8.6.15.

Were the Master and officers familiar with the company procedures for the safe
operation and maintenance of the cargo heaters, vaporisers and condensers, and was
the equipment in satisfactory condition?
Short Question Text
Cargo heaters, vaporisers and condensers

Vessel Types
LPG, LNG

ROVIQ Sequence
Cargo Control Room, Compressor Room

Publications
SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals. Fourth Edition.
ICS: Tanker Safety Guide (Gas) - Third Edition
IMO: ISM Code
IMO: IGC Code

Objective

To ensure the safe operation of the cargo heaters, vaporisers and condensers.

Industry Guidance

SIGTTO: Liquified Gas Handling Principles on Ships and in Terminals. Fourth Edition.

4.4 Cargo heaters

Ordinarily, refrigerated cargo will need to be heated before it can be transferred into pressurised storage systems, to
avoid low temperature embrittlement of the cargo tanks and pipelines. Heating can take place while loading a cold
cargo into a pressurised ship or when discharging a refrigerated cargo into pressurised tanks ashore.

4.4.1 Direct cargo heaters

A cargo heater is usually a conventional horizontal shell and tube type exchanger and is normally mounted in the
open air on the ships deck. The cargo passes through one side of the tubes while the sea water flows on the other
side before going overboard. They are known as direct heaters.

There is a requirement for temperature controls and alarms to avoid freezing as this is a risk that always has to be
guarded against.

For safety reasons, the cargo flow into direct heaters will usually need to be controlled so that the sea water outlet
temperature never falls below 5oC, to help protect the heater against freezing in the event of a sudden loss of water
flow.

Consideration should also be given when the heater is used in river berths, where the water is ‘fresh’ (which freezes
at about 0oC) rather than ‘salt’ (which freezes at about minus 2oC (-2oC)).

Before start-up, it is prudent to test both cargo and water sides for leakage and test water flow shutdowns as well.

Specific instructions will, ordinarily, be available on board to cover the testing, operation and maintenance of the
particular heater installed. They will, amongst other things:

• Identify the various alarms fitted to protect the unit.

• Indicate how to test these alarms before use.

Page 267 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
 • Provide correct start-up sequence and procedures.
• Explain how to regulate cargo flow during operations.
• State how to shut down the heater correctly after use.

It is common practice to start the heating water flow some time before cold cargo is admitted to allow conditions to
stabilise and, after the transfer is completed, to keep the water flow running until well after any liquid cargo has been
drained off from the unit (typically one hour before and one hour after operations).

After use, some heaters require fresh water washing and isolation from the sea water system to prevent corrosion
when not in use. In some cases, the cargo heater may have to be isolated and filled with an anti-corrosive.

Some designs include a fixed gas detection sensor to monitor the overboard water from the cargo heater and provide
an early warning of leakage in service. If a fixed system is not installed, it is usually possible to fit a hose from the
overboard water vent so that it can be checked regularly with a portable gas detector.

Other variants on direct type heaters have been fitted, such as a system where the sea water flow is heated by steam
or thermal oil from a boiler before passing into the heater. This type of system would overcome the limitation of direct
systems in cases where the sea water is too cold. However, large quantities of sea water are required to heat the
cargo at a reasonable rate and, therefore, a high capacity energy source is needed.

4.4.2 Indirect cargo heaters

Indirect cargo heaters use an intermediate circuit between the cargo and the heat source. Examples include steam
heated glycol system, where glycol tank is heated by steam and the warm glycol is passed through the cargo heater
and returned to the glycol tank to be reheated and recirculated.

Another type of alternative ‘indirect heater’ is shown in Figure 4.36. In this case, an intermediate fluid in the lower
heat exchanger is evaporated by the sea water and condenses against the cold tubes in the upper exchanger, which
have cold liquid cargo passing inside them. The intermediate fluid may be a refrigerant gas with a suitable
evaporation point or the cargo itself.

4.5 Cargo Vaporisers

A means of producing cargo vapour from liquid is often required on gas carriers. For example, vapour may be needed
to gas-up cargo tanks after they have been gas-freed or to maintain cargo tank pressure during discharge if no
vapour return line is provided from the shore. On LNG carriers there is also a requirement to occasionally produce
vapour to supplement BOG to provide sufficient for use in the propulsion system.

LPG carriers usually only have a single vaporiser, while on LNG carriers it is common practice for two vaporisers to
be installed, one high duty (large capacity) for use when gassing up the LNG carrier and another low duty (low
capacity) unit for use in maintaining the vapour supply to the engine room.

Cargo vaporisers may be vertical or horizontal shell and tube heat exchangers. They are used with either steam or
sea water as the heating source and so are similar in construction to the cargo heaters described in Section 4.4. The
main difference in the design is that a heater simply warms the liquid cargo, while a vaporiser is intended to change
the phase of the cargo from a liquid to a vapour.

If sea water is the heating medium in the vaporiser, care may need to be taken to prevent freezing and subsequent
bursting of the tubes if, for example, the cargo vapour pressure inside the vaporiser becomes too low.

As a general principle, the heating medium is started first and the cold liquid introduced very carefully until the
pressure in the unit has reached the required value and the liquid level is correct. At this stage the outlet valve can be
opened to supply vapour to the system and adjusted to ensure that pressure is maintained such that the liquid level in
the vaporiser is adequate.

ICS: Tanker Safety Guide (Gas) - Third Edition

Page 268 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
1.8.9 Cargo Heaters

Cargo heating systems should be leak tested prior to use. When initially operated, the heater system should be
subjected to enhanced monitoring until steady state conditions are achieved.

The routine inspection and pressure testing recommendations of the original equipment manufacturer should be
followed.

7.2.3 Heat Exchangers

Heat exchangers may be used for a number of purposes, including:

• Condensing and reliquefying cargo vapour;

• Vaporising cargo liquid;
• Puddle heating;
• Inter-cooling; and
• Drying.

For ships with multiple heat exchangers, it should be confirmed that the heat exchangers in use are compatible with
the particular cargo. The specific instructions for the operation concerned should be observed, especially with regard
to the sequence for introducing the ‘hot’ and ‘cold’ phases, and the relative pressures of each. The equipment should
be kept free from fouling.

Cargo heaters using water should be operated with care, particularly if the cargo is at low temperature. In order to
avoid blocking the equipment with ice or causing damage, the water supply should be established first and the cargo
liquid supply carefully regulated to prevent the water freezing. Furthermore, when the temperature of water supplied
to cargo heaters is close to freezing, such equipment should not be used. At all times original equipment
manufacturers’ recommendations on the use of equipment should be followed.

Appendix 3 Cargo Handling Plant and Equipment

A3.4 Heat Exchangers

Heat exchangers may be fitted for any of the following purposes and may use sea water, fresh water, steam or other
liquids (e.g., glycol) as a heating or cooling medium:

• As vaporisers (for cargo or nitrogen liquid);

• As heaters (for liquid or vapour);
• As heaters for cofferdam heating systems on LNG carriers;
• As condensers (for cargo vapour or refrigerant gas);
• As driers (for inert gas, cargo vapour or compressed air);
• As intercoolers (in refrigeration plants); and
• As coolers (for water or lubricating oil).

Reference should be made to instruction manuals provided by original equipment manufacturers of the equipment
fitted. Particular attention should be paid to the following points:

• Hot or cold phase flow should be established in the correct sequence. Many heat exchangers have special
internal coatings or bi-metal tubing which is easily damaged by temperatures only slightly different from
normal operating temperatures. Care should be taken with heat exchangers using water in order to prevent
freezing of the water;
• Heat exchangers should be pressure tested or otherwise checked for leaks at regular intervals;
• Instrumentation and associated equipment such as pressure and temperature switches, float controllers or
relief valves should be functioning correctly; and

Page 269 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
 • For those heat exchangers using water, any fouling will lead to loss of efficiency, leading to sub-cooling and
freezing when used as a cargo heater, or overheating when used as a cooler.

Appendix 6 Basic Thermodynamic Theory

A6.7.7 Condensers, Heat Exchangers and Evaporators

These items of plant are designed to affect a heat exchange from one substance to another across a barrier. They
may be described as ‘evaporators’ when used to convert liquid to vapour, as ‘condensers’ when used to convert
vapour to liquid, and as ‘heat exchangers’ when the main purpose is to effect a heat exchange without evaporation or
condensation necessarily occurring. In cargo systems the same heat exchangers may act as condensers for one
operation, and as evaporators in another. Shell and tube condensers are used extensively and are either water
cooled, or refrigerant cooled as in cascade systems.

Condenser efficiency is directly proportional to the total surface area of the tubes, their conductivity, and the rate of
flow and temperature differential between the substances passing through.

Refrigerant efficiency will be lost in the condenser when:

• The temperature of the cooling medium is comparatively high;

• The rate of flow of the cooling medium is low;
• The conductivity of the tubes is insulated by scale or deposit formation;
• When there is a decrease in the tube surface area due to leaking tubes which have been plugged; or
• When a ‘backup’ of condensate covers the cooling tubes or shell and restricts the heat exchange area.

TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for
all vessel types within the fleet. The procedures include:

• Roles and responsibilities.

• Cargo and ballast handling.
• Maintaining safe tank atmospheres.
• Record keeping.

The procedures clearly identify the designated person(s) in charge of cargo, ballast and/or bunkering operations.

IMO: ISM Code

7. The Company should establish procedures, plans and instructions, including checklists as appropriate, for key
shipboard operations concerning the safety of the personnel, ship and protection of the environment. The various
tasks involved should be defined and assigned to qualified personnel.

IMO: IGC Code

Chapter 7 Cargo pressure/temperature control.

7.8 Availability

The availability of the system and its supporting auxiliary services shall be such that:

1. In case of a single failure of a mechanical non-static component or a component of the control systems, the
cargo tanks pressure and temperature can be maintained within their design range without affecting other
essential services;
2. Redundant piping systems are not required;
3. Heat exchangers that are solely necessary for maintaining the pressure and temperature of the cargo tanks
within their design ranges shall have a standby heat exchanger, unless they have a capacity in excess of

Page 270 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
 25% of the largest required capacity for pressure control and they can be repaired on board without external
sources. When an additional and separate method of cargo tank pressure and temperature control is fitted
that is not reliant on the sole heat exchanger, then a standby heat exchanger is not required; and
4. For any cargo heating or cooling medium, provision shall be made to detect the leakage of toxic or
flammable vapours into an otherwise non-hazardous area or overboard in accordance with 13.6. Any vent
outlet from this leak detection arrangement shall be to a safe location and be fitted with a flame screen.

Inspection Guidance

The vessel operator should have developed procedures for the operation, testing and maintenance of the cargo
heaters, vaporisers and condensers that include, as applicable:

• Roles and responsibilities for operation, testing and maintenance.

• Descriptions of the cargo heaters, vaporisers, condensers, their components and functions.
• Pressure testing.
• Procedures for start-up and shut-down of the system, including tests of both cargo and water sides for
leakage and test water flow shutdowns.
• Ensuring the equipment in use is compatible with the cargo being handled.
• Identification of the alarms required to be tested to ensure the unit is protected.
• The correct sequence for hot or cold phase flow.
• Avoiding freezing of alarms and temperature controls.
• Gas detection monitoring during use.
• Regulating cargo flow.
• The control of the cargo flow rate into direct heaters.
• Precautions when using sea water as the heating medium to prevent freezing and subsequent tube damage
if the cargo vapour pressure inside the vaporiser becomes too low.
• The precautions when using fresh water as opposed to salt water at river berths.
• Flushing requirements after use.

All or part of the above may be contained in the Cargo System Operation Manual and the vessel’s maintenance plan.

Suggested Inspector Actions

• Sight, and where necessary review, the company procedures for the operation, testing and maintenance of
the cargo heaters, vaporisers and condensers.
• Review the records of inspection, testing and maintenance of the cargo heaters, vaporisers, condensers.
• Where necessary, compare the observed condition with the records of inspection, testing and maintenance
of the cargo heaters, vaporisers and condensers.
• During the physical inspection of the vessel inspect the cargo heaters, vaporisers and condensers.

• Interview the accompanying officer to verify their familiarity with the company procedures for the operation,
testing and maintenance of the cargo heaters, vaporisers, condensers.

Expected Evidence

• The company procedures for the operation, testing and maintenance of the cargo heaters, vaporisers and
condensers.
• Records of inspection, testing and maintenance of the cargo heaters, vaporisers, condensers.
• Test records for safety relief valves fitted to cargo heaters, vaporisers, condensers.
• Records of checks of the cargo heaters, vaporisers, condensers prior, during and after operation.

Potential Grounds for a Negative Observation

Page 271 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)
 • There were no company procedures for the operation, testing and maintenance of the cargo heaters,
vaporisers and condensers that included, as applicable:
o Roles and responsibilities for operation, testing and maintenance.
o Descriptions of the cargo heaters, vaporisers, condensers, their components and functions.
o Pressure testing.
o Procedures for start-up and shut-down of the system, including tests of both cargo and water sides
for leakage and test water flow shutdowns.
o Ensuring the equipment in use is compatible with the cargo being handled.
o Identification of the alarms required to be tested to ensure the unit is protected.
o The correct sequence for hot or cold phase flow.
o Avoiding freezing of the alarms and temperature controls.
o Gas detection monitoring during use.
o Regulating cargo flow.
o The control of the cargo flow rate into direct heaters.
o Precautions when using sea water as the heating medium to prevent freezing and subsequent tube
damage if the cargo vapour pressure inside the vaporiser becomes too low.
o The precautions when using fresh water as opposed to salt water at river berths.
o Flushing requirements after use.
• The accompanying officer was not familiar with the company procedures for the operation, testing and
maintenance of the cargo heaters, vaporisers and condensers.
• Inspection, testing and maintenance of the cargo heaters, vaporisers and condensers, including pressure
testing, had not been carried out in accordance with the company procedures.
• There were no records of inspection, testing and maintenance of the cargo heaters, vaporisers, condensers
including safety relief valves, where fitted.
• There were no records of checks of the cargo heaters, vaporisers, condensers prior, during and after
operation.
• A cargo heater, vaporiser or condenser was defective in any respect.

Page 272 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)