The Society of International Gas Tanker & Terminal Operators Ltd

Guidelines for the Co-Mingling of LPG

Co-Mingling of LPG

Alert to the industry

August 2005

Notice of Terms of Use

While the advice given in this document has been developed using the best information currently available, it is intended
purely as guidance to be used at the user’s own risk. No responsibility is accepted by the Society of International Gas
Tanker and Terminal Operators Ltd. (SIGTTO), the membership of SIGTTO, or by any person, firm, corporation or
organisation who, or which, has been in any way concerned with the furnishing of information or data, the compilation or any
translation, publishing, supply or sale of the document for the accuracy of any information or advice given in the document
or any omission from the document or for any consequence whatsoever resulting directly or indirectly from the compliance
with or adoption of guidance contained in the document even if caused by a failure to exercise reasonable care.

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SYNOPSIS

Whilst the co-mingling (mixing) of Propane and Butane has been

conducted onboard LPG tankers for some time, it is only in recent years
that the practice has become increasingly widespread and common. The
practice raises a number of safety related concerns, especially so when
co-mingling is performed on fully refrigerated gas carriers, and this
document is intended to raise awareness within the industry as to the
hazards involved.

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GLOSSARY

°C Degrees Celsius

GPC General Purposes Committee

ICS The International Chamber of Shipping

LNG Liquefied Natural Gas

LPG Liquefied Petroleum Gas

SIGTTO The Society of International Gas Tankers and

Terminal Operators Ltd

VRL Vapour Return Line

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CONTENTS

SYNOPSIS 2

GLOSSARY 3

1.0 SECTION 1 – AN OVERVIEW OF LPG CO-MINGLING 5

1.1 BACKGROUND 5
1.2 THE REASONS FOR CO-MINGLING 5
1.3 CURRENT PRACTICE 7
1.4 THERMODYNAMICS 8
1.5 HAZARDS 9
1.6 ROLLOVER 11
1.7 COMPARATIVE RISKS OF ADDING
ONE PRODUCT TO THE OTHER 12

2.0 SECTION 2 –GUIDELINES 13

2.1 FULLY PRESSURISED LPG CARRIERS 13

2.2 SEMI-PRESSURISED LPG CARRIERS 14
2.3 FULLY-REFRIGERATED LPG CARRIERS 14
2.3.1 DURING LOADING
2.3.2 DURING DISCHARGE
2.3.3 AT SEA

3.0 SECTION 3 – REFERENCES 17

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1.0 SECTION 1 – AN OVERVIEW OF LPG CO-MINGLING

1.1 BACKGROUND

At a SIGTTO Regional Forum in early 2004, one Member raised a

question regarding safety issues associated with the mixing/co-mingling
of refrigerated Butane and refrigerated Propane on board a vessel while
loading at their Jetty. It would appear that this was being carried out
without the shore staff being aware that the operation was taking place at
all.

Very little guidance has been published about this operation; there is only
a short warning note in the ICS Tanker Safety Guide (Liquefied Gas)
which mentions the hazard of “flash gas” and the potential for “roll over”.
It is apparent that LPG traders require mixed LPG’s for commercial
reasons and are instructing ships to carry out the mixing, either during
loading, on passage or during discharge, often without any appreciation
of the hazards involved.

At the 49th SIGTTO GPC meeting in San Francisco in April 2004 it was
agreed that a working group be set up to look into this issue and produce
guidelines for the industry.

The working group met in August 2004 and this document was produced
as a result of the meeting.

1.2 THE REASONS FOR CO-MINGLING

Propane (C3) and Butane (C4) are the two cargoes most commonly carried
by LPG tankers. Their physical properties are shown in table 1.

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Table 1 – PHYSICAL PROPERTIES OF n-BUTANE, i-BUTANE AND

PROPANE

PRODUCT Chemical Atmospheric Vapour Liquid Vapour

Symbol Boiling Point Pressure Relative Relative
(ºC) at 37.8ºC Density Density
(Bars 15oC/15oC (Air=1)
Absolute)
PROPANE C3H8 -42.3 12.9 0.5083 1.55

n-BUTANE C4H10 -0.5 3.6 0.5847 2.09

i-BUTANE C4H10 -11.7 4.9 0.5637 2.07

When Petroleum Gases are produced, the Butane and Propane streams are
usually separated. The degree of the separation depends on the process
and the intended use of the products.

The specification most commonly observed for the commercial grades is

for the Propane and Butane content to be “95%” volume respectively.
This was defined by the Gas Processors Association in the 1930’s and
requires Commercial Propane to contain at least 95% Propane and
Propene, with the balance made up from Ethane and Butanes.

Likewise, Commercial Butane contains at least 95% Butane isomers and

butenes (97% in some specifications), with the balance usually Propane
and Pentane; Butane does not usually contain any Ethane.

When used as fuel gas, this composition range is perfectly satisfactory,

though there may be limits on constituents such as un-saturates, volatile
Sulphur compounds and Ammonia as well.

In temperate climates and countries where the ambient temperature at

night falls towards zero, Butane has a serious limitation as a fuel gas
during the winter months. The ambient temperatures can drop to below -
5°C when the Butane product effectively has no vapour pressure. In large
plants, heated vaporisers are used to maintain vapour pressure within
storage vessels. However, butane cylinders become useless in sub-zero
temperature conditions as vapour cannot be generated for user
consumption. So in these ambient conditions, some Propane may be
added to the Butane to maintain a positive vapour pressure.

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The mixtures specified for these reasons may be 70/30 volume % C4/C3
or 60/40 volume % C4/C3, depending on the local conditions.

In practice, the burners of LPG-fired units can usually handle either

Propane or Butane with little adjustment. Therefore the two fuels can be
interchanged or mixed according to the prices of the products – which can
fluctuate relative to each other. LPG mixtures in any ratio may be
requested (e.g. 50/50 volume % or 70/30 volume % C3/C4), dictated by
the market prices for each product.

Buyers have also requested co-mingling of LPG prior to arrival in the

territorial waters of the receiving country for tax purposes. India is one
country where this occurs.

1.3 CURRENT PRACTICE

At present, it appears to be an increasingly common practice for

charterers, or others with commercial interests, to request the
owners/operators of LPG vessels (or floating storage vessels) of any size
or type to co-mingle LPG either whilst loading, on passage or during
discharge. The majority of vessels conducting co-mingling have,
generally, been fully pressurised or semi-pressurised LPG carriers
although an increasing number of fully-refrigerated vessels are being
asked to conduct this operation. The biggest concerns, at present, relate
to fully refrigerated LPG carriers which do not have the pressure
capabilities of fully-pressurised and semi-pressurised LPG carriers.

The instructions to co-mingle LPG cargoes appear to be issued without

taking into account whether those on board have any previous experience
of such an operation and often no operational guidance is given.

A mismanaged co-mingling operation can have serious consequences

and, although fortunately very rare, there have been instances of vessels’
cargo tank relief valves lifting whilst alongside due to excessive tank
pressures caused by the co-mingling operation. The lifting of relief valves
may lead to an unacceptable release of large clouds of heavier than air
cargo vapour, which has serious consequences.

A co-mingling operation will often involve much slower loading rates

than normal, and the fact that charterers, or others with commercial
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interests, have been known to express surprise at the necessity for these
slow loading rates indicates a lack of background knowledge regarding
safety concerns inherent in the practice.

It is known that vessels have been co-mingling, whilst loading, without

the terminal being informed. An unusually slow loading rate may
indicate that a co-mingling operation is taking place, although there have
been instances of vessels trying to conceal this fact by misleadingly
attributing the slow loading rate to other factors.

1.4 THERMODYNAMICS

If a fully pressurised LPG ship is asked to mix Butane and Propane

cargoes, both at ambient temperature – there is no fundamental problem
from the “process” standpoint. The systems can withstand the highest
pressure (i.e. Propane) and the mix will not generate additional pressure
as both components are at the same temperature.

The question of mixing is much more complex if a fully refrigerated

vessel co-mingles Butane and Propane which have both been refrigerated
to atmospheric pressure, where the vessel’s tanks are only able to
withstand an over-pressure of, typically, 250 mBar(g).

If the refrigerated cargoes are mixed in these circumstances, the loading

temperature of the cargo is of the order of – 1°C ~ –5°C for Butane and
–42°C for Propane. The temperature of the resultant mixture is
somewhere between the two, which means that the Propane is raised in
temperature above its boiling point. The mixing operation therefore has
the potential to create a large amount of “flash gas”, which would need to
be controlled by the ship’s reliquefaction plant, otherwise there could be
uncontrolled venting from the cargo tank relief valves. Clearly, the rate
of mixing needs to be monitored and controlled carefully to be well
within the capacity of the reliquefaction plant.

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1.5 HAZARDS

1.5.1 Co-mingling during loading

Mixing fully refrigerated Butane with fully refrigerated Propane

generates flash gas, and there is a risk that if the mixing is conducted too
fast and/or the pressure tendency is not being monitored scrupulously
enough, the ship’s cargo tank relief valves will lift – causing a hazardous,
uncontrolled release of a LPG vapour cloud on the jetty and around the
vessel. This is most likely to occur during the loading operation when the
vessel’s tank pressures are typically higher than they normally are at any
other stage of the voyage.

During the loading operation all of the vessel’s compressors will

normally be running at maximum capacity. If the vessel was to
experience a loss of compressor capability due to any power problems or
even a complete loss of power during the co-mingling operation there
would be no contingency for disposal of the vapour generated unless a
vapour return line was fitted. The presence of a vapour return line would
allow the vapour to be sent to the shore thus potentially preventing the
relief valves from lifting.

A real concern would be to ensure that the final volume of any tank did
not exceed more than 98% full. Co-mingling does involve the risk of over
filling a tank, a risk especially acute during loading when there are many
other events which may distract the deck officer’s attention.

1.5.2 Co-Mingling at sea

Co-mingling whilst at sea involves the hazards as described in 1.5.1 with

the addition of further hazards.

In order for the vessel to co-mingle, at least one tank would have been
only part-filled at the loading port. This has potential stability and stress
issues for the vessel upon departure due to one tank being “slack”. At
least two tanks will be slack once the operation commences which means
the vessel’s effective centre of gravity is raised through “free surface
effect” and the vessel’s stability correspondingly reduced. In addition the
part-filled tank may affect the vessel’s shear forces and bending moments
as may the change in distribution as the co-mingling operation takes place.
This could “over stress” the vessel during the course of the operation and
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it would be necessary for the vessel’s crew to carry out sufficient

intermediate loading evaluations to ensure that stability, longitudinal
strength and all other operational limits are not exceeded during co-
mingling. When a vessel is in a seaway the dynamic stresses are greater
which could exacerbate the stability and stress issues. Most LPG carriers
are today designed to operate with two or more slack tanks, however the
effect of “sloshing” on the tank internal structure should probably still be
considered.

Due to the vessel’s motion in a seaway, it is usually difficult to accurately

calculate the cargo tank levels and therefore the quantities. The risk of
over filling, while co-mingling at sea, is therefore increased due to this
uncertainty. Indeed, the movement of the vessel could be such that the
inaccuracy of the readings prohibits the continuation of the operation.
Other items of the ship’s equipment may also not be designed for use at
sea, such as cargo pumps and float level gauges. Damage to such
equipment could be sustained when being used at sea due to, for example,
excessive strain on bearings when the vessel is rolling or pitching or
deflection of deep-well pump shafts if the vessel is stressed in any way.

1.5.3 Co-Mingling during discharge

When co-mingling is carried out during discharge, this is conducted by

mixing at the manifold. This means that the cargo tanks are not subjected
to the risk of being over-pressurised. Some of the hazards described
above are therefore avoided, although this does not mean that the rate of
co-mingling would not still need to be carefully monitored and the
discharge rate adjusted accordingly in close consultation with the shore.

When mixing during discharge, both of the products would be pressurised

by the cargo pumps, so they would be at a pressure above saturation, and
therefore the “flash gas” would be reduced naturally. If the shore tank
were not refrigerated, then heating of the C3, to the temperature required
for the mix, would reduce the amount of flash gas. A terminal’s tank
farm typically has a refrigeration capacity much larger than a ship’s plant,
and if a vapour return to the ship were provided, the combined capacity of
both plants could deal with the flash gas. That said, shore plants have
minimum safe operating temperatures and these could be exceeded,

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perhaps if a fully refrigerated Propane cargo were not warmed to an

acceptable temperature prior to a co-mingling operation at discharge.

1.5.4 General

The co-mingling operation can also cause “apparent” losses, as the

density of the mixture will not be a mathematical average of the densities
of the components – because the molecular composition is different.
Calculation of cargo densities in such circumstances is discussed in
Appendices 3 & 4 of the SIGTTO publication “Quantity Calculations for
LPG and Chemical Gases”. Copies are available direct from SIGTTO.

Furthermore the temperature of the mixture may not be equal throughout.

Non-equal temperature distributions can lead to problems in correcting
for cargo tank shrinkage, float immersion and the temperature correction
to be applied when quantifying the cargo.

Co-mingling on board fully pressurized vessels is not a major safety issue

as there is no temperature gradient and the vessels are designed to be able
to carry the cargo at ambient temperatures well within the safety valve
settings. On board semi-refrigerated vessels it is also not considered to be
a major safety issue although the relief valve settings can vary
considerably in range from vessel to vessel.

If the vessel is able to contain the Propane at Butane temperatures then

there is no major safety issue as there is no risk of pressure rise leading to
uncontrolled release of vapour. This is the reason why co-mingling on
board fully refrigerated vessels causes the most concern as these vessels
are not designed to carry Propane at Butane temperatures.

1.6 ROLLOVER

The phenomenon called “rollover” can be defined as “the spontaneous

rapid mixing process which occurs in tanks as a result of a density
inversion”.

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Rollover occurs when liquids of different densities are stored in the same
tank, there is a possibility that layers are created with a less dense liquid
overlaying a heavier one. This is called stratification. Unstable
stratification may occur when the liquid in the lower layer becomes less
dense due to heat input, while the liquid in the upper layer becomes
heavier due to the evaporation at the surface. This unstable situation can
relieve itself with a sudden mixing at the time when the densities of the
layers become equal or are reversed.

As the unstable situation relieves itself, significant energy is released,

which may inflict damage and/or a rapid rise in cargo tank pressures.

Rollover is normally associated with LNG in shore tanks (although it is

relatively uncommon) but it is possible for rollover to occur with LPG,
particularly if recirculation is not carried out, using the vessel’s cargo
pumps, during or immediately after a co-mingling operation. The same
requirement would apply to the shore tanks, where recirculation would
also be necessary to ensure thorough mixing and no stratification.

If the co-mingling operation had taken place at sea then there would be
the added concern that the mechanical and technical limitations of the
cargo pumps may prevent effective recirculation, heightening the risk of
Rollover occurring.

Further information on Rollover can be found in the SIGTTO publication

“Rollover prevention, a review of causes, methods for prevention and
damage limitation measures.” [SIGTTO 1993]

1.7 COMPARATIVE RISKS ASSOCIATED WITH ADDING

ONE PRODUCT TO THE OTHER

As previously mentioned, the averaging of temperatures during the

mixing will cause vapour generation as the Propane is heated above its
atmospheric pressure saturation point temperature.

Adding Butane to Propane, or vice versa, presents hazards. The question

of which presents the least risk is much debated. To some extent the
opposing views may be a reflection of differing vessels’ design
parameters.

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If Propane is added to Butane there will be more flash gas generated than
the reverse. However, any pressure problems will immediately manifest
themselves and so those conducting the operation should be able to
adjust the rate of mixing to control this. The addition of ‘lighter’
propane to the bottom of ‘heavier’ butane will facilitate the mixing of the
blend due to the natural tendency of the propane to rise. The risk of
thermal shock to the tank surfaces should be borne in mind as a rapid cool
down may be experienced as the Propane is added.

If Butane is added to Propane however, less flash gas is generated (which

could allow a faster loading rate). However, any pressure problems may
not be immediately apparent and may, after a short period of time, result
in a sudden rapid increase in flash gas and therefore cargo tank pressure.
In order to prevent any stratification taking place between the heavier
Butane and the Propane the cargo might have to be circulated by running
the ship’s pumps soon after mixing. If Butane is added to Propane great
care is required. The tank pressures and temperatures would have to be
monitored throughout and a safety margin, with regard to tank
pressures, maintained during the course of the operation.

Both of the above options have been widely used, however, as above,
each option has its own specific drawbacks.

2.0 SECTION 2 – GUIDELINES

2.1 FULLY PRESSURISED LPG VESSELS

When co-mingling onboard a fully pressurised LPG vessel at ambient

temperatures the vessel should be able to withstand the highest pressures,
from the Propane, and the co-mingling will not generate additional
pressure as both components are at the same temperature.

In this scenario it is considered that co-mingling of LPG does not

generate any additional safety issues further to the normal practice of
loading an LPG cargo.

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2.2 SEMI-PRESSURISED LPG VESSELS

As semi-pressurised LPG vessels can withstand considerably higher

pressures than fully refrigerated vessels, the safety risks are marginal for
the reasons as described in 2.2 for fully pressurised vessels. However the
maximum tank pressure of semi-pressurised vessels is generally less than
that of fully pressurised vessels and does vary from vessel to vessel.

For this reason the concerns raised in respect of fully refrigerated vessels
should be considered to apply to semi-pressurised vessels too.

2.3 FULLY REFRIGERATED LPG VESSELS

The practice of co-mingling LPG cargoes onboard fully refrigerated

vessels is not recommended by SIGTTO.

The risks associated with the operation are greatest if carried out at sea,
but are still a concern during loading and to a lesser extent on discharge.

Of real concern is that in many cases there have been failures to take
essential precautions such as:

2.3.1 In respect of co-mingling during loading to:

1. Conduct a risk assessment of the operation beforehand.

2. Notify the terminal of the intention to conduct co-mingling

operations while alongside, let alone in advance of arrival.

3. Include the details of the co-mingling operation in the loading

plan.

4. Take basic precautions such as ensuring that a Vapour return

line (VRL) is available, connected and ready for use in an
emergency situation (and preferably have established the
maximum flow rate.

5. Carry out a pre-loading meeting between the terminal and the

vessel to discuss:
• The use of the VRL
• Loading rates
• Whether Propane will be added to the Butane or vice-versa
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• Tank loading order

• What cargo tank relief valve reading the operation should be
ceased at.
• Risk assessment

6. Closely monitor the rate of increase of tank pressures.

7. Pre-determine a pressure at which the co-mingling operation

should cease (for example, at a certain % of the cargo tank relief
valve settings).

8. Closely observe tank temperatures/pressures to ensure that the

mixing is proceeding as planned in order to avoid any
unexpected sudden increases in pressure.

2.3.2 In respect of co-mingling during discharge to:

1. Conduct a risk assessment of the operation beforehand

2. Notify the terminal of the intention to conduct co-mingling

operations while alongside, let alone in advance of arrival.

3. Include the details of the co-mingling operation in the

discharging plan

4. Exchange essential information between the ship and terminal,

such as the type of storage system (pressurised etc) and
expected back-pressure (in order to make appropriate pumping
provision).

5. Closely observe manifold temperature/pressure to ensure that

the mixing is proceeding as planned.

2.3.3 In respect of vessels co-mingling while at sea or at anchor to:

1. Conduct a risk assessment of the operation beforehand.

2. Plan the operation beforehand and brief all those involved.

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3. Continuously monitor and make any allowance for the sea

conditions, in terms of speed/heading to reduce the movement
of the vessel.

4. Properly consider the mechanical and technical limitations of

vessel’s equipment, such as cargo pumps and level gauges prior
to commencing, and during, the co-mingling operation.

5. Properly evaluate and monitor stability and stress conditions

affecting the vessel during every stage of the co-mingling
operation.

6. Properly consider whether allowances should be made to ensure

sufficient ullages are available.

7. Closely monitor the rate of increase of tank pressure.

8. Closely observe tank temperatures/pressures.

9. Ensure that no other operations (such as pilotage) are taking

place during the co-mingling operation.

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SECTION 3 – REFERENCES

“Liquefied Gas Handling Principles on Ships and in Terminals”

SIGTTO Third Edition 2000

“Quantity Calculations for LPG and Chemical Gases” SIGTTO Second

Edition 1997

“Rollover prevention, a review of causes, methods for prevention and

damage limitation measures” SIGTTO First Edition 1993

“Tanker Safety Guide (Liquefied Gas)” International Chamber of

Shipping Second Edition 1995

“The mixing of liquid Propane and liquid Normal Butane at one

atmosphere” Ahmed Tchikou Southampton University Thesis 1986

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