUTADIENE DIMER ppm weight 50 max
METHANOL ppm weight 50 max
CARBONYL CONTENT, AS ACETALDEHYDE ppm weight 10 max
TOTAL VOLATILE SULPHUR ppm weight 2 max
PEROXIDE CONTENT ppm weight 5 max
NON VOLATILE RESIDUE ppm weight 10 max
INHIBITOR (TBC) ppm weight 75-150 max
WATER no free water
OXYGEN ppm weight 200 max

Таблица 14. Isobutane

Item Unit Limits
ISOBUTANE %mol 95 min
N-BUTANE %mol 5 max
C2 AND LIGHTER %mol 1 max
PROPANE %mol balance
TOTAL OLEFINES ppm weight 100 max
OXYGEN LIQUID ppm vol 0,5 max
OXYGEN VAPOUR ppm vol 0,3 max
TOTAL VOLATILE SULPHUR ppm weight 2 max
CARBONYL CONTENT AS ACETON ppm weight 2 max
Таблица 15. Crude C4 raw material spec
Item Unit Limits
BUTADIENE 1,3 %weight 40min
PROPADIENE + METHYLACETYLENE %weight 0,4 max
ISOBUTYLENE %weight 20min
BUTENE-1 %weight 20 max
BUTENE-2 %weight 10 max
SATURATED C4'S %weight 12 max
BUTADIENE 1,2 %weight 0,5 max
C3'S AND LIGHTER %weight 0,7 max
C4 ACETYLENES %weight 2 max
C5'S %weight 0,5 max
SULPHUR ppm weight 1 max
CARBONYLS AS ACETALDEHYDE ppm weight 100 max
CHLORIDE (AS CL ) ppm weight Imax
WATER no free water

Таблица 16. Vinyl chloride monomer (VCM)

Item Unit Limits

VINYL CHLORIDE MONOMER %weight 99,97 min
WATER ppm weight 100 max
IRON ppm weight 0,5 max
ACIDITY (AS HCL) ppm weight 1 max
NON VOLATILES ppm weight 50 max
ACETYLENE jjpjn weight 2 max
PROPYLENE ppm weight 8 max
OTHER HYDROCARBONS ppm weight 3 max
COLOR (VISUAL) colorless
APPEARANCE (VISUAL) clear

Таблица 17.Raffmate 1 (Isobutylene)

Item Unit Limits

ISOBUTYLENE %weight 30-65 min
C3 AND LIGHTER %weight 0,5 max
BUTADIENE 1,3 %weight 0,6 max
TOTAL ACETYLENES AS ppm weight 200 max
VINYLACETYLENE
C5 DIOLEFINES ppm weight 20 max
C5 AND HEAVIER ppm weight 1.000 max
SULPHUR CONTENT ppm weight 10 max
CARBONYL CONTENT AS ppm weight 10 max
ACETALDEHYDE
PERJOXIDE CONTENT AS H-O-O-H
TOTAL CHLORIDE ppm weight 5 max
NON VOLATILE RESIDUE
AMMONIA ppm weight 5 max

Таблица 18. Raffinate 2 (n-butenes)

Item Unit Limits
TOTAL N-BUTENES %weight 66-82 min
N-BUTANE %weight 14 min
ISO-BUTENE %weight 2 max
BUTADIENE-1,3 %weight 0,7 max
C3 AND LIGHTER %weight 2,0 max
C5 AND HEAVIER %weight 2,0 max
ACETYLENES AS VINYLACETYLENS ppm weight 800 max
TOTAL SULPHUR ppm weight 120 max
TOTAL CHLORIDE ppm weight 15 max
WATER no free water

IMO-code for Gas Tankers

A resolution of November 1975 laid down the first IMO-rules for gas tankers and these rules have been revised several times
since and are to-day followed by governments, classification societies and ship owners all over the world. Basically the IMO-rules
take into consideration the safety of those on board and the protection of the environment during normal operations as well as in
case of accidents, groundings, collisions etc.

There are 3 different codes for gascarriers:

• Code for existing ships carrying liquefied gases in bulk, (ships built before 31 December 1976)
• Code for the construction and equipment of ships carrying liquefied gases in bulk. (Ships built after 31
December 1976 and before 1 July 1986)
• International code for the construction and equipment of ships carrying liquefied gases in bulk. (Ships built
on or after 1 July 1986)

The original IGC code (MSC.5(48)) has been altered by MSC.30(61), valid from 1 October 1994, and MSC 32(63) + MSC
59(67) which both are valid for ships built on or after 1 July 1998.
The Certificate of Fitness (CoF) will show which of the codes or amendments is applicable to the particular vessel.

In the following reference is made only to the IGC-code (1993 edition).

The IGC-code is made up of 19 chapters, and most of the information deals with construction. A few of the major points are:

Ship types:
IMO divides ships carrying liquefied gases into 3 groups based on criteria concerning Tank Location and Survival Capability in
case of grounding or collision.
The imaginary damages that are used when deciding the Ship Type are:
Grounding damage assumed to extend B/15 or 2 m (whichever is less) upwards anywhere in the ship, and

Collision damage assumed to extend 1/3L2/3 or 14,5 m longitudinally and B/5 or 11,5 m inwards from the side.

Type 1G Ships should be capable of sustaining damage anywhere in her length and be able to carry products, which demand
the utmost degree of safety against leakage from tanks.
Type 2G Ships are constructed for transportation of cargoes less hazardous than those in type I ships. In fact the greater part of
liquefied gases can be carried in type 2G ships.
Type 2PG Ships are ships of 150 m in length or less and where the products are carried in independent type С tanks
designed for a MARVS of at least 7 bar gauge and temperature of -55°C or above. Note that a ship of his description but over
150 m is to be considered a type 2G ship.

Type 3G Ships are only able to carry the least hazardous cargoes but they still are of a standard of high quality. The
position of tanks in the hull at type I, II and III ships is shown below.

Tank Types

Independent tanks
The independent tanks are divided into groups in accordance with recognised standards.

Independent Tanks type A

are constructed in accordance with standards laid down by administration. In case of gravity tanks with plane surfaces the
design pressure P0 should be less than 0.7 bar.

Independent Tanks type В

are constructed according to special analytic methods to withstand stress, deformation and fatigue failure.

Independent Tanks type С

are tanks meeting pressure vessel criteria. (Also referred to as pressure vessels.)

Secondary Barrier
If a gas carrier should be able to carry cargoes below -10°C a "secondary barrier" should be provided in accordance
with the table below.

Cargo temperature at -10°C and Below -10°C

Below - 55°C
atmospheric pressure above down to -55°C

Basic tank type No secondary Hull may act as Separate secondary

barrier required secondary barrier barrier where required

Integral Tank type not normally allowed 1

Membrane Complete secondary barrier

Semi-membrane Complete secondary barrier 2
 Independent
Type A Complete secondary barrier Partial
Type В secondary barrier No secondary
Type С barrier required

Internal insulation
Type 1 Complete secondary barrier Complete secondary
Type 2 barrier is incorporated

1
A complete secondary barrier should normally be required if car goes with a temperature at
atmospheric pressure below - 10°C are permitted in accordance with 4.2.1.3.
2
In the case of semi-membrane tanks, which comply in all respects with the requirements applicable
to type В independent tanks, except for the manner of support, the Administration may, after
special consideration, accept a partial secondary barrier.

A secondary barrier means a construction around the tank, which is gastight and is able to function as a temporary retainer
when a leakage arises in the primary barrier.
IMO has also laid down rules for engine room, accommodation etc. but they will not be dealt with in this course. For the
cargo containment area the rules will be given when the different items are discussed.

Important
Please note that IMO defines a gas as a product having a vapour pressure of more than 2.8 kp/cm2 absolute at a temperature
of 37.8°C.

The requirements to the ship for the different products you will find in the IMO-list of products overleaf.
SUMMARY OF MINIMUM REQUIREMENTS

Explanatory notes to the summary of minimum requirements

UN Numbers
Vapour detection
required (column f)
Gauging - types
Permitted (column g)
Refrigerant gases
The UN Numbers as listed in the table of chapter 19 are
intertded for information only.
F - Flammable vapour detection
Т - Toxic vapour detection
О - Oxygen analyser
F+Т - Flammable and toxic vapour detection
I - Indirect or closed, as described in 13.2.2.1
an .2
С - Indirect, or closed, as described in 13.2.2.1, .2
and .3
R - Indirect, closed or restricted as described in
13.2.2.1, .2, .3 and .4
Non-toxic and non-flammable gases such as:
dichlorodifluoromethane (1028)
dichloromonofluoromethane (1029)
dichlorotetrafluoroethane (1958)
monochlorodifluoromethane (1018)

monochlorotetrafluoroethane (1021)

monochlorotrifluoromethane (1022)
Unless otherwise specified, gas mixtures containing less than 5% total acetylenes may be
transported with no further requirements than those provided for the major components.
 Independent tank type С

Control of vapour space

within cargo tanks
IMO's List of Products

required
/

Ship Type

Gauging

MFAG table no.

UN number

Vapour detection
Special requirements

Product name

a b c d e f g h i

Acetaldehyde 1089 2G/ - Inert F+T С 300 14. 4. 3, 14. 4. 4 1 7 . 4 . 1 17.6.1

2PG
Ammonia, anhydrous 1005 2G/ - - Т С 725 14.4.2 14.4.3 14.4.4
2PG 1 7 . 2 . 1 17. 1.3
Butadiene 1010 2G/ - - F+T R 310 1 7 . 2 . 2 1 7 . 4 . 2 1 7 . 4 . 3 17.6
2PG 17.8
Butane 1011 2G/ - - F R 310
2PG
Butane-propane 1011/ 2G/ - - F R 310
mixtures 1978 2PG
Butylenes 1012 2G/ - - F R ЗЮ
2PG
Chlorine 1017 1G Yes Dry Т I 740 14. 4, 17. 3. 2 17. 4. 1, 17. 5
1 7 . 7 17. 9, 17. 14
Diethyl ether* 1155 2G/ - Inert F+T С 330 14.4.2,14.4.3,17.2.6,
2PG 1 7 . 3 . 1 1 7 . 6 . 1 17.10
17.11 1 7 . 1 5
Dimethylamine 1032 2G/ - - F+T С 320 14.4.2, 14.4.3 14.4.4 1 7 . 2 . 1
2PG
Ethane 1961 2G - - F R 310
Ethyl chloride 1037 2G/ - - F+T R 340
2PG
Ethylene 1038 2G - - F R 310
Ethylene oxide 1040 1G Yes Inert F+T С 365 14.4.2 14.4.3 14.4.4 14.4.6
17. 2. 2, 17. 3. 2, 17. 4. 1 1 7 . 5
1 7 . 6 . 1 17. 16
Ethylene oxide- 2983 2G/ - Inert F+T С 365 14. 4. 3, 17. 3. 1 1 7 . 4 . 1
propylene oxide 2PG 1 7 . 6 . 1 17. 10 17.11 17.20
mixtures with
ethylene oxide content
of not more than 30%
by weight*
isoprene* I2I8 2G/ - - F R 310 14 .4. 3, 17. 8, 17.10 17.12
2PG
Isopropylamine* 1221 2G/ - - F+T С 320 14.4.2, 14.4.3, 17.2.4 1 7 . 1 0
2PG 17.11, 17.12, 17.17
Methane (LNG) 1972 2G - - F С 620
Methyl acetylene- 1060 2G/ - - F R 310 17.18
propadiene mixtures 2PG
Methyl bromide 1062 1G Yes - F+T С 345 14.4, 17.2.3 1 7 . 3 . 2 1 7 . 4 . 1
1 7 . 5 17. 9
Methyl chloride 1063 2G/ - F+T С 340 17.2.3
2PG
Monoethylamine* 1036 2G/ - - F+T С 320 14.4.2, 14.4.3, 14.4.4 1 7 . 2 . 1 ,
2PG 1 7 . 3 . 1 , 1 7 . 10, 17.11, 17.12, 17.17
Nitrogen 2040 3G - 0 С 620 17.19
Pentanes (all 1265 2G/ - - F R 310 14.4.4, 17.10 17.12
isomers) * 2PG
Pentene (all isomers)* 1265 2G/ - - F R 310 1 4 . 4 . 4, 17.10, 17.12
2PG
Propane 1978 2G/ - - F R 310
2PG
Propylene 1077 2G/ F R 310
2PG
Propylene oxide* 1280 2G/ Inert F+T С 365 14.4.3 17.3.1 17.4.1 17.6.1
2PG 17.10 1 7 . 1 1 17. 20
Refrigerant gases (see 3G R 350
notes)
Sulphur dioxide 1079 1G Yes Dry Т С 635 14.4 1 7 . 3 . 2 1 7 . 4 . 1 1 7 . 5 1 7 . 7
17. 9
Vinyl chloride 1086 2G/ F+T С 340 14.4.2 14.4.3 1 7 . 2 . 2 1 7 . 2 . 3
2PG 1 7 . 3 . 1 , 1 7 . 6 , 17.21
Vinyl ethyl ether* 1302 2G/ Inert F+T С 330 14.4.2 14.4.3 1 7 . 2 . 2 17.3.1
2PG 1 7 . 6 . 1 17.8 17.10 17.11 1 7 . 1 5
Vinylidene chloride* 1303 2G/ Inert F+T R 340 14.4.2 14.4.3 1 7 . 2 5 17.6.1 17.8
2PG 17 .10 17.11

* This cargo is also covered by the IBC Code.

Operational requirements:
The IGC-code also carries a few operational requirements, which are briefly mentioned in the following:

• During the use of bow or stern loading arrangements, all doors ,ports and other openings on the
corresponding superstructure or deckhouse side must be kept closed.(3.8.4)
• Deck openings and air inlets to spaces within distances of 10 m from the cargo shore connection should
be kept closed during the use of bow or stern loading arrangements. (3.8.5)
• The administration may allow certain cargoes to be vented to the at mosphere at sea. This may also be
permitted in port with the permis sion of the port Administration. (7.1.1.5)
• Pressure relief valves should be set and sealed by a competent authority acceptable to the
Administration and a record of this action, including the values of set pressure should be retained
aboard the ship. (8.2.5)
• The changing of auxiliary setters for pressure relief valves should be carried out under the supervision
of the master in accordance with approved procedures. Changes in set pressure should be recorded in
the ship's log and a sign posted in the cargo control room, if pro vided, and at each relief valve,
stating the pressure. (8.2.7)

• Where inert gas is also stored for firefighting purposes, it should be carried in separate containers and should not be
used for cargo services. (9.4.2)
• Provision should be made to ventilate compressor rooms, pump rooms etc. prior to entering the compartment and a
warning note requiring the use of such ventilation should be posted outside the compartment. (12.1.1)
• Spare parts should be carried for the ventilators used (12.1.10)
• Level, pressure and temperature instruments for the cargo tanks should be tested and recalibrated at regular
intervals. Test procedures should be approved by the administration.(13.1.4)
• Chapter 14, dealing with "Personnel protection" has quite a few operational remarks.
• 15.1 and 15.2 deals with filling limits for cargo tanks.
• Chapter 17 - "Special requirements" has a lot of operational requirements related to specific products.
• Chapter 18 "Operating requirements" deals with "Cargo information", "Compatibility", "Personnel training",
"Entry into spaces", "Carriage of low-temperature cargoes", "Protective equipment", "Systems and controls" and
"Cargo transfer operations".

Special products

The Tanker Safety Guide (liquefied gas) contains, among a lot of (other) useful information, also data sheets for all the products that
normally are carried on board gas tankers.
The data sheets give all the necessary chemical and physical details that will enable the ship to transport the product safely, and
normally the information found here is sufficient.

However, some products require special attention due to their reactivity hazards which could be: self reactivity, reactivity
with air, reactivity with other products or materials. In the following some products are mentioned that require special attention,
and further information should be obtained.
Cargo Compatibility
If chemicals are mixed in tanks or pipelines, the resulting chemical reaction might be very violent, high temperatures or pressure
might arise or dangerous substances or vapours might be evolved.

US Coast Guard, Department of Transportation has regulated this problem in the Code of Federal Register, 46 CFR 150.
This chapter 46 CFR 150 deals with the problem of incompatible cargoes carried primarily on chemical tankers but also with
cargoes carried on gas tankers as well. The subject is of cause more relevant to chemical tankers as it is to gas tankers, because:

• The number of cargoes, required to be carried in chemical tankers only, is several hundred, compared to less
than 30 cargoes, which require to be carried in gas tankers.

• Due to the construction of the gas tankers with the use of independent tanks and to a great extent having
segregated piping systems, the problem with incompatible cargoes is to a great extent already solved at the
construction stage.
But, to keep the record straight, the following will explain how to use 46 CFR 150 if it becomes necessary to deal with
compatibility of cargoes. That could especially be relevant when changing from one cargo to another, with the risk of mixing
cargo residues in pipings. The problem could also occur when the ship for instance carries two or more uncooled cargoes. Some
gascarriers with stainless tanks can also carry a wide range of chemicals and for these ships, the compatibility problem is quite
relevant.

The cargoes are divided into chemical groups or families and group numbers 1 - 22 represent reactive chemicals, while 30 - 43
are products that do not react mutually with each other. The missing numbers are reserved for future extensions of the chart.

If you wish to investigate whether two cargoes are compatible or not, you must find the group numbers in table 1. This
comprehensive table contains all chemicals in bulk and also gasses. Below is shown an extract from the table giving most of the
common gasses:

Coast Guard, DOT Pt. 150, Table I

TABLE I-ALPHABET1CAL LIST OF CARGOES

Chemical name Group No. Chris Related CHRIS codes

Acetaldehyde 19 code
AAD

Ammonia, anhydrous 6 AMA

Butadiene 30 BDI
Butane 31 BMX IBT/BUT
Butene see Butylene 30 IBL/BTN
Chlorine '0 CLX
Diethyl ether see Ethyl ether 41 EET
Dimethylamine 7 DMA
Ethyl chloride 36 ECL
Ethylene 30 ETL
Isoprene 30 IPR
Methyl chloride 36 MTC
Propane 31 PRP
Propylene 30 PPL
Propylene oxide 16 POX
Vinyl chloride 35 VCM
Vinyl ethyl ether 13 VEE

If both group numbers are between 30 and 43 incl. the products are compatible, and it is then not necessary to use the chart.
See figure 1 on next page.
If both group numbers are not between 30 and 43 you enter with one group number in the left side and the other from the top of
the chart.

An "X" in the chart means that the two products are not compatible with each other, unless informed otherwise in the Appendix
1 - "Exceptions to the chart".
If the intersection is blank, there will normally be no problem with compatibility, but there might be exceptions which also are
mentioned in App. 1.
A footnote "2" in table 1 means that the substance should be checked further in App. 1.

If two or more non compatible cargoes have to be loaded, they should be separated from each other by two barriers such as a
cofferdam, an empty tank, a piping tunnel or a tank containing a cargo compatible with both other cargoes. Isolation across a
cruciform joint is equivalent to isolation by two barriers.
Also the piping and venting system from the two incompatible cargoes has to be separated by e. g. removing a valve or spool
piece and blanking off the pipe ends or installing two spectacle flanges in series with a means of detecting leakage into the
pipe between the spectacle flanges. A "Seutelven" valve is usable.
The US Coast Guard regulations apply in US waters only, but are widely used in other parts of the world, also in Europe.
 Coast Guard, DOT § 150.170
FIGURE 1 - COMPATIBILITY CHART

Ammonia (anhydrous) NНз

Use and hazards
Most extensive use is in soil fertilisation. This application is used in the form of salts, nitrates and urea. Ammonia also
serves as a starting material for the production of many commercially important nitrogen compounds.
Ammonia is highly soluble in water, forming an alkaline solution called ammonium hydroxide. If water is introduced into a
tank containing ННз vapour the tank pressure might drop very quickly to an unacceptable level below zero, maybe close to
absolute vacuum depending on the amount of water, and especially if the water is introduced through spraylines. Moreover,
it becomes highly reactive when dissolved in water and readily combines with many chemicals. Ammonia is easily
liquefied by compression
or by cooling to about -33° C. In returning to the gaseous state, it absorbs substantial amounts of heat from its surroundings (i.e.,
one gram of ammonia absorbs 327 calories of heat). Because of this property, it is frequently employed as a coolant in re-
frigerating and air-conditioning equipment.

Ammonia is a highly reactive chemical. The commercial grade has a min. purity of 99,5% and a "refrigeration grade" at a min.
of 99,95%. The major contaminants are water and oil. Also the presence of hydrocarbon gases is not desired and there are
strict specifications about the max. hydrocarbon content. The reverse is even worse as the max. NНз content in butane and
propane is about 5 PPM (NНз attacks brass, copper and its alloys).
Besides the purging from ammonia is extremely difficult as it retains in moist rust on the inside of the tanks. The explosion
limits of ammonia are from 16 to 25% vol. in air. The max. Oxygen content below which no mixture is inflammable is 15%.
The use of inert gas generators is to be avoided since ammonia reacts with CO2 to form a white salt: ammonium carbamate.
The relative density of ammonia to air is 0,597. Effects in Man
Ammonia acts principally on the upper respiratory tract, where it exerts an alkaline. It produces respiratory reflexes such as
coughing and arrest of respiration. It affects the conjunctiva and corona immediately. Inhalation causes acute inflammation of the
respiratory organs, cough, oedema of the lungs, chronic bronchial catarrh, secretion of salvia and retention of urine.
Liquid ammonia causes immediate chemical burn to unprotected skin.

Butadiene

Uses
1,3-Butadiene is used in the production of rubber and plastics. It is also used in co-polymers including acrylics.
Reaction
Butadiene is a very reactive chemical gas, but the two reactions which normally cause problems, that arise during manufacturing and
transport, are formation of dimers and polymerisation (i.e. the self reaction of butadiene) and peroxide formation (reaction
between butadiene and oxygen).
Polymerisation
Two forms of butadiene polymers are known: One is a rubbery, sticky, soluble liquid and the other is the viscous resinous
insoluble solid known as "popcorn polymer".

The refrigeration equipment shall be regularly inspected for signs of polymer formation. If the rubbery substance is detected it
may be removed by a suitable solvent but if "popcorn polymer" is found, the only alternative is disassembling and a mechanical
cleaning of the affected area. The polymerisation-process which has caused the "popcorn polymer" can be sufficiently exothermic
to become self-increasing, and the pressure, which is a result of "popcorn polymer" can easily deform a steel plate as thick as
1/2". Polymers from butadiene do not in itself pose any risk of explosion but they can contain peroxides, which do
possess explosive properties.
Peroxides
Peroxides from butadiene is a family of chemicals formed by the reaction between butadiene and oxygen. They are all
unstable, liable to explode and extremely dangerous. An effective inhibitor to prevent the polymerisation and formation of
peroxides is tertiary butyl catecol (TBC) which is added in an amount of about 100 ppm. The inhibitor does not boil off with
the cargo, so condensate from the reliquefaction plant is unhibited. If the uninhibited condensate subsequently is exposed
to even a small amount of oxygen then there is a great risk of the formation of polymer and perox ides. It should be noted
that rust could act as a source of oxygen and as a catalyst to this reaction. Normally max 60°C hot gas is recommended and
thermostate should be adjusted accordingly.
In chapter 17 of the IGC Code the problem of uninhibited liquid is dealt with:

...17.4.2 For a ship engaged in the carriage of products which readily form dangerous peroxides,
recondensed cargo should not be allowed to form stagnant pockets of uninhibited liquid. This
may be achieved either by:
.1 using the indirect system described in 7.2.4.2 with condenser inside the cargo tank;or

.2 using the direct system or combined system described in:7.2.4.1jand .3 respectively, or the indirect system described
in 7.2.4.2 with the condenser outside the cargo tank, and designing the condensate system to avoid any places in which
liquid could collect and be retained. Where this is impossible inhibited liquid should be added upstream of such a place.

..17.4.3 If the ship is to carry consecutively products as specified in 17.4.2 with a ballast passage between, all
uninhibited liquid should be removed prior to the ballast voyage. If a second cargo is to be carried between such
consecutive cargoes, the reliquefaction system should be thoroughly drained and purged before loading the second cargo.
Purging should be carried out using either inert gas or vapour from the second cargo, if compatible .Practical steps should
be taken to ensure that polymers or peroxides do not accumulate in the cargo system.

In operation manuals for ships' reliquefaction units there will probably be instructions in how to avoid polymerisation of
butadiene in the condensate system. The following is an example from the Operation Manual for a ship built in 1996:
"When butadiene is being reliquefied, the cargo compressor sucks vapour from the tank. This vapour is pure
butadiene without inhibitor. It is liquefied in the condenser. Liquid butadiene without inhibitor tends to
polymerise, especially at elevated temperatures. During continuous reliquefaction process, the butadiene
condensate stays only for a short time in the condensate system, so there is no danger of polymerization.
When the reliquefaction is stopped and the condensate within the condenser and condensate piping is drained
as much as possible back into the cargo tank, some butadiene condensate remains in the condenser and in the
conden-sate piping. To avoid polymerisation, these sections have to be purged with inhibited butadiene liquid
from the cargo tank.
Start a deepwell pump with discharge via the loading line back into the same tank. Adjust the flow to obtain a
flow larger than the minimum allowable flow of the deepwell pump. Use the bypass line at the BP (via H
05005, H 05016) to supply inhibited butadiene to the condenser. The butadiene liquid now left in the
condensate system is inhibited.
The condenser is to be filled up to a liquid level of 75 %. The condenser's level has to be monitored very
carefully.
The liquid from the condenser is to be drained back into the cargo tank through the condensate line via
the condenser's level control valve.(LV 50503 to the stripping line).
The inhibitor used in butadiene and C4 containing butadiene is as mentioned normally tertiary butyl catecol (TBC). If too
much inhibitor has been added in the loading port, it may be difficult to remove the surplus inhibitor during the subsequent
tank cleaning.

Circulation of the cargo for a few hours each day during the laden voyage reduces the risk of surplus inhibitor sticking to the tank
surface. Circulation shall be through the upper spray line.

Water solubility
Water is soluble in butadiene, particularly at high temperatures and the figure below will illustrate this effect. In this diagram the
figures quoted are for the purpose of illustration only. As can be seen, on cooling water-saturated butadiene the solubility of the
water decreases and water will separate out as droplets. For instance, on cooling water-saturated butadiene from +15°C to
+5°C approximately 100 ppm of free water separates out. On this basis, for a 1000 m 3 tank, 0.1 m 3 of free water would
require to be drained from the bottom of the tank. On further cooling to below zero this layer of water increase in depth and
freeze.
Venting
It is seen from the above that is very essential that tanks, piping and equipment со taining liquid or vapour from butadiene is
not exposed to air in connection with f instance a gas freeing operation as this exposure might cause an explosion.
To illustrate the seriousness of this problem the following telexes is self-explaining:

Tank venting hose:

During tankcleaning and venting ammonia using flex-hoses on m.t. "xxxx" the hose caught fire.
The hose had been rigged aft and venting started up.
Shortly after the hose disintegrated completely, generating strong heat and smoke, and it selt-ignited
spontaneously.
The hose had previously been used for tankcleaning after butadiene and was covered inside with
butadiene/inhibitor residues.
Hose type: Plastic venting hose - harmonica type.
Preliminary investigations indicate cause of incident to be water in hose absorbed by Ammonia which generates
heat.
Above mentioned hose type must until further not be used for venting ammonia unless thoroughly dried.
The incident is now being investigated further by Nautical Dept
--END OF TELEX—

Tank venting hose

Our investigations have sofar disclosed following:
Hose is type MC-PE, which is resistant to ammonia and BTD.
Reaction between Water and ammonia rapidly generates heat/ even with water only present as vapour. It seems
that water vapour collecting on inside of hose can have generated heat by reacting with ammonia (which was
introduced in the hose at a concentration of 100%) of sufficient intensity to ignite remains of BTD and polymers
present in the hose from last tankcleaning which was from BTD.
To prevent risk of fire when using this hose in future following precautions are to be taken.
1. Hose should be clean from remains of other cargoes from previous tankcleaning operations
2. To minimise amount of water vapour collecting on inside of hose, it should be taken on deck at least 5 hours
before being put to use, thereby giving it time to attain ambient temperature.
3. Preferably, hose used for venting ammonia should not be used for cleaning after other cargoes
--END OF TELEX—

Butylenes
Under this name, four different chemical products can be listed.:
• 1-butene, (Raff 1)
• cis-2-butene
• trans-2-butene, and
• mixed isomers of butene (butylene)

These products can be shipped as pure grades or as mixtures and often in combination with butadiene. The product "Crude C4"
is a mixture of mainly 1,3-butadiene often in the range of about 50%, a few per cent of n-butane and the rest is different
isomers of butene (butylene).
Handling
Butylene is not considered a "difficult product" to handle. The IGC Code has no special requirements to the transport of
butylenes. Depending on the purity of the grade or the kind of mixture to be loaded, special commercial requirements can be
made. The isomers come in different purities, where "Research Grade" of 1-butene has a typical purity of 99.9 mole%. This
grade is normally furnished with a statement of purity. The "C.P. Grade" of 1-butene has a minimum purity of 99,0 mole%.
Small amounts of isobutylene and 1,3-butadiene are present as impurities. A previous cargo of chlorinated hydrocarbons, like
VCM will have to be removed to low concentrations before loading of butene.
The flammability limits of the different grades are within 1.5 - 10% v/v.
The oxygen content allowed before loading is not only a function of the explosion limits but also of the reactivity of one of
the components with air, -in most cases a max. of 0.5% oxygen is taken.

Isoprene
Under normal circumstances isoprene is a liquid (boiling point 34°C), but due to strict safety precautions it is usually
transported in gas tankers. Isoprene is transported in inhibited state.
An isoprene molecule is in fact a 1,3 butadiene molecule with a methyl radical at tached to carbon atom number 2 in the
"butadiene chain". Thus many of the safety aspects relating to butadiene also apply to isoprene.

Even though the IGC Code and the Tanker Safety Guide do not require/recommend inerting, the tanks are often inerted with
nitrogen to a max. oxygen content of 0.2 -0.3 % prior to loading, or at least before departure from the loading port (padding).
Tanks containing isoprene must be totally segregated from the reliquefaction plant.
No detector tubes (Drager Tubes) are available for testing isoprene vapours. Nevertheless Chloroprene tubes may be used for
detecting isoprene, but the tubes will only indicate whether there is isoprene vapours in the atmosphere or not, and not show the
concentration in parts per million.

Propylene
Propylene is shipped in different purities. The "Research Purity Grade" or Polymer Grade propylene is of the highest purity that is
available. A typical purity of the liquid phase is 99.7 mole % minimum. The purity in other grades can be as low as 70%, which
is found in some Refinery Grade propylene. Propylene RG will also often cause problems with ice formation as described for
Butadiene.
Propylene is used principally in organic synthesis to produce the following materials: acetone, isopropylbenzene, isopropyl alcohol
and propylene oxide. Propylene is also being polymerised to form polypropylene plastic.
The IGC Code' and Tanker Safety Guide do not have special requirements to the transport of propylene in excess of what
applies to other flammable cargoes.

For transport of low purity grade of propylene tanks are often gassed up with propane in stead of propylene before
commencement of loading.

Vinyl Chloride Monomer (VCM)

Vinyl chloride is shipped with a minimum purity of 99.9 mole % in its liquid phase. VCM is used as an intermediate in organic
synthesis and for the production of plastics by polymerisation.
For shipping purposes inhibitors are added and parameters which influence peroxide formation such as oxygen, heat, iron and
water should be controlled. The dew point of the tank atmosphere must be below minus 40°C.
Therefore the IGC Code in chapter 17 deals with "Exclusion of air from vapour spaces" and the relevant paragraphs are
shown below:

17.6 Exclusion of air from vapour spaces

Air should be removed from the cargo tanks and associated piping before loading arid then subsequently excluded by:

.1 introducing inert gas to maintain a positive pressure. Storage or production capacity of the inert gas should be
sufficient to meet normal operating requirements and relief valve leakage. The oxygen content of inert gas should at
no time be greater than 0.2% by volume; or
.2 control of cargo temperatures such that a positive pressure is maintained at all times.

17.21 In cases where polymerisation of vinyl chloride is prevented by addition of an inhibitor, 17.8 is applicable. In
cases where no or insufficient inhibitor has been added, any inert gas used for the purposes of 17.6 should contain not
more oxygen than 0.1% . Before loading is started, inert gas samples from the tanks and piping should be analysed. When
vinyl chloride is carried, a positive , pressure should always be maintained in the tanks/also during ballast voyages between
successive carriages.

As for butadiene temperature should be kept low in the reliquefaction process. The temperature of the vapour should be kept below
60° C, but for a short period (in compressors) a maximum of 90° С can be allowed.
Previous cargoes of hydrocarbon gases can be allowed in certain concentrations with the exception of butadiene.
Note that gas detection equipment having filaments with a high temperature can not be used in high concentrations of VCM
vapours. The VCM vapours polymerising on it will destroy the filament in the explosimeter and the Gascope.

Sulphur Compound Contamination of LPG Cargoes.

During the last years some 15 large cargoes of LPG (mainly propane) which were within specification when loaded on board,
were found off specification on arrival at the discharge port.
These cargoes were found unacceptable to the cargo buyer and had to be sold at reduced price to different receivers willing to
accept the product as it was. Furthermore, after discharge, the ships had to carry out very extensive tank cleaning operations to
remove all traces of pollutants. The cost of re-routing, demurrage, time loss and compensation claims from the original receivers
amounted to very large sums and created long and costly litigation cases.
The feeling in the industry is that many more cargoes are in the same situation, particularly smaller size shipments (one estimate
referred to 5% of all shipments of LPG), but it may be that these problems are not discovered due to inaccurate testing or no
testing at all. The following is an extract from a SIGTTO - paper, dealing with Sulphur Compound Contamination:
Causes
The specification of LPGs is defined by different organisations, each having its own values and test methods. Among the best
known are British Standards (BS) and the American Society for Testing of materials (ASTM)
These usually include the following:-
BS ASTM
Method Result (Max) Method Result (Max)
Total Sulphur (mg/kg) BS5379 200 D2784-92 50
Mercaptan Sulphur (mg/kg) BS 2000 50 D2838 40
Copper Corrosion BS6924 1 D1838-91 1
3 3
Hydrogen Sulphide (cm /m ) BS425 0,5 D2381/D2420-9 Nil

Contaminations are usually caused by elemental sulphur or sulphur compounds, or a mixture of both, being present in various
quantities in the cargoes. The test generally used to demonstrate the corrosive condition of LPG is the copper corrosion test
The sulphur compounds, which are mainly responsible for failure of the copper corrosion test, are:

• Sulphur, Elemental Sulphur

• Methyl Mercaptan
• Ethyl Mercaptan
• Hydrogen Sulphide
• Polysulphide
Each of these products, when mixed with LPG cargoes, can on its own cause failure of the copper corrosion test. However,
they can also interact with each other to enhance or sometimes inhibit the corrosive situation.
Reasons
Extensive laboratory tests carried out by the industry have found the following:

• Elemental Sulphur (S) can cause failure of the copper corrosion test from concentrations of 10 ppm upwards.

• Hydrogen Sulphide (H2S) can cause failure of the copper corrosion test from concentrations of 0,5 ppm upwards.

• Mercaptan alone can cause failure of the copper corrosion test from concentrations of 100 ppm and above.
• Hydrogen Sulphide can react with Iron Oxide from walls of the tank to createIron Sulphide and Elemental Sulphur
The situation is further aggravated by the presence of moisture or soot which can act as a catalyst and accelerate these
reactions.
• Elemental Sulphur originating from a previous cargo can apparently accumulate on the rusty surface of tanks and
combine with the sulphur compounds of a new cargo to make that cargo fail the corrosion test.

• Inert gas is also a problem with respect to its quality. Depending on the fuel used and the combustion adjustments,
inert gas can contain traces of SOx, Hydrogen Sulphide, Carbon Sulphide and some soot

• The presence of 0,5 ppm of Ammonia can cause failure of the copper corrosion test
What to do?
A recent paper on the subject suggested the following conclusions :-

• To be safe no Sulphur Compounds should be present or only in very small quantities. No H:S should be present.
• If any Sulphur Compounds are present, the propane should be dry.

• Mixing propane from two sources, both of which passed the copper corrosion test, may result in a failure.

• Changes in Sulphur Species may occur during the voyage, under certain conditions.

It seems that the copper corrosion test, which is presently widely accepted, as guarantee of quality is not sufficient to ensure that a
cargo does not contain undesirable components.

In order to eradicate the substantial risks which exist and which, for the moment, are entirely supported by the carrier, there
should be close co-operation between the loading terminal, the carrier and probably also the receiver, to ensure that cargoes
loaded on ships are not presenting a risk which the ship cannot control. This co-operation should extend to the following:-

- To establish clear specification for the product to be loaded including maximum safe limits for each Sulphur Compound
known to be a potential source of trouble.

- To confirm the good condition of the ship’s tank atmosphere before loading

- To establish an agreement to take samples of cargo during loading, including clear specification of the number of
samples, the sample locations, the sampling technique and the supervision by an agreed Surveyor.

- The laboratory in which the samples are analysed should be agreed by all parties, a swell the possibility for each party to
take samples for independent analysis if required.

6. SPECIAL REQUIREMENTS FOR DIFFERENT CARGOES

6.1 Special Requirements for Propvlene Oxide

When the above-mentioned product is to be transported, the "Special Requirements" according to

 IMO Chapter 17.20, have to be fulfilled. See the enclosed- copy of these requirements in Para.
6.1.1 and requirements in Para. 6.3.

Some of these requirements - as applicable for this vessel - have been described in the following pages.

6.1.1 IMO Requirements for P.O.

17.20 Propylene oxide and mixtures of ethylene oxide-propylene oxide with ethylene oxide content of not more
than 30% by weight
17.20.1 Products transported under the provisions of this section should be acetylene-free.

17.20.2 Unless cargo tanks are properly cleaned, these products should not be carried in tanks which have
contained as one of the three previous cargoes any product known to catalyse polymerization, such as:
.1 anhydrous ammonia and ammonia solutions;
.2 amines and amine solutions;
.3 oxidizing substances (e.g. chlorine).
17 20 2 2 Before loading, tanks should be thoroughly and effectively cleaned to remove all traces of previous cargoes from
tanks and associated pipework, except where the immediate prior cargo has been propylene oxide 01 ethylene oxide-propylene oxide
mixtures. Particular care should be taken in the case of ammonia in tanks made of steel other than stainless steel.
17.20.2.3 In all cases, the effectiveness of cleaning procedures for tanks and associated pipework should be
checked by suitable testing or inspection to ascertain that no traces of acidic or alkaline materials remain that might
create a hazardous situation in the presence of these products.
17.20.2.4 Tanks should be entered and inspected prior to each initial loading of these products to ensure freedom
from contamination, heavy rust deposits and any visible structural defects. When cargo tanks are in continuous service
for these products, such inspections should be performed at intervals of not more than 2 years.

17.20.2.5 Tanks for the carriage of these products should be of steel or stainless steel construction.
17.20.2.6 Tanks which have contained these products may be used for other cargoes after thorough cleaning of
tanks and associated pipework systems by washing or purging.

17.20.3.1 All valves, flanges, fittings and accessory equipment should be of a type suitable for use with these
products and should be constructed of steel or stainless steel or other material acceptable to the Administration. The
chemical composition of all material used should be submitted to the Administration for approval prior to fabrication.
Discs or disc faces, seats and other wearing parts of valves should be made of stainless steel containing not less than
11 % chromium.
17.20.3.2 Gaskets should be constructed of materials which do not react with, dissolve in, or lower the autoignition
temperature of these products and which are fire-resistant and possess adequate mechanical behaviour. The surface
presented to the cargo should be polytetrafluoroethylene (PTFE) or materials giving a similar degree of safety by their
inertness. Spirally-wound stainless steel with a filler of PTFE or similar fluorinated polymer may be accepted by the
Administration.
17.20.3.3 Insulation and packing if used should be of a material which does not react with, dissolve in, or lower the
autoignition temperature of these products.
17.20.3.4 The following materials are generally found unsatisfactory for gaskets, packing and similar uses in
containment systems for these products and would require testing before being approved by the Administration:
.1 Neoprene or natural rubber if It comes into contact with the products;
.2 Asbestos or binders used with asbestos;
.3 Materials containing oxides of magnesium, such as mineral wools.

17.20.4 Riling and discharge piping should extend to within 100 mm of the bottom of the tank or any sump pit.

17.20.5.1 The products should be loaded and discharged in such a manner that venting of the tanks to atmosphere
does not occur. If vapour return to shore is used during tank loading, the vapour return system connected to a
containment system for the product should be independent of all other containment systems.

17.20.5.2 During discharging operations, the pressure in the cargo tank should be maintained above 0,07 bar gauge.
17.20.5.3 The cargo should be discharged only by deepwell pumps, hydraulically operated submerged pumps, or
inert gas displacement. Each cargo pump should be arranged to ensure that the product does not heat significantly if the
discharge line from the pump is shut off or otherwise blocked.

17.20.6 Tanks carrying these products should be vented independently of tanks carrying other products. Facilities
should be provided for sampling the tank contents without opening the tank to atmosphere.
17.20.7 Cargo hoses used for transfer of these products should be marked "FOR ALKYLENE OXIDE TRANSFER
ONLY".
17.20.8 Hold spaces should be monitored for these products. Hold spaces surrounding type A and В independent
tanks should also be inerted and monitored for oxygen. The oxygen content of these spaces should be maintained below
2%. Portable sampling equipment is satisfactory.

17.20.9 Prior to disconnecting shore-lines, the pressure in liquid and vapour lines should be relieved through
suitable valves installed at the loading header. Liquid and vapour from these lines should not be discharged to
atmosphere.

17.20.10 Tanks should be designed for the maximum pressure expected to be encountered during loading, carriage
or unloading of cargo.
17.20.7 Tanks lor the carriage of propylene oxide with a design vapour pressure of .less than 0,6 bar and tanks for the carriage of
ethylene oxide-propylene oxide mixtures with a design vapour pressure of less than 1,2 bar should have a cooling system to maintain
the cargo below the reference temperature. For reference temperature see 15.1.4.1.

17.20.8 Pressure relief valve settings should not be less than 0.2 bar gauge and for type С independent cargo tanks not greater than
7,0 bar gauge for the carriage of propylene oxide and not greater than 5,3 bar gauge for the carriage of ethylene oxide-propylene oxide
mixtures.

17.20.13.1 The piping system for tanks to be loaded with these products should be completely separate from piping systems for all
other tanks, including empty tanks, and from all cargo compressors. If the piping system for the tanks to be loaded with these
products is not independent as defined in 1.3.20 the required piping separation should be accomplished by the removal of spool
pieces, valves, or other pipe sections and the installation of blank flanges at these locations. The required separation applies to all liquid
and vapour piping, liquid and vapour vent lines and any other possible connections such as common inert gas supply lines.

17.20.13.2 The products should be transported only in accordance with cargo handling plans that have been approved by thft
Administration. Each intended loading arrangement should be shown on a separate cargo handling plan. Cargo handling plans should
show the entire cargo piping system and the locations for installation of blank flanges needed to meet the above piping separation
requirements. A copy of each approved cargo handling plan should be kept on board the ship. The International Certificate of Fitness for
the Carriage of Liquefied Gases in Bulk should be endorsed to include reference to the approved cargo handling plans.

17.20.13.3 Before each initial loading of the product and before every subsequent return to such service, certification verifying that
the required piping separation has been achieved should be obtained from a responsible person acceptable to the port
Administration and carried on board the ship. Each connection between a blank flange and pipeline flange should be fined with a
wire and seal by the responsible person to ensure that Inadvertent removal of the blank flange is impossible.

17.20.14 The maximum allowable tank filling limits for each cargo tank should be indicated for each loading temperature
which may be applied and for the applicable maximum reference temperature, on a list to be approved by the Administration. A copy
of the list should be permanently kept on board by the master.

17.20.15 The cargo should be carried under a suitable protective padding of nitrogen gas. An automatic nitrogen make-up system
should be installed to prevent the tank pressure falling below 0.07 bar gauge in the event of product temperature fall due to ambient
conditions or malfunctioning of refrigeration system. Sufficient nitrogen should be available on board to satisfy the demand of the
automatic pressure control. Nitrogen of commercially pure quality (99,9% by volume! should be used for padding. A battery of
nitrogen bottles connected to the cargo tanks through a pressure reduction valve satisfies the intention of the expression
"automatic" Jn this context.

17.20.16 The cargo tank vapour space should be tested prior to and after loading to ensure that the oxygen content is 2% by volume
or less.

17.20.17 A water spray system of sufficient capacity should be provided to blanket effectively the area surrounding the loading
manifold, the exposed deck'piping associated with product handling and the tank domes. The arrangement of piping and nozzles should
be such as to give a uniform distribution rate of 10 //rrr 1 per minute. The water spray system should be capable of both local and remote
manual operation and the arrangement should ensure that any spilled cargo is washed away. Additionally, a water hose with pressure to
the nozzle, when ambient temperatures permit, should be connected ready for immediate use during loading and unloading
operations.

6.2 Special Requirements for Butadiene

Butadiene has to be provided with an inhibitor for shipment in order to avoid polymerization.

When butadiene is being reliquefied, the cargo compressor sucks vapour from the tank. This vapour is
pure butadiene without inhibitor. It is liquefied in the condenser. Liquid but adiene without inhibi tor
tends to polymeri ze, especi al ly at elevated temperatures. During continuous reliquefaction process, the
butadiene condensate stays only for a short time in the condensate system, so there is no danger of polymeri -
zation.

When the reliquefaction is stopped and the condensate within the condenser and condensate piping is drained
as much as possible back into the cargo tank, some butadiene condensate remains in the condenser and in the
condensate piping. To avoid polymerization, these sections have to be purged with inhibited butadiene liquid from
the cargo tank.

Start a deepwel l pum p wi th di scharge via t he loadi ng line back i nto t he sam e t ank. Adjust the fl ow to
obtain a fl ow larger than the minimum allowable flow of the deepwell pump. Use t he bypass l i ne at t he B P
(vi a H 05005, H 05016) t o supply inhibited butadiene to the condenser. The butadiene liquid now left in the
condensate system is inhibited.

The condenser is t o be fi l l ed up t o a l i qui d l evel of 75 %. The condenser's level has to be monitored very
carefully.

The liquid from the condenser is to be drained back into the cargo tank through the condensate line via
the condenser's level control valve (LV 50303 to the stripping line).

6.3 Special Requirements for Acetaldehyde and Diethyl Ether

A c c o r d i n g 1 0 1 G C 1 7 . 6 . 1 , " a i r s h o u l d b e r e m o v e d from the c a r g o t a n k a n d a s s o c i a t e d p i p i n g b e f o r e

l o a d i n g , and thens u b s e q u e n t l y e x c l u d e d b y i n t r o d u c i n g i n e r t g a s t o maintain a p o s i t i v e p r e s s u r e .
Storage production capacity of the inert g a s s h o u l d b e s u f f i c i e n t t o m e e t n o r m a l o p e r a t i n g
r e q u i r e m e n t s a n d l e a k a g e o f t h e r e l i e f v a l v e . T h e o x y g e n conieni of inert gas should at no rime be greater
than 0.2% by volume."

6.4 Special Requirements for Vinyl Ethyl Ether

See Special Requirements Para 6.3 and additionally, according to IGC 17.8

"Care should be taken to ensure that the cargo is sufficiently inhibited to prevent polymerization at al times
d u r i n g t h e v o y a g e . S h i p s s h o u l d b e p r o v i d e d with a certificate from the manufacturer stating:

1 name and amount of inhibitor added

2. date inhibitor was added and the normally expected duration of its effectiveness
3. any temperature limitations affecting the inhibitor
4. the action to be taken should the length of the voyage exceed the effective lifetime of the inhibitor"

6.6 Special Requirements according to

The Marpol Convention: Ventilation Procedures

This paragraph describes special ventilation procedures for the following cargoes: acetaldehyde, isoprene
monomer, isopropylamine, monoethylamine, propylene oxide, vinyl ethyl ether, vinyl chloride, diethyl ether,
dimethylamine, ethyl chloride.

If the vessel changes grade, or the cargo tank has to be p r e p a r e d f o r i n s p e c t i o n , a l l t r a c e s o f

c a r g o , l i q u i d o r vapour, have to be removed. Inert gas or nitrogen (according to IMO Code and
charterer's requirements) from shore has to be used for the following ventilation procedures:

F o r d i s c h a r g i n g r e s i d u a l l i q u i d f r o m t a n k t o s h o r e , s e e P ara. 4.11 "S t ri ppi ng of C argo Tanks" of

t hi s Operat i on Manual. Use only inert gas or nitrogen for pressurizing the tanks. Inert gas/nitrogen can be
taken from shore.

For purging and drying of tanks and piping with inert gas or nitrogen only (only vapour gas mixture to
shore), see Para. 4.14 of this Operation Manual.

Inerting and drying of tanks and piping is completed when the product gas content of the vented gas mixture is
lower than requirements of shore authorities and of charterer.