Liquified CO2 Gas Carriers (LCO2-C)

Primary cargo is Liquified Carbon Dioxide (LCO2). Other cargoes (e.g. LPG & Ammonia) can be loaded prior to extra added equipment for handling those cargoes. LCO2 can be loaded in various pressurized conditions depending on cargo containment design.

LCO2 forms dry ice (solid) if the pressure comes lower than the media triple point at 4,2 bar g. It is important to design a cargo handling system that will maintain the needed system pressure. Likewise it is important with ample procedures for isolation of equipment, procedures for draining of piping and stripping of cargo tanks ahead of any depressurizing. Further the system is made with equipment designed for minimum pressure losses and by this avoidance of dry ice formation throughout the system. Normally the cargo containment system is designed for a single grade cargo at a time.

Our cargo handling system provides shipowners and charterers a safe system with the highest degree of efficiency. The manifold arrangement is designed for pressurized liquid and vapor handling and for effective loading and discharging of cargo. The discharging system features state of the art VFD operated cargo pumps. The cargo vaporiser ensures supply of vapor to the cargo tanks in order to keep the system pressure above the media triple point during discharging.

The cargo tanks are designed for handling high density, low temperature and pressurized LCO2. Proper integration of the cargo tanks into the hold spaces is of vital importance.

The equipment on deck is arranged for logical access and easy operation. Weather exposed instruments are erected in cabinets for durability and lifetime performance. The deck piping arrangement is of elevated design ensuring gravity draining of liquid back to the cargo tanks. The dome arrangement is with multiple cargo tank safety relief valves in order to protect the system in way of possible dry ice formation. The safety system comprises emergency shut down system (ESD), ship-shore link (SSL) and an oxygen deficiency monitoring and alarm system for personal protection.

Depending on cargo containment design and trading patterns, a cargo cooling plant may be needed. There are built in redundancy into the system.

The Human Machine Interface (HMI) is achieved via the instrumentation and control system. Interfaces to the ballast system, to the load computer and to the fuel gas supply system is made applicable. The control system is prepared for connection to OPERIM. This system enables remote access to the system from onshore locations.