TRANSPORTATION

OF
CONDENSED GASES
BY
SEA

--------~ - -- ---
DnMG Letter 4 2

CONTENTS

Page
CARGO CALCULATIONS . 3
Maximum allowed Filling Limit , . 3
Filling Limit for Propane (Curve) . 8
Cargo Calculation Report . 13
Cargo Calculation Report (Example) . 14
Explanation for Use of Cargo Calculation Report . 15
Correction for Density Effect on Floaters . 16
Correction for Gauge Tape . . . . . . . . . . . . . . • . . . . . . . . . . 17
Correction for Tank Shrinkage . 18
Sounding Tables . 19
Volumetric Shrinkage Factor for Steel . 23
ASTM Table No. 54 - Volume Reduction Factors ._., .. 24
ASTM Table No. 21 - Specific Gravity to Density . 25
A Simpler Cargo Calculation . 26
Exercises . _ _ _ . 27

RULES, REGULATIONS AND PUBLICATIONS . 30

Tanker Safety Guide (ICS) Liquefied Gas . 30
International Maritime Dangerous Goods Code . 30
U.S. Coast Guard Chemical Data Guide . 31
International Maritime Organisation . 31
The SOLAS Convention _ _ . 32
The Norwegian Ship Control Rules . 32
Registro Italiano NAvale (RINA) . 33
Nippon Kaij i Kyokai _ . 33
Specical Rules for other Nations . 33
Standard of Training, Certificate and Watckeeping . 34
Fire Extinguishing Equipment for Gas Ships . 35
Summary of Minimum Requirements (Fig.) " " " " " " 37
Personal Equipment _ . 39
Protection from Suffocation ......•....•........... 40
Fire Safety Plan . 42
Fire Warning System . 43
Fire Pumps, Fire Mains, Hydrants, Hoses and Spray. 43
Powder Extinguishing Installation . 44
Portable Powder Extinguisher . 45
Choice of Extinguishing TyPe . 46
Fire Extinguishing . 47
Fire Extinguishing Tactics . 48
Fire Extinguishing Techniques . 49
Causes of Fires . 49
Fire Prevention On Board . 51
Port Regulations _ . 52
Example of Port Regulations/Check List . 54
Exercises . _ _ . 58

ANSWERS TO THE EXERCISES . 60

CORRESPONDENCE EXERCISES . 65

-----"----
DnHG Letter 4 3

CARGO CALCULATIONS

The required accuracy of the methods for cargo calculation for

condensed gases in bulk varies depending upon the type of cargo.
charter party. shipper/receivers requirements etc.

In this letter problems and examples on how to solve these

problems are given. The calculating methods are made as accurate
as possible to satisfy strict requirements.

Corrections that are not shown in the following examples (e.g.

correction for list) and other conditions can of course be used
in another form of cargo calculation report, other than that
shown in this letter.

Most charterers and gas ship companies use their own cargo
calculation reports ("Cargo records").

MAXIMUM ALLOWED FILLING LIMIT

The "maximum allowed filling" is the volume of liquid (the gas in

liquid phase) in a tank at a set time depending upon the tempera-
ture/density of the liquid, the tank safety-valve set point and
the type of cargo.

If the rules for "maximum allowed filling" are followed during

loading, the volume of the liquid will never fill up to 98% of
the total volume of the tank, unless the cargo is loaded at
a temperature and pressure that corresponds to the safety-valve
set point (in other words an imaginary condition).
DnHG Letter 4 4

As cargo officer on a semi-pressurised ship it is important to

understand that a lower set point on the tank safety valves
means a higher allowed cargo intake (greater No. of tons). It is
not allowed to alter the safety valves after the cargo has been
loaded.

On the other hand a set point that is too low must not be used as
the economic viability will be affected due to long loading time
(a warm cargo must be cooled down to under the set point pressure).

When the set point is decided, it does not matter whether the
cargo is "cold" or "warm", just that the temperature/pressure is
under the set point. The amount of cargo (NO. of tons) will, in
any case, be the salle if we load with regard to the "maximum
allowed filling".

The maximum allowed filling limit (filling percent) is calculated

using the following formula:

Filling limit = . 98X

Where dR = the cargo density corresponding to the temperature/

pressure of the cargo at the tank safety-valve set
point.
dL = the cargo density in the tank at the time of calcu-
lation.

It is important to understand that the formula limits the liquid

filling of a gas tank to 98~ or less. How "such less" than 98~

that can be filled depends upon the cargo temperature and hence
its density/volume.

When the tank is loaded to the allowed filling limit, its liquid
DnMG Letter 4 5

volume will never be able to increase above 98% of the total

volume of the tank during one-side heat transmission to the tank
(cooling plant not working etc.).

Let us consider a tank where the set point on the safety valve is
set at 4bar. The tank has just been loaded with 95.18% propane in
accordance with the allowed level of filling. The cargo temp-
erature is -10 0C (see the data curve for calculating filling
limit on fig. 1) and the tank pressure is abt. 2,44bar (satur-
ation pressure minus atmospheric pressure = tank pressure/over-
pressure).

After loading, we consider that we get problems with the relique-

faction plant on board, and the heat transmission to the tank from
the surroundings (sea and air) continues to generate propane
vapour (boil-off) without us being able to recondense it. The
temperature and the pressure in the tank gradually increase.
When the temperaure has increased to -SoC the liquid volume
has increased to 96.34% of the total tank volume and increases to
97,55% when the temperature has increased to OoC.

When the propane~cargo temperature has risen to +l,77 oC the

liquid volume has reached the maximum allowed filling level of
98X, and we also see that the cargo-tank pressure has risen to
4bar. This pressure is equal to the safety-valve set point, and
the valve will open to release the excess vapour into the atmos-
phere through the gas mast so as to prevent higher pressure
building up. When the boil off is released from the tank, we
will be able to keep the same tank temperature (+l,77 oC) with
corresponding pressure (4bar tank pressure or over-pressure).

The reason that we do not wish greater liquid filling than 98% in
a gas tank is because there must always be sufficient room for
DnHG Letter 4 6

the cargo vapour that is generated. If this "vapour volume" is

too small the compressors can "choke". That is. the suction
pressure in the compressors will be too low and the compressors
"trip". In this way we can get into a vicious circle; the heat
transfer to the tanks continues, and the liquid volume continues
increasing. Due to the increased liquid volum.e, and the decreas-
ing vapour volume in the tank, it becomes even harder to run the
compressors because of the low suction pressure.

Eventually the liquid volume will be greater than the tank

volume. and cargo will be forced out onto the deck through the
ventilation system. This problem will not occur if the rules for
the maximum allowed filling level are followed.

Another reason to have at least 2X vapour-volume in the tanks is

that. if the liquid surface in the tank comes too close to the
vapour outlet, liquid can follow the boil-off into the suction
pipe to the compressors. This can result in "liquid shock" in the
compressor. Such liqUid in the compressor can again result in
compressor break-down.

Note that the institutions (DnV, USCG, IHO etc.) in all countries
have accepted a maximum allowed liquid filling of 98X of the total
volume of a gas tank when the temperature/volum.e of the liquid
corresponds to a tank pressure that is the same as the tank
safety-valve set point. (The only exception is spherical tanks for
transport of LNG.) Here the allowed filling is usually soaewhat
more than 98X).

On the next pages we shall see how we calculate the filling limit.
cargo quantity and the liquid depth in the tanks for the vessel
LPG/C "PROPANE". We shall also see how a complete cargo calcula~

tion report is worked and filled out for the same ship.
DnHG Letter 4 7

The curve for the maximum allowed filling limit for propane
(fig. 2) is calculated from the formula:
dR
Filling limit = dL . 98~

The density and the saturation pressure is read off the table
"Thermodynamic properties - propane, found in Letter No.3.

The following values are the basis for the curves in figure 2:

Tank safety-valve set point: 0,3bar and 4,Obar.

Liquid saturat. Tank Density Filling Filling
temp. pressure pressure liqUid limit li.it
°c bar bar kg/m 3 %(0.3bar) %(4bar)
-42,09 1.013 0.00 580.93 96.81 88,77
-40,0 1,110 0.10 578.50 97,21 89.14
-36,04 1.313 0,30 573,86 98,00 89,86
-30,0 1,677 0,66 566,68 91,00
-25,0 2,034 1,02 560,63 91,98
-20,0 2,445 1,43 554,48 93,00
-15,0 2,917 1,90 548,21 94,07
..,.10,0 3,455 2,44 541,82 95,18
- 5,0 4,064 3,05 535,30 96,34
0,0 4,750 3,74 528,62 97,55
+ 1.77 5.013 4,00 526.21 98.00

Fig. 1.
DnMG Letter 4 B

FILLING LIMIT FOR PROPANE

Maximum allowed filling limit

dR = The cargo density corresponding to the cargo temperature I

pressure at the safety-valve set point.
dL = the cargo density in the tank at the time of calculation

(set point: O.3bar og 4,Obar)

Fig. 2.

Example:
Tank safety-valve set point: 4bar
Cargo temperature: -20°C (tank press. l,4bar)
Maximum allowed filling level: 93,OX
DnMG Letter 4

Example 1 (filling limit):

We shall do the preliminary calculations for the maximum allowed
filling limit, the cargo volume and the liquid depth ("sounding")
in each of the four cargo tanks on board (LPG/C "PROPANE", that is
a semi-pressurised ship of about 3900m3

The following data is known:

100~ volume of tank No. 1: 828.34m 3
100~ volume of tank No. 2: 987. 18m 3
100~ volulle of tank No. 3: 1060.22m3
100~ volume of tank No. 4: 1060.22m3

Cargo temperature:
Cargo: Propane (pure)
Cargo quantity: Maximum allowed

Set point for the tank safety valves: 0.3 and 4.0bar
Calculated aft trim after loading: 11l
DnHG Letter 4 10

Solution to example 1. (filling limit):

First and foremost we must choose which of the safety-valve set
points we are to load against (0,3bar or 4.0bar). With help from
the cargo temperature (the cargo temperature in the ship's tanks
during/after loading) we can find the cargo saturation pressure
and tank pressure. Using the propane table (Letter 3), we find
that the saturation pressure for propane at -200C is 2.4452bar.
This corresponds with a tank pressure of about l,4bar which means
that we must choose the 4bar set point on the safety valves
before loading.

The allowed percentage filling level can now be either calculated

using the formula or the curve diagram.

In our example we choose first to use the curve diagram (fig. 2).
In this diagram we enter the cargo temperature and go vertically
up to the curve for the tank safety-valves set point. In our case
i t is -20 0C and 4bar.

We find that the filling level is ~~~2~

If such a curve diagram is not available the calculating method

must be used. Let us now see if the calculation gives the same
result as the curve!

First the density of the cargo at the tank safety-valve set point
must be found (or at the equivalent temperature), and so at the
actual cargo temperature. The density can be found using the
table, curve diagram, calculation or by using a programmed
computer. We shall use the propane tables in Letter 3.

Tank pressure + Atmospheric pressure = Saturation pressure

(set point) (Normal atmospheric) (Absolute pressure)
4bar + 1,013bar = 5,013bar
DnHG Letter 4 11

Density of propane at 5,013bar (+l,77 0C) = 526,21kg/m3

Density of propane at -20oC = 554,48kg/m 3

Thus, the filling limit is calculated using the formula:

526,21kg/m3.
Filling limit = 98X =====:!:====
93 00"
554,48kg/1I3

As you can see, the reading from the curve has given about the
same accuracy as the calculation.

We have now decided the maximum-allowed filling limit in percent,

and can now calculate the allowed filling volume in each separate
tank:

Tank volume Allowed

(100'%) filling
Tank No. 1: 828, 34m 3 0,9300 = 770 ,356m3
Tank NO. 2: 987,18113 0,9300 = 918,077.3
Tank No. 3: 1060,22m3 0,9300 = 986,005m3
Tank No. 4: 1060, 22m3 0,9300 = 986,005m 3

From the ship's sounding table (fig. 8, 9, 10 and 11), we find

that this corresponds at interpolation (remember aft trim) to:

Allowed Corrected
filling sounding
Tank No. 1: 770,356m3 ---) 8,395m
Tank No. 2: 918,077m3 ---) 8,123m
Tank No. 3: 986,005m3 ---) 8,109m
Tank No. 4: 986,005m3 ---) 8,131m
DnHG Letter 4 12

If the preliainary calculations are to be coapletely accurate,

the "corrected liquid depth" must be adjusted (inverted) in the
loading calculation report for the vertical shrinkage of the tank
(fig. 7), for the gauge-tape shrinkage (fig. G) and for the
floater submergence in the liquid, depending upon the density
(fig. 5). The num.ber calculated will be the "liquid-depth reading
in the tank" - item No. 3 in the cargo calculation report.
(fig. 3).

See exaaple 2 for these adjustments.

DnMG Letter 4 13

CARGO-CALCULATION REPORT

Let us now look further at the cargo-calculation report (fig. 3).

Take your time and also study the method for the use of this
report ("explanation for use of cargo-calculation report" fig.
4). Take one of the cargo tanks in the example and check the
numbers from the top to the bottom of the report until you
understand the method.

Example 2 (cargo calculation report):

LPG/C "Propane" has finished loading in Prohaven. and we are
going to calculate the quantity loaded. The shipper and receiver
want the cargo calculated as "weight in air" in metric tons. see
the "explantion for use of cargo calculation report" (fig. 4)
and enclosed curves and tables fig. 5, 6. 7, 8, 9. 10, 11, 12.
13 and 14.

The following data are known (after loading):

Tank 1 Tank 2 Tank 3 Tank 4
Liquid depth reading: 8,415m 8,14m 8,135m 8,16m
Average liquid temp. : -19,5 0C -19°C -lB,50C -20OC
Tank pressure: 1,49bar 1.53bar 1.5Bbar 1.45bar
Average vapour temp. : -12°C -14°C -12oC
-15°C
100~ volume of tank: 3
82B,34m 987.1Bm 1060.22m 1060,22m3
3 3

Cargo type: Propane

Atmospheric pressure: ...•.......... 1016mb
Aft trim after loading: 1m
Sp. Gr. 60/60 OF: • . • . . . . . . . . . . . . . _. 0.5072
Previous cargo: Propane
Heel (Coolant): 15, 350HT
Shore. fig. (B/L): 2016.979HT
 LoadIng/discharging: Pc 0 6 ,N"
it

TaDkno.:
CAR G 0 -

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(C~p71JdJ ~ P~o~:"q RT
2
No."

3
"f./-2L Date:

4
,* -/99/
5
o
::1

Cargo grade: fJ r a It IfItl'U P,.. "'_lIft PrQ Jt.III~ Fr- ),4". ~

B
1) Tank volume (100%) m' ?J.f'llf 'ti-' ,I' IIJ'd. U IOt.d. 2Z
2) Temperature - liquid (average) "C -/9r - /'1 -I t: SO -1.1>
3) Sounding. gauge reading m 14/r 1. 1'10 2 ns: ~" u»
4) Sounding COIr. for density. Ref. temp. in (2) m .,. 0 001. +() 11(11 t- o, (Jt11 "'00D1
5) Sounding COIr. for gauge tape sbriDbge m + O.oor 1o"() OqJ"'" +-O()~r" + () ()~r
6) Sounding COIr. for vertical shrinkage of tank m - o. 00 r - ~()()r- - /) oor - "ODS"
7) Corrected soundingfor use in table m f? I.fl' R-. I'I? 2tJZ ~ 1(.1
8) Uncorrected tank: volume at trim m' ?'tl. 9 Iflf 9'19 /,'/0 ?"if'r,,- "!'R' nr
9) Shrinkage factor o 9<? 17-" () H n.t-if o 91K-r91 () t1 i 7!"1
10) Corrected liquid volume (GROSS) m' ~: 1-{} r;9' 9/ 1. r,~ 9t~ 11.2 cj 9""1- sss:
11) Factor for volwnetricreduction (at 150C) J "91 I «so I. (J'9 /0 i rs:
12) Volume at we (NET) m' ':''11 I~I 1001 u» iOfS"%"t-O 10 re. 9H
13) Density at IS·C (tonn/m') kgt1 ().SO H' o s» }or" o :'-O~.r a if) ~S-
14) Liquid mass ("weight in vacuum") MT lJ .U. tlf/ S"'"O i l:J.t >'f~{,99 ~t.t~ su - ~ J.O~i: '~l t'1
(1)
IS) Uncorrected vapour volume mJ S'. 't: ~9 9-1 '3 'Jof. '10
(),",r, Vi) cT
cT
16) Shrinkage factor 'I( (J ,9f1'11 o '19 r u» o qc; y t fir (1)
t1
17) Corrected vapour volume (V) m J
rt. 1'1 I.'/. If.'l ~I \, 7-1 n.
18) Tank PressJManometerpress. (PI) bar I '(9 I SJ I SOl J vs: "'"
19) Atmospheric Pressure (PJ bar I. fJ/f. I () If. J () It- 0/1.
20) Molecular weight of vapour (Mr) glmol '/'1.1 it'll li'll LJ 'f.I
21) Temperature - vapour (t) "C -12. -J'f - J 2- -IS"
22) Vapour mass ("weight in vacumn") Ml' O. Jot 1- O.1S"1. o.lt-f o JCJ, ~ -I. )~9
23) Total mass in each tank ("weight in vacuum") Ml' 'fJ.. ~ ltf r()i 'fRo f:/fb or+ r'f7-'i2.1 ~ -
2.0 l ' ,/!;
Formula for change :mm.: to "wcieht in air" (instead of ASTM-tab. No. 56):

Mass· 0 00122 (23) • 0 00122

Specific Gravity 60/60"F O,i' ?-2
I
"VI 'gh' ." Mass
er t in lUI" - - (Vol.red.fact.). (DeliS. at 15"<:) -
(23)
- (II). (13)
I Density at 15"<: (ASTM-tab. no. 21) : 0, ro tS- I
Draft fwd: SW Density water : _ ~IWEIGHT IN AIR: Tota1~after loadinglc1i:1e8: - ).01. r, lit J MT
Draft aft: SW Sag: cmJin Total bct:J+r IQadjnVdirb - Ir, 1 )"0 MT
Draft avo SW Hog: cmlin Loadedll.iir b 1 (Ships fig.) - 1.. 00 '1( M 1 MT
JV.k. p.~
BIL fig. - 2 0 1(, ( '9 1-') Mf
.11- Jfl Difference - 1, Ii" MT
-"

sm::vevor Chief Officer "'"

UnMG Letter 4 15

EXPLANATION FOR THE USE OF CARGO CALCULATION REPORT

1) Total volume of the tank at 100X filling

2) Average temperature of the liquid. For e.g. measuring in the
bottom, middle and top of the liquid.
3) Liquid depth reading in the tank. (Sounding)
4) Correction of sounding due to floater submergence in liquid,
depending upon density in relation to temperature in (2) (Fig.5
5) Correction of the sounding due to float-tape expansion/contrac-
tion, depending upon vapour temperature. (Fig. 6)
6) Correction of the sounding due to vertical expansion/contrac-
tion of tank. depending upon liquid temperature. (Fig. 7)
7) Corrected liqUid depth for use in sounding tables.
8) Volume from sounding tables, adjusted for trim. (Fig. 8 to 11)
9) Volumetric factor to calculate increased/decreased tank
volume, dependent on temperature in liquid phase (use vapour
temperature if the tank is unloaded). (Fig. 12)
10) Corrected liquid volume for the actual temp.: (8) x (9)
11) Factor to change the liquid volume equivalent to +lSoC. Use
ASTM-table No. 54. (Fig. 13)
12) Volume of the liquid in the tank if the temperature was +150C
(10) x (11).
13) Density for the cargo at lSo C in tons/m3 ( =kg/l). (Fig. 14)
14) Liquid mass in metric tons. This is also known as "weight
in vacuum" (12) x (13) = (14)
15) Uncorrected vapour volume = the tanks loox volume minus the
uncorrected liquid volume ( 1) - ( 8) - (15).
16) Volumetric factor for calculating increased/decreased tank
volume, depending upon temp. in vapour phase. (Fig.12)
17) Corrected vapour volume = (1S) x (16)
18) Tank pressure. That is, the tanks pressure over atmospheric
pressure. (manometer pressure/over-pressure/ATO)
19) Atmospheric pressure. (1000mb = Ibar).
20) Molecular weight (Hr) of the vapour - see data pages in letter
3, or calculate Hr from Periodic Tables for the Elements.
21) Vapour temperature of the vapour over the liqUid phase.
22) The vapour phase mass (weight in vacuum") in MT can be
calculated as follows:
of V . (Pl + P2) . Mr
Mass vapour = 83.1434 (273 ± t)

23) Total mass in each tank = Mass of liquid + Mass of vapour

(23) = (14) + (22)

••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
If the lIass (weight in vacuum") is to be calculated as
• "weight in air", the following formula can be used: •
•
• •
• mass _ mass' 0,00122
..
=:
"Weight in air" *
(Vol.red.fakt,)·(Dens.at 150C)
•
* (23)'0.00122 •
• =: (23)
(11) (13)
•
Ie
•
•
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Fig. 4
DnHG Letter 4 16

CORRECTION FOR DENSITY

EFFECT ON FLOATERS

Correction for the liquid depth reading in

the tank due to the floaters submergence in
the liquid, depends upon the cargo density.

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:..: .: 077" 1
:EiiH; :;:4:U;
.:...
:~~:: :;:;i';; lliille' ;;:~~: ~~
:.:: :.:::. "0 :'.::' :::rl \
I.: . '''1 :"o~:r: :r:: ......
:,-p. ! ': . . ;.. . • : ~~ .•• ~',~: .;:: ' . . ': . . . . . ; ... ' .. ;;:;: . "I: •. ,::..: :::i:,,'~1 ':::.'
.... ':::: ~:.'.~': ~
':'r ........: :;;'j"': ·.. ·1..·· ;.:;...;; TI~ .;;=.t;:.•':':.1;;;; ;:iP:EC IFIG;;~RAV T~·OI-t::CAI~G;f
+'1~' '~';;~
w
"'1'
;: ; ;:; .:..)I:,
.
/l:::: 2L:
I ;;:;::;;;:::1;;;;
.."'\'
"".I
.. .. r--'
...., ........ I'.... \I'"
~:;;}:;;;; ""~;~i!:~~i?:'~~:~
,,....:!-~.. · . l.. ·, I i ;; ..;;~~: ;;;;.'UI~:'";;;; till·
. . . ..
~:~;i;;::
!!.~·ll_.""~::: .._.;: •;:::-j:::~
;:::1"'" "'H~'~'
•• ._ .. _,
1
,;.....
: : !:::!1'
;;:: ~;;; ~~~:I:::: .-,... I
I'" ....
,~ III.
-z:«; ........ ,.... ••• .;; ..... '1'1·

}:1?
_..... .
~.::: fY: :d±:~~~ SL~~7 ;;;;C; t0~tITh;
'''r'' -.. ··-1 :::: :::::~ ~:~~ J.... :::~;.<.L_
····1
~::~ ::;:.~~:~ ::::.~::: ~:~~ .... ;;;; t~
;;;; ;;;; a
1•••.• Ef·.. ·:1 •• - 1.:'1
2.' :.: tii ::: .. ".: : ·t~ ':::1: .: !;:Y;: ·:ill:.':::: :qi~:!'l"" ::::"T" ::~~h; :::: .... :::; ... ij~: .... 1m im :::. ::
,:~30.
V:l.:~~ W·
.,I " uJ':"
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'::>7
. 1
~~1' . ~-:-:
j . · _.
"::.......
·.. ·1 :':. I..·
::ii :::! .:
;;::\.;;:. .
;;;:\:::; ..··1..·· ~. :~;
... .... .... ....
:.;; ::::1::::
. " '...
, I' '''1 I.', ::.•
@1il 1 . i::.. ·I'·.·I· ;~;;I·;;·
"\I'" I'" '1'1 :1,' .... '1'1 ••
::.~ Ii,: :.:. :.11 •• :., .:
";"::'~t: ~~:ll;:1: I~ Ut·ll;ill·ili~
:,:;1.
~
·'::1·:,:
::.. .
._;;..1'_.':'::'; ~I~~
(l): .. :: r
·"1 .. • .. ·• .. ·
::':':.:.:.:.:...:.~ _~ ':': :~.... .......
. ' :::::: ':::.:: .. "I' . '::.1.::: .. 1''': I ~I·:" I·..
.. .. ::1" .. ;
r.r.tII"
"1' ...

..
•• l l·lll·
• ~H:l" ••\
..1.
I'" l:t: '::1 : ..1:
:::: 1:1: , ::.: :::: 11:1 ::1:
.

.
.

~-~~~
,:::\:::.
j: ~~~~P,~~=!~
..:.::\--=-
I" 'I ....
].'ij'."~ ~~!~;~~t
"·1·, ..
·:z;~·~ - :.~ ~~ ... ...
·k·i~~ i;~:;;:
...... ·1 ...1·..· .... I, ......\.......::4:::
;:;'; ~: ;;;: ' ~ ~~ F,;i,; inl"~i: ~ Hfl~;;~
.... ~d:,.1 \
:.!~ :;;,; ~ 2: :::' :';" ;,;;.. :':':
$"';:
.~:: ",... ~
.... ~ .;f:f![::
Jl., ~l.... .... 1I11 1.,l t!
::1: :.:: ::~; ... 1:::liIi~ ..:' ill.: !l:' ~1\
....\.\ ,... !!!I 'I!II ' I r:;
r

.... , . "" ' :1: 1':'

. '" I ""
'''1
.,.1 I ••••••......• ""1 ,: ..::\:
... •.. :
..: •.• , ..•• ..
• .••.•••. " I'"
. ' •••.• '.1. 111' I 'I'

I
_.... z ':~j":' .. :~(: .:~~(.
Q":':':r'-'--::':':~~
::" :':: :::: ,....... :::,!.::: :::T::: ::::.::.;: ::: I::.' ~~: ~~~; ::.: ~::i ;;J;i~ it!j :~~; :::;:::: :;::;;
~:':'_--~:-'IS-'~';';:" . 1 1. ·.;1:· ~~

"j .. 0
i-- ~J~2::;....: . ~····:·:~1~': ~..I, 21f;'"!.;~·1...·'·4'.. :,+!;,,~
,.. ,1" ,1... L
hi!!::': ::./:'. :;.: .::: .:.~ :,::
"T" .. .1.- ,_1 ·1 ;1 ..
1;
~
..\ ...u~ ::+~ :.. ;.: . -~~. !- ."t ..: :~~:PH''':: ;j;~f~::; .~: "l-~ :::.:\:::; ::~:::: +[~~ ;;~\,\;1~ :::: :::: ~;;; H
:To'

Fig. 5
DnHG Letter 4 17

CORRECTION FOR GAUGE TAPE

Correction for liquid depth reading due to

gauge tape shrinkage; dependent upon the
temperature of vapour above the liquid level.

Fig. 6
DnHG Letter 4 18

CORRECTION FOR TANK SHRINKAGE

Correction of liquid depth reading due to the

vertical expansion/contraction of the tank,
dependent upon the liquid temperature.

Fig. 7
DnMG Letter 4 19

No. 1 CARGO TANK

TRIM
AFT -0.50 0.00 0.50 1.00 1.50 2.00
METER

SOUNDING CAPACITY
IN
METER .3 .3 .3 .3 .3 .3

8.350 769.89 769.02 768.14 767.24 766.33 765.40

8.360 770.58 769,72 768.84 767.94 767.04 766.11
8.370 771.27 770.41 769.53 768.64 767.74 766.81
8.380 771,95 771.09 770.22 769.34 768,43 767.51
8.390 772.63 771.78 770.91 770.03 769.13 768.21

8.400 773,30 772.46 771.59 770.71 769.82 768.91

8.410 773.97 773.13 772.27 771.40 770.50 769.60
8.420 774,64 773,80 772,95 772.08 771,19 770.28
8.430 775,31 774,47 773.62 772,75 771.87 770.97
8,440 775,97 775,14 774.29 773,42 772,54 771,65

8,450 776,63 775,80 774.95 774.09 773,21 772.32

8,460 777,28 776,46 775,61 774,76 773,88 772,99
8,470 777.93 777,11 776,27 775,42 774,55 773.66
8,480 778,58 777,76 776,93 776,08 775,21 774,33
8.490 779,22 778,41 777,58 776,73 775,87 774,99

8,500 779,86 779,05 778,22 777.38 776,52 775.64

8,510 780,49 779,69 778,87 778,03 777,17 776,29
8,520 781,13 780,32 779,51 778,67 777,81 776,94
8,530 781,75 780,96 780.14 779.31 778,45 777,58
8,540 782.38 781,58 780,77 779,94 779,09 778.22

8,550 783.00 782.21 781,40 780.57 779,72 778,85

8,560 783,61 782,83 782,02 781.19 780,35 779,48
8,570 784.22 783,44 782,64 781,81 780,97 780,11
8.580 784.83 784.05 783.25 782,43 781,59 780,73
8,590 785.43 784.65 783,85 783.04 782,20 781.34

8,600 786,02 785,25 784,46 783,64 782,81 781.86

8,610 786,62 785.85 785,06 784.24 783,41 782,56
8,620 787,20 786.44 785,65 784,84 784.01 783,17
8.630 787,78 787,02 786,24 785.43 784.61 783,77
8,640 788.36 787.60 786.82 786.02 785,20 784,36

8.650 788.93 788.16 787,40 786,61 785,79 784,95

8,660 789,49 788,75 787,98 787,18 786,37 785,54
8,670 790,05 789,31 788,55 787,76 786,95 786,13
8,680 790.61 789.87 789,11 788,33 787.53 786,71
8,690 791.16 790.43 769,67 788,90 788.10 787.28

Fig. 8
DnMG Letter 4 20

No. 2 CARGO TANK

TRIM
AFT -0,50 0,00 0,50 1,00 1,50 2,00
METER

SOUNDING CAPACITY
IN
METER .3 .3 .3 .3 .3 .3

8,00 907,19 907,33 907,47 907,61 907,74 907,88

8,01 908,07 908,21 908,34 908,48 908,60 908,73
8,02 908,94 909,08 909,22 909,34 909,46 909,58
8,03 909,81 909,96 910,09 910,21 910,32 910,44
8,04 910,69 910,83 910,96 911,07 911,18 911,28

8,05 911,55 911,70 911,82 911,93 912,03 912,13

8,06 912,42 912,56 912,68 912,79 912,88 912,98
8,07 913,27 913,42 913,54 913,64 913,73 912,98
8,08 914,13 914,27 914,39 914,49 914,58 914,66
8,09 914,97 915,11 915,23 915,33 915,42 915,50

8,10 915,81 915.95 916,07 916,17 916,25 916,33

8,11 916,64 916,78 916,90 917,00 917,08 917,16
8,12 917,46 917,60 917,72 917,82 917,90 917,98
8,13 918,28 918,41 918,53 918,64 918,72 918,80
8,14 919,08 919,22 919,33 919,45 919,54 919,62

8,15 919,89 920,02 920,13 920,25 920.34 920,43

8,16 920,68 920,81 920,93 921,05 921,15 921,23
8,17 921,47 921,60 921,72 921,84 921,95 922,04
8,18 922,26 922,39 922,51 922,63 922.74 922.83
8.19 923,05 923,17 923,29 923,42 923,53 923,63

8,20 923,83 923,95 924,07 924,20 924,32 924,42

8,21 924,61 924,73 924,85 924,98 925,10 925,21
8,22 925.39 925,51 925,63 925,76 925,88 925,99
8,23 926,16 926,28 926,40 926,53 926,66 926,77
8,24 926,94 927,06 927,18 927,30 927,43 927,55

8,25 927,71 927,83 927,95 928,07 928,20 928,32

8,26 928,48 928,60 928,72 928,84 928,97 929,09
8,27 929,26 929,38 929,49 929,60 929,74 929,85
8,28 930.02 930,15 930,26 930,37 930,50 930,61
8,29 930,79 930,91 931,02 931,14 931,26 931,37

8,30 931,56 931,68 931,79 931,90 932,02 932,13

8,31 932,33 932,45 932,55 932,66 932,78 932,88
8,32 933,09 933,21 933,32 933,43 933,54 933,63
8,33 933,85 933,97 934,08 934,19 934,29 934,38
8,34 934,61 934,73 934,83 934,95 935,04 935,12
8,35 935,37 935,48 935,59 935,70 935,79 935,86

Fig. 9
DnMG Letter 4 21

No. 3 CARGO TANK

TRIM
AFT -0.50 0.00 0,50 1.00 1.50 2,00
METER

SOUNDING CAPACITY
IN
METER .3 .3 m3 .3 .3 m3
8.00 974.08 974.74 975.39 976.05 976.70 977.35
8.01 975.03 975.69 976.33 976.98 977.61 978.26
8,02 975.98 976,63 977,27 977.91 978.52 979,18
8,03 976.93 977,58 978,21 978,84 979.43 980,09
8,04 977.87 978.52 979.14 979,77 980,34 981,00

8,05 978.81 979,46 980.08 980,69 981,25 981.91

8,06 979,75 980,39 981,00 981,61 982,15 982,82
8,07 980,68 981,32 981,93 982,53 983,05 983,72
8.08 981.60 982,24 982,84 983,44 983,95 984,61
8,09 982.51 983,15 983,75 984,34 984.85 985.50

8,10 983.42 984,05 984,65 985.24 985,74 986,39

8,11 984,32 984,94 985,54 986.13 986,63 987,27
8,12 985,21 985,83 986.42 987,01 987,51 988,14
8,13 986.09 986.70 987.30 987,89 988,39 989,01
8,14 986,96 987,57 988,17 988.76 989,27 989,87

8.15 987.93 988,44 989,03 989.62 990,14 990,73

8,16 988.69 989.29 989,89 990.48 991,00 991,59
8,17 989,54 990,15 990,74 991.33 991,86 992,44
8,18 990.39 990,99 991,59 992.18 992,72 993,28
8,19 991.24 991,84 992,43 993.02 993,57 994.13

8.20 992,09 992,68 993,27 993,86 994,42 994,97

8,21 992,93 993,52 994,11 994,70 995,26 995,81
8,22 993.78 994,36 994,94 995,53 996,10 996.65
8,23 994,62 995,20 995.76 996.36 996,93 997.48
8,24 995.46 996,03 996,61 997.19 997.76 998,32

8,25 996.30 996.87 997.44 998,02 998.59 999,15

8.26 997,13 997.70 998.27 998.84 999.41 999,97
8,27 997.97 998,53 999.10 999.67 1000,23 1000,80
8.28 998,80 999,36 999.93 1000.49 1001.05 1001.62
8,29 999.63 1000.19 1000.75 1001.31 1001.87 1002,43

8.30 1000.46 1001,02 1001,56 1002,13 100168 1003,24

8.31 1001,29 1001,85 1002.40 1002,95 1003.49 1004,05
8.32 1002.11 1002.67 1003,23 1003,77 1004,30 1004.85
8.33 1002.93 1003.49 1004,05 1004,59 1005,11 1005,64
8,34 1003.75 1004.31 1004,86 1005.40 1005.91 1006,43
8.35 1004,57 1005,12 1005.68 1006,21 1006,71 1007,22

Fig. 10
DnMG Letter 4 22

No. 4 CARGO TANK

TRIM
AFT -0,50 0,00 0,50 1,00 1,50 2,00
METER

SOUNDING CAPACITY
IN
METER .3 m3 m3 m3 .3 m3

8,00 975,12 974,74 974,36 973,99 973,60 973,22

8,01 976,06 975,69 975,31 974,93 974,53 974,18
8,02 977,01 976,63 976,25 975,87 975,47 975,13
8,03 977,95 977,58 977,20 976,81 976,40 976,08
8,04 978,88 978,52 978,14 977,75 977,33 977,03

8,05 979,82 979,46 979,08 978,68 978,26 977,98

8,06 980,75 980,39 980,01 979,61 979,18 978,92
8,07 981,67 981,32 980,94 980,53 980,10 979,86
8,08 982,59 982,24 981,86 981,45 981,02 980,78
8,09 983,50 983,15 982,78 982,36 981,93 981,70

8,10 984,40 984.05 983,68 983,27 982,84 982,61

8,11 985,29 984,94 984,58 984,17 983,74 983,51
8,12 986,18 985,83 985,46 985,06 984,64 984,40
8,13 987,05 986,70 986,34 985,94 985,53 985,28
8,14 987,92 987,57 987,21 986,82 986,42 986,15

8,15 988,79 988,44 988,08 987,69 987,30 987,02

8,16 989,64 989,29 988,93 988,56 988,17 987,88
8,17 990,50 990,15 989,79 989,42 989,04 988,73
8,18 991,35 990,99 990,64 990,28 989,91 989,59
8,19 992,19 991,84 991,49 991,13 990,77 990,43

8,20 993,03 992,68 992,33 991,98 991,63 991,28

8,21 993,87 993,52 993,17 992,83 992,48 992,12
8,22 994,70 994,36 994,01 993,67 993,33 992,97
8,23 995,54 995,20 994,85 994,51 994,18 993,81
8,24 996,37 996,03 995,69 995,35 995,02 994,65

8,25 997,20 996,87 996,53 996,19 995,86 995,49

8,26 998,03 997,70 997,36 997,03 996,69 996,32
8,27 998,86 998,53 998,19 997,86 997,53 997,16
8,28 999,69 999,36 999,02 998,69 998,36 997,99
8,29 1000,51 1000,19 999,85 999,52 999,18 998,82

8,30 1001,34 1001,02 1000,68 1000,35 1000,01 999,65

8,31 1002,17 1001,85 1001,51 1001,18 1000,83 1000,48
8,32 1002,99 1002,67 1002,33 1002,00 1001,66 1001,30
8,33 1003,81 1003,49 1003,15 1002,82 1002,48 1002,12
8,34 1004,63 1004,31 1003,97 1003,64 1003,29 1002,94
8,35 1005,45 1005,12 1004,78 1004,45 1004,11 1003,75

Fig. 11
DoHG Letter 4 23

VOLUMETRIC SHRINKAGE FACTOR FOR STEEL DUE TO TEMPERATURE

oc FACTOR °c FACTOR OC FACTOR

+30 1.000360 0 0.999280 -30 0,998489

+29 1.000324 - 1 0,999254 -31 0,998463
+28 1.000288 - 2 0,999227 -32 0.998436

+27 1.000252 - 3 0.999201 -33 0.998410

+26 1,000216 - 4 0,999175 -34 0.998384
+25 1,000180 - 5 0,999148 -35 0.998357

+24 1,000144 - 6 0,999122 -36 0.998331

+23 1,000108 - 7 0,999096 -37 0,998305
+22 1,000072 - 8 0,999069 -38 0,998278

+21 1,000036 - 9 0.999043 -39 0,998252

+20 10000000 -10 0,999017 -40 0.998225
+19 0.099964 -11 0,998990 -41 0.998199

+18 0,999928 -12 0,998964 -42 0.998173

+17 0,999892 -13 0,998937 -43 0,998146
+16 0,999856 -14 0.998911 -44 0,998120

+15 0,999820 -15 0.998885 -45 0.998094

+14 0,999784 -16 0.998858 -46 0.998067
+13 0,999748 -17 0.998832 -47 0.998041

+12 0,999712 -18 0.998805 -48 0.998015

+11 0,999676 -19 0.998779 -49 0,997988
+10 0,999640 -20 0.998753 -50 0,997962

+ 9 0,999604 -21 0,998726 -51 0,997935

+ 8 0,999568 -22 0,998700 -52 0,997909
+ 7 0,999532 -23 0.998674 -53 0,997882

+ 6 0,999496 -24 0.998647 -54 0,997856

+ 5 0,999460 -25 0.998621 -55 0,997830
+ 4 0,999424 -26 0.998594 -56 0,997803

+ 3 0,999388 -27 0.998568 -57 0,997777

+ 2 0,999352 -28 0.998542 -58 0,997751
+ 1 0,999316 -29 0.998515 -59 0,997724

Fig. 12
DnHG Letter 4 24

Table 54
0,500-0,510 Volume Reduction to i5·C, ASTM-IP
~6 to e-o

• Denstry IS·C.
• Density IS·C.
Observed
Temper-
urur-e ,
·c.
0,500
I 0,505

Fuclor (or Heclucilltl Volume

I 0,510
Observed
Temper-
ature,
·C.
0,500
I 0,505
I
Factor Cor Reduclnt Volume
0,510

10IS'C.
to 15·C.
-50,0
-41),5
-
-
-
- --- -
-
-
-
-25,0
-24,S
1.108
1.107
2
2
1,106
1,105
3 1,103
-4",0 - - - - - -2",0 1,106 :I
3 1,102
-·HI,5 - -- - - - 1,103 I 1,101
-48,0 - - - -
-23,5
-23.0
1,104,
1,103 •
2
1,102
1,101
3
:I
1,099
1,098
-47,S
-47,0
- --
-
-
- -
-
- -22,S 1,102 I 1,100 :I 1,097
- -22,0
-46,5
-46,0
- -
\,100
-
1,156
-3 - -21,S
1,101
1,100
:I
:I
1,098
1,0117
I
I
1,096
1,095
-45,S 1,159 "" 1,155 3
1,153
1,152
-21,0
-20,5
1,098
1,097
I
:I
1,096
1,004 ,
I I,09-l
1.093
-45,0 \,157 3 l,ta4 1.150
"":I3
-H,S -200 1.096 :I 1,093 1 1.092
1,1:'6 :I 1,15:1 1.149 . "::19:5'
-H,O 1,155 1.095 :I 1,092 I 1,090
1,15\
"""
1.148 . -19.0' 1.093 I 1,091 I
-43,5 1,154 1,I.it) I,U7 -18,5 1,089
-U,O 1,153 1,092 I 1.090 I 1,088
1,149 :I 1.1-16 --18.0 1,091 :I 1.088 1 1.087
-U,S \,152 I.U8
-42,0 1,150 "3 :I 1,147
:I 1.145 -17,5 1.090 :I 1.087 1 1,086

""..
-41,S 1.143 -17,0 1,089 :I 1.086 I 1,084.
1,140 1,146 1,142 -16,5
-41,0 1,148 1.087 2 1,085 I 1,083
3 1,145 1.141 -16,0
-40,S 1,147 3 I,IH .. 1.1-10 -IS,S
1,086
1.085
I
:I
1.08-&
1.082
I
1
1,082
1.081
-40,0 1,146 3 I, J.l3 1.139
""
-39,S -15,0 1.084 3 1,081 1 1,080
1,145 3 1,142 1,138 -14.5
-31),0 1.\·1:1 1.082 2 1,080 I 1,078
3 1,110 3 1,137 - ....0 1,081 I 1,019
-;\11,5 1,1·12 :I I,I:I!I 3 1,1311 -13,5
I 1,077
-.\11,0 1,141 I.OllO I 1,tl7B 2 1,078
3 1,1:18 1,13.'
~37,5 1,1·\0 3 1,1:17
" 1.133
-13.0 1.079 I 1.077 2 1,076
-37,0
-36,S
1,139
1,138
:I
:I
1,1:16
1,1:15
"" 1,132
1,131
-12,5
-11,0
1.077
1.076
I
I
1.075
1,074
1
I
1,074
1,072
-36,0
-35,S
1,136
1,135
3
3
1,1:13
1,132
"
3
:I
1,130
1.129
-11.5
-11.0
-10.5
1,015
1,0"
1.072
I
2
I
1.073
1.072
I
I
1,071
1,070
1.071 2 1,069
-35,0 1, 1:14 :I 1,131 :I 1.128 -10.0
-3-1,5 1,133 1,071 I 1,070 I 1,068
3 1,130 3 1.121 - 9,5 1.070 I 1,068
-3-1,0 1,131 3 1,128 3
I 1,066
1.125 - 9,0 1.068 I 1.067 I 1,065
-33,5 1,130 3 1,127 3 1,1240 - 8,5
-33,0 1,129 1.067 I 1,066 I 1,OM
3 1,126 3 1.123 - 8.0 1,066 I 1.065 I 1,063
-31,5 1,128 3 1,125 3 1,122
-32,0 - 7,5 1.065 I 1.063 I 1,061
1,126 3 1,123 3 1,120 - 7,0 1.063 I
-31,S 1,125 3 1,122 1,062 I 1,060
3 1,119 - 6,5 1.062 1 1.061 I 1,059
-31,0 1,12·\ 3 1,121 3 1,118 - 6,0
-30,S 1,123 1.061 I 1,060 I 1,058
3 1,120 3 1.117 - 5.5 1.059 I 1.058 s 1,056
-30,0 1,121 :I 1,118 3 1,115
-29,S - 5,0 1.058 I 1,057 I \,056
1,121) 3 1,117 3 \.11-1 - 4,5
-29,0 1, us 3
1.057 I 1.066 s I,OM
),116 3 1,113 - 4,0 1.055 I
-28,S 1,117 t 1,115 1,054 I 1,062
:I 1,112 - 3,5 1.05-& I 1.053 I 1,051
-28,0 1,116 :I 1,113 3 1,110 - 3,0 1.052 I 1.051 I 1,050
-27,S 1,115 3 1,112 3 1,109
-27,0 1,113 2 1,111
- 2,5 1.051 1 I .eso I 1,048
-26,S
3 1,108 - 2,0 1.050 1 1,049 I 1,047
1,112 2 1,110 3 1,107 - 1,5
-26,0 1,111 3 1,048 1 1,047 I 1,046
1,108 :I 1,105 - I,D 1.0-17 I 1,046
-25,5 1,109 2 1,107 :I 1.104.
t I,OH
- 0,5 1.046 1 1.045 t 1,043
-25,0 1,108 2 J,106 3 1,103 0 I,O·t4 1 1,043 I 1,042

Fig. 13
DnHG Letter 4 25

Table 21
0.500-0,650 Specific Gravity to API Gravity and to Density. ASTM-IP

Specll\c
Gravity
60j60·..•.
II API
Gravity
60·F.
Density •
IS'C.
Speclnc
Grnvlly
60,'(,0·1:.
I API
Gravity
60·..••
Density •
IS·C.
5p"'ft,
Gravity , Gravity
60,'60'F.
API
60·F.
10 'ISOC
.'""
•
I I
0.500 - O,50lH 0.550 - 0.~:i02 0,600 - 0.6000
-
--- --
0,501 0,501-1 O,55t 0,~;iI2 0,601 0.6010
0,502 - 0,.';02:1 0,552 0,5522 0,602 0,6020
0,50J -- 0,50:1:1 0,553 0,55:12 0,603 - 0,6030
0,504 O.5f)'!3 0.554 - 0,5541 0,60-1 - 0.6040

-- -
--
0.505 0.5053 0.555 0,1i551 0.605 0,60.'50
0,506
-
0.5011:1 . 0.556 - 0,5561 0.606 0,6060
0,501 0,5073 0,551 - 0,5571 0.601 - 0.6070
0,508 - 0,508:1 . 0.558 - O,5.~81 0,608 - 0.6080
0,509 - O,50!):J 0.5!i9 - O,5;i91 0,609 - 0,6090

--- -
--
O,!/O 0,510:1 0.560 0,5601 0.610 0,6100
0.51 I
0,512
0,51\3
0.512:1
0,5(,/
0.562
-- 0.5/111
0,5621
0,6\ I
0.61l 99,71
0,6110
0,6120
0.513
0.514
-- 0,5133
0,5143
0,563
0,564
-- 0,5631
0,5641
0,613
0,614
99,33
98,96
0,6130
0,0140
0.515
0,516
-- 0,5153
0.516:1
0,565
0.566
-- 0,5651
0.5661
0,615
0,616
98,58
98,21
0,0150
0.6100
0.511 - 0,511:1 0.561 - 0,5671 0,611 97,8-& 0,6170
0,518
0.51'1
-- MIS:I
0,5193
0,568
0,569
-- 0,5681
0,5891
0,618
0,619
97,48 0,8180
97,09 0,6190
O,al0
0,521
-- 0,5203
0,5213
0,570
0.571
-- 0,5701
0,5711
0,620
0,621
96,73
96,3B
0,6200
0.6210
0.522 - 0,522:1 0.571 -- 0,5721 0,622 95,99 0.6220
0.523 - 0,52:1:1 0,573 0,5731 0.623 95,83 0.6230
0,524 - 0,52"3 0,574 - 0.5741 0.62" 95.26 0,6240
0.525' -
-
0,5253 0,575 - 0,5751 0.625 9",90 0,62"9
0,526
0,527 --
0,5262
0,5212
0,576
0,577
-- 0,5101
0,5171
0.626
0.627
04,5"
04,18
0,0259
0,6269
0,528
0,529 -
0,5282
0,5292
0,578
0.579
-- 0,5781
0.5701
'0.628
0,629
93,82
113.48
0,6279
0,6289

-- -
0,530 0.5302 0,580 0,5801 0,630 93,10 0,6299
0,531 0.5312 0,581 - 0.5811 0.631 92,75 0,6300
0,532 - 0,5:122 0,582 - 0.5821 0.6.12 92,39 0,11:119
0,533 - 0,5:1:12 0,581 - O,58:n 0.633 92,04 0,6:129
0.534 - 0,53"2 0,58-& - 0,58·11 0.634 01,69 0.63:111
0.!535
0,536 -
- 0,5352
0,5:/112
0,585
0,586
-
-
0.5850
O,51160
0,635
0,636
91,33
00,98
0,8349
0.6359
0,537 -- 0,5:1;2 0.587 - 0,5810 0,631 00,6" 0,0:169
0,538 0,5:182 0.588 - 0.5880 0,638 tU,2!l O,O:I;!l
0,539 - 0,5392 0,589 - 0,58!l() 0,639 89,94 0,6389
0,5"0
0,5.1
-- 0,5-10"
0,5"12
0,590
0,591
-- O,5!lOO
0,5910
0,640
0,641
89,59
89.25
0,0399
0,6400
0,5H
0,5-13
-- 0.5"22
0,5·132
0,592
0.593 -
- 0,5920
0,59:10
0,U1
0,6-13
88,lII)
88,56
O,tU19
0,6-129
0.5H - 0.5....2 0.59-1 - 0,5040 0,6-&-& 88,22 O,O4:!!!
0,545 - 0.5452 0.595 - 0,5950 0,645 87.88 0.6449
0,546
0,541
-
-
0,5-162
0.54i2
0.596
0.5'17
-- 0,5900
0.5!liO
0,6-16
0,6.7
87.51
8i,20
0,6·159
0,6\69
0,548 - O,MS:'! 0.5'18 - 0,5080 0,648 86.Sfl O,64i9
0,5.9 - O,54!!2 0,5'19 - 0,5990 0,6-19 86,53 0,6·189
0,550 - 0,5502
.
0,600 - 0,0000 0,650
I se.iu 0,6"09

Fig. 14
DnHG Letter 4 26

A SIMPLER CARGO CALCULATION

The method we have used up to now for cargo calculations is the

normal method, and it is the one we must use for "unpure" or
mixed cargoes.

If we are to calculate for a "pure" cargo without any ottler gases

mixed in. we can use a slightly simpler calculating method. If we
can get. or calculate, the exact density of the cargo at the
temperature at which we are loading. we can use this simpler·
method. As well as being simpler, i t is also more accurate than
using ASTM tables.

The method is as shown in the loading calculation report from

step 1 up to and including step 10. Thereafter the "corrected
liquid volume" (10) is multiplied with the liquid density at the
current temperature and the answer is the "liquid mass" (step 14),
which has been found without using the ASTM tables.

The method for calculating the vapour phase can be done in the
same way as described above by multiplying the "corrected vapour
volume" (step 17) by the density of the vapour in question at the
current temperature and pressure. Use the curve "density for
over heated vapour - propane" from Letter 3. The answer is the
"vapour mass" (step 22). which has been found without using the
"vapour formula".

This method can. for example, be used for ethylene. ammonia.

butadiene and a few other cargoes where the liquid is so pure
that tables or curves have been made for the saturation pressure
and density in relation to the temperature of the cargo. Such
tables/curves are usually supplied by the shipper/receiver where
the calculation method applies.
DnHG Letter 4 27

EXERCISES
(Answers on page 60)

1. LPG/C "Propane" is to load propane into tank No. 2 with

maximum allowed filling. The cargo temperature is -23°C.
Use the data for (pure) propane from tables. Use the same
data for the ship LPG/C "Propane" as used previously in
this letter.
a) What tank pressure corresponds to this cargo temperature?
(Remember to subtract atmospheric pressure - 1.013bar
from the saturation pressure to get tank pressure/over
pressure) .
b} Which set point for the tank safety valves (O.3bar or
4,Obar) must we, therefore, choose before we start
loading?
c) What will the maximum allowed filling level/filling
percent be?
d) What will the filling volume be?

( Fi l l 1ng
" I _
vo ume -
Filling percent· Tank volume)
100%

e) Which corrected sounding corresponds with this at "even

keel" in tank No.2?
(Calculate the liquid depth in meters to three decimal
points) .

2) LPG/C "Propane" is to load ammonia into tank No. i. The

tank is to be loaded with maximum allowed filling. The
cargo temperature is -iaoC. Use the data for ammonia
from curves.
a) Which set point must be chosen for the tank safety valves?
b) What will the maximum allowed filling grade be?
c) Which filling volume corresponds with this?
d) Which corrected sounding corresponds to this if the ship
has O,5m aft trim after loading?
DnMG Letter 4 28

3) You are on board LPG/C "Propane" and have loaded propane

into tank No. 2 alongside the quay on the Tees.

The following data is noted/given:

Liquid depth reading (sounding) 8,09m
Average liquid temperaure -24OC
Tank pressure (over-pressure) l,12bar
Atmospheric pressure 990mb (O,99bar)
Vapour temp. (in dome) -17°C
Sp.Gr. GO/GOoF 0,5072
Heel (from previous trip) 12,32MT (weight in air)
Trim after loading "Even keel"
Shore fig. (B/L) 499,840MT (weight in air)

a) What will the total mass in tank No. 2 be? Give the
answer in MT (Metric tons), and use one of the provided
loading-calculation reports to solve the problem.
b) What will the answer (quest. a) be as "weight in air"?

c) How much has the ship loaded (ship-fig.) calculated as

"weight in air"?

d) What will the difference be between the ship fig. and

the BIL (Bill of Lading)?

4) LPG/C "Propan" has finished loading tank No. 3 in Prohaven.

The following data is given:

Cargo type Propane
Liquid depth reading 8,18m
Average liquid temperature -40 0C
Tank pressure (over-pressure) O.11bar
DnHG Letter 4 29

Atmospheric pressure 1025mb

Vapour teap. -32 oC
Sp.Gr. 60/60 0F 0,5065
Heel (coolant) 6,70HT (weight in air)
Trim after loading 0,5. aft
Shore fig. (B/L) 567.450MT (weight in air)

a) Calculate the total mass in tank No.3.

b) Change the total mass to "weight in air".
c) Check if the allowed filling level is exceeded in this
case when the ship is loaded against a set point on the
safety valve of 4bar?
d) Check if the difference between BIL and ship fig. gives
reason to deliver sOlie form of protest when the charter
contains a provison that the maximum allowed difference
between BIL and ship fig. is 0.5%?

5) Use your calculations from exercise 3 "Corrected liquid

volume" (10), and "corrected vapour vo tuae" (17) respec-
tively, and use the liquid density from the table "Ther-
modynamic properties for propane", and the vapour density
from "Density for over heated propane vapour" (Letter 3).
Thereafter use the "simpler loading calculations method"
to find:
a) Mass of the liquid in tank No. 2
b) Mass of vapour in tank NO.2.

Compare the results from exercises No. 3 and 5. You will see that
the results are quite similar if you have calculated thea
correctly. The small difference is due to the inaccuracy in the
ASTM tables.
DnMG Letter 4 30

RULES, REGULATIONS AND PUBLICATIONS

The rules that today apply to the operation of gas ships are a
result of the experience of seafarers. ship builders and authori-
ties with the transport of liquefied gas over the last 30 years.

The transport of liquid gas is under strict control. and barely

any other transport method is more critically evaluated than gas
transport.

several rules are set by international and national authorities.

and we shall now go through those that are of most importance for
the safe transport of gas.

TANKER SAFETY GUIDE (LIQUEFIED GAS)

These rules are laid down by ICS (International Chamber of

Shipping). an international joint organization for shipping
companies. The guide is the most updated source to shipping for
accessible information about the transport of condensed gases by
sea in bulk.

For ease of use there is an index of subjects in the back of the

guide.

INTERNATIONAL MARITIME DANGEROUS GOODS CODE

Part 2 contains information that applies to liquid gases. and here

we can find out all the information needed to carry out the safe
transport of gas by sea. By looking up the gas that we are to carry
DnMG Letter 4 31

we can find the relevant information needed for the cargo. such
as reaction hazards. explosion hazards etc.

u.s. COAST GUARD CHEMICAL DATA GUIDE

The U.S Coast Guard has done much towards the safety of the
transport of gases by sea in bulk. and has a comprehensive
register of all products where we can easily find the relevant
product and can read the applicable measures. Here we also find a
compatibility chart where we can easily find out if two products
react dangerously.

A •• Letter of Compliance" (a special certificate issued by the

u.S. Coast Guard) is required for gas transport in American
Waters.

INTERNATIONAL MARITIME ORGANISATION

To attend to the security of both ship and crew IHO (Inter-

national Maritime Organisation) has set down rules to reduce the
risk of the different products that are carried.

lHO's rules are known as the "Gas Code". Firstly. it covers the
gas ship's design and equipment, and forms a starting pattern for
how a gas ship is to be constructed. equipped and operated, with
safety as the common denominator.
DnHG Letter 4 32

IMO's rules are divided into three parts, according to the ship's
year of construction:

A. "Code for existing ships carrying liquefied gases in

bulk" (pub. No. 76.11.E) applies to ships for which the
bUilding contract was placed before the 31st December
1976.

B. "Code for construction and equipment of ships carrying

liquefied gases in bulk" (pub. No. 782.83.16.E) applies
to ships for which the building contract was placed after
the 31st December 1976 and before the 1st July 1986.

C. "Volume III International code for the construction and

equipment of ships carrying liquefied gases in bulk"
(pub. No. 104.83.12.E) applies to ships where construc-
tion has been started after 1st July 1986.

INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA 1974

SOLAS Convention of 1974, with subsequent changes in 1983,

contains IMO's rules with special emphasis on the rescue and
safety equipment that should be available on board for the
seamen's safety. The Gas Code is a mandatory part of SOLAS. The
Gas Code and SOLAS Convention are the basis of the safety and
rescue equipment that a gas ship has to have.

THE NORWEGIAN SHIP CONTROL RULES

Paragraph 17 in Chapter II in The Norwegian Ship Control Rules

deals with Norway's national regulations that apply to gas and
DnMG Letter 4 33

chemical ships. The Ship Control Rules take as the starting

point that the ship is to be built and equipped in accordance
with the Gas Code, but has a few extra requirements regarding
equipment. SOLAS in its entirety is a part of the Ship Control
Rules.

REGISTRO ITALIANO NAVALE (RINA)

These rules regulate the transport of condensed gases by sea in

and out of Italian ports. Every gas ship that is to trade on
Italy must have its own RINA certificate that proves that the
Italian special requirements are fulfilled.

NIPPON KAIJI KYOKAI

Japanese Shipping Authorities demand a special certificate for

gas ships that are to transport gas to Japan. They also require
that the ship is remeasured in accordance with their special
rules, and i t has happened that they have requested that the ship
be docked in order to conduct a comprehensive survey.

SPECIAL RULES FOR OTHER NATIONS

west Germany has special requirements stating that a gas ship

that is to transport ammonia via the Riel Canal must have its own
certificate issued by the West German Authorities. The Netherlands
and Belgium have also their own requirements that must be met,
and the tendency is that in the future more countries will set
their own requirements to protect their territories from possible
damage gas ships may bring upon the environment.
DnHG Letter 4 34

STANDARD OF TRAINING, CERTIFICATE AND WATCHKEEPING (STCW)

This convention is approved by IHO as a standard teaching method

for officers and crew on all ships (including gas ships). The
Rules came into force on 28th April 1984, and those who are
to work on a gas ship must have been taught, and trained in
accordance with these rules.

This correspondence course is in accordance with STCW Rules, and

gives the required theoretical knowledge. Before a certificate
can be issued entitling you to employment ona gas carrier, it
is necessary to have:

- sucsessfully completed an approved gas course (as this

course)
- undergone a fire-fighting course
- relevant sailing time on board a gas ship

The above-mentioned requirements show you that you hav undergone

the theoretical and practical training as laid down by the
STew Regulation.
DnMG Letter 4 3S

FIRE EXTINGUISHING EQUIPMENT FOR GAS SHIPS

We shall look closer at what the rules say about the equipment
that has to be on board gas ships for fire fighting and for
personal protection.

The Gas Code (IHO's rules) gives information on the number of

self-contained compressed-air breathing apparatus, air locks,
pipeline systems. level gauges and other relevant information
that must be followed when a gas ship is to be built and equip-
pede

In addition to the Gas Code, SOLAS'sRules for Life-Saving Appli-

ances and Arrangements are those used for the equipping of gas
ships. Classification Societies and National Authorities often
come with additional requirements on top of the Gas Code.

The Gas Code stipulates how a ship is to be equipped and arranged

so that a fire could be tackled. Amongst the equipment that
Chapter 11 says must be found on board is:

Number of fireman's outfits including air breathing apparatus:

Ship's total cargo capacity: Number:
Below 2000m 3 2
Between 2000m3 and 5000m3 4
Above 5000m3 5

Of the remaining rules we find that the ship must have more air
breathing apparatus than mentioned above. Chapter 14 in the Gas
Code gives a summary of the equipment that is for the crew's
personal safety_ Here we see that a ship must have an adequate
number, and not less than 2 complete sets of safety equipment, in
addition to the fireman's outfit that is required in accordance
DnHG Letter 4 36

with Chapter 11. The equipment that makes up a complete fire and
safety outfit set is also mentioned in this chapter.

A complete set of fire and safety outfits shall consist of:

1. One self-contained air-breathing apparatus with an air
capacity of at least 1200 liters.
2. Protective clothing, boots, gloves and tight-fitting
goggles.
3. Steel cored rescue line with belt.
4. Explosion-proof lamp.

In the same Chapter we also find the rules stating how many spare
air cylinders are required. and in addition how many air-comp-
ressors are necessary for filling empty cylinders.

Chapter 17 in the Gas Code concerns equipment for gas ships that
carry special cargoes, equipment that comes in addition to that
required in Chapters 11 and 14.

If a ship is to carry acetaldehyde, Chapter 17 paragraph 2.3

(17.2.3) says that the ship. if it has a larger cargo capacity
than 2000.3 , aust have a complete safety set in addition to those
that are required in Chapter 11 (11.6.1) and Chapter 14 (14.3)

A separate list of these special cargoes, with regard to this

point in Chapter 17 where the requirements are found, is shown
in Chapter 19 in the Gas Code (see fig. 15).

In the following chapter we shall "look closer at the different

equipment and arrangements that have to be found on board gas
ships to take care of safety measures that are laid down in IHO's
Gas Code and the Convention for the Safety of Life at Sea (SOLAS).
DnHG Letter 4 37

CHAPTER XI.X - SUMMARY OF MINIMUM REQUIREMENTS

, b e d e I a h
~ ~

...~ ~l &
~.!i ..

Product n.""
~
l~
.t;
3~
t
!
.~
ti
I! ~i~
~a
~~
'Ol~ ...§
11 :!

c3 OJ
l~
~-t
.rgo
.
~
s,..cl" fYlquir,m*1rr

IIGI
Acelaldehyde 1089 IIPG - Inerl I+T C 17.2.2,17.2.3,17.5.1, 17.7, 17.B
..-
Ammonia. anhydrous 1005 IIGI - - T C 17.2.1,17.2.2,17.2.3,17.3.1.17.7,17.12.4
IIPG
Buladiene 1010 IIGI
IIPG - lnen I R 17':1.2,17.5.2,17.8,17,10
-
Bulane 1011 IIGI - - I R
IIPG
10111 .IIGI
._---
BUINl~propanemixlures
1978 IIPG - - I R.
8utyl_ 1012 I1G/
IIPG - - I n
--
.17.2.17.4.2,2117.5.1,17.6,17.7,17.9,17.11.
O>lorln. 1017 IG Yes Dry T 1 17 12.511
melhyl elher o 1155 IIGI
IIPG - lnett I+T C
17.2.1,17.2.2,17.3.6,17.4.1, 17.7, 17.8Ial. 17.12.7,
H13 "1711; inA . .
D1.Nthylamln, 1032 IIGI
IIPG - - I+T C 17.2.1,17.2:2,17.2,3,17.3.1,17.7

Elh_ 1961 IlG - - ·1 R

Elhyl chlorld, 1037 IIGI
IIPG - - . I+T R 17.7
Elhylen, 1038 IIG - - I R
Elhylene olCld' 1040 IG Yes Inert I+T C
17.2.1,17.2.2'J't2.3,17.2.5.17.3.2,11.4.2,2117.5.1,
17.6 17.7 11.8 a,&I17.12.1
Elhylene ox idel . IIGI 17.2.2,17.4.1,17.5.1,17,7, 17.8Cel, 17,12.8, 17.13,
propyl.", oxide mixture
(max. 30% ",1",41
2983 IIPG - Inert I+T C 17.15,17.16
ethylene oKidel
Isoprene o21 1218 IIGI
IIPG - - I R 17,2.2,17.10,17.13,17.15,17.11 41
IIGI
Isopropylamlne 021 1221 IIPG - - I+T C 17.2.1, 17.2.2 17.3.4,17.1,17.13,11.14,17.15,
17,16,17,17 4 r
Methan' (lNGI 1972 4 IIG - - I C. ..
·Met~.VI ecetylene- ItGf ,-:" .
prC't'ecIiene mixture 1060 ItPO - - I R 17.12.2
Methvl bromide 1062 IG Yes - I+T C 17.2,17.3.3,17.4.2,2117.5.1.17.6,17.7,17.11
Methvl chlOl'lde 1063 ItGf
IIIPr. - - I+T C 17.:3.3,17.7
Monoelhylamlne 021 1036 1I0f
ItPO - - I+T C 17.2.1.17.2.2.17.2.3,17.3.1,17.4.1.17.7,17.13.
17.14,17.15,17.16.17.17 41 ' ..-
,
Nitrogen 2040 1110
1I0f
- - 0 C 17.12.3
--
Propane 197B
IIPG - - I A

Propylene 1077 110/

IIPG - - I A
IIG/
Propylene oxide o21 1280
IIPO - lnert I+T C
11.2.2.17.4.1.17.5.1.17.7. 17.8Ial.17.12.8. 17.1:).
17 15 17 16
I Refnaerant gases
{seenOlll' - 1110 - - - A
Sulphur dioK/de 1079 IG Ya Dry T C 17.2.17.4.2,2117.5.1.17.6.17.7.17.9.17.11
Vinyl chlorIde 1086 ,:IGI
,PG - - I+T C 17.2.1.17.2.2.17.3.2,17.3.3,17.7.17.8.17.12.6
Vinyl ethyl elher o21 1302 IIGI - Inert I+T C
17.2.1,17.2.2,17.3.2,17.4.1,17.7,17.8(al.17.10,
IIPG 17127171317151716
Vinylldene ch'orlde~21 1303 IIIG/ - Inert I +T A
17.2.1.17.2.2,17.3.5. 17.7. 17.8Ial,41 17.10,17.13.
IIPG 17.15.17.16

Fig. 15
D~G Letter 4 38

Gas ships that are also built to carry chemicals have to meet all
the requirements for both the Gas and Chemical Code. with regard
to the different products that the ship is to be allowed to
carry. This is done so that the ship's safety arrangements and
its equipment satisfy the most stringent requirements.

As mentioned in the introduction to this chapter. the require-

ments by different national Administrations and Classification
Societies must also be met.
DnHG Letter 4 39

PERSONAL EQUIPMENT

Protective clothing has to be made of material that protects the

body against heat radiation from fire, and also against burning
and scolding from steam. The surface of the clothes has to be
water resistant.

A set of boots and rubber gloves, or

other material that does not transmit
electricity, as well as a rigid helmet
to protect the head against blows. The
helmet must also have neck protection.

Fig. 16
Tight fitting goggles or a face shield.
The face shield has to be reflective
and fixed to the helmet.

Fig. 17
A fire proof safety line has to be
attached to a solid belt with a patent
hook. A chain must also be attached to
the belt so that the user can secure
himself to a ladder or something
else solid whilst he is working.

Fig. 18
An explosion proof lamp (hand lamp) with
a maximum voltage of 6 volts, and with
sufficient power to last at least 3 hours.

In areas and under conditions where there c¥fa

can be a lack of oxygen, air breathing c-- :#:3
apparatus must be used. Fig. 19
DnHG Letter 4 40

PROTECTION FROM SUFFOCATION

A self-contained air breathing apparatus with an air capacity of

1200 liters is sufficient for a person to be able to stay 1n an
oxygen-starved room for 20 minutes. This is based on the most
difficult conditions, where it is calculated that up to 60 liters
of air is used per minute. For every air breathing apparatus
that is on board, there also has
to be spare cylinders so that Pressurized
air cylinder Face
there is a total of up to 2 hours lask
supply of air per apparatus.
Including those cylinders that t
Lung
are attached to the breathing autoaat
apparatus, there should be a total Air supply
bose
of 7200 liters of air for each Fig.
apparatus the ship has on board.

Alternatively, a low-pressure air lead with a hose connection that

can be fixed to the apparatus is approved. This enables 2 people
to be able to work at the same time for one hour with the appara-
tus on, without using the air they have in the cylinders. A com-
pressor has to be arranged so that the air cylinders can be filled
with high-pressure air at the required purity.

The air-breathing apparatus has usually one 7 litre or two 4 litre

cylinders with a pressure of 200bar. Whilst using the apparatus it
is important to breath normally and calmly, because the consump-
tion of air decides the length of stay in an oxygen-starved room.

The useful time of an apparatus depends upon the work being done,
whether it is light or heavy work. and whether the user can breath
normally and calmly. When the air pressure in the apparatus is
DnHG Letter 4 41

Fl1tero.ask
for special
purposes

Fig. 21 Fig. 22 Fig. 23

low. an audible signal will be given off when there is approxi-

mately 280 - 300 litres of air left_ It is. therefore, important
to check the manometer regulary to see how much useful time is
left. When the signal sounds, the work has to be stopPed and the
worker has to leave the oxygen-starved. area.

Example:
The apparatus has a 7 litre cylinder. and the pressure reading on
the manometer shows 90bar. There is still 630 liters of air left
(7 Itr./bar·gObar = 630 Itr.). The work being done is relatively
light with 40 liters of air being used per minute. There is.
therefore. air left for just under 16 minutes' use
(630ltr. : 40 ltr./min. = abt. 16 minutes).

The audible signal to warn that it is time to leave the area

sounds at abt. 40bar pressure or about 280 litres of remaining
air (7 ltr./bar-40bar = 280 ltr.)

When there are 630 litres of air left (manometer reading), we

have about 350 litres of useful air left before we have to leave
the area (630 Itr. - 280 Itr. = 350 Itr.). This corresponds to
about 9 minutes' working time (350 ltr. : 40 ltr./min =9 min.).
DnMG Letter 4 42

When the signal sounds we have about 7 minutes to get out of the
oxygen-starved area (280 Itr. : 40 Itr./min. = 7min.).

For the apparatus to work smoothly, it is important to check that

the face mask is a good fit and is air tight. In front of the
demand valve there is a button, "air-flushing" button. It is
there to let extra air into the mask if the user for any reason
needs more air in his lungs than the normal dose gives. This
button can also be used if the mask steams up on the inside,
vhich often happens if you do not breath correctly, but begin to
vorry and draw air irregularly.

Approved UHF (communications radio) sets excist that may be

connected to the face mask so that the user can communicate with
the fire leaders outside the area .

• Hydrant • Firellan equiptellt

Q ro, exti~isher A Pollder extinguisher
)toWafer extlnguisher I Fire isolated
FIRE SAFETY PLAN • Elergency exit II FOal extinguisher
• Escape ex!t • Fire alar. release
A fire safety plan shall
show the ship's safety
equipment and fire in-
stallations. The plan
shall also shov the
ship in profile, and
also plan view of each
deck. Everything of impor- ,.
tance shall be marked vith Fig. 24
its own agreed international
symbol, so that outsiders, e.g. the fire brigade from shore can
quickly find the equipment and understand the arrangements.

The plan shall be displayed on board and also at a marked place

near to the ship's gangway whilst it is in port. This is so that
any help from shore under an emergency can be effective.
DnHG Letter 4 43

FIRE WARNING SYSTEM

On board a gas ship there shall be an approved sentral system for

fire and smoke detection and alarm. This system shall be based
on detectors for smoke, flames and heat. In addition it shall be
connected to manually operated call points.

The central control shall

be arranged so that it indi-
cates where the alarm comes Manual alal'll Stoke Heat Flue
release detector detector detector
from, i.e. where the detector
has either noted saoke, lli;.} --.~ II\' ---
flames or a sharp increase in
-<:{ It"l$t"h It'll' ,/
~ ~~ '~~\at~~~~M >'1~re
temperature. The control

~ control
panel shall automatically .lan

activate an audible alarm

that can be heard throughout Fig. 25
the ship.

The central fire detection and warning system shall have two
separate and independent power supplies, both of which must be
able to run the whole system at maximum load, and at least one of
the power supplies shall be able to run the system even if the
ship's main power supply fails.

FIRE PUHPS, FIRE HAINS, HYDRANTS, HOSES AND WATER-SPRAY

A gas ship shall be equipped with a fire-extinguishing arrange-

ment with sufficient capacity such that at least two jets of
water can reach any part of the deck in the "gas dangerous area",
i.e. all areas of the cargo containment system and cargo
equipment above deck. The necessary number of fire hydrants
DnHG Letter 4 44

should be located to satisfy the above arrangements and to comply

with the requirements of max. hose lengths of 33 meters.

stop valves shall be fitted in any fire cross-over lines provided,

in the fire mains at the poop front and at intervals of not more
than 40m between hydrants on the deck in the cargo area. This is
done for the purpose of isolating damaged sections of the fire
mains.

The engine-room pumps can be used in addition to the fire pumps,

and in case the engine room is unmanned, it shall be possiblie to
start the pumps from outside the engine room.

The ship shall have a spray system that can deliver a water
spray over the whole gas dangerous area, with delivery to
mainfolds, cargo tank tops, control valves and to the front of
the bridge facing the tank deck. On horizontal surfaces the
system shall be able to deliver at least 10 Itr./m2 and at
least 4 ltr./m 2 on vertical surfaces.

POWDER EXTINGUISHING INSTALLATION

Powder is chosen as the main extinguishing agent on gas ships.

The system has to deliver powder from at least 2 hand hoses, or a
combination of monitor/hand hoses to every point within the
dangerous gas area. Nitrogen is used as a propellant gas.

The powder installation shall include at least 2 separate powder

installations, but with the possibility for both joint or
separate use of the delivering installation. Ships under 1000m 3
need to have only one installation.
DnHG Letter 4 4S

~_post
Jc. Hose
Release control panel

Fig. 26.

The capacity of one monitor shall not be less than lokg/sec.,

whilst the hand hose shall deliver at least 3,5kg/sec.

The ship shall have a sufficiant quantity of powder stored in

each container to provide delivery of powder for at least 45 sec.
to all the monitors and hand hoses connected to each unit.

PORTABLE POWDER EXTINGUISHER

The portable powder extinguisher is an alternative in areas where

a hand extinguisher will be too small, and where a quick and
effective action is needed in case of an accident resulting in a
fire.
High-pressure
hoSe
Such apparatus are found in engine
rooms, boiler rooms, compressor rooms
valve
and in other special areas, and con-
sist of a SO kilo powder container
connected to a bottle of nitrogen Gas
bottle
propellant. It is on wheels for
easier transport. Such a SO kilo
powder apparatus will give 45 sec.
of effective use, with approximately
Carrying
as much delivering speed as a hand unit. Fig. 27 handle
DnHG Letter 4 46

CHOICE OF EXTINGUISHING AGENT

Water is used as a protector

and extinguisher of fires
in textiles and wood work.

Fig. 29

Power pistol
Trigger

safetY catch ---T''''-

Powder is recommended as an
extinguishing agent for fires Carbon Dioxide Cartridge

in liquids and gases. Power

Lining pipe-r.~'r­

One-way valve
Fig. 30

Hose Trigger

CO2 is recom.ended for extinguishing Isolated ~-- Carbon Dioxide

handle Gas
fires in liquids and for electrical
fires.
Funnel

(5noll
hom)

Fig. 31
DnHG Letter 4 47

FIRE EXTINGUISHING

To extinguish a fire most effectively, and at the same time

avoiding unnecessary damage to the surroundings, it is important
to choose the correct extinguishing agent. Knowledge of the
different extinguishing agents effect, as well as the properties
of the burning materials. is an important factor in fire fighting.

41~ ~o
~~ LIQUID EXTINGUISHING AGENTS ~
Fig. 32

We are now going to look closer at the topic "Fire extinguishing".

with the emphasis on tactics, technique, reasons for - and
prevention of fires on board.

When fire occurs on board, the folloWing priorities are to be

followed: 1. Rescue 2. Safeguarding 3. Extinguishing

The priorities that have to be followed in case of a fire have to

take into consideration that human life is irreplaceable. The
saving of missing persons has. therefore. to take priority, and
then the area around, over and under the fire zone has to be
safeguarded. and then the extinguishing can be taken care of.
DnMG Letter 4 48

FIRE EXTINGUISHING TACTICS

A successful end to a fire on board will depend upon the correct

tactics being used. With tactics we mean the correct employment
of all available resources so that the maximum effect can be
achieved.

The Huster List and Emergency Instructions that are displayed

on board give information about an individual's tasks and place in
the event of a fire. Regular teaching on board combined with real-
istic training, where the correct priorities are followed, will
increase the chance of successful results in the event of a fire.

We shall study which tactics should be followed if a fire occurs

on board:

1. RESCUE - ascertain if someone is missing:

a) Start a search if anyone is missing

b) Treat injured persons
c) Rescue trapped persons
d) Secure the ways of retreat
e) Warn other ships/shore stations of the situation

2. SAFEGUARDING - safeguarding the fire zone from spreading:

a) Safeguard the area over the fire zone
b) Safeguard the area under the fire zone
c) Stop fuel reaching the fire
d) Safeguard particularly dangerous objects
DnHG Letter 4 49

3. EXTINGUISHING - locating the area of fire:

a) Deciding on direction of attack

b) Deciding on extinguishing agent and method
c) Deciding extinguishing actions
d) Safeguard the firefighting team

A successful extinguishing of a fire on board will always depend

on sufficient effort being made in the correct areas, at the
right time and in the correct way.

FIRE EXTINGUISHING TECHNIQUES

By technique we mean the correct use and handling of the equip-

ment and arrangements on board. All the equipment on board for
fire fighting is found marked on the displayed Safety Plan.
During exercises i t is important to indicate where the equipment
is found and how it is to be used, in particular, the arrangement
and operation of the release mechanism for the powder aggregate
and the remote starting of the fire pumps. Powder is, as menti-
oned. chosen as the main extinguishing agent on gas ships. It is
important to be able to activate quickly and correctly the port-
able power extinguisher. the fixed stations and the hose posts.

CAUSES OF FIRES

Fires occur when the right conditions

are present. These conditions can be
represented by sides on a square
(see fig. 33). One side of the square
symbolizes a combustible material,
DnMG Letter 4 50

and the other side a suitably high temperature. Next, oxygen must
be present, and finally, as the fourth side in the square, there
must be an uninterrupted chain of reactions so that fire can
occur. All fire-prevention measures try to prevent such squares
forming. Fire extinguishing aims to remove one of the sides in
the square, so that the conditions for a fire do not occur. and
the fire is extinguished.

Use of naked flames. e.g. smoking. is regrettably one of the

main reasons for fires on board ships. Smoking in bed must never
occur. but only in special places. Whilst the ship is loading or
discharging. or is gas freeing. smoking must not be done on the
sly, as a cigarette can easily lead to a disaster.

On board gas ships, no-one is allowed to carry lighters or

matches when they are in the gas-dangerous areas.

Lights that are used have to be explosion safe and certified for
use on board.

In circumstances where gas can possibly get into the accommo-

dation, the utmost care must be taken in the use of electrical
appliances. Radios, shavers, electrical hot plates and other
items that may produce sparks must not be used if there is a
possibility of gas getting in.

Work that may produce sparks must not be carried out in the gas
dangerous area during loading or discharging. Paint or oil rags
that can self ignite must be tidied away after use. Aluminium
paint must never be used in areas where gas may collect, and care
is to be taken so that aluminium ladders are not dropped on the
deck. Aluminium alloys or aluminium that is banged against rust
produces heat (energy). and this energy can be sufficient to
DnMG Letter 4 51

ignite a flammable mixture.

Static electricity can also be an ignition source. particularly

during gas freeing of the tanks or whilst the tanks are being
cleaned. The cargo or the water spray is charged with electri-
city. and this charge has to be discharged to earth. When the
charge is large enough, a spark that could ignite a flammable
mixture may form.

FIRE PREVENTION ON BOARD

It is. unfortunately. a fact that i t is most often human factors

that cause fires on board. Negligence is the most frequent reason.
To prevent and secure against fire, it is important to be obser-
vant, tidy, have good working habits. and last but not least, a
good knowledge of your ship and cargo. of the fire fighting
equipment and how it is used.

Information about the cargo being carried in the tanks is posted

at different locations on the ship. Information on the cargoes
and how a gas fire is fought will be found at these locations.

Continual alertness and care will be the most effective preven-

tive measures against fire on board. Realistic and regular fire
practices will ensure more effective fire fighting in the
event of a fire.
DnHG Letter 4 52

PORT REGULATIONS

A safe. quick and effective loading/discharging operation is in

everyone's interest. and most shore installations have. therefore.
their own regulations on how the work between ship and shore is
to be carried out to secure an optimum result.

International, national and local requirements and rules have

always to be respected and followed. This duty applies to both
ship and installation, and in a joint effort a safety program is
established that is to be followed during the ship's stay at the
installation.

Generally, most installations have quite similar regulations. and.

although the differences are most often a formality, they are
easy for the ship to follow.

It is the ship's responsibility, before arraival, to collect the

available. necessary information regarding the port conditions
etc. that is of importance for a safe arrival. Amongst other
things, the Agent in the last port should be of help in such
cases. otherwise, useful information is found in "Guide to Port
Entry" and in various port guides that are distributed by the
different port authorities or from the installation. Such port
information must be kept safe on board in case of re-visits to
that port at a later stage.

Information regarding requirements for tank cleanliness, cargo

quantities and other relevant points are obtained from the
shipper. The ship has to give all the information that influences
the loading and/or discharging time, the correct arrival time and
D~G Letter 4 53

any other points that may be of importance.

When the ship arrives at the installation, the check list con-
cerning all the safety measures and procedures will be gone
through. and the installation and operational matters agreed
upon.

Thereafter the operation plan for loading/discharging has to be

agreed upon, including cargo quantity. grade, pumping rate, cargo
pressure and temperature as well as other factors that might
influence an effective operation.

During loading or discharging the installation does not allow the

ship to have barges alongside. Bunkering of oil and water must
then be done either before or after the loading operation.

Some installations are also unwilling to allow provisions and

stores to be taken on board during loading or discharging opera-
tions. Repairs on the ship's main engine. or other components
that may have an effect on the ship's manoeuvrability are
strictly not allowed whilst cargo operation is taking place.

The radar is not to be in operation unless special permission is

given, and the radio is not to be used whilst lying at the
installation. Some jobs are not to be started, such as mechanical
work on the ship's hull or deck. Work in voidspace is not allowed
whilst the ship is connected to the installation.

All these different restrictions will be gone through and agreed

on between ship and shore before the cargo handling is begun,
thereby assuring a quick and safe port operation for the ship.
DnHG Letter 4 S4

EXAMPLE OF PORT REGULATIONS/CHECK LIST

The different companies and installations often have their own

port rules and regulations that ships must follow during their
stay.

The terminal safety officer will come on board with the company
check list and informative documents, and will go through all the
different questions and requirements with the ship's safety
officer/captain. All the equipment will be checked to the
installations satisfaction and the documents signed by both
parties before the loading/discharging can be started.

Figures 34. 3S and 36 show the formulation that ESSO uses for its
installation at Slagentangen. The forms consist of a general
directive - SAFETY REQUIREMENTS -. Next, a SHIP/SHORE SAFETY
CHECK LIST - PART A. This is a general list that applies to all
types of tankers. A special list must also be completed - PART C
- that applies to gas ships.
DoHG Letter 4 ss

Company .

Terminal .

Date ..

I he Master,
s.s.Zm. V : ..

Purt : ..

I>t:al Sh ,

SAF':')'y REQUIREMENTS

l{e~p."I.~ihility for the safe conduct of oprations on board your ship while at our terminal rests with you as master.
Nevcrthelevs. since our personnel, property and other shipping may also suffer serious damage in the event of
accident aboard your sh)ll. we wish, before operatinons start.to seek your full co-operation and understanding on
the safl~lY requirements set out in Ship/Shore Safety Check List,

1 hesc xaf'ety IC(llIirCilIcnts are based on safe practices widely accepted by the oil and tanker industries. We there-
for expect you and all under your command 10 adhere strictly to them throughout your slay alongside Ihio; terminal,
We, for our part, will ensure Ihal our personnel do likewise and co-operate fully with you in the mutual interest of
sate and efficient operation.
In meier to assure ourselves of your compliance with these safety requirements, we shall, before the start of opera-
tions and thereafter from time to time.instruct a member of our staff to visit your ship. After reporting to you or
your deputy lie will join one of your officers in a routine inspection of cargo decks and accommodation spaces.

If W( observe any inhin",elllent on board your ship of any of these safety requirements. we shall bring this imme-
diatcly 10 Ihe alieni ion (If yourself or your deputy for corrective action. I f such action is not taken in a reasonable
tillie we shall adopt measures which we consider 10 be the most appropriate to deal with the situation and we shall
not if y you accerdlngly.

If ,011 observe any ilifringclllcllt of these requirements by terminal staff', whether on the jelly or on board your
!o.hil'. please bring this immediately 10 the notice of our representative who is nominated as your contact during
your slay in port. Should you feet that any immediate threat to the safely of your ship arises from any action on
our part, or from equipment under our control, you are fully entilled to demand an immediate cessation of ope-
rations.

The seulur tenulual representatlve on duty is ..

Telcpnr.ne number ..

Ulifo,.V11F communicate channel ..

IN run EVEN r 01: CONTINUED OR I'LAGRANT DISREGARD OF THESE SAFETY REQUIREMENTS
BY A,'J¥ SIIIP, WE RESERVE TilE RIGIITTO STOP ALL OPERATIONS AND TO ORDER THAT SHIP
OFF rt IE BERTI I FOR APPROPRIA I E ACTION TO BE TAKEN BY THE CHARTERERS AND OWNERS
CONCERNED.

l'lcas- acknowledge reseipt of this letter by countersigning and returning the attached copy.

Signed:

Terminal representative
Receir» uf thls letter is acknowledged

Signed:

Master

s.s.zm.v ..

Dale Time ..
 SHIP/SHORE SAFETY CHECK LIST A 15 Is the agre. .. :enting system being used':' CIC 1,4
A16 Are l1and I"relles of an approveo iypot? CC
5h.p', nar.o.
aetttl POI'tt.-. _
.4.17 Are portable VHF/UHF Iransceivers of ar. §'
approvf'd ti'pe? C1C,
Oalll ot Amva' .. me (II Art:va. _ ~
:NSTRUCTIC')NSFOR COMPLE:T10N
A18 Are the shio's main radio transmitler ae'ials
earthed ana radar:; switr.I1ed off?
CI I
The ~afel"l of operations reQ"ire~ that all Queations be answere.J affirmative. If an atflr·
mative answer is not possible. the reason s~"ulc b'! gIven and agreement reacl"et" UPO/'l
A1£ Are electric cable~ to portaete eillctflcal
eoulpmen~ dtsconnectec trom power?
Iclc
JPprupriate prllCautio'1s (0 be t;.ke:'l between ,he ship and the tarminat Where any
questions is not cOl\sit:lp.r,~d to be applicab!e a note to tnat effect should be inserted in
A~u Are all elller"al dC.:Irs and POtts in tne
amidships accommccancn closed?
A21 Are all extern .. 1 doers and ccrts in the atter
clc
the remarks column,
accommoaatlon leading onto or ave'looking
". the preser:!:e of mrs symbol in the culumns 1sh:p•.'\nd _lerminal. i"dicate:t that
. checks shall oe carried oct by the party concerned,
the tank deck closed? c c
A22 Are air conditioning intal<es whicil may permit
Th~ presence of Ihe letters A ana P in Ihe column .Code« indlt:ates Ihe tollowin!,;: the enlry of cargo vapours close-J? c c
A- the mentioned procedures and agreements :o:haJ: be in·wl'iting anC signed by both 1,23 Are window·type air condltlcning units
partIes. disconnected? 0 0
p. in the case of a negalive answer the opratlo,; shall not be carried O.lt without the A24 Are smoking requirements being observed?
permission of Ihe Port Authority
0 0
A25 Are the requirements for the use of 1allcy

~1~J~r
PART A and other cooking appliances being ::lbserved? C 0
Remarks
Bulk Liquids-General A26 Are naked light requirements being ooserved? 0 C
en t- Ul
A,27 Is Ihere provision for an emergency escape
A1 Is the ship securely I!.oored? 00 possibility? 0 0
A2 Are emergency towing wires eor;'ectly pcsitlcned? 00 A28 Are sufficient personnel on board and ashore
A3 Is there safe access betwee:l sl'io and sl.ore? 00 to deal with an emergency? c 0
t-
A-4 Is the ship ready to move under Its own power? o Ip A29 Are adequate insulating means In place in III
AS Is there an effective deck watch in attendance the ship/shore connection? 0 0 rt
on board and adequate supervision on the termt- A.30 Have measures been taken to ensure suffi·
rt
III
nal and on Ihe ship? 010 cient pumproom ventilation? 0 '1
A6 Is the agreed ship/shore communication system A.31 Is IG system, if fitted, fully operational
l:'-

:1 rl
operative? OiDIA and tesled?
A7 Have the procedures for cargo, bunker and A32 Have hull stresses been considered with regard
ballast handling been agreed? OiDIA to the operations 10 lake place while alongside? SHIP I SHORE
A8 Has the emergency shut down procedure been
OIDIA Are tank cleaning operations planned during the ship's Yes/no·
agreed? stay alongside the shore installation?
A9 Are fire hoses and fire fighting equipment on Yes/no' I Yes/No·
board and ashore positioned and ready for
010 If so, have Ihe port authority and terminal been
Immediate use?
informed?
A 10 Are cargo and bunker hoses/arms in good cen-
ditlon and properly rigged and where appro- • Delele Yes or No as appropriate
priate, certificates checked? 010 Declaration
A 11 Are suppers effectively plugged and drip trays We have checked, where appropriate jointly, the items on Ihis check list. and have
in position, both on board and ashore? 1010 satisfied ourselves that the enlries we have made are correct to Ihe best of our know-
ledge, and arrangements have been made 10 carry out repetitive cl1ecks as necessary.
A12 Are unused cargo and bunker connections inclu·
ding the stern discharge line, if fitted, blanked? 010
For ship For Terminal
A13 Are sea and overboard discharge valves, when not
In use, closed and lashed? 010 Name I Name _
A 14 Are all caroo and bunker tank lids closed? 00
Rank I Position _
RE·CHECKED:
Signature I
Slgnalure' _
_ _ _ _ _ _ _ _HRS/DATE _ _ _ _ _ _ _ SHIP _ _ _ _ _ _ _,SHORE
Timet _
_ _ _ _ _ _ _ _,HRSlDATE _ _ _ _ _ _ _ SHIP _ _ _ _ _ _ _ SHORE
Oalel _
Ln
y".,:, - 'jC
a.
DnHG Letter 4 S7

Ai
PAATC c:
'E .. Remarks
_.
A ddilional Ckecks - Bulk Liquefied Gases
0-

III
-~
:G Ql 0
1-0

C 1 Is inlormatlon avaltabte giving necessary

data 101 the safe handling of Ihe cargo
Including, where applicable. a manulacturer's
Ini,lbitlon certificate? Oc..:
c2 Is Ihe ...: .IIt'r (""ay .ly!'fem rearly lor use? 00
c.'3 Is sulflclent alia suitable protective equipment
(Including sell-ccntatned brealhlng apparatus)
and protective clolhing ready lor immediate use? 00
c'4 Are void spaces properly Inerted where
requlrfld? 0
c5 Are all remote conlrot ..alves in w"rking
Nder? 00
c6 Are cargo tank safety rellel valves lined up
to the ship's venting system and are
ly·p&Sses closed? 0
c7 Are ~he required cargo pumps and
compressors In good order, and have the
maximum working pressures been agreed
between ship and shore? 00 A
c8 Is reliquellcatlon or boll 011 control
equipment In good order? 0
c9 Is gas detection equipment sel lor the
cargo, calibrated and In good order? 00
c'Hi Are cargo system gauges and alarms correctly
set and In g<lcd order? 00
c" Are emergency shut down systems working
properly? 00
c 12 Does shore know Ihe I.>losing rale 01 ship's
automatice ...alves; does ship have similar
details 01 shore system? 00 A
c• i3 H&s Information been exchanged between
sl\lp and lIhore on mlnlmun. working
temperatllre 01 the cargo system'? 00 A
O".;laraliun
We h.we che(;keJ. whf.,t1 appropriate jolnl1y. the items on this check llst, and havb sans-
hed oursetves that the enlries we have made are correct \0 the best 01 our knOWledge.
and allo,'gements have been made \0 carry out repeli\lve checks as necessary.

For Ship For Terminal

--------...,------4-------------
Norno •. Name _

P.•...,k Position _
Signalure _. _ Signature _

Tlms _
Oa\e _
DnMG Letter 4 58

EXERCISES
(Answers on page 63)

1. a) Which of the two most important rules apply as to how a

gas ship is to be equipped with regard to safety?
b) Which authority has issued these rules?

2. LPG "ICE COLD" is to sail between Houston, Texas,

Santor and Brazil. Which extra certificates will be
needed?

3. What does 1HO stand for, and what authority has the
organisation?

4. What are IHO's rules for gas ships called?

5. Which extinguishing agent is the main one that is used

on gas ships?

6. What information is shown on a Fire Control Plan?

7. What is done on board ships so that shore side personnel

become familiar with the ship's arrangements and possi-
bilities for fire fighting?

8. An air~breathing apparatus has two air cylinders, each

of 4 litres and at a pressure of 200 bar.
a) How many (normal) litres of air is there in the
apparatus?
b) How long will the air last if work is being carried out
where 40 litres of air per minute are consumed?
DnHG Letter 4 59

9. Which four requirements must be present for fire to

start?

10. What do we mean with fire extinguishing tactics?

11. a) If a fire breaks out on board. what will the priorities

~?

b) Why?

12. How can aluminium be the cause of a fire?

DnHG Letter 4 60

ANSWERS TO THE EXERCISES FROM PAGE 27

1a) Tank pressure = Saturation pressure minus atmospheric press.

= 2,19142bar - 1.013bar

;;==!=!Z~~~~~

b) set point that must be chosen: ~=2g~~

c) Filling limit = ~'98~

= 526.21kg/m3·98~
558. 19k9/m3
;;=~~=~~~~==i2~~~~~~~

d) Filling volume = Tank volume . Filling level

= 987,18.3'0.92385 ;;=~~~=22g!~

e) Liquid depth (sounding): ~=2~~!

2a) set point that must be chosen: ~=~~~~

(When the saturation pressure for ammonia at -18OC is abt.

2.1bar according to the curve, the tank pressure is abt.
l.lbar. We must, therefore, use a set point that is higher
than the expected tank pressure).

dR
b) Filling limit = -·98%
dL
= O,632kg/dm 3 '98%
O.6615kg/dm 3

;==2~=~~!==i~=2~~~~

c) Filling volume = Tank volum . Filling level

= 828,34113'0.9363 ~=ZZ~=~Z~~;
d) Liquid depth
DnHG Letter 4 61

3a) Total mass in tank No.2: 511,551MT

=:::=~=====

b) Weight in air:

c) Ship fig _ ("Weight in air"):

d) Difference between ship fig. og B/L:~~Z~~~!

4a) Total mass in tank No.3:

b) weight in air in tank No.3:

526,21kg/m3
c) Allowed filling limit = 578,50kg/m 3
'98%

= 89,142"

Allowed filling volume = 1060,22m3 . 0,89142 = 945,101m3

Used filling volume = 991,758113
Difference = 46 657m 3
=====b=====
The filling level has, therefore, been exceeded. We have
filled 46,657.3 too much in the tank.

d) Ship. fig. = 56S,019HT

BIL = 567, 450MT
Difference = 2,431HT
Divergency in 'X = 2.431HT·100% ~=~b~~~
567,4S0MT

The divergency (O,42X) gives no reason for a protest, as this

is allowed up to 0,5%.
DnMG Letter 4 62

Sa) Mass of liquid ;;;

914. 124m3 . 0.559. 41MT/m 3 ;;; 511.370MT
b) Mass of gas = 71,74m 3 . 4,65kg/m3 = 333.6kg = 0.334MT
Total mass ~;;;~H;~Z~~~!

(For comparison the mass was calculated as 511.551MT in

exercise No.3)
DnHG Letter 4 63

ANSWERS TO THE EXERCISES FROM PAGE 58

1a) "Code for the Construction and Equipment of Ships carrying

Liquefied Gas in Bulk" and "International Convention for the
Safety of Life at sea".

b) International Maritime Organisation (lMO)

2) Letter of Compliance issued by the U.S. Coast Guard.

3) International Maritime Organisation. a sub-department of FN.

4) The Gas Code

5) Powder.

6) Information on all the installations. fire connections and

fire fighting equipment on board. where it is found. and the
nu.ber and size.

7) A copy of the Fire Control Plan is hung at the shore gangway.

8) a) 1600 liters
b) 40 minutes

9) Flammable material. required temperature. oxygen and an

unbroken chain of reactions.

10) Fire fighting tactics means to employ all the available

resources so that the maximum effect is gained.
DnMG Letter 4 64

Ila) The first priority is to see if anyone is missing (rescue).

next safeguard the fire area (securing) and then extinguish
the fire (extinguishing).

b) The first priority is saving human life.

12) If aluminium or aluminium alloys are banged against rust.

heat may be produced (energy).
AMVS PART 4 65

CORRESPONDENCE EXERCISES
(Answers are to be sent to school for marking)

1. LPG/C "Propane" is to load the maximum allowable quantity into cargo

tank no. Z, and following data are known:

100% volume of tank: 987,180 m"

Type of cargo: Propane
Temperature of cargo: -18°C
Tank safety valves set point: 0,3 og 4,0 bar
Calculated aft trim: 0,50m
Atmospheric pressure: 1013 mB

a. Which set point must be used on the tank safety valves?

b. Calculate maximum allowed filling limit.

c. Calculate the filling volume in cargo tank no. Z.

d. Which corrected liquid depth corresponds with this volume?

Use sounding table for LPG/C "Propane" - figure 9.

2. The ship LPG/C "Ammonia" is to load the maximum allowable quantity

into cargo tank no. 1. Use the curve sheet "Termodynamic properties -
ammonia" in letter 3 to solve the task.
The following data:

100% volume of tank: 3418,250 m3

Type of cargo: Ammonia
Cargo temperatur: -22°C
Tank safety valves set point: 0,5 / 3,0 / 5,0 bar
Atmospheric pressure: 1000 mb

a. Which set point must be used for the tank safety valves?

b. Calculate maximum allowed filling limit.

c. Calculate the cargo volume in tank no. 1.

©Copyright TRANSPORTATION or CONDENSED GASES BY SEA kdl amvs 2002

AMVS PART 4 66

3. LPG/C "Propane" has loaded tank no. 3 in Vearhaven. Required

informations about the vessel (size of tanks, tank tables etc.) are found
earlier in this part.

The following data are known:

Type of cargo: Propane

Liquid depth reading (sounding): 8,210 m
Average liquid temperature: -18°C
Tank pressure: Ref. liquid temp.
Atmospheric pressure: 1002mb
Vapour temperature in the dome: -4°C
.Specific gravity 601 60°F 0,5072
Heel (before loading) 11,374 MT (weight in air)
Calculated astern trim after loading: 0,50 m astern
Shore fig. (B/L) 539,214 MT (weight in air)

a. What will be loaded mass in tank no. 3?

Use one of the enclosed loading calculation formulas when solving
this task. Use the answering sheet in the usual way, but where the
answers are shown in the loading calculation report, just write:
"See loading calculation report".

b. Turn over the loaded mass to "weight in air".

c. What is the difference between ship's fig. and B/L?

4. Agas ship able to carry ethylene cargoes is to be built. Which of the

IMO regulations must this newbuilding be based on?

5. How can static electricity appear during loading operations?

© Copyright TRANSPORTATION OF CONDENSED GASES BYSEA kd/ amvs 2002

AMVS PART 4 67

6. A situation has been created where breathing apparatus must be used.

The pressure gauge reading is 183 bar, and the air cylinder contents 7
litres the work is exhausting and the air consumption is approximately
67litres per minute. The alarm signal "leave the area" sounds when the
pressure is approx. 40 bar.

How many minutes can we expect to stay in the oxygen scarce area
before leaving?

7. How is the information regarding cargo properties, danger, points of

notice etc. expressed to the staff!

8. What do we mean by "fire extinguishing techniques?

9. Why is it strictly prohibited to enter or work in "void space" during

loading or discharging operations?

©Copyright TRANSPORTATION OF CONDENSED GASES BYSEA kd/amvs 2002

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