1.Gas tankers relief valve setting why different in sailing and port.

 Independent Type A Tanks typically have 2 MARV settings; at Sea

0.25 BARG and In Harbour 0.50 BARG.
 Independent Type B Tanks typically have one fixed setting, often 0.25
BARG and never greater than 0.7 BARG.
 Independent Type C Tanks may have 2 or more MARV settings (IMO
and USCG).
At Harbour:
Account is also to be taken of an increase of vapour pressure in harbour
conditions. Because in harbour condition during loading there may be
sudden increase in pressure due to the below mentioned reason, which
may create accidents in port or nearby populated area.
 hot cargo or
 under performance of compressor (Valve Plates leaking)or
 under performance of coolers for cooling after compression (clogged)
  The auxiliary setting devices authorized by the Class are installed on the tank
tops.
 If there are authorized variable set points, verify the pressure alarm in use is
appropriate for the current MARV setting(s) and that the MARV setting(s) are
posted in the CCR and at the relief valves
 .Log entry indicates when MARV settings were changed under the supervision of
the master.
 Each cargo tank with a capacity of more than 20 m3is fitted with two relief
valves.
 Each cargo tank with a capacity of 20 m3or less, including deck tanks, is fitted
with at least one relief valve.
 Tamper-resistantseals are in place and intact.
 Relief valves are connected to the highest part of the cargo tank above the deck
(e.g.,at the vapor dome).
 Relief valves are connected to a venting system which directs the vapor upwards
(i.e.,vent mast or riser), and exitsat a height of not be less than B/3 or 6 meters,
whichever is greater, where B is the maximum breadth of the gas carrier
measured amidships.

2. Why Vapour return at ports

The provision of a vapour return facility between ship and shore at both loading and
discharging terminals depends on a number of factors such as, economics, cargo transfer
rates, distance of jetty from storage tanks, product pressures and cargo temperatures. In the
LNG trade, vapour returns are always fitted. In the LPG trade they are becoming more
common but are usually connected to the ship for safety reasons and might only be operated
if high shipboard pressures become difficult to contain. Where a vapour return facility is
available, the vapours generated during loading maybe transferred to the shore by a ship’s
compressor or vapour blower. Alternatively, a terminal vapour blower or compressor may be
used. In the latter case, loading rates are independent of the ship’s vapour return capacity,
although they may be limited by the shore reliquefaction plant capacity

3. How will u calculate total quantity in tank. Propane and butane. Vapour + liquid

The quantity of liquefied gas cargoes loaded to, or discharged from, ships is measured and
calculated in a similar manner to other bulk liquid cargoes such as crude oils and petroleum
products. This is done by finding cargo volume and cargo density and, after correcting both
to the same temperature, by multiplying the two to obtain the cargo quantity. However,
unlike most other bulk liquids carried by sea, liquefied gases are carried as boiling liquids in
equilibrium with their vapours. Furthermore, they are contained within closed systems. This
method of carriage involves the following considerations which lead to more complicated
measurement and calculation procedures than is the case for other bulk liquids.

The inclusion of vapour in cargo calculations At all times when cargo is in the tank, vapour
spaces contain the saturated vapour of the cargo liquid. The vapour evaporates from, or
condenses back into, the liquid during cargo handling and no vapour is lost to atmosphere.
The vapour is, therefore, an intrinsic part of the cargo and must be accounted for in cargo
quantification.
The difference between before and after quantities On discharge, it is common practice in
some trades to retain on board a significant quantity of liquid (heel) and its associated
vapour to keep cargo tanks cool on the ballast voyage and to provide suitable cargo
quantities for cool-down before loading the next cargo. On loading, the new cargo is added
to the heel. Alternatively, if the ship has arrived with warm tanks, bulk cargo is added to the
product put on board for tank cool-down purposes. Thus, at both discharge and loading, it is
necessary to measure the vapour and liquid content both before and after handling, in
order to find the cargo discharged or loaded.
Temperature and liquid level measurement Cargo loaded in a ship’s tank may vary in
temperature over the loading period. This may be due to cargo coming from different shore
tanks or to initial cooling of shore pipelines. Liquefied gases have comparatively large
thermal coefficients of volumetric expansion. These are some three to four times those of
petroleum products. Accordingly, the resultant variation in density of the cargo may give
rise to stratifi-cation in a ship’s tank after loading. A number of temperature sensors are
usually provided at different tank levels and it is important that all these temperature
readings are taken into account to assess accurate averages for the liquid and vapour. It is
from these average temperatures that the appropriate temperature corrections may be
applied

4. How much vapour return is given? How to check flow

Terminals usually require storage tanks to be measured for day-to-day internal ac-
counting. However, shore tank measurements for cargo loaded or received are not always
as accurate as ship measurements.

Firstly, shore storage tanks usually have greater cross-sections than the ship’s tanks.
Therefore, there can be greater inaccuracies associated with on-shore liquid level
measurement, particularly in the transfer of small cargoes.

More important is the question of vapour flow to and from a shore tank during cargo
handling. When loading a ship, in order to maintain shore tank pressure within pressure
limits, vapour flow may be from other shore storage tanks, from liquid vaporisers or from
the ship-to-shore vapour return line. Similarly, during ship discharge, vapour flow may be
from the shore tank to other shore tanks, to the shore reliquefaction plantor to the ship by
the shore-to-ship vapour return line. In cases where there is only one shore tank, the liquid
input to the tank from production run-down must also be considered. These factors add to
uncertainty in shore tank measurement.

It is, therefore, common practice to use the ship’s figures to determine cargo
volumes for custody transfer at both loading and receiving terminals. Because of this, some
customs authorities require the ship’s tank calibration tables to be certified by an approved
classification society or by suitable independent cargo surveyors.

On loading, it is important to take account of the density of the liquid heel in each
ship’s tank. If this is appreciably different from the density of the cargo to be loaded, then,
the density of the liquid in the ship’s tanks after loading may be significantly affected.