LPG& LNG TANKER FAMILIZATION

Prepared by
CAPTAIN ABDULSATAR ALRAWI

Fully pressurized gas carrier

The seaborne transport of liquefied gases began in 1934 when a major international
company put two combined oil/LPG tankers into operation. The ships, basically oil
tankers, had been converted by fitting small, riveted, pressure vessels for the carriage
of LPG into cargo tank spaces. This enabled transport over long distances of
substantial volumes of an oil refinery by-product that had distinct advantages as a
domestic and commercial fuel. LPG is not only odourless and non-toxic, it also has a
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high calorific value and a low sulphur content, making it very clean and efficient
when being burnt.

Today, most fully pressurised oceangoing LPG carriers are fitted with two or three
horizontal, cylindrical or spherical cargo tanks and have typical capacities between
20,000 to 1,000,000 Tonnes and Length overall ranging from 220 m to 260 m .
However, in recent years a number of larger-capacity fully pressurised ships have
been built, most notably a series of 10,800 m3 (380,000 cu ft) ships, built in Japan
between 2003 and 2013. Fully pressurised ships are still being built in numbers and
represent a cost-effective, simple way of moving LPG to and from smaller gas
terminals.

Semi-pressurised ships
These ships carried gases in a semi-pressurized/semi-refrigerated state however due to
further development semi-pressurised/fully refrigerated gas carriers had become the
shipowners' choice by providing high flexibility in cargo handling. These carriers,
incorporating tanks either cylindrical, spherical or bi-lobe in shape, are able to load or
discharge gas cargoes at both refrigerated and pressurised storage facilities

Ethylene and gas/chemical carriers

Ethylene carriers are the most sophisticated of the gas tankers and have the ability to
carry not only most other liquefied gas cargoes but also ethylene at its atmospheric
boiling point of −104 °C (−155 °F). These ships feature cylindrical, insulated,
stainless steel cargo tanks able to accommodate cargoes up to a maximum specific
gravity of 1.8 at temperatures ranging from a minimum of −104 °C to a maximum of
+80 °C (176 °F) and at a maximum tank pressure of 4 bar

Fully refrigerated ships

They are built to carry liquefied gases at low temperature and atmospheric pressure
between terminals equipped with fully refrigerated storage tanks. However, discharge
through a booster pump and cargo heater makes it possible to discharge to pressurized
tanks too. The first purpose-built, lpg tanker was the m/t Rasmus Tholstrup from a
Swedish shipyard to a Danish design. Prismatic tanks enabled the ship's cargo
carrying capacity to be maximised, thus making fully refrigerated ships highly
suitable for carrying large volumes of cargo such as LPG, ammonia and vinyl chloride

over long distances. Today, fully refrigerated ships range in capacity from 20,000 to
100,000 m3 (710,000 to 3,530,000 cu ft). LPG carriers in the 50,000–80,000 m3
(1,800,000–2,800,000 cu ft) size range are often referred to as VLGCs (Very Large
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Gas Carriers). Although LNG carriers are often larger in terms of cubic capacity, this
term is normally only applied to fully refrigerated LPG carriers.

Liquefied Natural Gas (LNG carrier)

The majority of LNG carriers are between 125,000 and 135,000 m3 (4,400,000 and
4,800,000 cu ft) in capacity. In the modern fleet of LNG carriers, there is an
interesting exception concerning ship size. This is the introduction of several smaller
ships of between 18,000 and 19,000 m3 (640,000 and 670,000 cu ft) having been built
in 1994 and later to service the needs of importers of smaller volumes

Compressed Natural Gas (CNG carrier)

Compressed Natural Gas carrier ships CNG carrier are designed for transportation of
natural gas under high pressure.[6] CNG carrier technology relies on high pressure,
typically over 250 bar (2900 psi), to increase the density of the gas and maximize the
possible commercial payload. CNG carriers are economical for medium distance
marine transport [7] and rely on the adoption of suitable pressure vessels to store
CNG during transport and on the use of suitable loading and unloading compressors
to receive the CNG at the loading terminal and to deliver the CNG at the unloading
Terminal

LPG is prepared by refining petroleum or "wet" natural gas, and is almost entirely
derived from fossil fuel sources, being manufactured during the refining of petroleum
(crude oil), or extracted from petroleum or natural gas streams as they emerge from
the ground. It was first produced in 1910 by Dr. Walter Snelling, and the first
commercial products appeared in 1912. It currently provides about 3% of all energy
consumed, and burns relatively cleanly with no soot and very few sulfur emissions.
As it is a gas, it does not pose ground or water pollution hazards, but it can cause air
pollution. LPG has a typical specific calorific value of 46.1 MJ/kg compared with
42.5 MJ/kg for fuel oil and 43.5 MJ/kg for premium grade petrol (gasoline).[8]
However, its energy density per volume unit of 26 MJ/L is lower than either that of
petrol or fuel oil, as its relative density is lower (about 0.5–0.58 kg/L, compared to
0.71–0.77 kg/L for gasoline).

As its boiling point is below room temperature, LPG will evaporate quickly at normal
temperatures and pressures and is usually supplied in pressurised steel vessels. They
are typically filled to 80–85% of their capacity to allow for thermal expansion of the
contained liquid. The ratio between the volumes of the vaporized gas and the liquefied
gas varies depending on composition, pressure, and temperature, but is typically
around 250:1. The pressure at which LPG becomes liquid, called its vapour pressure,
likewise varies depending on composition and temperature; for example, it is
approximately 220 kilopascals (32 psi) for pure butane at 20 °C (68 °F), and
approximately 2,200 kilopascals (320 psi) for pure propane at 55 °C (131 °F). LPG is
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 heavier than air, unlike natural gas, and thus will flow along floors and tend to settle
in low spots, such as basements. There are two main dangers from this. The first is a
possible explosion if the mixture of LPG and air is within the explosive limits and
there is an ignition source. The second is suffocation due to LPG displacing air,
causing a decrease in oxygen concentration

LPG is composed mainly of propane and butane, while natural gas is composed of the
lighter methane and ethane. LPG, vaporised and at atmospheric pressure, has a higher
calorific value (46 MJ/m3 equivalent to 12.8 kWh/m3) than natural gas (methane) (38
MJ/m3 equivalent to 10.6 kWh/m3), which means that LPG cannot simply be
substituted for natural gas. In order to allow the use of the same burner controls and to
provide for similar combustion characteristics, LPG can be mixed with air to produce
a synthetic natural gas (SNG) that can be easily substituted. LPG/air mixing ratios
average 60/40, though this is widely variable based on the gases making up the LPG.
The method for determining the mixing ratios is by calculating the Wobbe index of
the mix. Gases having the same Wobbe index are held to be interchangeable.
LPG-based SNG is used in emergency backup systems for many public, industrial and
military installations, and many utilities use LPG peak shaving plants in times of high
demand to make up shortages in natural gas supplied to their distributions systems.
LPG-SNG installations are also used during initial gas system introductions, when the
distribution infrastructure is in place before gas supplies can be connected.
Developing markets in India and China (among others) use LPG-SNG systems to
build up customer bases prior to expanding existing natural gas systems.
LPG-based SNG or natural gas with localized storage and piping distribution network
to the house holds for catering to each cluster of 5000 domestic consumers can be
planned under initial phase of city gas network system. This would eliminate the last

mile LPG cylinders road transport which is a cause of traffic and safety hurdles in
Indian cities. These localized natural gas networks are successfully operating in Japan
with feasibility to get connected to wider networks in both villages and cities

LPG TERMINAL REGULATIONS

The following prohibitions are in force:

1. Smoking or naked lights are not allowed at the Berth.

2. Smoking or open lights are not allowed onboard any marine vessel at the
Berth except in areas specifically designed by the Master of the vessel and approved
by the Terminal Representative.

3. Persons engaged in cargo loading operations and any persons entering the
Berth Area and/or boarding the marine vessel shall not carry lighters, matches, or
other items, which may cause sparks.

4. Operation of the battery powered equipment such as portable radios, tape

decks, CD players recorders, calculators, hearing aids, electronic diaries, cameras,
bleep, and mobile telephones is prohibited at the terminal and the deck of the marine
vessel unless used under a Permit to Work approved by the Terminal Representative
and Port Authority.
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 5. Photography of any PORT or other Port Facilities is strictly prohibited.

6. Use of marine vessel’s main radio transmitter and RADAR is prohibited

during cargo handling operations. Transmitter aerials must be disconnected and
grounded (earthed)

7. Hot work such as welding or use of non-intrinsically safe electrical equipment

at the Terminal or onboard the marine vessel is prohibited, unless operated under a
Permit to Work approved by the Terminal Representative and Port Authority.

8. Painting at the Terminal or a marine vessel is prohibited while the marine

vessel is at the Bert.

9. Fishing is prohibited within the Port limits.

1. GENERAL INFORMATION
1.1 OBJECTIVE

The present regulations have been introduced to ensure safe and efficient operations at
Berth*.

1.2 APPLICATION

The present regulations apply to all operations from operation for the Ship’s berthing
at the Terminal.

Nothing in the present regulations shall interfere with the requirements of any special
additional rules or regulations that may be introduced by the government of Egypt, the
port authority in respect of the ship* to which these rules apply.

1.3 JURISDICTION

Ships, the Masters and Crew thereof are subject to the present regulations and the
applicable laws of Arab Republic of Egypt preparation for berthing. Such laws must
be strictly enforced

Deviation from present Regulations is only permissible with the written consent of the
Terminal and where appropriates the Port Authority.

Masters are advised to consult the Ship's Agent in respect of interpretation of

government laws or Regulations and Port Regulations for Port authority.

Masters are advised to consult the Terminal in respect of interpretation of the present
regulation.

1.4 CODES AND REGULATIONS

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1.4.1 CODES

The Master and his Crew shall observe the following regulations, where
appropriate to Terminal operations:

• Port Regulations.
• SOLAS (International convention for Safety of Life At Sea – consolidation
edition)
• MARPOL (International Convention for Prevention of Pollution from Ships).

The Master and his Crew shall observe the relevant laws, recommendations and
regulations issued by the followings:

• International Chamber of Shipping (ICS).

• Oil Companies International Marine Forum (OCIMF).
• International Maritime Organization (IMO).
• Society of International Gas Tanker & Terminal Operators (SIGTTO).

1.4.2 TERMINAL SECURITY REGULATIONS

Prohibitions

The following prohibitions are in force:

1. Smoking or naked lights are not allowed at the Berth.

2. Smoking or open lights are not allowed onboard any marine vessel at the
Berth except in areas specifically designed by the Master of the vessel and approved
by the Terminal Representative.

3. Persons engaged in cargo loading operations and any persons entering the
Berth Area and/or boarding the marine vessel shall not carry lighters, matches, or
other items, which may cause sparks.

4. Operation of the battery powered equipment such as portable radios, tape

decks, CD players recorders, calculators, hearing aids, electronic diaries, cameras,
bleep, and mobile telephones is prohibited at the terminal and the deck of the marine
vessel unless used under a Permit to Work approved by the Terminal Representative
and Port Authority.
5. Photography of any PORT or other Port Facilities is strictly prohibited.

6. Use of marine vessel’s main radio transmitter and RADAR is prohibited

during cargo handling operations. Transmitter aerials must be disconnected and
grounded (earthed)

7. Hot work such as welding or use of non-intrinsically safe electrical equipment

at the Terminal or onboard the marine vessel is prohibited, unless operated under a
Permit to Work approved by the Terminal Representative and Port Authority.

8. Painting at the Terminal or a marine vessel is prohibited while the marine

vessel is at the Bert.
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9. Fishing is prohibited within the Port limits.

10. Swimming is prohibited within the port limits.

11. The Terminal Representative prohibits motor vehicles from entering the
Terminal without permit approval when a marine vessel is at the Berth.

12. The discharge of refuse, sewage, waste oil, or other matter from marine vessel,
which is likely to cause pollution, is prohibited.

13. Discharge of chemical, washings, non-segregated ballast, bilge water,

hazardous materials or other objectionable materials from the marine vessels is
prohibited.

14. Internal bunker transfers are prohibited, unless approval by the Terminal
Reprehensive and the Port Authority.

15. Soot blowing and excessive funnel smoking is prohibited.

16. Crew landing on the Berth is strictly prohibited, unless approved by the
terminal representative, Port Authority and Immigration Officials.

17. Possession or use of alcohol, intoxicants or non-prescribed drug is strictly

prohibited. All normal shipboard alcohol must be sealed and bonded while the vessel
is in Port.

1.5 RESPONSIBILITIES

The Master is responsible at all times for ensuring the safety of his Ship and Crew and
the prevention of accidents and pollution, and shall make every endeavour to issue
appropriate instructions and guidance to his Crew.

When the requirements of the present regulations conflict with any provision of
operating and /or emergency procedure manual with which a Ship is provided, it shall
be brought to the attention of the Terminal prior to start of cargo handling.

The present regulations shall not be interpreted as releasing in regard to the Master's
or Crew's obligations as defined by appropriate legislation or regard to their duty to
the following the principles of good seamanship under all circumstances.

2. CONDITIONS OF ACCEPTANCE
The masters and owners shall ensure that their vessel loading at the port Terminal
complies with all relevant international statutory rules for classification, construction,
operation and management. The tanker will only be accepted if all applicable by-laws,
rules and regulations are adhered to. The ship's agent shall be consulted for any
clarification of national laws that may be required.

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2.1 SHIP CERTIFICATES

The Ships are expected to produce a valid ' Certificate of Fitness,' and able to meet the
requirements included in the certificate.

The Ships must produce a complete set of safety certification including SOLAS,
MARPOL, and Classification Society Certificates.
The Master shall, on or prior to arrival, report to the Terminal any defect or deficiency
that may affect the validity of these certificated. When no such defects or deficiencies
have been reported, it shall be assumed that the Ship is said to be full compliance with
these certificates.

2.2 ON BOARD REQUIRED DOCUMENTATION

The Master shall have on board the Ship an up to-date copy of the following
documents:

_ Rules for Seaports.

_ Port Regulations.

_ Cargo Handling Manual Port LPG Berth.

_ Terminal Regulations Port LPG Berth.

_ Terminal Safety Manual.

_ Terminal Security Manual Port LPG Berth.

_ Port Contingency Plan.

_ LPG Custody Transfer Measurements Procedures.

2.2 ON BOARD REQUIRED DOCUMENTATION

The Master shall produce a copy of the following documents:

_ Ship's Cargo Handling Manual.

_ Ship's Emergency Procedures.

_ Ship's General Arrangement Plan.

_ Ship's Pre-Checks Records.

_ Ship's Fire Control and Safety Plan.

2.3 PRE-CHECKS

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The following checks and tests shall be carried on successfully on board the ship and
duly recorded within 5 days prior to the Ship's estimated time of berthing:

_ Water spray system.

_ Water curtain.

_ Gas free condition of hold spaces if inerting not required.

_ Operation of cargo system remote control valves and their position indicating
systems.

_ Alarm function of fixed gas detection equipment.

_ Cargo system gauge and alarm set points.

_ Operation of the Emergency Shut-Down system (ESD).

_ Operation of the Emergency Shut-Down system (ESD).

2.4 SHIP STANDARDS AND CONDITION

IMPORTANT.

Metric system to be applied unless specified, please ensure that all questions
Are clearly answered in block letters. This is to avoid unnecessary delay of vessel’s
acceptance.

1. GENERAL

1.1 Vessel’s Name (Ex-name if Applicable)

1.2 ETA the Port

1.3 Flag

1.4 Owners/Managers name.

1.5 Owners/Managers since.

1.6 Place /Year built.

1.7 Agent (Contact No)

2. PARTICULARS OF VESSEL

2.1 Maximum and minimum drafts on arrival and on sailing.

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2.2 Displacement on arrival.

2.3 Freeboard on arrival.

2.3 GRT/NRT

2.4 LOA/LBP

2.5 Beam (extreme)

2.7 Parallel body forward and aft of centreline

2.8 Cargo capacity (100%).

2.9 Air draft loaded condition. (Please advise the height of highest point
From sea level and draft)

3. CARGO ARRANGEMENTS.
3.1 Confirm that vessel will present 16-inch ANSI 150 RF manifold flnags.

3.2 Distance to ships side with reducer (if any Fitted).

3.3 Distance from bow to the centre of the Manifold.

3.4 Height of centre of manifold above main Deck.

3.5 Height of centre of manifold above loading

Platform / drip tray, if fit.

3.6 Height of centre of manifold above waterline

A) On arrival.
B) On departure.

3.7 Confirm that all manifold flanges are all the same height and permanent.

3.8 Distance between manifold flanges centre to centre.

3.9 If vessel is fitted with manifold filters.

3.10 State intended manifold configuration from.

3.11 Forward on the port side.

3.12 Is the vessel fitted with a vapour return Compressor, Advise number and
capacity.

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3.13 Tank loading plan – i.e. which tanks will be loaded first.

3.13 Devise maximum loading rate

3.14 Are the manifolds constructed in accordance With OCIMF recommendations?

3.15 Advise the cargo tank temperatures upon.

3.16 Arrival (Bottom, Middle, Top) and whether in gassed up or gas free condition.
(Please note that the maximum is 70% of Normal relief valve reset pressure. )

3.17 Type of ESD and type connectors.

3.17 Location of ESD connection from vapour line (forward or Aft).

3.18 Type of telephone connection.

3.19 Location of telephone connection from vapour line (forward or Aft).

3.20 Closing time of ESD valves (PORT requires maximum / minimum closing
time of 30 sec)

3.21 Type of custody Transfer Measurement System(s).

3.22 Advise quality of inert gas produced to Cargo tanks (oxygen content/dew
point).

4. MOORING ARRANGEMENTS
The Master shall insure the following:

4.1 Ropes and Wires

The vessel is secured alongside with suitable ropes or wires to hold the vessel in place
in all conditions. A minimum of 5 lines plus 2 springs must be used at each end of the
vessel. The use of mooring lines of dissimilar materials in the same direction is not
allowed.

4.2 Winches

Mooring ropes or wires are only to be fastened to the proper fixtures provided for this
purpose, self tensioning winches must not be used in automatic mode and winch
brakes must be kept hardened up except when mooring are being tended.

4.3 Moorings

It’s the Masters responsibility that the vessel is safely moored at all times. However,
in order to ensure safe cargo handling, and avoid damage to Terminal installations,
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terminal representatives will check the vessels moorings and when not deemed
satisfactory, request the Master to improve or adjust the moorings.
The Marine Terminal Manager reserves the right to interrupt cargo handling and to
disconnect cargo arms in unsafe weather conditions.

4.4 Deck watch

The deck is to be properly manned at all times, with a crewmember being positioned
close to the manifold area, during cargo or deballast operations. A strict watch is to be
kept on moorings and that they are tended to prevent undue movement of the vessel or
stresses on the moorings.

4.5 Emergency towing wires

Towing wires of a breaking strength compatible with the vessels size are to be
provided and rigged to the offshore bow and quarter. The towing wires must be
tended so that the eyes are maintained just above water level, and with sufficient slack
maintained on deck.

5. COMMUNICATIONS:
5.1 COMMUNICATION AGREEMENT
Communication should be maintained between the responsible officer on duty
on the ship and the responsible person ashore (berth) in the most efficient way.

The safety officer, terminal representative and the ship representative should
satisfy themselves that the arrangements are adequate. Where there are language
difficulties, a common language (i.e. English) should be agreed upon by both sides
and operators with good command of that language should be appointed to control the
communication system.

5.2 MEANS OF COMMUNICATION

VHF/UHF LINK.
• The VHF marine FM radio system is provided to communicate between the
LPG ship, marine terminal building (MTB), main control room (MCR), Port Control
Tour and tugboats, etc. A VHF channel is assigned to the ship to also be possible to
communicate from the ship’s VHF equipment to the terminal.
• An intrinsically safe portable UHF radio with 1 watt or less radiant power will
be supplied to the ship while connecting the fibre optic link to enable ship to terminal
communications when prime means of communication happens to fail for any reason.
When a ship is at berth, its main transmitting antennae should be earthed.
SHIP/SHORE FIBER OPTIC LINK.
A fibre optic link is the primary means of communication between LPG ships and the
marine terminal building. The ship will be connected by the optic connection point of

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the ship via the gangway and plugged into the jack. It will be operative during the stay
of the LPG ship at berth until departure.
• The communication channels are as follows
• Hot line bi-directional
• LPG loading ESD from ship to shore unidirectional.
• LPG loading ESD from shore to ship unidirectional
• Mooring line tension data bi-directional
• PORT internal Telephone bi- directional
• Public telephone bi-directional
• Loading operations shall be stopped if the fibre optic link system fails and
restarted again when it’s re-established or an agreed alternative means is reached.
Remark:
The telephones both on board and ashore should be continuously manned by
someone who can immediately contact his supervisor. The supervisor should have the
possibility to override all calls.
The selected system of communication together with the necessary
information on telephone numbers and/or channels to be used should be recorded on
the appropriate form. This form should be signed by both ship and shore
representatives.

Close Circuit Television System (CCTV):

• The marine terminal building is equipped with monitor to watch the activities
of the loading arms. Camera pan and tilt is remotely controlled from the console.

Public Address and General Alarm System :

This system is provided for the following purposes:
• Area evacuation in case of major emergency
• General alarm (fire and gas)
• Emergency speech
• Routine speech announcements
• The speakers are provided around the LPG loading area.

Telephone System:
• The explosion proof telephones PABX line (PRIVATE AUTOMATIC
BRANCH EXCHANGE) is provided in the control booth and near the gangways.

6. SHIP AND TERMINAL ACCESS:

Access between the Ship and the Berth personnel should use only the designated
means of access between the ship and the berth.
6.1 GANGWAY
• LPG berth will provide hydraulic and telescopic gangway.
• Lifebuoys with lifelines should be available in the vicinity of the gangway.
Suitable life saving equipment should be available near the access point at the berth.

6.2 GERONIMO LINE:

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• An emergency access wire is provided between the top of the control booth
(EL. 24.62m) and the ground (EL 5.OOm).
• In an emergency case, personnel can leave from the control booth by riding on
the Geronimo via the wire. One person can use the line.
• The egression personnel shall control escape velocity by manoeuvring the
lever brake.

6.3 EMERGENCY ESCAPE.

• During an emergency the operator should move crosswind to safe area, wear
breathing apparatus (SCBA) and await further instruction.

6.4 TERMINAL ACCESS

• Mooring and unmooring of an LPG ship at Berth including tug line handling
are dangerous operations. It is important that everybody concerned recognise the
hazards and follow the appropriate precautions to prevent accidents.
• Excessive movement of the ship, which could cause severe damage to the
berth installation, should be minimised. Its master’s responsibility to provide adequate
and smooth mooring, also it is in the interest of the terminal to ensure that the ship(s)
are safely moored.

7. SAFETY PRECAUTIONS
SAFE OPERATIONS TERMINAL / SHIP HANDLING LPG IN BULK
This section will be dealing with preparation procedures for the arrival of a LPG ship
in Port, while ship is at berth and for cargo handling at LPG berth.

7.1 EXCHANGE OF INFORMATION SHIP TO PORT MANAGEMENT.

The LPG ship is required to provide information according to the checklist prepared
by Port Management mentioned in Port Regulation. According to the checklist of the
Port Management, the following safety points shall be strictly adhered to:
• Report any defect of hull machinery or equipment which may: -
Affect the safe manoeuvrability of the ship
Affect the safety of other ships
Constitute a hazard to persons or property on land or in vicinity of the port.
• On completion of berthing, and before and during loading operations of LPG,
the following information along with the procedures to be used should be available on
board the ship and ashore.
LPG stowage plan
Emergency action to be taken in the event of spills or leaks.
Counter measures against accidental personal contact.
Fire fighting procedure and fire fighting materials.
Agreed safe LPG handling rate and procedure for LPG transfer.
Position of the terminal emergency alarm and ship/shore ESD buttons.
Position of emergency escape facilities.
LPG pipeline and control plan.
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7.2 PRE-ARRIVAL CHECKS.
Operational Equipment:
The Port Management / Terminal request the LPG ship to verify and provide a
functional test of fire water system. Cargo system and transfer equipment. Checks
should include the following test:
Ensure good functioning of the remotely operated valves through a complete
open/close cycle and confirm the correct closure time.
Verify operation of the gas detection analyser.
Activate the cargo transfer system emergency stops from all locations to
ensure correct operation of all associated alarms and interlocks.
Check validity of the ship certificate of fitness.

7.3 SPECIFIC PRECAUTIONS FOR LNG SHIP WHILE AT BERTH.

It is recommended that these precautions are adopted general precautions while ship
at berth.

7.3.1 Water Spray Systems.

These systems should be tested and result of last tests should be exchanged. During
loading of LPG the systems should be kept ready for immediate use.

7.3.2 Void Spaces

Personnel should not enter void spaces, hold spaces, cargo tanks, etc. where gas
including inert gas may accumulate or oxygen deficiency is suspected.
Void spaces that are required by the (IMO) gas carrier codes to be ships personnel
prior to arrival to LPG berth should check inerted.

7.3.3 Remote Control Valves.

All ship and shore LPG system remote control valves and their position indicating
systems should be regularly tested. An alternative arrangement should be understood
and agreed by those who are involved in the LPG transfer if these remote control
valves on ship or in terminal are not working correctly.

7.3.4 Working Pressure

The maximum working pressure (In LPG line system during operation) should be
agreed upon the terminal and the ship.

7.3.5 ESD Emergency Shutdown System

• Ship and shore emergency shutdown system should be tested prior to cargo
loading for both warm and cold conditions regularly.
• Detailed information on these systems is in the operating manual for LPG
storage and loading.
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• The shore is fitted with “ESD” system, which will be activated by one or more
of the following:
Ship moving out of loading arm envelope.
Emergency shutdown button (manual activation).
Signal from ship.
• The ship will be fitted with “ESD” system, which will be activated by one
or more of the following:
The “LPG” cargo tank level alarm.
High pressure or vacuum in a “LPG” cargo tank.
Fire in vicinity of cargo domes or manifold.
Emergency shut down button (manual activation)
Signal from shore if applicable.
Ship moving out of loading arm envelopes.
This system may stop the flow to tank by closing the loading valve to the tank or it
may be designed to close the ships manifold valves.
When an emergency situation exists the ship and shore should confirm that liquid
LPG flow and compressor stopped by ESD signal.

7.3.6 Cargo System Gauges and Alarms.

• Every cargo tank on the ship has 3 types of liquid level gauging devices as
means of level measurement.
• Prior to commencing any operation it should be confirmed that all liquid level
gauges are functioning correctly and the accuracy of the particular system fitted on
the ship should be established.
• All ships tanks should be fitted with very high-level alarms, which operate
independently of the gauging system and activate ESD system. The alarm will be
audible and visuals.
7.3.7 Pressure Surge Hazard
Ship and terminal to agree in the maximum loading flow rate of the cargo which will
not impose excessive surge pressure in event of emergency shut down, taking in
consideration that the cause of pressure surge which can be a result of one of the
following occurrences:
• Closure of Quick- Closing shut-off valve.
• Rapid closure or opening of manually or power operated valve.
• Slamming shut of a non-return valve.
• Starting or stopping of pump.
Control of pressure surge hazards can be achieved by reducing the flow rate of LPG
transfer according to the closing time of the quick-closing valve.

7.3.8 Venting To Atmosphere.

The ship should not vent boil-off vapours to atmosphere unless an emergency or
hazardous situation develops.

7.3.9 Temperature/Pressure.
Ship and shore representatives should agree on the temperature and pressure
requirements before LNG handling operations commence so as to avoid stresses
beyond the design of the cargo system.

7.3.10 Vapour Return Line.

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A vapour return line is available at the PORT terminal to dispose of the surplus gas of
the ship, particularly in an emergency. Therefore, venting surplus gas from the ship
tanks or loading system is prohibited while ship is alongside.
7.3.11 Ship I Shore Safety Check List.
An internationally recommended ship / shore safety checklist is to be used by ship and
shore personnel prior to cargo loading operations.

7.4 EMERGENCY PROCEDURE:

An emergency can occur at any time. Effective action is only possible if pre planned
procedures have been developed and are frequently exercised.
When cargo (LPG) is being transferred from Berth to LPG ship, the ship and is
become a combined operational unit. The ship/berth interface with it’s cargo
Connection arrange is the most Vulnerable area.

The Plant Emergency Response Plan incorporates provisions for emergency response
for the terminal. This plan is designed to:
• Contain and bring the incident under control.
• Affect the rescue and treatment of casualties
• Safe guard others.
• Minimize damage to property and the environment.

7.5 LEAKS AND SPILLAGE PREVENTION

• When a large amount of LPG is released into the atmosphere, some portions of
the liquid will be vaporized to form a vapour cloud and the remaining portion will be
collected in the spill trench and flow toward the spill pit, which will stop the spill
from reaching the sea.
• LPG spill should not be sprayed with water, but the surrounding equipment
should be sprayed with water to disperse the vapour cloud.

7.5.1 Gaseous Emissions.

Venting LPG to atmosphere is prohibited. This should be done through the return
lines to the terminal facilities / flare.

7.5.2 Vapour Clouds.

The vapour clouds caused by LPG spills will travel in the downwind direction. It is
not easy to disperse an LPG vapour cloud; however water spray may provide
turbulence in the vapour cloud and mix with air to dilute the gas concentration below
the lower explosion limit.

7.6 PERSONNEL INJURY PREVENTION

Training should be given for PORT personnel visiting the terminal, terminal
personnel and contractors as powerful prevention tool covering the following
subjects:
Safety Handbook, Traffic Control, Emergency Procedures, Smoking Control, Permit
System, Breathing Apparatus Use and Rescue, Safety Talk (once a month), First Aid
and Fire Fighting, Accident Reporting. Also we should track,

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 All incidents including near miss incidents are symptoms of weaknesses or
failures in management’s goal of an efficient operations and maximum safe
production.
All types of reportable incidents should be reported to safety and management
through the supervisory staff. Initial investigation and preliminary report of any
accident or near miss incident involving one or more of the supervisor’s employees
and company properties should be reported.
The complete PORT incident report form should be completed within 3
working days and submitted to the HSE Department.

8. STATE OF READINESS
8.1 Fire Fighting Equipment
• Immediately before, or on, arrival at a terminal with the intention of loading or
discharging cargo, fire hoses should be connected to the ship's fire main, one forward
and one aft of the ship's manifold. When monitors are provided they should be
pointed towards the manifold and be ready for immediate use. Portable fire
extinguishers, preferably of the chemical type, should be conveniently placed near the
ship manifold. If a stern loading/discharge manifold is used, sufficient fire fighting
equipment must available in the vicinity to provide an adequate level of protection at
that location.
• If practical, a pump should maintain pressure on the ship's fire main while
cargo or ballast is being handled. If this is not possible the fire pump should be in a
standby condition and ready for immediate operation.
• In cold weather, the freezing of fire mains and hydrants should be prevented
by continuously bleeding water overboard from hydrants at the extreme end of each
fire main. Alternatively, all low points of the fire main may be kept drained.
• A check should be made to confirm that both the ship and shore have an
international ship/shore fire connection for the transfer of water for fire fighting (see
Appendix E).
• The terminal fire fighting appliances should be operational and ready for
immediate use and fire mains should be pressurised or be capable of being pressurised
at short notice.

• The terminal accepts vessels on the understanding that operations shall be

conducted safely and expeditiously and that berths shall be vacated as soon as
practicable after operations are completed.

8.2 DEFECTS AND DEFICIENCIES

The Marine Terminal Manager reserves the right to suspend operations and require
the removal of any vessel from the terminal for: -

• Any violation of jetty safety regulations.

• Defects to the vessel, equipment, manning or operations, which, in the

responsible opinion of the Terminal, presents a hazard to the Terminal’s premises.

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• Operational performance (appropriate to the type of vessel and operation) that
fails to utilize satisfactorily the available Terminal facilities and thereby, in the
reasonable opinion of the terminal constitutes an unacceptable constraint on the
terminal operations.

8.3 REPAIRS AND MAINTENANCE

• Repair and maintenance work involving either hot work or cold work or the
use of naked lights is prohibited unless, in exceptional circumstances, the permission
of the Terminal has been requested and granted in writing. Repair and maintenance
work includes, but is not restricted to, boiler and boiler tube cleaning, chipping and
scraping, hull painting, testing or servicing of electrical equipment (including radar,
radio and domestic electrical equipment) and the retro-fitting of any equipment.

• If permission is granted to undertake repairs and maintenance, a detailed list of

work and contracted shore personnel employed on a vessel must be given to the
Terminal manager before work commences.

9. BALLAST DISCHARGE/ POLLUTION

CONTROL
9.1 BILGE DISCHARGE
• The pump room bilging precautions should be observed before and during all
cargo handling operations.
• Tanks or pipelines preferably should not be drained into the pump room bilges
but if, on completion of Deballasting, this has be done care must be taken to ensure
that such draining do not contain petroleum. Tanks or lines containing petroleum must
not be drained into the pump room bilges.
• Loading through or pressurization of pump room pipelines should be avoided
if possible.
• No repairs are to be undertaken on cargo pumps; their associated relief valves
or control systems while the pumps are running.
• Throughout cargo handling operations the pump room ventilation system must
be in continuous operation.

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9.2 BALLAST DISCHARGE

9.2.1 Commencement of Deballasting

Deballasting to shore tanks must only be commenced with the agreement of the
terminal and after it has signified that the shore system is ready to receive the ballast.

9.2.2 Allowance for Stress

Ballast must be discharged in such a way as to avoid the ship's hull being subjected to
excessive stress.

9.2.3 Deballasting of a Ship Fitted with an Inert Gas System

Ships fitted with an inert gas system must replace the ballast discharged from cargo
tanks with inert gas so as to maintain the oxygen content of the tank atmosphere at not
more than 8% by volume.

9.2.4 Segregated Ballast

Ballast carried in segregated tanks may be retained on board in order to restrict the
freeboard if this is necessary because of weather conditions or to keep within the
envelope restrictions of the terminal metal loading arms or shore gangway. Care must
be taken, however, not to exceed the maximum draught for the berth and to include
the ballast weights in the hull stress calculations.

10 . CARBAGE – STORES HANDLING

10.1 GARBAGE HANDLING

• No garbage or other hazardous material shall be disposed of overboard, nor

shall any other waste material either solid or fluid, be discharged into the harbour.

• Garbage handling in accordance with the Merchant Shipping (Reception

Facilities for Garbage) Regulations 1988 for the disposal of ships garbage should be
arranged via vessel’s representative

10.2 STORES HANDLING

• The handling of any form of packed or general cargo will be permitted only
with the specific written approval of the Terminal representative and under such
conditions as he may reasonably require. Small items of stores, capable of being
handled via the gangway may be permitted during operations, provided that any metal
object or package is suitably wrapped to prevent any risk of metal contact.
• During the handling of such packages access between the vessel and the jetty
must not be obstructed.

11 CARGO HANDLING

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11.1 CARGO HANDLING AGREEMENT
• At the start of and during cargo handling frequent checks should be made by
the responsible officer to confirm that cargo is only entering or leaving the designated
cargo tanks and that there is no escape of cargo into pump rooms or cofferdams, or
through sea and overboard discharge valves.
• Tanker and terminal personnel should regularly check the pipeline and hose or
metal arm pressures in addition to the estimated quantity of cargo loaded or
discharged. Any drop in pressures or any marked discrepancy between tanker and
terminal estimates of quantities could indicate pipeline or hose leaks, particularly in
submarine pipelines, and require that cargo operations be stopped until investigations
have been made.

11.2 CONTROL AND SUPERVISION

11.2.1 General
The responsibility for safe cargo handling operations is shared between the ship and
the terminal and rests jointly with the master and the responsible terminal
representative. The manner in which the responsibility is shared should therefore be
agreed between them so as to ensure that all aspects of the operations are covered.

11.2.2 Joint Agreement on Readiness to Load or Discharge

Before starting to load or discharge cargo or ballast the responsible officer and the
terminal representative must formally agree that both the tanker and the terminal are
ready to do so safely.

11.2.3 Supervision
The following safeguards must be maintained throughout loading and discharging:
A responsible officer must be on watch and sufficient crew on board to deal with the
operation and security of the tanker. A continuous watch of the tank deck must be
maintained. If a ship's cargo control room, from which all operations can be
controlled, does not have an overall view of the tank deck, then a competent member
of the ship's crew must be continuously on watch on the tank deck.
A senior terminal representative must be on duty and communications between him
and the responsible officer continuously maintained.

A competent member of the terminal organization should be on continuous duty in the

vicinity of the ship to shore connections. Supervision should be aimed at preventing
the development of hazardous situations. If, however, such a situation arises, the
controlling personnel should have adequate means available to take corrective action.
Supervision by systems incorporating television should only be used where they give
effective control over the cargo operations and cannot be regarded as satisfactory
when cargo operations are at a critical phase or during adverse weather conditions.

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11.3 COOLING DOWN, PURGING AND GAS FREEING
Cool down

The carrier cool down sequence, is as follows:

• Connect loading arms and carry out ESD-1 test
• Pressurise (from shore) with Nitrogen and Leak test
• Open ship manifold valves and Start one loading pump (for propane and
butane) on recycle
• Open slowly the HIC at the running loading pump discharge
• Open very slowly the HIC at the jetty head to establish a rate of 30 to 50 m3/h
for cooldown of the loading arms and the ship’s pipe work. This phase takes

approximately one hour. It should, be noted that if LPG loading line is pressurized at
rundown pressure,
• Let ship tank pressure rise, then start one ship blower
• When ship liquid lines and loading arms have cooled down, loading is started
to all ship tanks. A loading pump is brought in operation every three or four minutes
unless constrained by the ship’s blower capacity.
Gas Purging
When it is required to gas free a tank after washing, it should first be purged with inert
gas to reduce the hydrocarbon content to 2% or less by volume so that during the
subsequent gas freeing no portion of the tank atmosphere is brought within the
flammable range. The tank may then be gas freed.
The hydrocarbon content must be measured with an appropriate meter designed to
measure the percentage of hydrocarbon gas in an oxygen deficient atmosphere. The
usual flammable gas indicator is not suitable for this purpose.
If the dilution method of purging is used, it should be carried out with the inert gas
system set for maximum capacity to give maximum turbulence within the tank. If the
displacement method is used, the gas inlet velocity should be lower to prevent undue
turbulence.

Gas freeing
It is generally recognized that tank cleaning and gas freeing is the most hazardous
period of tanker operations. This is true whether washing for clean ballast, gas
freeing for entry, or gas freeing for hot work. The additional risk from the toxic effect
of LPG during this period cannot be over-¬emphasized and must be impressed on all
concerned. It is therefore essential that the greatest possible care is exercised in all
operations connected with tank cleaning and gas freeing.
• Both before and during tank cleaning and gas freeing operations, the
responsible officer should be satisfied that all the appropriate precautions are being
observed.
• All personnel on board should be notified that tank cleaning or gas freeing is
about to begin.
• If craft are alongside the tanker, their personnel should also be notified and
their compliance with all appropriate safety measures should be checked.
• Before starting to gas free or tank clean alongside a terminal, the following
additional measures should be taken:

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• The appropriate personnel ashore should be consulted to ascertain that
conditions on the jetty do not present a hazard and to obtain agreement that operations
can start.
As a general rule tanker purging and gas freeing should not take place concurrently
with cargo handling. If for any reason this is necessary, there should be close
consultation with, and agreement by, both the terminal representative and the port
authority.

11.4 SHIP/ SHORE PRE-LOADING MEETING

Upon arrival at the jetty the Master and the terminal representative shall discuss
actions to be taken in the event of emergency. This shall include procedures and
means of communications.

Loading Operation shall not commence until:

11.4.1 Receipt of Regulation

The Master has signed a letter acknowledging receipt of the Port Information and
Jetty Regulations.

11.4.2 Checklist

The Master and the Terminal representative have jointly completed the Ship/Shore
Safety Check List.

11.4.3 Procedures and Communications

The Master has confirmed with the terminal representative that all relevant valves
aboard and ashore are properly set,
The master understands the agreed operational procedures, emergency procedures and
communications.

11.5 EMERGENCY SHUTDOWN SYSTEMS (ESDs)

An emergency shutdown procedure should be agreed between the ship and the
terminal and recorded on an appropriate form the agreement should designate those
circumstances in which operations must be stopped immediately.
Due regard should be given to the possible dangers associated with any emergency
shutdown procedure.
A special release device may be used for the emergency disconnection of cargo hoses
or arms.
If possible the hoses or arms should be drained, purged or isolated as appropriate
before emergency disconnection, so that spillage is minimized.
• Periodic checks should be made to ensure that all safety features are
operational.

11.6 LIQUID AND VAPOUR ARMS CONNECTION

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Once the arm is alongside the manifold on the ship remove blank QC/DC (Quick
Connect / Disconnect Coupler) by open the drain valve to check proper
depressurisation of the arm.
Operate the interlock keys in the correct manner to enable the QC/DC coupler to be
opened. Using the pendant box open the QC/DC.
Remove the QC/DC blank flange. Clean the face and fit “Teflon” gasket.
Select the SLOW speed on the pendant box and manoeuvres the arm to the manifold
face. Ensure that the QC/DC face is parallel to the manifold face before locking the
coupler.
Rotate the QC/DC coupler to place the guide pins in a position, which will correctly
align the coupler.
Close the QC/DC fully using the pendant box.
Activate the QC/DC lock by rotating and removing the relevant key. Test the coupling
by attempting to give it an open signal.
Activate the ERS (Emergency Release System) by activating the key, which was
removed in previous step. Remove the loading key and take to JHC.
Close the QC/DC drain and refit blank.
Repeat the previous steps to connect the other arms.

11.7 CARGO MEASUREMENTS

Cargo compartments can be in a pressurized condition. The opening of ullage ports or
covers and the control of any pressure should not be undertaken by unauthorized
personnel.
When measuring or sampling care must be taken to avoid inhaling gas. Personnel
should therefore keep their heads well away from the issuing gas and stand at right
angles to the direction of the wind. Standing immediately up wind of the village port
might create a back eddy of vapor towards the operator.

11.8 RETURNING BOIL-OFF VAPOUR TO SHORE

Two Boil Off Gas compressors are available for handling vapour return from the ship
to shore especially when start the loading the boil off is higher for cool the ship then
the boil off decrease with the loading progression so when the boil off decrease we
could stop one BOG Compressor based on the boil off load.

11.9 VENTING

11.9.1 Venting Systems

The vent lines from the cargo holds may lead either to individual vent outlets, to a
main gas line venting system which expels the hydrocarbon vapour through a riser at
a safe height above the deck, or to an inert gas pipeline system.
11.9.2 Blockage of Vent Lines
Owing to the movement of liquid within the cargo hold in rough sea conditions, the
possibility of liquid entering the vent line is greater than on a conventional tanker.
Various trap systems may be incorporated, such as a U-bend or a special valve, but
the possibility of a blockage should always be suspected after a rough voyage.

A blockage may also occur if the vessel has been in very hot weather, which has
caused the cargo to expand above the gas line outlet.
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Drains are normally fitted in each gas line and these should be routinely checked
before commencing cargo operations in order to ensure that the cargo hold is able to
'breathe'.
These drains may become blocked, particularly during the carriage of high pour point
cargoes, and gas lines should be blown through with inert gas to ensure they are clear.

11.10 CARGO MACHINERY CONDITION

• Once the cargo entering the jetty area for berthing it should stop all main
engines for sailing relying only in the tag boat s for the movement.
• When berthing finished the necessary power equipment like HAVC and
lighting will rely on the diesel generator.
• In case of any emergency like gas leaks all power equipment should be stop.
• In case of this gas leak at shore side so if the terminal officer order for the
cargo leaving without the tag boats helping in exact time 5-10 min mentioned in the
loading contract.

11.11 LOADING START-UP/ LOADING RATES/ STOPPAGE

• On completion of cool down with a loading pump on long circulation to the
jetty head and a flow of 115 m3/hr to the loading arms the shore is ready to supply
LPG to the ship. The tank should have a loading pump running on kick back and the
short circulation pump running.
• The ship will request a loading start with a rate of 1000 m3/hr. Maintain cool
down flow until up to 1000 m3/hr when the cool down HC and isolation valve can be
closed. Once the cool down isolation valve is closed the HC should be opened to 20%
to prevent pressure build up between these two valves.
• Open the loading valves and increase loading rate to 1000 m3/hr.
• Adjust loading HC’s to maintain a constant line pressure between 4 to 4.5 Bar
in the loading arms.
• Start pumps as required and increase loading maximum loading rate of 1250
m3/hr is achieved. (This is the maximum rated capacity of the loading lines). set at a
forward flow of 1250 m3/hr.
• Short circulation pumps should be shut down as pumps are started.

• Ship will inform the panel operator that they are approaching full load. They
will ask that the loading rate be reduced to 1000 m3/hr. Reduce the loading rate in
reasonable steps to achieve this. Advise the ship when you have reached this rate.
• The ship will request continued reduction in loading rates in 100m3/hr
increments down to a full stop. As the rates are reduced pumps can be shutdown when
they approach full recycle flow.
• Loading arm pressures should be maintained at 4 to 4.5 Bar during ramp
down.

• On a “CARGO STOP” request from the ship close the loading HC’s and stop
the last pump. Close the loading MOV’s. Closing the HC’s immediately will prevent
any back flow.

11.12 LIQUID AND VAPOUR ARMS DISCONNECTION

• The remaining liquid in the arms must be drained.
• Ensure that all ship and shore valves are closed.
• Open the loading HC’s to allow the arms to be drained via the strainer drains.
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• Once approved by loading master pressure the arm to 4 Bar using nitrogen.
Use the same procedure as before for the supply of Nitrogen.
• Drain the outer arm to the ship. This is controlled by the loading master and
will continue until the arm is liquid free. Drain the inner arm to the jetty.. After liquid
freeing, the arms should be “Piston purged” via the strainer drains. The loading HC
can now be closed. Inform the loading master that the shore side is purged and that
the HC is closed.
• The ship will now purge from the manifold drain. The HC % content in the
purge stream will be checked and the arm considered purged when the purge stream is
less than 2%.
• Isolate the nitrogen supply to the arm and depressure via the QC/DC drain
valve. This procedure is used to drain both loading arms.

• The vapour return valves from the ship and the shore side MOV can now be
closed and the vapour arm purged.
• Open the nitrogen supply to the arm and pressure to 2 Bar.
• Purge this arm into the ships tanks until gas free. When confirmed as gas free
closes the ships depressuring valve. Close in the nitrogen supply.
• Depressure the arm to atmosphere at the ships manifold drain.
• Repeat this procedure for all arms to inert prior to removal.
• Close in Nitrogen supply and return to normal operating mode.
• The arms can now be removed from the manifold and returned to parking.

11.13 SHIP AND SHORE POST-LOADING MEETING

The Port Management and Terminal request the LPG ship to verify and provide a
functional test of fire water system. Cargo system and transfer equipment. Checks
should include the following test:
• Ensure good functioning of the remotely operated valves through a complete
open and close cycle and confirm the correct closure time.
• Verify operation of the gas detection analyser.
• Activate the cargo transfer system emergency stops from all locations to
ensure correct operation of all associated alarms and interlocks.
• Check validity of the ship certificate of fitness.

11.14 WIND SPEED DURING LOADING

• Severe weather operations shall be stopped during severe lightening storm or
high winds which may affect the loading activities and working envelope limitations
of loading arms operating conditions.

12 APPENDICES:
12.1 DEFINITIONS

Auto-Ignition :
The ignition of a combustible material without initiation by a spark or flame, when
the material has been raised to a temperature at which self-sustaining combustion
occurs.

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Berth :
A place for a ship to moor at a jetty.

Bonding
The connecting together of metal parts to ensure electrical continuity.

Combustible gas indicator

An instrument for measuring the composition of hydrocarbon gas/air mixtures,
usually giving the result as a percentage of the lower flammable limit.

Dry chemical powder

A flame inhibitor used in fire fighting.

“ESD (Emergency Shut Down) “

A system to shut down the LPG loading to protect terminal and ship’s facility from
hazardous conditions in emergency situations.

Flashlight (also referred to as ‘Torch’)

A battery operated hand lamp. An approved flashlight is one which is approved and
certified by a competent authority such as (UL, BSI, ANSI, and BASEEFA. . .etc.)
For use in a flammable atmosphere.

Flash point
The lowest temperature at which a liquid gives off sufficient gas to form a flammable
gas mixture near the surface of the liquid. It is measured in the laboratory in standard
apparatus using a prescribed procedure.

Foam (Foam concentrate plus water plus air)

An aerated solution, which is used for fire suppression and fire fighting.

Foam concentrate
The full strength liquid received from the supplier, which is mixed with water and air
to produce foam.

Foam solution (Foam concentrate and water)

The mixture produced by combining foam concentration with water.

Inert Gas
A gas or a mixture of a gases, such as nitrogen, containing insufficient oxygen to
support the combustion of hydrocarbons.

Inerting
The introduction of inert gas into a space to reduce and to maintain the oxygen
content at a level at which combustion cannot be supported.

Intrinsically safe
An electrical circuit or part of a circuit is intrinsically safe if any spark or thermal
effect produced normally (i.e. by breaking or closing the circuit) or accidentally (i.e.
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by short or earth fault) is incapable, under prescribed test conditions, of igniting a
prescribed gas mixture.

LPG
Liquefied Petroleum Gas where the principle constituent of LPG are Propane and
Butane.

LPG ship
A ship designed to carry Liquefied Petroleum Gas cargo in bulk.

Lower flammable limit (LFL)

The concentration of a hydrocarbon gas in air below which there is insufficient
hydrocarbon to support and propagate combustion. Sometimes referred to as lower
explosive Limit (LEL).

Upper flammable limit (UFL)

The concentration of a hydrocarbon gas in air above which there is insufficient
oxygen to support and propagate combustion. Sometimes referred to as upper
explosive limit (UEL).

Master
The captain or his deputy duly authorized or any person who for the time is in charge
of the vessel.

Naked lights
Open flames or fires, lighted cigarettes, cigars, pipes or similar smoking materials,
any other unconfined sources of ignition, electrical and other equipment liable to
cause sparking while in use, and unprotected light bulbs.

Operations
The loading of LPG or bunker oil, purging, cool down of loading arms, ship’s lines
and ship’s cargo tanks and any other activity associated with the handling of LPG.

Port Management
The Port management and their agents.

Port Authority
The port management team, which implement all the port rules and regulation.

Pressure surge
A sudden increase in the pressure of the liquid or gas in a pipeline brought about by
an abrupt change in flow velocity.

Segregated ballast tanker

A tanker, which meets the segregated ballast requirements of MARPOL 73/78
and whose ballast water is introduced into dedicated ballast tanks by a
Completely separate system to that used for the transfer of cargo oil and fuel oil.
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Ship’s personnel
Collectively the personnel involved with the daily operation of the ship, such as the
ship’s officer and crew.

Shore personnel
Collectively PORT and all persons related to the cargo handling operations at the
terminal.

Static electricity
The transfer of the static charge from one object to another by actual contact or by
means of spark that bridges an air gap between the objects.

Terminal
A place where ships are berthed or moored for the purpose of loading LNG, at loading
Port LPG Berth of PORT Liquefied Petroleum Gas Company.
Terminal representative
The person designated by the terminal to take responsibility for an operation or duty.

Threshold Limit value (TLV)

The time-weighed average concentration of substance to which nearly all workers
may be repeatedly exposed, for a normal 8-hour workday or 40-hour workweek, day
after day, without adverse effect.

Toxic
Poisonous to human life.

Vapour
A gas below its critical temperature.

Water spray
A suspension in the atmosphere of water divided into coarse drops by delivery
through a special nozzle for use in fire fighting.

(How to prepare cargo tanks for loading

after dry dock)
INERTING OPERATION
Inerting means supply IG into agas free tank or void space
IG Generation By IGG IG sould be cold and dry with dew point -70max, -
30minimum
Inerting by two method displacement & dilution
Displacement is supplying IG From Bottom and vent from Top
Dilution is supplying IG From Top and vent From Top
In our simulator we have the media for cooling is feryon gas by using comp.R22
check cooling media in your ship , After complete the cooling process IG pass throw
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dryer to reduce the humidity of the IG , the IG which Supplied to deck then to cargo
tank should be dew point with in range (-70) to (-30) if -29 it will goes to vent
Inerting will be complete when O2 content inside cargo tank and void space less than
5%
All the time you should have IG inside void space
For cargo tank after completing inerting operation you should replace the IG By cargo
vapor
This is next operation called gasing up

GAZING UP OPERATION

Gazing up means to replace tank atmosphere with vapor of the cargo you will going
to load
If you have liquid on board you will convert to vapor by vaporizer& or you can also
get cargo vapor from DPV" Deck Pressure Vessel"
You will direct this vapor to cargo tank via liquid line to loading line it means from
bottom and open top vent to release the IG
Gazing up operation will complete when you have hydrocarbon in the volume 100%
If you don't have any liquid on board go along side jetty and get minimum Quantity of
liquid which about 300 to 400 T you need to collect this liquid in one tank then go
away of the jetty and start gazing up operation after you have all cargo tanks 100% of
hydrocarbons that’s mean completion of gazing up operation and start next operation
cooling down

COOLING DOWN OPERATION

COOLING DOWN means that you cool the bottom with required temperature
This operation for the fully refrigerated ship to make cargo tank bottom temperature
same terminal temperature and tank dome temperature is about 15c higher than
bottom temperature when you reach to this temperature it is mean you are ready to
load fully refrigerated cargo
How to cool down the tank ?
Take the cargo vapor throw cargo compressor and return as a liquid via condensate
line to top spray
Advice do not start cargo compressor unless you have minimum vapor pressure
200m. bar
If you don't have this pressure 200m.bar you need to raise tank pressure by direct
vapor from DPV to cargo tank then start cargo compressor
Continue this operation until you have the required temperature for example
(-42C)in tank bottom &(-27C)in Tank top for propan
When you have all cargo tank @required temperature it is mean you are ready to
load

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LOADING OPERATION
Start loading with minimum rate
Be not that first 3meter from loading is a critical time
During loading you need to release the vapor from tank via vapor return line to shore
if available . if not available you need to condensate this vapor and return to tank as
liquid by using cargo compressor
Be not that maximum pressure inside the tank is 80%of safety valve opening pressure
For example safety valve is open @250 m.bar maximum allowable pressure is
200m.bar
Not any time you are using cargo compressor you need to start glycol pump to
prevent freezing of water

Discharging operation
When you are cargo you are losing pressure inside the tank
If vapor return line available from shore you can use it &if it is not available you can
use vaporizer or DPV(Deck pressure vessel)
Take care while using DPV you need to refill again with liquid by connecting liquid
line with condensate line for filling point for DPV we are using DPV in our simulator
To increase vapor pressure inside the DPV you can open sea water spray on DPV it
will increase DPV temperature then the pressure will increase

Fire/explosion risk and mitigation

In a refinery or gas plant, LPG must be stored in pressure vessels. These containers
are either cylindrical and horizontal or spherical. Typically, these vessels are designed
and manufactured according to some code. In the United States, this code is governed
by the American Society of Mechanical Engineers (ASME).

LPG containers have pressure relief valves, such that when subjected to exterior
heating sources, they will vent LPGs to the atmosphere or a flare stack.

If a tank is subjected to a fire of sufficient duration and intensity, it can undergo a

boiling liquid expanding vapor explosion (BLEVE). This is typically a concern for
large refineries and petrochemical plants that maintain very large containers. In
general, tanks are designed so that the product will vent faster than pressure can build
to dangerous levels.

One remedy that is utilized in industrial settings is to equip such containers with a
measure to provide a fire-resistance rating. Large, spherical LPG containers may have
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up to a 15 cm steel wall thickness. They are equipped with an approved pressure relief
valve. A large fire in the vicinity of the vessel will increase its temperature and
pressure. The relief valve on the top is designed to vent off excess pressure in order to
prevent the rupture of the container itself. Given a fire of sufficient duration and
intensity, the pressure being generated by the boiling and expanding gas can exceed
the ability of the valve to vent the excess. If that occurs, an overexposed container
may rupture violently, launching pieces at high velocity, while the released products
can ignite as well, potentially causing catastrophic damage to anything nearby,
including other containers.

People can be exposed to LPG in the workplace by breathing it in, skin contact, and
eye contact. The Occupational Safety and Health Administration (OSHA) has set the
legal limit (Permissible exposure limit) for LPG exposure in the workplace as 1000
ppm (1800 mg/m3) over an 8-hour workday. The National Institute for Occupational
Safety and Health (NIOSH) has set a recommended exposure limit (REL) of 1000
ppm (1800 mg/m3) over an 8-hour workday. At levels of 2000 ppm, 10% of the lower
explosive limit, LPG is considered immediately dangerous to life and health (due
solely to safety considerations pertaining to risk of explosion)

Liquefied natural gas (LNG)

is natural gas (predominantly methane, CH4, with some mixture of ethane, C2H6)
that has been cooled down to liquid form for ease and safety of non-pressurized
storage or transport. It takes up about 1/600th the volume of natural gas in the gaseous
state (at standard conditions for temperature and pressure). It is odorless, colorless,
non-toxic and non-corrosive. Hazards include flammability after vaporization into a
gaseous state, freezing and asphyxia. The liquefaction process involves removal of
certain components, such as dust, acid gases, helium, water, and heavy hydrocarbons,
which could cause difficulty downstream. The natural gas is then condensed into a
liquid at close to atmospheric pressure by cooling it to approximately −162 °C (−260
°F); maximum transport pressure is set at around 25 kPa (4 psi).

A typical LNG process.

The gas produced from hydrocarbon deposits typically contains a wide range of
hydrocarbon products, which usually includes methane (CH4), ethane (C2H6),
propane (C3H8) and butane (C4H10). All these products have wide-ranging boiling
points and also different heating values allowing different routes to commercialization
and also different uses. The "acidic" elements such as hydrogen sulphide (H2S) and
carbon dioxide (CO2), together with oil, mud, water, and mercury, are removed from
the gas to deliver a clean sweetened stream of gas. Failure to remove such acidic
molecules, mercury, and other impurities could result in damage to the equipment.
Corrosion of steel pipes and amalgamization of mercury to aluminium within
cryogenic heat exchangers could cause expensive damage.

The gas stream is typically separated into the Liquefied Petroleum fractions (butane
and propane), which can be stored in liquid form at relatively low pressure, and the
lighter ethane and methane fractions. These lighter fractions of methane and ethane
are then liquefied to make up the bulk of LNG that is shipped.

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Natural gas was considered to be economically unimportant wherever gas-producing
oil or gas fields were distant from gas pipelines or located in offshore locations where
pipelines were not viable. In the past this usually meant that natural gas produced was
typically flared, especially since unlike oil no viable method for natural gas storage or
transport existed other than pipelines which required the immediate use by end users
of the same gas. This meant that natural gas markets were historically entirely local
and any production had to be consumed within the local network.

Developments of production processes, cryogenic storage, and transportation

effectively created the tools required to commercialize natural gas into a global
market which now competes with other fuels. Furthermore, the development of LNG
storage also introduced a reliability in networks which was previously thought
impossible. Given that storage of other fuels is relatively easily secured using simple
tanks, a supply for several months could be kept in storage. With the advent of large
scale cryogenic storage, it was possible to create long term gas storage reserves.
These reserves of liquefied gas could be deployed at a moment's notice through
regasification processes and today are the main means for networks to handle local
peak shaving requirements.

The advent of a commercial market for LNG mainly transport over the seas from
locations where gas deposits are in excess of local pipeline demand, led to a huge
commercial opportunity.
This is usually the economic strategy pursued especially where pipeline infrastructure
is either technically and economically not viable.
LNG achieves a higher reduction in volume than compressed natural gas (CNG) so
that the (volumetric) energy density of LNG is 1.4 times greater than (2.4 times as
great as) that of CNG (at 200 bar) or 60 percent that of diesel fuel.
This makes LNG cost efficient in marine transport over long distances. However,
CNG carrier ships can be used economically up to medium distances in marine
transport
Specially designed cryogenic sea vessels (LNG carriers) or cryogenic road tankers are
used for LNG transport. LNG is principally used for transporting natural gas to
markets, where it is regasified and distributed as pipeline natural gas. It can be used in
natural gas vehicles, although it is more common to design vehicles to use CNG.
LNG's relatively high cost of production and the need to store it in expensive
cryogenic tanks have hindered widespread commercial use. Despite these drawbacks,
on energy basis LNG production is expected to hit 10% of the global crude production
by 2020Storage

LNG storage tank at EG LNG

Modern LNG storage tanks are typically full containment type, which has a
prestressed concrete outer wall and a high-nickel steel inner tank, with extremely
efficient insulation between the walls. Large tanks are low aspect ratio (height to
width) and cylindrical in design with a domed steel or concrete roof. Storage pressure
in these tanks is very low, less than 10 kilopascals (1.5 psi). Sometimes more
expensive underground tanks are used for storage. Smaller quantities (say 700 cubic
metres (180,000 US gal) and less), may be stored in horizontal or vertical, vacuum-
jacketed, pressure vessels. These tanks may be at pressures anywhere from less than
50 to over 1,700 kPa (7.3–246.6 psi).

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LNG must be kept cold to remain a liquid, independent of pressure. Despite efficient
insulation, there will inevitably be some heat leakage into the LNG, resulting in
vaporisation of the LNG. This boil-off gas acts to keep the LNG cold (see
"Refrigeration" below). The boil-off gas is typically compressed and exported as
natural gas, or it is reliquefied and returned to storage.
Transportation
Main articles: LNG carrier and Aviation_fuel § LNG
Model of Tanker LNG Rivers, LNG capacity of 135,000 cubic metres
Interior of an LNG cargo tank
LNG is transported in specially designed ships with double hulls protecting the cargo
systems from damage or leaks. There are several special leak test methods available to
test the integrity of an LNG vessel's membrane cargo tanks.
The tankers cost around US$200 million each.

Transportation and supply is an important aspect of the gas business, since natural gas
reserves are normally quite distant from consumer markets. Natural gas has far more
volume than oil to transport, and most gas is transported by pipelines. There is a
natural gas pipeline network in the former Soviet Union, Europe and North America.
Natural gas is less dense, even at higher pressures. Natural gas will travel much faster
than oil through a high-pressure pipeline, but can transmit only about a fifth of the
amount of energy per day due to the lower density. Natural gas is usually liquefied to
LNG at the end of the pipeline, before shipping.

Short LNG pipelines for use in moving product from LNG vessels to onshore storage
are available. Longer pipelines, which allow vessels to offload LNG at a greater
distance from port facilities are under development. This requires pipe-in-pipe
technology due to requirements for keeping the LNG cold.

LNG is transported using both tanker truck, railway tanker, and purpose built ships
known as LNG carriers. LNG is sometimes taken to cryogenic temperatures to
increase the tanker capacity. The first commercial ship-to-ship transfer (STS)
transfers were undertaken in February 2007 at the Flotta facility in Scapa Flow with
132,000 m3 of LNG being passed between the vessels Excalibur and Excelsior.
Transfers have also been carried out by Exmar Shipmanagement, the Belgian gas
tanker owner in the Gulf of Mexico, which involved the transfer of LNG from a
conventional LNG carrier to an LNG regasification vessel (LNGRV). Before this
commercial exercise, LNG had only ever been transferred between ships on a handful
of occasions as a necessity following an incident.[citation needed] SIGTTO - the
Society of International Gas Tanker and Terminal Operators is the responsible body
for LNG operators around the world and seeks to disseminate knowledge regarding
the safe transport of LNG at sea

ENTRY INTO ENCLOSED SPACES

Precautions for tank entry Because of the danger of hazardous atmospheres, an
enclosed space should only be entered when it is essential to do so. At such times a
permit to work should be issued and this should be specific as to date, time and space
concerned and list the precautions to be taken. Alternatively, for ship tank entry
purposes, the Maritime Safety Card should be completed. The Maritime Safety Card
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gives an appropriate procedure for entering enclosed spaces on ships. Particular
hazards atmospheres can include:- • Amounts of hydrocarbon gas • Trace amounts
of toxic gas • The intrusion of inert gas, and • Oxygen deficiency (often caused by
the rusting process in unventilated tanks) The table below lists those spaces on a gas
carrier which are either enclosed or which may be considered gas-dangerous for entry.

Enclosed Spaces on Gas Carriers Include Enclosed Spaces in Cargo Area Enclosed
Spaces Elsewhere Enclosed Spaces Entered Routinely Cargo tanks Void spaces
Compressor rooms Hold spaces Bunker tanks Interbarrier spaces Cofferdams Duct
keels Ballast tanks Spaces containing cargo pipes Spaces adjacent to cargo spaces
having unsafe atmospheres Note: Even if a space is already considered gas-free and
fit for entry, where it is immediately adjacent to a tank having a dangerous and
pressurised atmosphere, the space should always be entered with caution and only
after suitable checks have been made. Procedures For those special cases
where tank entry is required, every ship and terminal should have procedures for safe
entry and these should be written into operating manuals. Manuals should be clear on
questions of area responsibility; shore tanks should not be entered without the
terminal manager's permission and the ship's tanks should not be entered without the
shipmaster's permission. As far as the terminal operating manual is concerned, such
procedures should give advice on terminal operations and the requirements expected
from their own, or contracted, personnel when they are visiting or inspecting ships.
Terminal managers should take this matter most seriously, as accidents to shore
personnel when entering enclosed spaces on ships are not uncommon. Generally,
entry into enclosed spaces should only be permitted when a responsible officer has
declared the atmosphere gas-free and fit for entry. Only in very exceptional
circumstances should tank entry be allowed when the tank atmosphere is unsafe - and
then, only with full protective equipment and breathing apparatus. 7.1.7
Rescue from enclosed spaces Experience has shown that the rescue of persons from
within an enclosed space can be extremely hazardous and especially so in cases of
oxygen deficiency. These risks are heightened where access to a compartment can
only be achieved with difficulty. In such circumstances, it is vital that rescuers
always pay strict attention to the correct procedures and the use of proper equipment
and do not rush into ill-considered action. Many fatalities have resulted from failure
to comply with these basic rules. For training purposes, full-scale exercises in non-
hazardous atmospheres have been found extremely beneficial. Exercises involving
weighted dummies, with rescuers wearing protective equipment and breathing
apparatus, are essential if rescue teams are to be properly prepared for a real
emergency. Ship’s personnel often conduct such simulations. They can also involve
terminal employees and shore based emergency services

MEASUREMENT OF CARGO TANK VOLUMES

All ships are provided with a calibration table for each cargo tank. The calibration
table enables liquid and vapour volumes to be found from a measurement of the liquid
level. A calibration table is obtained from careful measurements taken at ambient
temperature and pressure after the ship is built. The volumes given in the tables
normally assume the ship to be upright and with no trim. The calibration tables,
therefore, contain correction factors with which to adjust the liquid level
measurements in accordance with the actual conditions of the ship's list and trim and
with the cargo tank temperatures at the time of cargo measurement. The principal
corrections are described below.
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8.2.1 Trim correction Figure 8.1 shows a prismatic tank on a ship which is trimmed
by the stern. In other words the ship's aft draft is greater than the forward draft. As can
be seen, with the ship in the trimmed position, the liquid level in the tank remains
horizontal and the liquid level rises by the amount a/a1 at the aft bulkhead. However,
if the ship was on an even keel (or zero trim), the liquid level would be as shown by
the dashed line on the diagram.

List correction Figure 8.2 shows a prismatic tank on a ship which is listed to port. In
other words the ship's port side draft is greater than the starboard side draft. As can be
seen, with the ship in the listed condition, the liquid level in the tank remains parallel
to the waterline. Accordingly, and taking the port side tank as an example, at the outer
bulkhead the liquid level rises by the amount a/a'. However, if the ship was upright,
the liquid level would be as shown by the dashed line on the diagram.

Cargo calculations — correction for list

It is usual for tank calibration tables to be established assuming the ship to be upright
(having a zero list). Accordingly, where the tank gauge is not situated centrally and if
the ship is listed, a correction to the measured liquid level is necessary in order to
enter the calibration table to get the correct liquid volume. This deviation from the
correct liquid level is indicated on the diagram by the distance between the gauge-
float and liquid level shown for the ship in the upright position.
8.2.3 Tape correction Float gauge tapes pass through cold vapour spaces and,
depending on temperature, will contract and indicate a greater ullage in the vapour
space — so leading to a lesser indication of liquid level. This correction, therefore,
adds to the indicated liquid leve

Float correction
The zero reading of a float gauge is determined by the manufacturer but is normally at
50 per cent float immersion. If the cargo liquid has a temperature and density different
from that assumed for the manufacturer's zero determination, a small correction for
float immersion will be required.
8.2.5 Tank shell contraction and expansion The cargo tank, having been calibrated at
an ambient temperature, has a smaller volume at a cold cargo temperature due to
contraction of the tank material. If the liquid temperature is different from the vapour
space temperature, it is usual to apply separate correction factors to the liquid and
vapour space tank volumes.

8.3 MEASUREMENT OF DENSITY

8.3.1 Density measurement methods Since liquefied gases are boiling liquids, the
measurement of density requires labo- ratory equipment not available on ships. Cargo
liquid density is measured on shore and the results are provided to the ship for its
cargo calculations. There are four principal methods of liquid density measurement.
These are described below. By calculation from an analysis of liquid composition
Liquid composition analysis is the most accurate method of density measurement and
is increasingly used in modern terminals. The liquid composition is usually obtained
by a gas liquid chromatograph which is an instrument requiring expert operation. The
density is calculated from this analysis by means of one of two formulae: the Francis
Formula or the Costald Equation. The Francis Formula is the simpler but is applicable
only to LPG temperature ranges and loses some accuracy in the case of LPG mixtures
and chemical gases. The Costald Equation is more complicated but provides accurate
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results when calculating the density of LNG, chemical gas and mixed gas cargoes.
Calculations using these formulae are usually carried out by a programmed hand
calculator or small computer. Apart from the greater accuracy obtainable by these
formulae, the methods also have the virtue of providing a density at any required
temperature without introducing the inaccuracy of generalised conversion tables. By
density meters Shore tank density may be measured by density meters which operate
using various physical principles. The differing types are listed below. • Differential
pressure across the height of a known vertical liquid column • Resonant frequency of
a vibrating element immersed in the liquid • Buoyancy of a body immersed in the
liquid • Variation of electrical capacitance of an immersed probe, or • The variation of

the speed of ultrasonic signals within the liquid In such cases the density is measured
at shore tank temperature and requires con-

version to a standard temperature, usually 15°C, or to the ship's tank temperature,

depending on the calculation procedure used.
By in-line densitometer The use of a densitometer involves diverting a portion of the
product flow in a pipeline through the instrument. The instrument contains a vibrating
element and, as in the static density meter using this principle, the resonant frequency
of the vibrating element is related to the density of the liquid. Each densitometer
requires careful initial calibration. Corrections need to be applied to its correlations
between frequency and density for pressures, temperatures and for products differing
from the calibration values. The overall accuracy is considered to be ±0.2 per cent and
is similar to that achieved from compositional analysis. The instrument is particularly
appropriate for use with liquid cargo flow measurement since the corrected output of
the densitometer may be combined with the output of the volume flow measurement
to give mass flow. This can then be integrated over the whole transfer period to give
directly the total liquid mass transferred. By pressure hydrometer — ASTM D 1657
The measurement of density by hydrometer has been the standard method for many
years. It is a simple procedure but is probably the least accurate of all. In this method,
the hydrometer, containing a thermometer, is floated in a sample of the liquid within a
transparent pressure container. The procedure involves warming to a standard tem-
perature, usually 15°C, and the density is read directly from the immersed
hydrometer.

Units of density
The density of LPG cargoes is usually expressed in terms of kilogrammes per cubic
metre (kg/m3), kilogrammes per cubic deci-metre (kg/dm3) (equivalent to tonne/m3)
or kilogrammes/litre (for all practical purposes equal to kg/dm3, 1 litre = 1.000028
dm3). However, units of relative density, formerly called specific gravity, are still
used at some terminals. Relative density is defined as the mass of a given volume of
product at a given temperature divided by the mass of the same volume of water at a
given temperature which may be different from the temperature given for the product.
This wide definition of relative density requires a knowledge of the density of pure
water at the given water temperature in order to determine the density of the product.
Thus, the relative density 60760°F of a product denotes both product and water to be
at the same given temperature of 60°F and may be converted to density at 60°F by
multiplying by the density of water at 60°F (999.035 kg/m3). Similarly, a product
specific gravity 15°/4°C may be converted to density at 15°C by multiplying by the
density of water at 4°C (1,000.0 kg/m3).
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SHIP/SHORE CALCULATION PROCEDURES
Outline of weight-in-air calculation Procedures to calculate the weight-in-air of a
cargo can vary in detail between ship and shore. It is not possible in this book to deal
with every variation. There is, un- fortunately, no internationally agreed standard but
all calculation procedures should meet the following basic requirements. • Account
must be taken of liquid product on board before loading or left on board after
discharge.
• Account must be taken of the vapour quantity. In determining the contribution of the
vapour quantity to the total, the vapour is converted to a liquid equivalent. • The mass
of liquid or vapour is determined by multiplying the volume at a stated temperature by
the density at the same temperature. If volume and density are not physically
measured or calculated at the same temperature, they must be converted to the same
temperature before multiplication. • The result of the foregoing multiplication is mass
and may be converted to weight-in-air by an appropriate conversion factor found in
published tables.

Procedure using dynamic flow measurement

As a means of overcoming the uncertainties associated with static measurement of
cargo on shore, which were discussed in 8.1.6, some modern terminals are being
equipped with sophisticated liquid and vapour flow metering with associated in-line
sampling. The equipment presently is expensive and requires complicated proving
arrangements. However, this method allows flow rate and density to be continuously
recorded at the flow temperature and, by combining these outputs electronically, mass
flow rate can be provided and integrated to give total mass transferred. Nevertheless,
it is likely that, until such systems have been proved reliable and have been widely
accepted, shipboard static measurement will continue to be the basis of cargo
quantification for cargo custody transfer purposes.

The above procedure and calculation requires to be duplicated before and after cargo
transfer in order to obtain the weight of cargo transferred.

OTHER CALCULATION PROCEDURES AND MEASUREMENT UNITS

The above discussion and calculation uses SI units. These are often used in liquefied
gas quantification. It is still possible, however, to find ships with tank calibrations and
instruments working on Imperial units. In this case, the basic calculations remain the
same but the user must ensure that all data conforms to the same system. For the
Imperial system, this requires temperatures in degrees Fahrenheit, relative density (or
specific gravity) in 60760°F form, volumes in cubic feet and weight in long tons. In
some countries, cargo determination may be made in US barrels and in yet others,
densities may be quoted at +20°C. Even in the metric systems of calculation,
procedures can vary and some of these variations have been identified above. It is
possible in one cargo shipment to find that units and calculation procedures differ at
the loading terminal, on the ship and at the receiving terminal. In order to resolve this
difficulty, it is normal, in many gas trades, to standardise on the ship's volume
measurement and calculation procedure and to apply this at both ends of the voyage.
Provided, therefore, that the units and proce- dure used are fully documented by the
ship and are understood by both loading and receiving terminals, discrepancy
problems of a mathematical nature can be avoided. In most gas trades it is usual for
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the liquid density to be provided by the loading terminal and this is then used in the
calculations both at loading and discharge. However, in all cases, it is important that
the terms of this density (applicable tem- perature, true-density or so-called density-
in-air) are understood and indicated in the calculation records. Independent cargo
surveyors often use computerised methods for calculating cargo quantities. This is
often carried out on small portable instruments. This method of working is fast,
efficient and is suitable for cargoes where a full analysis is available. Calculators or
computers of this type can be connected to printers so that a record of the workings is
permanently available.

CARGO DOCUMENTATION
The transport of liquefied gas is subject to similar commercial documentation as
found for oil cargoes. The documents accompanying cargoes of liquefied gas
normally include those described in this section. Considering the documents covered
below, the Bill of Lading is the most important and is the basis against which the
cargo receiver can assess if the proper quantity has been discharged. The shipmaster,
before departure from the loading terminal, should ensure that the Bill of Lading
quantities accurately represent the cargo loaded. The shipmaster should also be sure
that cargo calculation records made at loading and discharge are properly prepared.

Bill of Lading
A Bill of Lading is a document signed by the shipmaster at the port of loading. It
details the type and quantity of cargo loaded, the name of the ship and the name of the
cargo receiver. The cargo quantity written on the Bill of Lading can be the shore tank
figure or the quantity as given by shore-based custody transfer meters. However, in
many gas trades it is commonly found that the ship's figure is used and this is
calculated after completion of loading, usually with verification from an independent
cargo surveyor. The Bill of Lading has three functions. It is: • The shipmaster's receipt
for cargo loaded • A document of title for the cargo described in it • Evidence that a
Contract of Carriage (such as a voyage charter party) exists As such, the Bill of
Lading is a vital document in the trade. By signing the document, the shipmaster
attests to the apparent good order and condition of the cargo loaded. By signing the
Bill of Lading, the shipmaster agrees to the quantity of cargo loaded and any
subsequent claim for cargo loss will hinge on the quantity stated on the document. In
some circumstances, where the Bill of Lading quantities do not match the ship's
figure, the shipmaster may be expected to issue a Letter of Protest at the loading port.
The most important function of a Bill of Lading is as a document of title. Whoever
possesses the Bill of Lading rightfully owns the cargo and can demand a shipmaster to
discharge that cargo to him. Therefore, unless a Bill of Lading's whereabouts is
carefully controlled, it may fall into the wrong hands. For this reason, the old practice
of issuing three original Bills of Lading has been largely superseded and now it is
common to find only one being issued. On completion of loading, the original Bill is
then mailed from the loading port to the rightful cargo receiver. Should a cargo be
sold on the water — that is before it reaches its destination — the Bill of Lading must
be endorsed by the original cargo buyer to show the new cargo owner. A new cargo
owner requiring a shipmaster to discharge against presentation of an endorsed Bill of
Lading is normal practice. However, due to delays in banking or trading chains, an
endorsed original is not always to hand at the discharge port. Accordingly, as an
alternative to presenting the original Bill of Lading to the ship master, a receiver may
issue a Letter of Indemnity (LOI) to the ship. The terms of the Letter of Indemnity
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should be agreed between the ship charterer and the ship owner. As the name
suggests, such a letter indemnifies the shipowner against any subsequent claims to the
cargo and against wrongful discharge.

Certificate of Quantity
A Certificate of Quantity is issued by the loading terminal as, or on behalf of, the
shipper and the cargo quantities declared as loaded may be verified by an inde-
pendent cargo surveyor. The certificate is of assistance to the shipmaster in deter-
mining the quantities to be inserted in the Bill of Lading. However, the quantities as
stated on the Bill of Lading remain the official record of the cargo as loaded.
Certificate of Quality A Certificate of Quality provides the product specification and
quality in terms of physical characteristics (such as vapour pressure and density) and
component
stituents. It is issued by the loading terminal as, or on behalf of, the shipper or may be
issued by an independent cargo inspection service. Again, the data contained in the
document assists the shipmaster in signing the Bill of Lading.
Certificate of Origin A Certificate of Origin is a document issued by the manufacturer
or shipper, counter- signed by the customs authorities, which attests to the country in
which the cargo was produced. It may be required by financial authorities in the
importing country so that they may assess import taxes or grants. Unlike the previous
two certificates, it is not complementary to or supportive of the Bill of Lading but its
distribution to shipper, carrier and cargo receiver is similar.
Time Sheet The Time Sheet records all salient port-times, from a ship's port entry
until final departure. The Time Sheet is usually prepared by an independent cargo
surveyor or the ship's agent and is checked and countersigned by the shipmaster and
the shore terminal. Its purpose is to provide an agreed statement of facts relating to the
timing of events and delays during the ship's port call and is used to facilitate
demurrage claims. Cargo Manifest A Cargo Manifest is usually prepared by the ship's
agent at the loading port or by the shipmaster and lists all cargoes according to the
Bills of Lading. Its purpose is to provide readily available data for customs authorities
and ships' agents in the discharge port. The appropriate preparation of the Cargo
Manifest is controlled by the SOLAS convention. Certificate of Tank Fitness A

Certificate of Tank Fitness

is usually issued by a specialist chemist from a cargo surveying company and is
issued where particular tank cleanliness conditions are required prior to loading.
Certificate of Inhibitor Addition An Inhibitor Information Form is issued by the
loading terminal or by the cargo manufacturer.

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