Cargo & Ballast Operations Manual LNG (QA-033)

Document: QA-033
Issue Date: 01.11.21
TMS CARDIFF GAS LTD Cargo & Ballast Operations Manual LNG (QA-033) Revision: 12.20
Filing: QA
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Cargo & Ballast Operations Manual LNG (QA-033)

REVISION RECORD
12.20 01.11.21 Ch. 6.3.3 Cargo Main (emergency) pumps, Stripping / Spray, and Fuel Gas pumps OPS QA
Ch. 11.16 Heel out (stripping of non-heel tanks or all cargo tanks)
Ch. 11.17 Draining of liquid cargo
Ch. 11.18 Heel Management
Ch. 15.9 Letter of Protest (LoP)
12.10 01.09.21 Ch. 3.7 Deck Ratings OPS QA
Ch. 13 Ship to Ship Transfer Operations (STS)
12.00 01.08.21 Ch. 9.4 Gas Management (Vapor Control Functions) OPS QA
Ch. 9.4.1 Tank Pressure Control during Loaded Passage
Ch. 9.4.2 Tank Pressure Control during Ballast Passage
11.90 01.07.21 Ch. 6.3.16 Ship Shore link OPS QA
11.80 01.06.21 Ch. 10.13.3 Initial Loading rate - Ramp Up OPS QA
11.70 01.05.21 Ch. 6.3.16 Ship Shore link OPS QA
Ch. 9.8 Cargo Loading and Discharging plans
Ch. 9.13.2 Responsibilities
Ch. 10.6 Prior to Arrival at the Load port
Ch. 10.13.3 Initial Loading rate - Ramp Up
Ch. 11.6 Prior to Arrival at the Discharging port
11.60 01.03.21 Ch. 7.1 Notices OPS QA
Ch. 10.16.1 Topping Off (Ramp Down)
Ch. 11.14.1 Slow Down (Ramp Down)
S Q E MS SAFETY FIRST - TARGET ZERO UNCONTROLLED DOCUMENT - PRINTED ON 9 NOV 2021 Page 1 of 113
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11.50 01.02.21 Ch. 5.4.2 Emergency Departure OPS QA
Ch. 15.9 Letter of Protest (LoP)
11.40 01.01.21 Ch. 3.8 Watch composition in Port OPS QA
11.30 01.12.20 Ch. 3.2 Chief Officer OPS QA
Ch. 3.5 Cargo (Gas) Engineer
Ch. 7.3.5 Working with Nitrogen
Ch. 9.37.4 Working with Nitrogen
Ch. 16.7 Before Arrival at a terminal (Loading and Discharging)
11.20 01.10.20 Ch. 2.5 Ship's Readiness to move OPS QA
Ch. 3.3 Deck Officers
Ch. 6.3.14 Emergency Shut Down System (ESDS)
Ch. 9.16.5 Routine Checks
Ch. 10.4 Cool Down
11.10 01.08.20 Ch. 10.11.5 Inter-barrier Spaces & Cofferdams OPS QA
Ch. 16.2.1 Heel Management
Ch. 16.2.2 Cargo Tank Cool down
Ch. 16.3 Condensate Management Plan (vessel-specific)
11.00 01.07.20 Ch. 6.2.6.2 HHI-SHI Vessels OPS QA
Ch. 7.5.1 Loss of Gas Burning Capacity
Ch. 9.13.2 Responsibilities
Ch. 9.31 Emergency Shut Down System (ESDS)
Ch. 9.35.3 Procedure in the event of cargo tank overfilling
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Ch. 10.11 Cool Down of Cargo System
10.10 01.05.20 Ch. 6.2.6 FWD Vent valve specific operational module OPS QA
Ch. 9.34.1 Short Distance Piece Handling procedure
10.00 01.03.20 Ch. 13 Ship to Ship Transfer Operatiosn (STS) OPS QA
9.00 01.12.19 Ch. 5.4.1.1 Cargo tank levels OPS QA
Ch. 5.4.2 Emergency Departure with Sloshing restrictions in tanks
Ch. 5.4.2.1 Vessel heading
Ch. 6.1.1 Membrane Cargo Containment system GTT NO 96
Ch. 6.1.2 Membrane Cargo Containment system GTT MARK III FLEX
Ch. 6.1.3 Deterioration or Failure of Membrane Containment System (COLD SPOTS)
Ch. 6.2 Cargo Piping system
Ch. 6.2.1 Liquid Lines (headers)
Ch. 6.2.2 Vapor lines
Ch. 6.2.5 Vent line
Ch. 6.2.6 FWD Vent valve specific operational module
Ch. 6.3 Cargo equipment
Ch. 6.3.4 Compressors – High and Low duty (HD / LD)
Ch. 6.3.7 Forcing Vaporizer
Ch. 6.3.8 Mist Separator
Ch. 6.3.9 Gas Combustion Unit (GCU)
Ch. 6.3.10 LNG sub-cooler
Ch. 6.3.11 SMR Re-liquefaction plant
Ch. 9.18.2 Cargo Operation Order Book
Ch. 9.23.1 Is the agreed Ship / Shore communication system operative?
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Ch. 9.23.2 Has the Emergency Shutdown procedure been agreed upon?
Ch. 9.23.3 Our Cargo and Bunker hoses/arms in good condition, properly rigged and appropriate for
service intended?
Ch. 9.23.3.1 Connections
Ch. 9.23.3.2 Cargo Hoses
Ch. 9.23.3.3 Metal Cargo Arms (CHIKSANS)
Ch. 9.32 Gauging systems - Custody Transfer Measurement System (CTMS)
Ch. 9.32.1 CTMS Level Filter mode functionality comprises tuned filters for level and Trim/List
measurements (where applicable)
Ch. 10.13.3 Initial Loading rate – Rump Up
Ch. 10.16.1 Topping Off (Ramp Down)
Ch. 11.14.1 Slow Down (Ramp Down)
Ch. 12.5.1 BalClor Ballast Water Treatment System (BWTS)
Ch. 12.5.2 NK-03 300 Blue Ballast Water Treatment System (BWTS)
Ch. 12.5.3 Ballast Water Treatment System (BWTS) Failure
Ch. 14 Simultaneous Operations (SIMOPS)
8.20 01.10.19 Ch. 9.38 Portable Radios OPS QA
Ch. 10.12 Gas burning in between Opening and Closing of Cargo Tank Measurement
Ch. 14.10 Customer Satisfaction
8.10 01.09.19 Ch. 7.2.1 Personnel Protection Equipment (PPE) OPS QA
Ch. 7.9 Safety issues associated with ballasting/de-ballasting operations
Ch. 9.23.8 Are Scuppers effectively plugged and drip tarys in position, both on board and ashore?
Ch. 9.30 Loading Computer
Ch.9.36 Fixed Gas detection
Ch. 9.37 Personal and Portable Gas detection
Ch. 9.37.1 Calibration and Responsibility
Ch. 9.37.2 Portbale Oxygen analysers
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Ch. 9.37.3 Gas Detector tubes
Ch. 9.37.4 Personal Gas detection
Ch. 10.13.1 Bulk Loading
Ch. 10.13.2 Maximum Loading Rates
Ch. 10.13.3 Initial Loading rate - Rump Up
Ch. 11.4 Cool Down
Ch. 11.6 Prior to Arrival at the Discharging port
Ch. 11.7 Connection of Cargo Arm's and ESD link
Ch. 11.8.4 Cool Down
Ch. 11.9 Prior to Commencement of Discharging
Ch. 11.11.4 Discharging rate
Ch. 11.14 Rump Up procedures
Ch. 11.15 Gas burning in between Opening and Closing of Cargo Tank Measurement
Ch. 15.7 Before Arrival at a Terminal (Loading and Discharging)
8.00 01.07.19 Ch. 12.1 Segregated Ballast water inspections OPS QA
7.90 01.06.19 Ch. 4.4.1 LNG spilled on Water OPS QA
Ch. 9.9.1 Before Loading
Ch. 9.9.2 Before Discharging
Ch. 9.10.1 Before Loading
Ch. 9.10.2 Before Discharging
Ch. 14.5.4 Re-issue of BL's (Bills of Lading)
7.80 01.05.19 Ch. 9.8 Cargo Loading and Discharging plans OPS QA
7.70 01.04.19 Ch. 10.10.1 Pre-transfer conference OPS QA
Ch. 10.10.2 Initial Gauging
Ch. 11.8.1 Pre-transfer conference
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Ch. 11.8.2 Initial Gauging
7.60 01.03.19 Ch. 10.15.2 Stress and stability OPS QA
Ch. 11.13.2 Stress and stability
7.50 01.02.19 Ch. 6.3.3 Cargo Main pumps, Stripping / Spray and Fuel Gas pumps OPS QA
Ch. 6.3.3.1 An Emergency Discharging procedure
Ch. 6.3.11 Fixed Gas Detection systems
Ch. 10.3 Operational Planning
Ch. 10.3.1 Loading Plans
Ch. 10.7 Material Safety Data Sheets (MSDS)
Ch. 10.15.4 Cargo Tank Pressure
Ch. 10.15.5 Controlling vapour emissions
Ch. 10.16.3 Cargo Tank Filling Limits
Ch. 11.3 Operational Planning
Ch. 11.3.1 Discharging Plan
Ch. 11.11.3 Cargo Tank pressure
Ch. 11.11.4 Controlling Vapour emissions
7.40 01.11.18 Ch. 9.2.1 Prior to Arrival at Load ports OPS QA
Ch. 9.3.1 Prior to Arrival at Discharge ports
Ch. 15.9 ESD Testing
7.30 01.08.18 Ch. 12.5.1 Ballast Water Treatment System (BWTS) Failure OPS QA
7.20 01.07.18 Ch. 10.4 Cool down (At sea) OPS QA
Ch. 10.11 Cool down
7.10 01.05.18 Ch. 1.4 Amendments and Updates OPS QA
Ch. 13.25 Transfers of Personnel
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Ch. 15.8 Minimum Safety checks prior Cargo operations
7.00 01.02.18 Ch. 2.1 General OPS QA
Ch. 2.2 Reference Publications
Ch. 2.4 Deviations from the Procedures
Ch. 3.2 Chief Officer
Ch. 7 SAFETY CONSIDERATIONS
Ch. 7.1 Notices
Ch. 7.2.1 Personnel Protective Equipment (PPE)
Ch. 9.13.3 Measuring procedures
Ch. 9.31 Emergency Shut Down System (ESDS)
Ch. 9.37.6 Personal Gas detection
Ch. 10.1 Cargo Handling manual
Ch. 10.3.1 Loading Plans
Ch. 10.11.3 Cooling of Cargo arm’s and Cargo lines with liquid provided from shore
Ch. 10.12 Gas burning in between Openining and Closing of Cargo Tank Measurement
Ch. 10.13.1 Bulk Loading
Ch. 10.15.5 Controlling vapour emissions
Ch. 10.16.1 Topping Off (Ramp down)
Ch. 10.16.3 Final Ullages
Ch. 15.1.2 Cold Spot (Inner hull) inspections
Ch. 15.7 Before Arrival at a terminal (Loading and Discharging)
6.40 01.01.18 Ch. 9.32 Gauging Systems - Custody Transfer Measurement System (CTMS) OPS QA
6.30 01.09.17 Ch. 10.17.3.1 Purpose of Draining and Purging OPS QA
Ch. 11.17.3.1 Purpose of Draining and Purging
6.20 01.08.17 Ch. 3 Duties and Responsibiliteis OPS QA
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Ch. 5.5 Cargo Leakage
Ch. 9.8 Cargo Loading and Discharging Plans
6.10 01.06.17 Ch. 10.18 Final Gauging and Departure OPS QA
Ch. 11.19.1 Initial gauging (Deleted)
Ch. 11.19.2 Final gauging (Ch. 11.19.1)
6.00 01.04.17 Ch. 6.3.2 Nitrogen Generator OPS QA
Ch. 7.5 Cargo Vetting
Ch. 7.5.1 Loss of Gas Burning Capacity
Ch. 7.5.2 Dispersal of Vented Cargo Vapour
Ch. 9.17 Cargo Area Operational & Safety Precautions
Ch. 9.17.1 Safety precautions (Fire Fighting and Anti-Pollution equipment)
Ch. 9.17.1.1 Cargo Manifold Area and Shore Gangway
Ch. 9.17.2 Cargo manifold Restricted Access (RA)
Ch. 9.23.7 Are Fire hoses and Firefighting (and anti-pollution) equipment on board and ashore
positioned and ready for immediate use? (Deleted)
Ch. 10.20 Ship / Shore Post Operations Meeting Minutes
Ch. 11.20 Ship / Shore Post Operations Meeting Minutes
Ch. 15.2.1 Heel Management
Ch. 15.8 Minimum Safety checks prior Cargo Operations
Ch. 15.9 ESD Testing
5.00 01.01.17 Ch. 7.9 Trim, Stability, Stress and Readiness to move OPS QA
Ch. 11.10 Cooling down arms, ship and shore lines alongside
Ch. 13.8.1 Operational checks
Ch. 13.13 Communication during Approach, Mooring and Unmooring
Ch 15.1.4 Cooling down Ships lines
4.00 01.10.16 Ch. 10.3.1 Loading Plans OPS QA
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Ch. 10.6.1 Cargo System Line Up and Lock Out / Tag Out (LOTO)
Ch. 10.17.3 Cargo Manifolds Draining, Purging & Disconnection Procedure
Ch. 11.3.1 Discharging Plans
Ch. 11.6.1 Cargo System Line Up and Lock Out / Tag Out (LOTO)
Ch. 11.17.3 Cargo Manifolds Draining, Purging & Disconnection Procedure
3.00 01.01.16 Ch. 2.2 Reference publications OPS QA
Ch. 4.6, 4.7 transferred to Ch. 7
Ch. 7 Safety Considerations / Ch. 7.4 Nitrogen
Ch. 9.6 Reference documents
2.10 01.10.15 Ch. 6.3.16 Cargo tank measuring systems (CTMS) OPS QA
Ch. 6.3.16.1 Operating a “Whessoe” float actuated level gauge
Ch. 9.23.5 Is the agreed Ship / Shore communication system operative?
Ch. 14 Cargo Documentation (transferred from SMM)
Ch. 14.5.4 Re-issue of BL’s
2.00 01.06.15 Ch. 1.2 Distribution OPS QA
Ch. 1.3 Official Language removed
Ch. 1.3.1 Risk Assessment
Ch. 1.4.2 Audits removed
Ch. 3.8 Watch composition in port
Ch. 6.3 Cargo equipment
Ch. 6.3.3 Cargo main pumps, stripping pumps and fuel gas pumps
Ch. 9-14 (chapters from Cargo & Ballast Manual)
1.00 01.10.14 Ch. 12.1.5 Procedures to tend moorings OPS QA
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Ch. 9.5.10 Heel Management / Ch. 9.5.13 Ship/Shore Post Operation meeting minutes
Ch. 9.5.6 Procedure to tend Moorings / Ch. 9.5.8 Ramp down (Reducing rate) procedure
Ch. 9.3.9 Draining and Purging Loading Arm’s / Ch. 9.3.12 Ship/Shore Post Operation..
Ch. 9.3.7 Procedure to tend Moorings / Ch. 9.3.9 Topping off (Ramp Down)
Ch. 7.9.1 Personal Protection Equipment / Ch. 8 Operational Plans
Ch. 3.3 Deck Officers / Ch. 7.4 Air Conditioning/ Ch. 7.8 Trim, Stability, Stress and Readiness
0.00 01.02.14 Initial version (Re-issue of manual) OPS QA
No Date Revision by Approval
1. Cargo and Ballast Operations Manual Summary

1. CARGO AND BALLAST OPERATIONS MANUAL
1.1. Purpose
The purpose of this Cargo and Ballast Operations Manual is to provide the Master and all deck officers on board company Gas Carriers with information, regulatory and
company requirements, procedures and best practices regarding safety and environmental management in order to develop and maintain safe and flawless cargo handling
operations and the protection of the environment, as required by the company policies.
This manual details the responsibilities of deck and engine personnel with respect to the safety and environmental aspects of cargo and ballast operations procedures.
1.2. Distribution
The master copy of this manual resides in the Company Server:
Company Server (electronic copy – controlled)
Copies of this manual are placed on board each Vessel and shall be distributed as follows:
Vessel Computer Units via Server (electronic copy – controlled)
Uncontrolled copies of this manual it may be printed to all concerned parties for their easy reference.
1.3. Verification of Procedures

The company and responsible persons on board shall from time to time, in accordance with the company policy, verify the operational procedures and best practices on
board each ship through the company risk management and internal audit/review procedures.
1.3.1. Risk Assessment (RA)

The Master, in cooperation with the Chief Officer is responsible for the performance of hazard identification and risk assessment on board covering one or more aspects of
the operational procedures documented in this manual to ensure that procedures remain applicable, up to date, and cover fully all aspects of that procedure.
The ships Operations and HSE Committee shall formally document these assessments and shall recommend any changes to the company for their review.
1.4. Amendments and Updates

The company shall, under the requirements of its Safety, Quality and Environmental Management System, periodically review the contents of this manual and shall arrange
for any necessary improvements and amendments to be prepared and distributed to all vessels and documented keepers of the manuals ashore.
A Master Copy is maintained by the Quality Assurance Department to whom all suggestions for amendments shall be forwarded.
The Master shall ensure that each copy kept on board is correctly updated in accordance with the company requirements as and when revisions are issued. The Master
shall ensure that personnel, on board, are aware of any changes in procedure that are required.
1.5. Management of Changes (MOC)

1.5.1. Changes in Procedures
The company is responsible for verifying and authorising any changes to these procedures as a result of audit and review or changes in regulatory requirements. In addition
industry guidelines and recommendations will be reviewed and may be incorporated in the best operational and management practices of the company.
The company is responsible for familiarising the Master with any revisions or amendments to the procedures documented in this manual.
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The Master is responsible for ensuring that any revisions or amendments are drawn to the attention of the responsible persons on board and that any required changes to
operating procedures are immediately implemented.
1.5.2. Changes in Equipment
Whenever new equipment or systems are fitted to a vessel, or existing equipment and systems are modified or upgraded which affect this manual the company are
responsible for ensuring that the changes made are documented and ships plans and / or drawings are updated.
The Chief Engineer shall ensure that all engineer officers are familiarised with any new machinery or procedures.
The Master shall ensure that responsible persons on board are fully familiarised with any changes and that any changes in operating procedures as a result are properly
implemented.
2. Cargo and Ballast Operations

2. CARGO AND BALLAST OPERATIONS
2.1. General
Vessels involved in the LNG trade are generally recognized as integral parts of the overall projects in which they serve. This means that their safety and security features
very prominently in the minds of the LNG sellers and buyers who believe that the vessels also carry their own individual reputations. This concern is most evident when the
vessels are alongside at loading or discharging terminals where any type of incident could reflect adversely on the terminal owner's business.
The following shall always be taken into consideration:
a) The safety of the ship, its crew and cargo, and the protection of the environment supersede all other operational considerations.
b) The safe and efficient carriage of cargo shall be accomplished by implementing operational procedures based on the thorough knowledge of the properties and hazards
associated with Liquefied Gas and with reference to the ship specific Cargo Handling Manual
c) During each cargo operation the condition of the cargo containment system and cargo handling system shall be carefully controlled and monitored. Established
operational procedures are to be maintained and are to be kept up to date with industry standards.
d) The Chief Officer, under the Masters command, is responsible for all cargo handling operations. When carrying out any cargo operation, the Chief Officer shall take every
measure to avoid cargo leakage, to monitor the crew to ensure safe operations and to ensure the safe and smooth transfer of the cargo by being familiar with the
construction of the vessel, the capabilities of the vessel equipment, the property of the cargo, governing rules and regulations and the capacity of the crew.
e) The Chief Officer and Cargo (Gas) Engineer shall ensure the safe operation of all cargo machinery and ensure that this equipment is maintained in accordance with the
makers’ requirements. They shall follow the vessel’s on board operational procedures, which shall be reviewed and approved by the Master and Chief Engineer.
f) All cargo operations shall comply with the governing Contracts, Instructions, Guidance and Manuals in respect of operational requirements as listed below:
1. Time Charter Party.

2. Charterer's Instruction.
3. Cargo Handling Manual.
4. Contingency Planning Manual.
5. Loading / Discharging plans prepared by the Chief Officer and approved by the Master
6. Company instructions,
7. National and International regulations.
2.2. Reference Publications

In accordance with the Company stated aims and policy, all personnel must ensure that during all operations safety and environmental protection aspects are paramount.
In accordance with the policy the documented procedures require all vessels to operate with the aim of maintaining a pollution free environment. The procedures outlined in
this manual are based upon the latest requirements of SOLAS, STCW, MARPOL and OPA 90, including subsequent amendments, and take into consideration all applicable
codes, guidelines and standards recommended by the International Maritime Organization (IMO), Flag Administrations, Classification Societies and other industry bodies
and organizations, such as OCIMF, SIGTTO and INTERTANKO, which may exceed these regulatory requirements.
Reference publications, legislation, codes and manuals used in the preparation of this document are:
LIQUEFIED GAS HANDLING PRINCIPLES (SIGTTO)

LNG OPERATIONAL PRACTICE
LNG OPERATIONS IN PORT AREAS
TANKER SAFETY GUIDE (LIQUEFIED GAS)
SHIP TO SHIP TRANSFER GUIDE FOR PETROLEUM, CHEMICALS AND LIQUEFIED GASES
A GUIDE TO CONTINGENCY PLANNING FOR THE GAS CARRIER ALONGSIDE AND WITHIN PORT LIMITS
NON TANK VESSEL RESPONSE PLANS
SHIPBOARD OIL POLLUTION EMERGENCY PLAN
CONTINGENCY PLANNING MANUAL
BALLAST WATER MANAGEMENT PLAN
GARBAGE MANAGEMENT PLAN
VESSEL GENERAL PERMIT MANUAL
2.3 Safe Ship Operations

A “safe ship operation”, in the context of the company manuals, refers to any operation carried out in the normal, routine operation of the vessel. This includes all cargo
operations, machinery space operations, navigation and maintenance. The company procedures contained within the safety and environmental management system will
ensure that these operations are carried out in a flawless manner and will provide for contingencies in the event that safe ship operations are interrupted.
Where normal and routine operations are interrupted, the reasons for the interruptions shall be fully investigated and analysed, both on board and ashore, in order for any
lessons learnt to be fully promulgated within the fleet
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Any operation carried out on board a ship shall be planned with safety and the protection of the environment as paramount considerations.
“Safe ship operations” can be fully achieved through careful planning, including hazard identification and risk assessment, monitoring and supervision during the
performance of the operation taking into account all of the requirements documented in the company manuals and any other referenced publications.
Through careful planning, good supervision, combined with alertness and awareness of those persons performing their routine tasks, safe ship operations can be achieved
and accidents and hazardous occurrences can be avoided and “TARGET ZERO” can be achieved.
2.4. Deviations from the Procedures

If, for any reason, the Master deems it necessary to deviate from the requirements documented in the company manuals for the safety of the ship, its cargo or
to protect the environment, he may do so, provided that such deviations are reported to the office, in writing, in order that they may be reviewed and analysed,
and that the Master remains responsible at all times for his actions.
2.5. Ship's Readiness to move

During discharge, loading, and ballasting operations, alongside a berth or at an anchorage, the ship should be ready for immediate departure in the event of an emergency.
The ship's boilers, main engines, steering machinery, mooring equipment, and other equipment essential for maneuvering should be kept in a state of readiness that will
permit the ship to move away from the berth or anchorage at short notice.
Repairs and other work that may immobilize the ship should not be undertaken at a berth without prior written agreement from the terminal. It may also be necessary to
obtain permission from the local port authority before carrying out such work alongside.
3. Duties and Responsibilities

3. DUTIES AND RESPONSIBILITIES
3.1. Master
The Master has the overall responsibility for the loading, cargo conditioning during the voyage, and discharging of the cargo. He shall ensure that the terms in the agreed
Charter Party are adhered to, in addition to all relevant laws and regulations. In practice the responsibility for day-to-day cargo operations is delegated to the Chief Officer.
The Master must clearly state his requirements with regard to cargo and ballast operations by issuing written instruction to the Chief Officer. The Master must confirm and
formally approve the detailed cargo plan covering all cargo, ballast and related operations as prepared by the Chief Officer. Where there is any deviation or change required
to the detailed plan, then this must be brought to the immediate attention of the Master, and he must again confirm and formally approve the amended detailed plan.
The Master shall be familiar with, and ensure that all deck and engineer officers are familiar with, the content of: the cargo operations and procedures manuals, emergency
procedures, pollution prevention plans, and relevant port and terminal procedure guides.
The Master, or a delegated alternative, shall ensure that all cargo handling equipment and associated alarm systems are fully functional at all times and periodically tested
according to the planned maintenance schedule. Where fitted, emergency shutdown systems are to be tested prior to the commencement of cargo transfer operations in
accordance with the agreed loading or discharging procedures.
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The Master must not, under any circumstances, allow the vessel to become overloaded or over-stressed and shall ensure that the vessel, at all times, satisfies the minimum
IMO stability criteria by being kept informed of the vessel condition and any changes.
The Master shall take all necessary steps to ensure that the requirements on seafarers' hours of work and rest arising from Hours of Work and Rest regulations, as per
MLC-2006 and STCW (as amended), are complied with. If necessary the Master has the authority to stop vessel operations if the minimum rest requirements are not
satisfied, to ensure the safe operation of the vessel.
The Master is responsible for ensuring that all necessary information interchange required between the ship and the terminal is complied with and that all parties are in full
agreement on all aspects of the cargo operation to be performed.
3.2. Chief Officer

The responsibility for day-to-day cargo operations is delegated to the Chief Officer, who is responsible to the Master, for the planning and the safe and proper operation of the vessel for all cargo and ballast
operations. He is responsible for the planning and progressing of all cargo tank atmosphere changes.
The Chief Officer shall ensure that the Master is kept fully informed of all cargo, ballast and tank atmosphere operations, including the condition of the vessel with regard to drafts, stability and longitudinal strength.
The Chief Officer shall prepare a detailed cargo plan in advance of all cargo, ballast and related operations. He shall hold a cargo pre-planning meeting with his Cargo (Gas) Engineer and Deck Officers, to ensure
that all aspects of the operation are included in the plan, and to establish any potential areas of concern. The input of these officers, at the planning stage, can be of some value, and is additionally an essential part
of their training. After the plan is approved by the Master he must ensure that all officers and crew involved in the operations fully understand the plan, and that the plan is endorsed by them.
When conducting operations at a terminal the Chief Officer is to ensure that the terminal understands and agrees to the proposed cargo plan.
The Chief Officer must keep the Master, Deck Officers and Cargo (Gas) Engineer aware of the progress of cargo and ballast operations, and in particular any changes to the original plan.
If a deviation or change from the original plan becomes necessary, the Chief Officer shall prepare an amended plan, which shall immediately be brought to the attention of the Master, who shall confirm and
formally approve the amended plan.
The Chief Officer is responsible for pre operations cargo equipment tests, the setting of cargo and vapour lines before starting any cargo or cargo related operation. The Chief Officer will delegate this line setting to
the Officer of the Watch and Cargo (Gas) Engineer. The Chief Officer is to check and confirm that all lines are set correctly.
The Chief Officer is responsible for the operation and control of Cargo and Spray pumps. He shall ensure that adequate notice regarding the starting of pumps is given to the Engineer on duty.
The Chief Officer shall perform all routine atmosphere checks (O 2, CH, Dew Point, etc).
The Chief Officer shall ensure that the deck officers maintain a proper and efficient deck watch in accordance with documented requirements. When leaving operations temporarily in the care of the Cargo (Gas)
Engineer, or a junior Deck Officer, the Chief Officer shall prepare clear and precise written instructions for all on-going cargo, ballast and related operations, and make sure those instructions are clearly
understood, and endorsed.
The Chief Officer is responsible to the Master for ensuring that the Ship Shore Safety Checklist is properly and jointly completed before the start of transfer operations and that procedures for the completion of
repeat checks are agreed with terminal staff. The maximum interval between repeat checks shall not exceed four (4) hours and starts from the time when mooring operations are completed (All Fast). The time and
results of the checks shall be recorded in the Cargo Log Book, in addition to the signing of the Checklist itself.
The Chief Officer is responsible for carrying out the daily rounds of the cargo deck, compresso r and electric house and Sub-Cooler room .
3.3. Deck Officers

All Deck Officers are responsible to the Chief Officer and Master for ensuring that a proper deck watch is maintained and that the Chief Officer’s standing orders and
additional written instructions are followed at all times.
Deck Officers are actively involved in the planning of loading/ discharging and ballasting planning and acknowledge their participation by signing. They are assigned with
OOW duties and are also involved in cargo line settings and execution of the cargo and ballast operations. They may also perform loading/ stability/ stress calculations
under the C/O supervision.
When the junior officers are appraised, their appraisal report contains information about their ability and performance on cargo and ballast operations.
All Deck Officers shall sign the cargo plan to show their acceptance and understanding.
The Officer of the Watch shall ensure that a proper and accurate account of all operations is entered into the cargo and port log and is transferred to the Deck Log Book at
the end of each watch. Data transferred to Deck Log Book shall be reflecting only major operation details and not each particular sequence which need to be recorded
within Cargo Log Book. In the event of any subsequent dispute or investigation, it is essential that a complete record of events was maintained at the time.
The Officer of the Watch shall ensure that the deck rounds are maintained, paying particular attention to moorings to maintain the vessel position, fire wires, where they are
rigged as per terminal requirements, safety, security rounds and gangway watches.
All cargo operations must be personally supervised by an Officer who is fully conversant with the pipeline and valve configuration of the cargo, ballast and gas systems. The
procedures regarding cargo handling shall be observed and followed at all times to ensure the safety of the crew, vessel and cargo.
The Officer of the Watch is responsible for ensuring that the Chief Officer’s requirements for the setting of cargo lines and valves and the progress of the cargo operation is
maintained during his watch. Following any valve or line alterations it is essential that the action taken is monitored and confirmed as having the desired effect and, in
particular, that the flow of cargo / ballast into fully loaded tanks has ceased.
3.4. Chief Engineer

The Chief Engineer is responsible for planning safe machinery operations and the support of the engine department during all cargo operations. He shall ensure the safety
of the crew, and protection of the environment in accordance with the company's policies, as documented in the company manuals and other official company instructions.
The Chief Engineer is responsible to the Master for the maintenance of cargo, ballast, inert gas, nitrogen generating and gas venting systems, and is to fully support the
Cargo (Gas) Engineer for the cargo machinery maintenance.
3.5. Cargo (Gas) Engineer

The Cargo (Gas) Engineer is responsible to the Chief Officer and Chief Engineer for the safe operation of the cargo systems according to the ship's cargo operating manual.
For loading, discharging and other related operations, the Cargo (Gas) Engineer is responsible to the Chief Officer and shall keep the Chief Engineer informed accordingly
when engine operations are affected.
Organizationally he belongs to the Engine Department and as such is expected to keep the Chief Engineer informed regarding the maintenance program of the cargo
system, its technical matters or defects.
The Cargo (Gas) Engineer shall sign the cargo plan to show his acceptance and understanding. He shall be on watch during critical cargo operations such as the
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commencement of loading or discharging and the completion of loading or discharging and shall, when requested by the Chief Officer, carry out rounds of the cargo deck,
compressor and electric house and Sub-Cooler room.
The Cargo (Gas) Engineer shall ensure that tank temperature are prepared and maintained as required for loading in order to ensure minimal delays are incurred at the
load port.
The Cargo (Gas) Engineer is responsible for and reports to the Chief Engineer with regards to the operation and maintenance of the following systems on board and informs
the Chief Officer:
Cargo Machinery (all machinery in Cargo Machinery Room & Cargo Motor Room)
Cargo Piping (and associated valves, relief valves, etc)
Nitrogen Generators
Inert Gas System
Gas Venting Systems
Ballast Systems
Remote Control Valve power packs and remotely operated valves on Deck.
Repair of other deck valves such as Steam, Air, Water & Bilges on Deck, Duct
Keel and Cofferdams (minor maintenance such as greasing is excluded)
Hose Handling & Provision cranes (heavy maintenance & repairs)
Windlasses and Mooring winches (heavy maintenance & repairs)
His duties include, but are not limited to:
During loading and discharge, the Cargo (Gas) Engineer is to stay in the cargo control room (CCR) or in the vicinity. If he has to leave the CCR, he shall ensure that there is
a qualified officer to relieve him and that he carries a walkie-talkie with him.
The Cargo (Gas) Engineer is responsible for ensuring that the alarm systems in the CCR are continuously monitored by qualified personnel and shall ensure that the alarms
are always switched to manned locations when the CCR is not manned, (i.e. between the CCR and the Bridge or cabin of the responsible officer and vice versa).
The Cargo (Gas) Engineer is responsible for preparing the cargo systems prior to loading and discharging and other cargo operations which take place during the voyage.
He is responsible for the preparation of the cargo systems for dry-docking and for gas freeing, gassing up and cooling down operations, as required by the vessel's activity
schedule in line with the company's operating procedures.
3.6. Electrical Engineer

The Electrical Engineer is responsible to the Chief Engineer for the maintenance and calibration of the vessel's electrical and electronic equipment and shall provide
assistance for the testing and maintenance of cargo related equipment as requested by the Chief Officer and / or Cargo (Gas) Engineer.
The Electrical Engineer shall remain on board during cargo operations and will assist to Chief Engineer, Chief Officer and Cargo (Gas) Engineer as requested. His
attendance in the cargo control room during ESDS testing and the start-up phase is essential.
3.7. Deck Ratings

Ratings are to maintain a watch according to instructions laid down by the Chief Officer using the form,SAQ-523 Working Schedules (ILO).
3.8. Watch composition in Port
A DURING CRITICAL STAGES OF OPERATIONS
Chief Officer, Cargo

1 Manifold connection and Cooling down of cargo arms Engineer, OOW + 3
deck ratings
Ramp up & Ramp Down transfer rate or Stripping of Chief Officer, Cargo
2 Engineer, OOW + 3
Cargo Tanks deck ratings

3 Initial and final stages of Cargo Tank Cool Down Engineer, OOW + 3
deck ratings
Initial and final stages of Gassing Up / Gas free of Cargo Chief Officer, Cargo
4 Tanks Engineer, OOW + 3
deck ratings

During any other condition such as bad weather
5 Engineer, OOW + 3
conditions close to terminal operating limits
deck ratings
B DURING NORMAL CARGO OPERATIONS
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Chief Officer or
Cargo Engineer,
1 During bulk loading and discharging
OOW + 3 deck
ratings
Chief Officer or
Cooling Down Cargo Tanks other than initial and final Cargo Engineer ,
2
stages OOW + 3 deck
ratings
Chief Officer or
Gassing up / Gas free of Cargo Tanks other than initial Cargo Engineer,
3
and final stages OOW + 3 deck
ratings
4. Properties of LNG
4. PROPERTIES OF LNG
4.1. Physical Properties, Composition and Characteristics of LNG
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear colourless and odourless liquid; this LNG is usually transported and stored at a temperature
very close to its boiling point at atmospheric pressure (approximately – 160oC).
The actual composition of LNG will vary depending on its source and on the liquefaction process, but in all cases the major constituent will be methane with small
percentages of the heavier hydrocarbons such as ethane, propane, butane and pentane. In addition, small quantities of nitrogen may be present.
A typical composition of LNG from various sources is given in the followingTable 2 “Composition of LNG” and the physical properties of the major constituent gases are
given in Table 3 “Physical Properties of LNG”
Ras Laffan Das Island Standard
Methane CH4 90.28% 84.5% 89.63%
Ethane C2H6 6.33% 12.9% 6.32%
Propane n-C3H8 2.49% 1.5% 2.16%
Butane n-C4H10 0.49% 0.5% 1.20%
Iso-Butane i-C4H10 0.00% 0.00% 0.00%
Pentane n-C5H12 0.02% 0.00% 0.00%
Iso-Pentane i-C5H12 0.00% 0.00% 0.00%
Nitrogen N2 0.41% 0.6% 0.69%
Average Mol. Weight 17.88 18.56 18.12
Boiling Point at Atmospheric Pressure -160.8 -161.0 -160.9
Density kg/m3 461.8 456.8 459.4
Higher Specific Energy kJ/kg 54.414 54.031 54.090
Table 2: COMPOSITION OF LNG
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Methane Ethane Propane Butane Pentane Nitrogen
CH4 C2H6 C3H8 C4H10 C5H12 N2
Molecular
16.042 30.068 44.094 58.120 72.150 28.016
Weight
Boiling Point
at 1 bar oC -161.5 -88.6 -42.5 -5 36.1 -196
absolute
Liquid
Density at Kg/m 426.0 544.1 580.7 601.8 610.2 808.6
Boiling Point
Vapour SG
at 15oC and
0.554 1.046 1.540 2.07 2.49 0.97
1 bar
absolute
Gas
Volume/liquid
volume Ratio
619 413 311 311 205
at Boiling
Point and 1
bar absolute
Flammable
3 to 2.1 to 3 to
Limits in air % 5.3 to 14 2 to 9.5 Nonflamm
12.5 9.5 12.4
by Volume
Auto –
Ignition oC 595 510 510/583 510/583
Temperature
Gross
Heating
49530 49069
Value at KJ/kg 55559 51916 50367
49404 48944
15oC Normal
ISO
Vaporization
Heat at KJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
Boiling Point
Table 3: PHYSICAL PROPERTIES OF LNG
For the most engineering calculations (e.g. piping pressure loses) it can be assumed that the physical properties of pure Methane given in below Table 4 “Properties of
Methane”, represent those of LNG. However for custody transfer purposes when accurate calculation of the heating value and density is required the specific properties
based on actual component analysis must be used.
Boling point at 1 bar absolute -161.5oC
Liquid density at boiling point 426.0 kg/m3
Vapour SG at 15oC and 1 bar absolute 0.554
Gas volume/liquid volume ratio at –161.5oC at 1 bar 619

absolute
Flammable limits in air by volume 5.3 to 14%
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Auto-ignition temperature 595oC
Higher Specific Energy (Gross Heating Value) at 15oC 5550 kJ/kg
Critical temperature -82.5oC
Critical pressure 43 bar A
Table 4: PROPERTIES OF METHANE
During a normal sea voyage, heat is transferred to the LNG cargo through the cargo tank insulation, causing vaporization of part of the cargo, i.e. boil-off. The composition
of the LNG is changed by this boil-off because the lighter components, having lower boiling points at atmospheric pressure, vaporize first. Therefore the discharged LNG
has a lower percentage content of Nitrogen and Methane than the LNG as loaded, and a slightly higher percentage of Ethane, Propane and Butane, due to Methane and
Nitrogen boiling off in preference of the heavier gases.
The flammability range of Methane in air (21% Oxygen) is approximately 5.3% to 14% (by volume). To reduce this range, the air is diluted with Nitrogen until the Oxygen
content is reduced to 2% prior to gassing up after dry-dock. In theory, an explosion cannot occur if the O2 content of the mixture is below 13% regardless of the percentage
of Methane, but for practical safety reasons, purging is continued until the O2 is below 2%. This safety aspect is explained in details later in this section.
The boil-off vapour from LNG is lighter than air at vapour temperature above –110oC or higher depending on LNG composition (see below Figure 1 “Variation of Density
with Temperature”), therefore when vapour is vented to atmosphere, the vapour will tend to rise above the vent outlet and will rapidly disperse.
When cold vapour is mixed with ambient air the vapour air mixture will appear as a readily visible white cloud due to the condensation of the moisture in the air. It is
normally safe to assume that the flammable range to vapour-air mixture does not extend significantly beyond the perimeter of the white cloud. The auto-ignition temperature
of Methane, i.e. the lowest temperature to which the gas needs to be heated to cause self-sustained combustion without ignition by spark or flame is 595oC.
X-axis: Ratio = Density of Methane Vapour/ Density of Air Y-axis: Methane Vapour Temperature° C
(Density of air assumed to be 1.27 kg/m3 at 15°C)
Figure 1: VARIATION OF DENSITY WITH TEMPERATURE
4.2. Variation of Boiling point of Methane with Temperature

The boiling point in Methane increases with pressure and this variation is shown in the following Figure 2 for pure Methane over the normal range of pressure on board the
vessel. The presence of the heavier components in LNG increases the boiling point of the cargo for the given pressure.
The relationship between boiling point and pressure of LNG will approximately follow the line in Figure 2; Boiling Point of Methane.
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Figure 2: BOILING POINT OF METHANE
4.3. Flammability of Methane, Oxygen and Nitrogen mixtures

The ship must be operated in such a way that a flammable mixture of Methane and air is avoided at all times. The relationship between gas/air composition and flammability
for all possible mixtures of Methane, air and Nitrogen is shown in Figure 3; Flammability of Methane;
Figure 3: FLAMMABILITY OF METHANE
The vertical axis A-B represents Oxygen-Nitrogen mixtures with no Methane present, ranging from 0% Oxygen (100% Nitrogen) at point A, to 21% Oxygen (79% Nitrogen)
at point B. The latter point represents the composition of atmospheric air. The horizontal axis A-C represents Methane-Nitrogen mixtures with no Oxygen present, ranging
from 0% Methane (100% Nitrogen) at point A, too 100% Methane (0% Nitrogen) at point C.
Any single point on the diagram within the triangle ABC represents a mixture of all three components, Methane, Oxygen and Nitrogen, each present in specific proportion of
the total volume. The proportions of the three components represented by a single point can be read off the diagram. For example, at point D:
Methane: 6.0% (read on axis A-C)

Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder)
The diagram consists of three major sectors:
1. The Flammable Zone Area EDF. Any mixture whose composition is represented by a point which lies within this area is flammable
2. Area HDFC. Any mixture whose composition is represented by a point which lies within this area is capable of forming a flammable mixture when mixed with air, but
contains too much Methane to ignite.
3. Area ABEDH. Any mixture whose composition is represented by a point which lies within this area is not capable of forming a flammable mixture when with air.
Using the Diagram: Assume that point Y on the Oxygen-Nitrogen axis is joined by a straight line to point Z on the Methane-Nitrogen axis. If an Oxygen-Nitrogen mixture of
composition Y is mixed with a Methane-Nitrogen mixture of composition Z, the resulting mixture will, at all times, be represented by point X, which will move from Y to Z as
increasing quantities of mixtures Z are added. (Note In this example point X, representing changing composition, passes through the flammable zone EDF, that is, when the
Methane content of the mixture is between 5.5% at point M, and 9.0% at point N.)
Applying this to the process of inerting a cargo tank prior to cool down, assume that the tank is initially full of air at point B. Nitrogen is added until the Oxygen content is
reduced to 13% at point G. The addition of Methane will cause the mixture composition to change along the line GDC that, it will be noted, does not pass through the
flammable zone, but is tangential to it at point D. If the Oxygen content is reduced further, before the addition of Methane, to any point between 0% and 13%, that is,
between point A and G, the change in composition with the addition of Methane will not pass through the flammable zone.
Theoretically, therefore, it is only necessary to add Nitrogen/IG to air when inerting until the Oxygen content is reduced to 13%. However, the Oxygen content is reduced to
2% during inerting because, in practice, complete mixing of air and Nitrogen may not occur.
When a tank full of Methane gas is to be inerted with Nitrogen prior to aeration, a similar procedure is followed. Assume that Nitrogen is added to the tank containing
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Methane at point C until the Methane content is reduced to about 14% at point H. As air is added, the mixture composition will change alone line HDB, which as before, is
tangential at D to the flammable zone, but does not pass through it. For the same reasons as when inerting from a tank containing air, when inerting a tank full of Methane it
is necessary to go well below the theoretical figure to a Methane content of 5% because complete mixing of Methane and Nitrogen may not occur in practice.
The procedures for avoiding flammable mixtures in cargo tanks and piping are summarized as follows:
• Tanks and piping containing air are to be inerted with Nitrogen/IG before admitting Methane until all sampling points indicate 1% or less Oxygen content;
• Tanks and piping containing Methane are to be inerted with Nitrogen/IG before admitting air until all sampling points indicate 1% by vol Methane.
It should be noted that some portable instruments for measuring Methane content are based on oxidizing the sample over heated platinum wire and measuring the
increased temperature from this combustion. This type of analyzer will not work with Methane-Nitrogen mixtures that do not contain Oxygen. For this reason, special
portable instruments of the infrared type have been developed and are currently available on the market.
4.4. Other important characteristics of LNG

4.4.1. LNG spilled on Water
Boiling of LNG is rapid, due to the large temperature difference between the product and water.
o LNG continuously spreads over an indefinitely large area and this results in a magnification of its rates of evaporation until vaporization is complete.
o No coherent ice layer forms on the water.
o Under particular circumstances, with a Methane concentration below 40%, flameless explosions are possible when the LNG strikes the water. It results from an
interfacial phenomenon in which LNG becomes locally superheated at a maximum limit until a rapid boiling occurs. However, commercial LNG is far richer in Methane than
40% and would require lengthy storage before ageing to that concentration.
o The flammable cloud of LNG and air may extend for large distances downwind (only Methane when warmer than - 100oC is lighter than air) because of the absence of
topographic features, which normally promote turbulent mixing.
4.4.2. LNG vapour Clouds

If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour cloud is long, thin, cigar shaped and, under certain meteorological conditions, may
travel a considerable distance before its concentration falls below the lower flammable limit. This concentrate is important, for the cloud ignite and burn, with the flame
travelling back towards the originating pool.
The cold vapour is denser that air and thus, at least initially, hugs the surface. Weather conditions largely determine the cloud dilution rate, with a thermal inversion greatly
lengthening the distance travelled before the cloud becomes non-flammable.
The major danger from an gas vapour cloud occurs when it is ignited. The heat from such a fire is a major problem. A deflagration (simple burning) is probably fatal to those
within the cloud and outside buildings but is not a major threat to those beyond the cloud, though there will be burns from thermal radiations.
When loaded in the cargo tanks, the pressure of the vapour phase is maintained as substantially constant, slightly above atmospheric pressure.
The external heat passing through the tank insulation generates convection currents within the bulk cargo, heated LNG rises to the surface and boils.
The heat necessary for the vaporization comes from the LNG and as long as the vapour is continuously removed by maintaining the pressure as substantially constant, the
LNG remains at the boiling temperature
If the vapour pressure is reduced by removing more vapour than generated, the LNG temperature will decrease. In order to make up the equilibrium pressure
corresponding to its temperature, the vaporization of LNG is accelerated, resulting in an increase heat transfer from LNG to vapour.
4.4.3. Reactivity
Methane is an asphyxiate in high concentrations, because it dilutes the amount of Oxygen in the air below the necessary level to maintain life.
Due to its inactivity, Methane is not a significant air pollutant although it is not a significant greenhouse gas and, due to it insolubility, inactivity, and volatility, it is not
considered a water pollutant.
4.4.4. Cryogenic Temperatures
Contact with LNG, chilled to its temperatures of about –160oC, will damage living tissue.
Most metals lose their ductility at these temperatures; LNG may cause the brittle fracture of many materials. In case of LNG spillage on the ship’s deck, the high thermal
stresses generated can result in the fracture of the steel.
4.5. Behaviour of LNG in Cargo tanks

When loaded in the cargo tanks, the pressure of the vapour phase is maintained substantially constant, slightly above atmospheric pressure.
The external heat passing through the tank insulation generates convection currents within the bulk cargo, causing heated LNG to rise to the surface where it vaporizes.
The heat necessary for vaporization comes from the LNG, and as long as the vapour is continuously removed by maintaining the pressure as substantially constant, the
LNG remains at its boiling temperature.
If the vapour pressure is reduced by removing more vapour that is generated, the LNG temperature will decrease. In order to make up the equilibrium pressure
corresponding to its temperature, the vaporization of LNG is accelerated, resulting in an increase heat transfer from LNG to vapour.
If the vapour pressure is increased by removing less vapour than is generated, the LNG temperature will increase. In order to reduce the pressure to a level corresponding
to the equilibrium with its temperature, the vaporization of gas is slowed down and the heat transfer from gas to vapour is reduced.
Gas is a mixture of several components with different physical properties, particularly the vaporization rates; the more volatile fraction of the cargo vaporizes at a greater
rate that the less volatile fraction. The vapour generated by the boiling of the cargo contains a higher concentration of the more volatile fraction than the gas. The properties
of the gas, i.e. the boiling point, density and heating value, have a tendency to increase during the voyage.
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5. Risks Associated with the carriage of LNG

5. RISKS ASSOCIATED WITH THE CARRIAGE OF LNG
5.1. Cold shocks to Metal
Structural steels can suffer brittle fracture at low temperatures. Such failures can be catastrophic because, once the steel has become brittle little energy is required to
propagate a fracture once it has been initiated.
Plain carbon structural steels have a ductile to brittle behaviour transition which occurs generally in the range +30oC to –50oC. This precludes their uses for LNG carriage
(carriage temperature – 162oC).
The ductile to brittle transition is usually monitored by measuring the energy absorbed in breaking a notched bar and the transition curve, as shown in the followingFigure
4 “Structural Steel Ductile to Brittle Transition Curve”, is typical for plain carbon steels.
Figure 4: STRUCTURAL STEEL DUCTILE TO BRITTLE TRANSITION CURVE
For this reason, materials which do not show such sharp transition from ductile to brittle fractures as the temperature is lowered, have found obvious application for use in
cryogenic situations such as liquefied methane gas carriers.
Examples are Invar (36% nickel-iron alloy), austenitic stainless steel, 9% nickel steel and some aluminium alloys such as 5083 alloy. All of these materials behave in a
ductile manner at –162oC, so that the chance of an unstable brittle fracture propagating, even if the materials were to become overloaded, is negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure that LNG and liquid nitrogen do not come into contact with the steel structure of the vessel. In
addition, specialist equipment is provided to deal with any leakages, which may occur.
The manifold areas are equipped with a stainless steel drip tray, which collects any spillages and drains it overboard. Gas vessels are provided with a water curtain in way
of the manifolds, which is supplied by the deck fire main.
The fire main must always be pressurized and the manifold water curtain in operation when undertaking any cargo operations. Additionally, fire hoses must be laid out to
each liquid dome to deal with any small leakages which may develop at valves and flanges.
Permanent drip trays are fitted underneath the items most likely to cause problems and portable drip trays are provided for any other needs.
During any type of cargo transfer, and particularly whilst loading and discharging, a constant patrol must be maintained on deck to ensure that no leakages have developed.
In the event of a spillage or leakage, water spray shall be directed at the spillage to disperse and evaporate the liquid and to protect the steelwork. The leak must be
stopped, suspending cargo operations if necessary.
In the event of a major leak or spill, the cargo operation must be stopped immediately, the general alarm sounded and the emergency deck water spray system put into
operation.
5.2. LNG spillage

Officers should be aware that one cubic meter of liquid methane will generate 600 cubic metres of gas.
Any spillage of LNG on any steelwork, unless stainless steel or wood-sheathed, will cause stresses and it is most likely serious brittle fractures will occur.
As soon as any leak or spill of LNG is exposed to ambient temperatures, the liquid will vaporize or ‘boil-off’. This vaporization will occur in two phases.
Initially, for a period of from 20-30 seconds, there will normally be a high rate of boiling as the heat for vaporization is taken from the liquid spill itself and the immediate
surrounding areas.
Secondly, the cold vaporized LNG begins to insulate the liquid surface and the evaporation rate will level off at a lower steady rate depending on how quickly heat can be
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transferred to the LNG from the surrounding area.
This vaporization rate may be increased by:
Continuing leakage, i.e. greater volume exposed to atmosphere.

Wind.
Application of water.
Ignition, i.e. greater heat flow to the liquid.
Agitation of the surface.
The graph as per the following Figure 5 “Vapour Pressure, Specific Gravities and Heat of Vaporization of Methane”may be used for relevant reference.
Figure 5: VAPOUR PRESSURE, SPECIFIC GRAVITIES AND HEAT OF VAPORIZATION OF METHANE
Thus, spraying an un-ignited spillage of liquefied gas with water will speed up the vaporization and reduce the hazards of cold fractures, fire or ignition.
Alternatively, spraying with water on to liquefied gas which has been ignited will increase the vaporization rate and hence the burning rate. The use of solid water jets on
liquefied gas spills may cause splashing, leading to cold fractures or frost burns or, if ignited, may seriously aggravate any fire.
Immediately after vaporization, natural gas is 1·4 times heavier than air. As the liquefied gas warms, its density will decrease, becoming the same as air at approximately -
120°C and reaching the value of 0·55 at 15oC. There may, therefore, be a tendency for cold vapours to form a layer around the spill in a similar manner to other
hydrocarbon gases. Fortunately, this layering will normally be visible due to the condensation of atmospheric moisture. However, unlike other hydrocarbon gases, natural
gas quickly becomes buoyant and, except in enclosed spaces, will rise and disperse rapidly as it warms. This dispersion is further aided by the very rapid diffusion
properties of methane in air. Where spills may have entered enclosed spaces, it is important to recognize that gas pockets may become trapped near deckhead structures,
etc.
In the case of a leakage or spillage of liquefied gas, the following general procedure shall be followed:
Isolate source. If loading/discharging, the Emergency Shut-Down System (ESDS) should be activated.
Summon assistance.
Protect the hull from risk of cold fracture.
Speed vaporization to minimize ignition risk.
The exact procedure will depend upon the nature of the incident, inclusive of size of spill, location, ambient conditions and ignition risks.
Where LNG spills onto water, Rapid Phase Transition may occur causing loud bangs similar to ones that may be heard during an explosion but there are no flames or
explosion when this occurs. For this reason drip trays shall always be cleared of water.
5.3. Rollover
A particular danger associated with cargo density is one known as rollover. The conditions for rollover can appear when unstable stratification occurs, this is when the upper
less dense layers become denser due to evaporation and the lower denser layer becomes less dense due to warming. Rollover is the spontaneous mixing which takes
place to reverse this instability.
There have been a significant number of rollover incidents in shore LNG tanks, however although instances on LNG tankers are relatively rare, it is important that ship’s
crew know how to recognize and deal with potential rollover problems. Rollover can then result in boil-off rates several times greater than normal, causing very rapid over-
pressurization of the tanks, with the resultant lifting of relief valves, and the venting to atmosphere of considerable quantities of vapours.
5.3.1. Natural convection within an LNG tank

Natural convection in a ships tank causes circulation of the LNG within the tank, maintaining a uniform liquid composition.
Liquid on the top layer evaporates cools and becomes denser. This process is known as “Weathering”.
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A small amount of LNG boil-off is generated by heat ingress through the tank insulation.
5.3.2. Density stratified liquid layers

The addition of a different batch of liquefied gas can result in the formation of layers of slightly different temperature and density within a tank.
Natural convection will occur in each layer individually.
The upper liquid layer evaporates as usual, but heat in lower layers is trapped beneath the upper layer and cannot be released. As a result, the lower layer will become
superheated and lighter than the upper layer.
5.3.3. Rollover
Superheating of lower layers results in the equilibrium of densities of the two layers. When this occurs the interface between the layers breaks down resulting in rapid
transfer of heat and mass within the storage tank.
The two layers mix rapidly and the lower layer, which has been superheated, gives off large amounts of vapour as it rises to the surface of the tank.
This phenomenon is “ROLLOVER”
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The large amounts of vapour generated by this phenomenon can cause a dramatic vapour expansion and rapid increase in tank pressures.
It is extremely rarely that liquefied gas is loaded into the same tank from two different sources, and therefore with differing densities. Should this be a specific requirement of
the vessel trade, then further advice must be obtained from the managing office, charterers and terminals to minimize all potential risks.
One situation where stratification may arise is if a vessel departs from a discharge port with a considerable quantity of heel retained in one tank for an intended long voyage,
and subsequent voyage orders change to give only a short voyage. This will result in a correspondingly higher cargo heel in one tank at the load port there is then the
possibility that the loading of a new grade of differing density could give rise to stratification in the tank. The loading of new liquid into the bottom of the tank, will allow the
two differing densities to be well mixed during the loading process, reducing the risk of stratification.
5.3.4. Action to Monitor for Rollover

The cargo conditions within a tank should be closely monitored at all times.
Cargo temperatures throughout the full height of the tank shall be checked regularly for any abnormality.
Individual tank boil-off rates shall be closely monitored for any unusual changes.
Tank pressures shall be closely monitored throughout, noting that an unexpected reduction in boil-off gas generation may indicate stratification taking place.
It is essential therefore that all recording instruments and alarm settings are active and checked for accuracy on a regular basis.
5.3.5. Action in the event of Rollover

As has already been described, rollover can cause a very rapid increase in boil-off rates and increase in tank pressures.
Ship’s staff shall be prepared to shut in to a minimum level, the vapour valves on tanks with normal pressures, so that as much boil-off gas from affected tank(s) can be
used in the boilers or main engines, depending upon the propulsion machinery. It may be necessary to increase to full sea speed to create additional fuel gas requirements,
to assist with the control of tank pressures.
NOTE it is extremely important that the tank pressure in any tank with valves shut in, is closely monitored to ensure that they also do not reach a level where venting might
take place.
Consideration shall be given to re-circulating the cargo within a tank. The natural ship movement whilst at sea cannot always be relied upon to mix layers of LNG with
differing densities.
In the event that pressures continue to rise, and venting takes place, then the vessel shall immediately alter course to prevent vented gas being carried aft towards the
accommodation, air-con vents shall be put into partial recirculation to maintain a positive pressure within the accommodation and engine room spaces. Strict No-Smoking
must be enforced, until the situation is under control. Reference shall be made to the Contingency Planning Manual which contains Emergency Procedures relating to the
unexpected venting from cargo tanks.
5.4. The Sloshing effect

Within a range of certain tank filling levels, the natural pitching and rolling movement of the ship at sea and the liquid free-surface effect, can cause the liquid to move within
the tank. It is possible for considerable liquid movement to take place, creating high impact pressure on the tank surface. This effect is called “sloshing” and can cause
structural damage.
Sloshing impact occurs when there is a sudden change in the wetted surface due to liquid motion in the tank. In a partially filled compartment, a wider area on the tank wall
is vulnerable to the sloshing impact of the cargo.
LNG is carried at approximately minus 160oC. As the low-filling condition produces progressive waves known as hydraulic jumps, partially-loaded carriers can exhibit high
dynamic loads. As a consequence, sloshing due to partial filling must be examined very carefully, being particularly significant to membrane carriers.
When the tank motion is large, the front of the “hydraulic wave” (when the motion within the tank causes the liquid to create a wave action) becomes steeper, developing a
breaking wave. If the hydraulic wave hits the bulkhead before breaking, a large impact can occur. The uniform velocity of the hydraulic wave also results in a large drag
force on the lower part of the pump tower and its supporting system.
5.4.1. Precautions to Prevent Sloshing

As a result of a series of model tests to investigate the effects of sloshing in partially filled prismatic gas tanks, the following precautions should be taken to avoid damage
due to sloshing
5.4.1.1. Cargo tank levels
The first precaution is to control the level of cargo in the cargo tanks to within the required limits; that is:
Above 70% of the height of the tank

Below 10% of the height of the tank
The above limits will be stated within the ship specific Cargo Operating Manual and included in the Conditions of Carriage section of the International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk. The level limitations must be posted using form, MRS-824 Cargo Information Poster.
5.4.1.2. Ship's movement
The second precaution is to try to limit the vessel movement in a seaway which would generate sloshing in the tanks. The amplitude of sloshing depends on the condition of
sea such as wave height and period (wave pattern), the trim and the speed of the ship. Often a minor alteration of course may change the ships motion considerably,
particularly at high speed, and this may have a significant effect on sloshing by reducing rolling.
5.4.2. Emergency Departure

An emergency departure decision during loading or discharging operations always rests with the Master in coordination with the terminal and the company Marine
Operations department.
As vessels with sloshing limitations must be operated with each tank filled in accordance with the authorized range, the recommendations hereafter are provided only for
exceptional circumstances (Severe Weather, Tsunami, or Force Majeure events), whereby staying at or entering a gas terminal would imply a risk more severe than
navigating with tanks outside the approved filling range.
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The present guidance intends to mitigate possible damages that could be caused to the membrane and insulation as a result of sloshing in tanks, but shall never eliminate
such risk.
This paragraph provides general guidance referring to an EMERGENCY departure of a membrane-type LNG carrier from a port while the level in any one or more of the
cargo tanks is in between the non-approved range of filing levels with sloshing restrictions) and shall be referred to for drawing up an emergency plan and preparing a risk
assessment (see RA Library) when such a need arises, always with the approval of the company Marine Operations Department.
This guidance has been established for the non-approved range of filling levels. It aims to mitigate the risk of damage caused by sloshing during the time necessary to return
the filling level in each tank to within the approved range, which has to be carried out as soon as possible using the application which is located in the ship’s server folder
“COMMON - 95. IT DO NOT DELETE - EMERGENCY DEPARTURE” so that the Chief Officer can predict the required actions and time based on the ship present cargo
status.
It is of primary importance that internal cargo transfer should be performed in the shortest possible time. A transfer plan should be prepared and approved by the company
when possible. Cargo transfer should be started as soon as loading or discharging operations with the terminal have been interrupted and the eventual emergency
departure expected to avoid a non-approved range of filling levels. The Vessel should have also pre-planned Emergency Departure condition in Loadicator for every 25% of
the Loading/Discharging process to be aware at all times of the limitations which may arise.
On occasion when cargo transfer cannot be completed before departure the Master shall set the best possible heading and speed to minimize the vessel motion until all
tank levels are within approved filling limits.
After vessel departure and throughout the period the vessel is at sea with tanks out of the approved filling limits regular information (position, course, speed, loading case
(weight distribution, draft, list, trim), sea conditions, CTMS, etc) shall be fully recorded in the Deck Log Book at regular intervals for further reference/analysis.
5.4.2.1. Vessel heading
It is widely recognized that the vessel heading is the most influential parameter on liquid motion in partially filled tanks, as indicated in the following Figure 6.
Whatever the filling level, beam seas are to be avoided.
Sailing from head seas to bow quartering seas gives significantly more favourable navigating conditions. Additionally, even within this heading range, the situation can still
be improved by sailing as close as possible to head seas.
Sailing from stern quartering seas to aft seas, provides the best conditions.
Figure 6: INFLUENCE OF HEADING ON RISK OF SLOSHING DAMAGE
5.4.2.2. Filing levels
Filling levels shall be returned to within the approved filling range as soon as possible to reduce the risks of damage, as indicated in the followingFigure 7.
In all sea states and at all headings cargo levels within the 20%H – 30%H filling range will generate the most severe liquid motions (progressive waves, hydraulic jumps).
The length of time spent at sea with cargo tank levels within this range shall therefore be minimized as far as possible, in particular during cargo handling operations.
It shall be noted that the loads resulting from sloshing might increase significantly in the immediate vicinity of the approved filling limitation.
This is more particular for the lower filling range (see diagram below). Cargo transfer shall therefore, whenever possible, establish the required filling range of each tank
inside the approved filling limits.
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Figure 7: RISK OF SLOSHING BY FILLING RANGE (Membrane Type)
5.4.2.3. Speed considerations
While the effect of change in heading or in cargo tank filling level is significant, anticipating the influence of ship’s speed is difficult. It is recommended adjusting the speed
as follows:
1. Adopt a reduced speed when adjusting the ship course as per the Vessel Heading guidance
Evaluate the cargo agitation once the course is selected. This evaluation will be based on noises coming from cargo tanks, cargo tanks pressure peaks, free surface
elevation measured through the Cargo Tank Measuring System and the Boil Off Gas flow rate.
1. Increase the ship speed (for example in 3 knot steps) while course is maintained.
Re-evaluate the cargo agitation. If the modification of ship speed resulted in less cargo agitation then the new speed can be adopted and a new evaluation can be
performed at higher speed. If the modification of ship speed resulted in more cargo agitation then the reduced speed shall be adopted.
All the steps shall be coordinated with company and approved filling levels in all cargo tanks shall be established as soon as possible.
5.5. Cargo leakage

The basis of the design philosophy of the Gas carriers is the ‘leak before failure’ concept.
This presumes that the primary barrier will fail progressively, not suddenly and catastrophically.
In the case of a crack occurring in the tank material, a small leakage of gas into the inter-barrier space will be detected at an early stage by the fixed gas detection system
fitted. The installed gas detection system shall be capable of measuring gas concentrations of 0% to 100% by volume from each sampling head location sequentially at
intervals not exceeding 30 minutes and be equipped with audible and visual alarms. The alarms shall be activated when the vapour concentration reaches the equivalent of
30% of the lower flammable limit in air (30% LEL is the equivalent of 1.5% by volume) or such other limit as may be approved by the Administration.
Records shall be kept during sea passage using form, OPS-532 Daily Cargo Log and in port during cargo operations using the forms OPS-505 Loading Forms) and OPS-
506 Discharging Forms to monitor cargo tank levels and any apparent trends or changes in level. In addition, ballast tanks and void spaces are monitored for liquid and
vapour leakages using the form, OPS-522 Ballast Tank Hold Space Monitoring.
Each cargo hold is provided with temperature sensors immediately below the cargo hold, to detect the presence of liquid gas, as the liquid will drain by gravity from between
the tank and the insulation.
All barriers, void spaces and cargo spaces, the engine room and accommodation shall be monitored daily for the presence of gas leakage and records shall be maintained
using the forms, OPS-517 Daily Gas Monitoring - Cargo Area and OPS-518 Daily Gas Monitoring - Non Cargo Area.
The insulation spaces shall be monitored on a monthly basis and records shall be maintained using the form,OPS-520 Insulation Space Atmosphere - Monthly.
6. Principles of LNG vessel Construction and Equipment

6. PRINCIPLES OF LNG VESSEL CONSTRUCTION AND EQUIPMENT
6.1. Cargo Containment Systems
There are two types of cargo containment systems which are generally referred to as incorporating either Membrane or Moss Rosenberg technology. In both cases, the
containment system is designed to serve two purposes,
To contain LNG cargo at cryogenic temperatures (-163oC).

To insulate the cargo from the hull structure.
The materials used for the hull structure are designed to withstand varying degrees of temperature. At temperatures below their specified limits, these steels will crystallize
and become brittle. The materials used for the containment system are required to reduce the heat transfer from the hull structure to minimize boil-off gas from the cargo, as
well as to protect the hull structure from the effects of cryogenic temperatures.
6.1.1. Membrane Cargo Containment system GTT NO 96

The cargo containment system consists of insulated cargo tanks encased within the inner hull and situated in-line from forward to aft. The spaces between the inner hull and
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outer hull are used for ballast and will also protect the cargo tanks in the event of an emergency, such as collision or grounding.
The cargo tanks are separated from other compartments and each other by transverse cofferdams, which are dry compartments. A heating system (usually by recirculation
of heated glycol) maintains the atmosphere in the cofferdams at acceptable levels enabling them to be visited during voyages.
In a typical double membrane system design, the inner hull, that is, the outer shell of each of the cargo tanks, is lined internally with the patent tank containment and
insulation system. This consists of the following:
A thin, flexible membrane called the primary membrane, which is in contact with the cargo. This is made using Invar (stainless steel) and has a typical thickness of 0.7mm.
A layer of plywood boxes filled with Perlite called the primary insulation and has a typical thickness of 230 mm.
A second flexible membrane is similar to the first one called the secondary membrane. This is made using Invar (stainless steel) and has a typical thickness of 0.7mm.
The second layer of boxes, also filled with Perlite, and in contact with the inner hull, called the secondary insulation and has a typical thickness of 300 mm.
The tank lining thus consists of two identical layers of membrane and insulation, so that in the event of a leak in the primary barrier, the cargo will be contained by the
secondary barrier. The secondary barrier is only designed to contain any potential leakage of cargo for 15 days (following IGC requirements).
This system ensures that all the hydrostatic loads of the cargo are transmitted through the membranes and insulation to the inner hull plating of the ship. The function of the
membranes is to prevent leakage, while the insulation supports and transmits the loads and also minimizes heat exchange between the cargo and the inner hull. The
secondary membrane, sandwiched between the two layers of insulation, not only provides a safety barrier between the two layers of insulation but also reduces convection
currents within the insulation.
The atmospheres within the primary and secondary insulation spaces are maintained with nitrogen. The pressure of nitrogen within the primary space must never exceed
the cargo tank pressure to prevent the membrane from collapsing inwards and precluding leak detection.
The design of the insulation space shall ensure that:
The heat flows into the tank is limited to such an extent that the evaporation, or boil-off rate, is about 0.10% or less per day based on sea surface temperature of 32oC and
air temperature 45oC.
The inner hull steel does not attain a temperature below its minimum design value, even in the case of failure of the primary barrier. Any deflections resulting from applied
strains and stresses are acceptable by the primary barrier.
In addition to the above, the insulation acts as a barrier to prevent any contact between ballast water and the primary barrier in the event of leakage through the inner hull.
The following Figure 8 displays a characteristic membrane containment system layout.
Figure 8: MEMBRANE DESIGN – GAS TRANSPORT TECHNIGAZ (GTT) –GT96
6.1.2. Membrane Cargo Containment system GTT MARK III FLEX

It is a typical double-membrane insulation system design where cargo tanks encased within the inner hull and situated in-line from forward to aft.
All cargo tanks have an octagonal transverse section matching with the supporting inner hull.
Between the two transverse bulkheads, each tank is composed of a prism placed in a direction parallel to the keel plate.
The boundaries of the tanks are as follows:
• One flat bottom, parallel to the keel plate raised along with the ship’s plating by two inclined plates, one on each side.
• Two vertical walls, each extended at their upper parts by an inclined plate, in order to limit the liquid free surface effect when the tanks are full.
• One flat top parallel to the trunk bottom.
There are two different spaces located between the primary barrier and the inner hull:
• The inner barrier space (I.B.S) between the primary and the secondary barrier
• The insulation space (I.S) between the secondary barrier and the inner hull.
Both are maintained under a dry and inert atmosphere using nitrogen gas.
The pressure in these spaces is regulated at a pressure slightly above atmospheric pressure in order to prevent any air ingress.
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The pressure of the interbarrier space (I.B.S) is maintained between 0.5 kPa and 1.0 kPa above atmospheric pressure, and the pressure of the insulation space (I.S) is
maintained between 0.2 kPa and 0.7 kPa above interbarrier space pressure.
Monitoring the pressure in the IBS and IS spaces is capable at each tank and recorded on the IAS.
The primary barrier on the GTT Mark III cargo containment system is composed of 1.2mm thickness of 304L stainless steel membrane sheets welded together. This is
liquid and gas-tight. The secondary barrier is triplex, a 0.7mm thick three-layer (glass cloth, aluminum foil, glass cloth) assembly that is liquid-tight but not vapor-tight.
The corrugations make a regular orthogonal pattern having a nominal pitch of 340 mm in both directions, but the dimensions of corrugations are not similar in the
longitudinal and transverse direction.
The bonding glue for securing the triplex between the IBS and IS panels is not 100% vapor-tight, therefore, there is a potential for some of the gas vapor in the IBS to pass
through the glued joints into the IS, when the pressure in the IS is not above that in the IBS.
The IBS and IS spaces surrounding the four cargo tanks are filled and pressurized, sampling for gas every 30 minutes by a fixed gas detection system takes place.
The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full but cargo piping to be empty) is less than 0.085% per day of the cargo volume at the fully
loaded condition.
Figure 9: MEMBRANE DESIGN – GTT MARK III FLEX
6.1.3. Deterioration or Failure of Membrane Containment System (COLD SPOTS)

The insulation system is designed to maintain the boil-off losses from the cargo at an acceptable level and to protect the inner hull steel from the effect of excessively low
temperature. If the insulation efficiency should deteriorate for any reason, the effect may be a lowering of the inner hull steel temperature, i.e. a cold spot and an increase in
boil-off from the affected tank. The inner hull steel temperature must, however, be maintained within acceptable limits to prevent possible brittle fracture.
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Thermocouples are distributed over the surface of the inner hull, but unless a cold spot occurs immediately adjacent to a sensor, these can only serve as a general
indication of steel temperature. To date, the only reliable way of detecting cold spots is by frequent visual inspections of the ballast spaces during loaded voyages.
In addition to the failure of the membrane, local cold spots can occur due to failure of the insulation. While the inner hull steel quality has been chosen to withstand the
minimum temperature likely to occur in service, prolonged operation at steel temperatures below 0°C will cause ice build-up on the plating, which in turn will cause a further
lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils may be fitted in the cofferdam spaces, of sufficient capacity to maintain the inner hull steel temperature at 0°C under the worst conditions.
If a cold spot is detected, either by the inner hull temperature measurement system or by visual inspection accompanied by temperature measurement tool indicator, the
extent and location of the ice formation shall be recorded. Small local cold spots are not critical and, provided a close watch, and the record is maintained as a check
against further deterioration and spreading of the ice formation; no further action is required. If the cold spot is extensive or tending to spread rapidly, saltwater spraying
shall be carried out.
In the unlikely event that this remedy is insufficient and it is considered unsafe to delay the discharge of cargo until arrival at the discharge port, the final recourse will be to
jettison the cargo via a spool piece fitted at the cargo liquid manifold, using a single main cargo pump. This action should only be taken after full consultation with the
company, charterers’ and relevant authorities.
6.1.4. Inner Hull (COLD SPOT) Inspections in Membrane Containment Systems
All spaces around the cargo tanks shall be inspected at least once in every three month period. To meet this requirement, the inner hull around a nominated cargo tank shall
be inspected from the ballast tank, cofferdam, and whaleback areas (including the whaleback areas external to the ballast tank), each alternate passage, except when on
short voyages.
The void space around each of the liquid domes shall be included in the inspection of the spaces around the nominated cargo tank.
The duct keel shall be inspected every six months and shall be mechanically ventilated before entry.
These inspections shall commence approximately 48 hours after a cargo has been loaded.
The following aspect shall be covered and the results recorded.
Location and temperature of cold spots or absence of cold spots.
In addition, if combined with a ballast tank inspection the following aspects shall be covered and recorded:
Condition of anodes.
Condition of paintwork
Extent of corrosion on both the inner and outer hulls, particularly under the suction strums, in the way of striker plates and behind heating coils in the ballast tanks and
cofferdams.
Location and amount of sediment.
Any structural defect or damage, fractures etc. Particular attention shall be paid to the external portion of the inner hull for evidence of fractures, and to the turn of the
bilge areas of the inner hull within the midships section of the vessel.
Hydraulic or heating coil leaks and the condition of scupper pipes.
The results of these inspections shall be recorded using form,OPS-521 Cold Spot Inspection Report, in addition to the standard form for the structural condition of ballast
tanks and void spaces, MRS-526 Ballast-Void Tank Inspection.
The inter-barrier spaces shall be maintained at positive pressure and relevant daily records shall be kept using form, OPS-532 Daily Cargo Log.
The efficiency and integrity of the inter-barrier space can be observed by monitoring of the nitrogen consumption and running hours of nitrogen generator.
Water detectors are provided (water cell type) for monitoring the accumulation of condensation in the inter-barrier space. Testing records shall be maintained in the PMS. In
addition, all water detectors placed in the cargo areas (including the insulation space) shall be tested quarterly and records shall be maintained using form, OPS-532 Daily
Cargo Log.
The secondary barrier shall periodically be checked, usually during dry-dock periods for its effectiveness, by means of a pressure/vacuum test, a visual inspection, or other
suitable method acceptable to the Administration and records shall be maintained.
6.1.5. Moss Rosenberg containment system

This cargo containment system consists of insulated independent spherical tanks constructed from aluminium alloy and designed to carry LNG at cryogenic temperatures
and at a pressure close to atmospheric pressure. The tanks are encased within void spaces and situated in-line from forward to aft within the hull.
The spaces between the inner hull and outer hull are used for ballast and also provide protection to the cargo tanks in the event of an emergency situation, such as a
collision or grounding.
There is no secondary barrier as the tanks, primarily due to their spherical construction, have a high degree of safety against fracture or failure. The tanks are heavily
insulated with approximately 220 mm of polystyrene foam to reduce boil-off to a minimum.
Each tank is covered by a spherical steel tank cover, the main purpose being for tank and insulation weather protection. The cover also permits control of the hold space
atmosphere.
The lower edge of each cover is welded to the weather deck, forming a watertight seal. A flexible rubber seal is used at the point where the tank dome protrudes out from
the cover.
The tanks are each supported by a metal skirt from the equatorial ring, which transmits the weight of the tank and the cargo to the lower hull. The skirt is stiffened in the
upper part by horizontal rings and the lower part by vertical corrugated stiffeners.
The following figure displays a characteristic Moss Rosenberg containment system lay-out.
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Figure 9: MOSS ROSENBERG DESIGN
6.2. Cargo Piping system

The cargo piping system, in a typical LNG carrier, is described in the following paragraphs, which shall be maintained free of leaks, with insulation (where fitted) in good
order, and shall be regularly tested.
Liquid lines shall be operationally tested at allowable working pressure only, prior arrival at the port, during cooldown of the liquid header.
If cargo hoses (STS) are used, they shall be tested hydraulically at ambient temperature to a pressure not less than 1.5 times the specified maximum allowable working
pressure nor more than two-fifths of the design minimum bursting pressure.
The specified maximum allowable working pressure shall not be less than 10 bar gauge.
6.2.1. Liquid Lines (headers)

Liquid lines (known as headers) are constructed of seamless, butt welded, cryogenic stainless steel pipe, which connects each cargo tank to the cargo manifolds utilizing a
common line.
At each tank, there is a manifold that connects to the loading and discharge lines from the tank to allow for the loading and discharge of cargo. This manifold connects to the
cargo pump discharge lines, the loading line, and the spray line.
All sections of the liquid line outside the cargo tanks are insulated and covered with a molded cover to act as water and vapor tight barrier.
6.2.2. Vapour lines
The vapor lines are constructed of a seamless cryogenic stainless steel pipe that connects each cargo tank to the vapor manifold, the compressor room, and the forward
vent mast riser utilizing a common line.
The line to the compressor room allows for the vapor to be:
Sent ashore during cargo loading and cool down utilizing the HD compressors or free flow to control pressure in the cargo tanks.
Sent to the engine room via the LD compressor and gas heater for use as fuel into the engines or burn excessive BOG to GCU.
Send to the re-liquid plant
Used to purge and dry the cargo tanks, if required, during dry-docking periods.
The line to the forward vent mast riser acts as a safety valve for all tanks and is used to control the tank pressures in case the need arises.
All sections of the vapor line outside the cargo tanks are insulated and covered with a molded cover to act as tough water and vapor tight barrier.
6.2.3. Spray lines

The spray lines are constructed of seamless cryogenic stainless steel pipe which connects the spray pump in each tank to the stripping/spray header and supplies liquefied
gas to:
The spray rails in each tank for cool down and gas generation.
The main liquid line for cooling down lines prior to cargo operations.
The discharge lines in the cargo tanks to prevent line surge when starting cargo pumps.
Supply liquefied gas to the vaporizers for gas generation for the compressors and heaters.
All sections of the spray line outside the cargo tanks are insulated and covered with a moulded cover to act as tough water and vapour tight barrier.
6.2.4. Fuel Gas lines

During transportation of LNG at sea, boil of gas is produced due to the transfer of heat from the outside sea and air to the cargo tank through the tank insulation.
In addition, energy is absorbed from the cargo motion due to the vessel’s movement. Under normal power conditions, the boil-off is used as fuel in the ship’s boilers.
The boil off gas is taken from the vapour header and passed through the LD compressor and the gas heater before being used for the boilers or diesel engines.
The main isolating valve for boil off gas for machinery fuel is located immediately forward of the accommodation block and a nitrogen purging connection is located at this
point.
From the point of entry into the machinery space, the fuel gas line runs through a ventilated duct which is served by exhaust vent fans situated on the open deck to draw the
surrounding air to the atmosphere. The vent duct is fitted with gas detection in case of leakage.
6.2.5. Vent line
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During normal operations, the pressure in the tanks is controlled by the use of the boil-off gas in the machinery space as fuel or controlled via the forward vent mast riser
and the common vapor line for emergency use only.
Each cargo tank is fitted with an independent means of venting, comprising of two vent lines from the gas dome fitted with pilot-operated relief valves. From here the gas
passes through a line into a vent mast where it is vented to atmosphere.
All vent masts are protected utilizing an N2 purge and smothering system in the event of fire. At certain points on the vent line, sample points are fitted to facilitate inerting
and aeration of the system during repair periods.
The vent lines outside the cargo tanks are insulated with rigid polyurethane foam covered with a molded GRP cover to act as tough water and vapour tight barrier.
6.2.6. FWD Vent valve specific operational module

It’s of crucial importance that the tank protection system of the gas management system has been set correctly, to be allowed to have an incident and air pollution free
operations.
6.2.6.1. DSME Vessels
The “GCU mode” or “Vent mode” shall be chosen during normal activities along with the “Vent inhibit” selector switch from the Bridge, which shall be ON at all times, to
avoid vapor venting to atmosphere. However, it has to be confirmed that the last segregation valve to No. 1 vent mast always has the Auto indication.
For perusal and awareness of all concerned parties, a labeled note must be inserted beside the “Vent inhibit” selector switch in the Bridge that states:
6.2.6.2. HHI-SHI Vessels
Three modes are available: “Vent mode,” “Inhibit mode,” and “None mode.” where the “Inhibit mode” shall be chosen to operate similarly and safely the tank protection
system and avoid any potential venting.
For perusal and awareness of all concerned parties, a labeled note must be inserted beside the “Vent inhibit push button” switch on the Bridge console – stbd side that
states:
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The option of “None mode” is intended for all the membrane vessels to be used only during pre and post-dry-docking periods.
6.2.7. Inerting / Aeration line
This line is constructed with flanged piping and is installed to supply inert gas or dry air to the cargo tanks and pipelines for inerting and drying during refit periods.
The line is connected to the gas header and the liquid header by means of spool pieces. By selective use of the spool pieces and flexible hoses, it is possible to inert or
aerate all tanks or a single cargo tank. Also it can be used for aeration of ballast tanks.
6.3. Cargo equipment

Equipment used for Cargo Operations varies with the type of vessel and its age. Some of the equipment which may be found onboard is listed below. These and other items
of equipment fitted onboard will be provided with instruction manuals for the equipment, and the ship specific Operation Manuals shall be consulted for details.
Inert Gas and Dry Air Generator Nitrogen Generator

Cargo / Spray / Fuel Gas pumps Compressor (High & Low Duty) Cargo Heaters (High and Low Duty) Gas Vaporizer
Forcing Vaporizer Mist Separator Vacuum Pumps
Fixed Gas Detection Systems
Emergency shutdown system (ESD) and Cargo Tank Protection System Ship Shore Link
Relief Systems
Cargo Tank Gauging and Monitoring Systems (CTMS) Gas Combustion Unit (GCU)
LNG sub-cooler
SMR re-Liquefaction plant
The condition of the cargo handling and monitoring equipment is monitored continuously by the Cargo (Gas) Engineer and a monthly report using form, OPS-524 Cargo
Equipment - Monthly Report, shall be forwarded to the office. Besides the form,OPS-532 Daily Cargo Log shall be maintained daily and retained on board.
Maintenance of cargo handling equipment is carried out following the makers’ instructions and the industry best practices and is monitored through the PMS.
Records of regular checking and calibration of instrumentation, including pre-arrival operational checks, in particular, cargo tank temperature and pressure gauges and re-
liquefaction plant instrumentation shall be maintained.
Calibration shall be carried out at intervals not exceeding 30 months; that is during the major repair period.
6.3.1. Inert Gas and Dry Air generator

Gas vessels are, normally, equipped with an inert gas generator which may also be used to produce dry air. The inert gas and/or dry air is used for the inerting and gas
freeing of cargo tanks, cargo pipes and void spaces when required prior to and after a major repair period (dry-docking), refit or inspection period. Also it can be used for
aeration of ballast tanks.
The operating principle is based on the combustion of a low sulphur content fuel and the cleaning and drying of the exhaust gases. The inert gas plant includes an inert gas
generator, a scrubbing tower unit, two centrifugal fans, an effluent water seal, a fuel injection unit, an intermediate dryer unit (refrigeration type), a final dryer unit (absorption
type) together with an instrumentation / control system.
Inert gas is produced by the combustion of gas oil supplied by the fuel oil pump with air provided by blowers, in the combustion chamber of the inert gas generator. Good
combustion is essential for the production of a good quality, soot free, low oxygen inert gas.
The products of the combustion are mainly carbon dioxide, water and small quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The nitrogen content is
generally unchanged during the combustion process and the inert gas produced consists mainly of 86% nitrogen and 14% carbon dioxide. Initially, the hot combustion
gases produced are cooled indirectly in the combustion chamber by a sea water jacket. Thereafter, cooling of the gases occurs in the scrubber section of the generator
where the sulphur oxides are washed out. The sea water for the inert gas generator is supplied by one of the ballast pumps.
Before delivery from the generator, water droplets and trapped moisture are separated from the inert gases by a demister. Further removal of water occurs in the
intermediate dryer stage, where the refrigeration unit cools the gas to a temperature of about 5°C. The bulk of the water in the gas condenses and is drained away. The gas
leaves this stage via a demister and in the final stage, the water is removed by absorption process in a desiccant dryer.
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The oxygen level controls the ratio of the air/fuel mixture supplied to the burner. The oxygen content must be below 1% by volume and the inert gas must have an
acceptable dew point and minimal levels of soot. These minimum levels can be found in the ship specific cargo information book.
The inert gas generator can produce dry-air instead of inert gas with the same capacity. For the production of dry-air:
There is no combustion in the generator.

There is no measure of oxygen content.
The oxygen signal is overridden when the mode selector is on dry-air production.
After the processes of cooling and drying and, subject to satisfactory dew point, the dry air is supplied to the cargo system.
All the Inert Gas Generator operations, including inerting, purging and aerating, are recorded using form, OPS-526 Inert Gas Generator Log.
6.3.2. Nitrogen Generator

Most of the Gas vessels are equipped with nitrogen generators, installed in the engine room, which produce gaseous nitrogen for:
The pressurisation of the barrier insulation spaces / annular spaces.

Seal gas for the HD and LD compressors.
Fire extinguishing in the vent mast risers as per ship specific arrangements.
Purging the fuel gas system and various parts of the cargo piping.
The operating principle is based on the hollow fibre membranes through which compressed air flows and is separated into oxygen and nitrogen.
The oxygen is vented to the atmosphere and the nitrogen is stored in a buffer tank.
The nitrogen generators are equipped with a fixed oxygen analyzer, which continually monitors the oxygen content in the nitrogen output. If the level of oxygen rises above
1% an alarm is activated. If the level of oxygen rises further, the high-high alarm operates, redirecting the flow to atmosphere and closing the discharge line to the buffer
tank.
All operation of the Nitrogen Generator is monitored using form, OPS-532 Daily Cargo Log.
In case of a failure of one of the units it is possible to run in cross-operation.
For the backup of N2 feed air compressors at emergency operation, the nitrogen system and ship’s service compressed air system are interconnected with double shut off
manual valves. The capacity of N2 generator in this case will depend on available air amount from service air compressor.
In order to prevent loss of Nitrogen, adjust the set point of the nitrogen supply/exhaust regulating valves accordingly.
The Cargo operations shall be adjusted or even suspended if supply of the nitrogen to critical system is jeopardized.
6.3.3. Cargo Main pumps, Stripping / Spray and Fuel Gas pumps
LNG ships are fitted with submerged, electric, centrifugal cargo pumps. The motor windings are cooled by the pumped LNG, which also lubricate and cool the pump and
motor bearings. As LNG serves as both lubricant and coolant, it is critically important that the pumps never run dry, even for short periods.
In addition to main cargo pumps, each tank is served by a spray pump. This pump is of limited capacity, typically around 50 - 60m3/hr, and will be used:
To cool down the liquid header before discharging.

Cool the cargo tank during a ballast voyage before arrival at the loading terminal by discharging liquefied gas to the spray nozzles in the tanks.
In exceptional circumstances, to pump LNG from the tanks to the vaporizers when forced vaporization of LNG is required.
To enable the tanks to be stripped as dry as possible for maximization of cargo outturn.
Also, an additional Fuel Gas pump can be installed in a minimum of two tanks. This pump will supply LNG for fuel gas purposes to LNG forcing vaporizer and in line, mixer
capacity less than other pumps.
On Gas vessels with cargo pumps, insulation tests must be carried out before arrival in both the loading port and discharge ports. During this insulation test, the air
temperature and humidity shall be recorded. These tests will establish that all pumps are operational and, if not, allow time to prepare emergency pumping arrangements
should it be necessary. These insulation tests shall be carried out on more modern LNG vessels before removing and after re-installation of a cargo pump in a tank during
repair periods. Records of these tests shall be maintained in the PMS. If cargo tanks are in a gas-free condition and pumps have not been operated for some considerable
time, readings shall be taken before the pumps are brought back into operation. The preferred time maybe when LNG is being loaded. Insulation tests of cargo and stripping
pumps are maintained using the form OPS-528 Cargo Machinery Insulation Record or High voltage cargo pump insulation is monitored as part of the integrated alarm
system.
Reference shall be made to the ship-specific Operations Manuals for the correct procedures for starting, stopping, and operating cargo and spray pumps, together with the
specific arrangements for the rigging of emergency cargo pumps (contact the manufacturer “SHINKO” for additional guidance if needed).
6.3.3.1. An Emergency Discharging procedure
Vessel with Membrane type tanks:
each membrane ship, carriers an emergency cargo pump that can be used in the event of failure of either one or both cargo pumps in a particular tank. The cargo tanks are
equipped with an emergency pump well. The emergency pump is lowered down the well, and the weight of the pump overcomes the compression of the springs to open the
foot valve and allows liquid transfer.
Vessel with Moss type tanks:
if both cargoes pumps in any single Moss tank were to fail, the balance of cargo remaining in that tank could be transferred to another tank by the action of vapor
pressurization above the liquid in the affected tank. The cargo is pressed up and displaced into the filling line by means of increased vapor pressure above the liquid using
on-board spray pump and cargo vaporizers.
Full instructions are provided in the ship’s cargo manual and operation.
6.3.4. Compressors – High and Low duty (HD / LD)
High duty (HD) compressors are installed in the compressor room on deck and are routinely used for delivering LNG vapor for return to shore during cargo tank initial cool
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down, cargo loading, tank purging, and to circulate heated cargo vapor through the tanks during warming up. The performance of the HD compressors is monitored daily
(while in operation) and recorded using form, OPS-530 Cargo Compressor Log.
Low duty (LD) compressors are installed in the compressor room on deck and are routinely used for delivering the LNG vapor produced by natural or forced boil-off to a
sufficient pressure to be used in the engine as fuel gas or to re-liquid and GCU to manage the excessive boil-off.
The HD and LD compressors are normally driven by electric motors or steam, installed in an electric motor room segregated from the compressor room by a gas-tight
bulkhead. The drive shafts penetrate the bulkhead with a gas-tight shaft seal.
6.3.5. Cargo heaters – High and Low duty

Steam heated cargo heaters are provided for:
Heating the LNG vapour, delivered by the HD compressors, to the specified temperature for warming up the cargo tanks before gas freeing.
Heating the boil-off gas, delivered by the LD compressors, or by free-flow, prior to supplying it to the machinery space.
The heaters are typically heat exchangers of shell and tube type.
6.3.6. Gas Vaporizer

The Gas vaporizer is a shell and tube type heat exchanger used for vaporising liquefid gas for the following operations:
Exceptionally, when discharging cargo at the design rate without the availability of a vapour return from the shore. If the shore is unable to supply vapour return, liquid
gas is fed to the vaporizer by using one stripping pump or by bleeding from the liquid header. The vapour produced leaves the vaporizer at approximately –140°C and
is then supplied to cargo tanks through the vapour header. Vapour pressure in the cargo tanks will normally be maintained at 110kPa abs. (minimum 104 kPa) during
the whole discharge operation.
Purging of cargo tanks with vapour after inerting with inert gas and prior to cool down. LNG is supplied from the shore to the vaporiser via the stripping/spray line. The
vapour produced at the required temperature of +20°C is then passed to the cargo tanks.
The vaporizer can function as the forcing vaporizer when the forcing vaporizer has failed.
6.3.7. Forcing Vaporizer

The forcing vaporizer is used for vaporizing LNG liquid to provide gas for burning in the machinery space when required to supplement the natural boil-off. The liquefied gas
is supplied either by a stripping/spray pump or by a fuel gas pump and the flow is controlled by an automatic inlet feed valve that receives its signal from the Boiler Gas
Management System.
Each forcing vaporizer is equipped with a temperature control system to obtain a constant and stable discharge temperature for various ranges of operation. The
temperature of the gas produced is adjusted by spraying a certain amount of bypassed liquid into the outlet side of the vaporizer through a temperature control valve and
liquid injection nozzles.
6.3.8. Mist Separator

The mist separator is designed to prevent liquefied gas from entering the compressors when receiving natural boil-off from the cargo tanks and forced boil off-gas from the
forcing vaporizer.
The separated liquefied gas is guided to the Drain Pot, which will be pressurized by N2 once it’s at a high level and end back to the cargo tanks.
6.3.9. Gas Combustion Unit (GCU)

A gas consumption unit provides an environmentally-friendly solution for excess boil-off gas consumption on LNG carriers.
The gas consumption unit solves the problem of excess boil-off gas of LNG carriers when the boil-off gas cannot be used for propulsion, re-liquefaction or when used in an
emergency.
The unit can be feed using onboard Low duty compressor units or by free flow.
The unit comprises of a gas burner and specially designed combustion chamber. The unit is situated in the ship’s funnel, and operation is fully automatized.
6.3.10. LNG sub-cooler

The Sub-cooling system consists of six electrical cabinets which are water-cooled and is based on a thermodynamic refrigeration process employing a Turbo-Brayton cycle
producing a source of cold power which can extract heat from the LNG tanks.
This system is required to prevent venting the LNG vapors due to Boil-off gases caused by heat inputs on the tank and Vapors return during LNG transferring.
LNG sub-cooler system is used to reduce the boil-off rate and allowing the XDF engines to operate at a lower natural boil-off rate.
LNG is transferred from the bottom of cargo tank No.3 or No.4 by stripping pump to the sub-cooler system.
Through the sub-cooler system, the temperature of LNG will decrease from -162℃ to -173℃ (depending on the flow rate of the pump).
This cold LNG will then be transferred either back to cargo tank No. 3, No. 4 or both, by spraying through spray nozzles.
Through this, the excessive natural BOG in the cargo tank will be controlled and reduced.
It takes approximately three hours from ambient temperature to cool-down the refrigerator and once the inlet turbine temperature is stable, then the LNG can be liquefied.
One spray pump of No.3 or No.4 cargo tank is used as a feed pump during the laden voyage, and an LNG feed line from the spray liquid header is connected to re-
liquefaction plant.
The Turbo-Brayton cryogenic sub-cooling system has the following advantages.
• LNG composition is constant and does not vary much depending on the boil-off scenario.
• No impact BOG or vapor return temperature
• The Turbo-Brayton can be placed anywhere because the liquid LNG pump feed it with LNG
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6.3.11. SMR Re-liquefaction plant

The single mix refrigerant (SMR) re-liquefaction process involves an inverse Rankine cycle, in which the gas is chilled and liquefied in a single heat exchanger.
The reverse Rankine cycle uses power to generate cooling by a rejection of heat and LNG can be used as the working fluid.
The mixed refrigerant is a mixture of several compounds (main hydrocarbon with low boiling points), and the optimum composition is determined by the feed composition,
feed pressure, liquefaction plant pressure, and ambient temperature.
The refrigeration process follows a reverse Rankine cycle in the following stages: compression-cooling-condensation-expansion-evaporation.
Cooling of the refrigerant occurs at ambient temperature, whereas evaporation of the refrigerant occurs at a low temperature that is used for relatively low thermal
liquefaction efficiency.
The SMR re-liquefaction plant is used to reduce the boil-off rate and allowing the XDF engines to operate at a lower natural boil-off rate with a minimum capacity of 1.5
MT/h in atmospheric condition.
Its working principle is based on a thermodynamic refrigeration process employing the mixed refrigerant cycle.
The excess boil-off gas is guided to refrigerant unit via LD compressor and liquefied in the cryogenic heat exchanger, with a rated re-liquefaction cold duty capacity of 402
kW.
The equipment is located within the cargo compressor room, and the condensate from re-liquefaction plant returns to cargo tanks via a dedicated condensate return line to
No 3 & No 4 cargo tanks.
Through the cryogenic heat exchanger, the temperature of LNG will decrease and will be guided through LNG separator, refrigerant compressor, and after-cooler to any of
the cargo tanks via spray header.
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6.3.12. Vacuum Pumps
On membrane cargo containment vessels, vacuum pumps, where fitted, are used to pump out the atmosphere within the primary and secondary spaces for:
Replacing air with nitrogen for inerting.

Replacing methane with nitrogen for gas freeing before dry-docking after there has been a leakage of cargo.
Testing the tightness of the membranes at regular intervals or after membrane repairs.
When the associated tank is opened up.
Assisting the tank membrane on to the associated supports and insulation when the cargo tank is not pressurised.
Care must be taken to ensure that the pressure within the primary space is not reduced below that in the secondary space as there is a danger of distorting the secondary
barrier by lifting it off its supporting insulation. A maximum pressure difference of 3kPa shall not be exceeded.
6.3.13. Fixed Gas Detection systems

The provision of IGC Code requires gas carriers to have a fixed gas detection system with audible and visual alarms.
There are two completely separate fixed gas detection system used on board LNG carriers, a remote sampling system for the hazardous area and a gas detection system
incorporating remote detection heads in the non-hazardous zones.
The remote sampling system draws gas samples from each monitored location within the hazardous zone into a central analyser located in a ‘safe’ area. Samples will be
drawn from the cargo areas in a pre-programmed sampling sequence and will be passed through an infrared analyser. The system alarms if pre-set limits are exceeded.
The sampling intervals, from any space, do not exceed 30 minutes.
Remote detector heads may also be used to monitor gas concentrations at strategic locations in the non-hazardous zone. The signal from the flameproof infrared gas
detectors will be passed to a central control unit having both visual and audible alarm functions.
The fixed gas detection system is subject to servicing and calibration by competent external workshop during the vessel's major repair period and maintenance onboard is
carried out by the qualified member of the Engine department.
6.3.14. Emergency Shut Down System (ESDS)

The emergency shutdown (ESD) system is a requirement of the IMO code for the carriage of liquefied gases in bulk and is a recommendation of SIGTTO. It is fitted to
protect both the ship and terminal in the event of power loss, cryogenic or fire risks, in both the ship and in the terminal.
The system will stop the flow of the liquefied gas and vapour by shutting down the pumps and gas compressors as well as manifold and shipside valves, by the activation of
a single control. Shut down of the cargo system can be initiated either manually or automatically if certain measured parameters enter preset alarm conditions.
The vessel ESD (ESD1) system is active at all times, whether at sea or in port. The shore ESD (ESD1 and 2) input is blocked in the “At Sea DCS” condition. When at sea all
manifold and tank filling valves are held in the shut position and the cargo and spray pumps are held in the off position. The cargo compressors may be operated as normal,
but will stop if either a manual or automatic ESD is initiated.
The Officer of the Watch shall be aware of all locations from which cargo loading or discharging operations can be stopped immediately in an emergency. In the event of an
emergency he shall not hesitate and shall stop operations immediately through the emergency stop procedure.
Manual emergency shut down push buttons are situated strategically around the ship, at locations that include the wheelhouse, cargo control room, fire control station,
manifold platforms and tank liquid domes. In port a manual activation of the shore ESD system will, through the ship/ shore link, initiate a shutdown of the vessel.
Automatic shut down for fire is initiated by fusible plugs which are normally located at each tank dome, manifold platform, and in the cargo compressor and electric motor
rooms.
An ESD1 may be initiated automatically under conditions such as the following:
Blackout of the ship.

Vapour header pressure falls below pre-set limit.
Individual tank pressure falls below pre-set limit.
Extreme liquid level in any cargo tank.
Low cargo valve hydraulic pressure.
Low control air pressure.
ESD2 is only initiated by the terminal and will result in all the actions as for ESD1, plus the initiation of a dry break of the shore arm from the ship using the Powered
Emergency Released Couplings (PERCS). ESD2 may be initiated manually, for example, in the event of a terminal emergency, or automatically, for example, if the ship
moves outside the operating envelope of the hard cargo arms.
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The automatic disconnection of shore arms can be a violent and potentially dangerous operation and it is important that no personnel are in the manifold are personnel on
deck are warned before ESD2 activation. It is a common practice that the area around the manifold is declared a restricted area and is roped off during cargo operations.
The function of ESD systems shall be tested prior to arrival in port and also immediately before commencing cargo operations. Testing shall be carried out from the CCR
activation point and from at least one other remote location in rotation. The tests of remote activation points shall be carried out, at least once every 12 months, prior to
every cargo transfer. Records of tests shall be maintained using form, OPS-531 ESD Alarm Tests.
The periodical maintenance and calibration of the ESD system will be carried out by a competent external workshop during the vessel's major repair period (D/D).
Maintenance reports shall be retained on board and a copy shall be forwarded to the office and the procedure is monitored through the PMS.
6.3.15. Emergency Shut Down (ESD) – Authority of Blocking and Overrride

The Electrician is responsible for the correct setting of the ESDS and pin configuration. He shall attend the Cargo Control Room during testing of the ESDS.
The ESD system has a facility to activate a “block” or “override”. Under normal vessel operating procedures the ESD system will be fully active; however, there may be
occasions when it will be necessary to inhibit part, or all, of the system.
The “At Sea” condition will be selected prior to the shore connection being disconnected after the cargo operations have been completed. The “At Sea” condition has the
following effect:
Isolates the shore connection from the ESD logic

Locks the cargo pumps in the OFF condition
Positions the manifold valves in the CLOSED position
Positions the cargo tank filling valves in the CLOSED position
Allows the low duty compressors to run if the ESD or low duty system trips are not activated
Allows the high duty compressors to run if the ESD or high duty system trips are not activated
Prior to any cargo operations in port, the “At Sea” condition must be switched to the “In Port” position to allow the ESD system to be fully active.
Clear instructions / prohibition notices must be displayed adjacent to the ESD switch panel in the Cargo Control Room.
After any emergency shutdown of the cargo system, it may be necessary to “Override” the system to allow recovery from an emergency condition.
In the event that any safety device, which includes the ESD system, is required to be overridden and before any operations can proceed, the Master must carry out a full
Risk Assessment of the hazards and mitigation procedures and submit the assessment for approval from the Office. Where appropriate, terminal operators must be
consulted and advised of the situation.
As soon as the emergency condition is corrected and / or the safety system which is overridden re-instated, the ESD shall be returned to the normal condition and the
“override” facility switched off. It must be noted that in any occasion that the ESD is not in its normal operational condition, any cargo related emergency situation on board
the ship and or terminal, will not result in activation of the ESD, and full shut down of the cargo system will not take place.
In the event of an activation of an ESD1 or ESD2 the reason for the shutdown shall be investigated to ensure that any faults can be promptly rectified before resuming cargo
operations.
6.3.16. Ship Shore link

A common ship/shore emergency shut down system has been recommended by SIGTTO since the early days of LNG transportation and these are now mandatory through
IMO.
The ship and terminal emergency systems are linked via a ship-shore umbilical that carries ESD, telecommunications and data signals (for example Mooring Tension
monitoring system).
Initially these systems were pneumatic but now include fibre optic and electric systems.
The Cargo (Gas) Engineer is responsible for the connection of the ship/shore link at the cargo manifold and the ETO must be Stand by in CCR during the entire test process
(no exception).
Below you can see the SSL diagram flow that need to be always followed.
6.3.17. Relief systems

Each cargo tank is fitted with two local pilot pressure/vacuum relief valves.
On membrane ships, the primary and secondary insulation spaces around each tank are protected by two pressure relief valves.
On Moss Rosenberg ships, hold spaces around each tank are similarly protected.
The cargo tank relief valves vent to their associated vent mast riser. The valves are of the pilot operated relief valve type. A cargo tank pressure sensing line relays the
pressure directly to the pilot operating valve. In this manner, accurate operation is assured at the low pressures prevailing inside the tank.
It is extremely important that the vent mast is overhauled at regular intervals, normally during the vessel's major repair period (at D/D) by competent external workshop as
defined in the PMS and drained of any accumulation of water. Relevant maintenance reports shall be retained onboard and a copy forwarded to the office. This is to ensure
that the relief valves operate at their correct settings which would otherwise be altered if any water were to accumulate in the vent mast and flow onto the valve assembly.
Water shall be drained from vent masts on a weekly basis as part of the ships routine.
The cargo tank, hold or inter-barrier space relief valves and each section of the cargo piping that can be isolated by two valves will be fitted with an overpressure relief valve.
The maximum and minimum allowable relief valve (MARV) setting shall be clearly marked on each unit.
6.3.18. Cargo Tank Measuring Systems (CTMS)

All gauging systems used are specifically designed for the extreme low temperatures experienced on Gas carriers and are certified for “custody transfer”.
Various systems may be fitted to a vessel dependent upon the vessel specification and cargo containment system. There shall be at least two independent gauging systems
fitted to each tank, in addition to independent low, high and high-high level alarms. Such systems will be:
FLOAT ACTUATED GAUGES – these employ a float connected by an invar tape to a tensator spring. This spring acts as a counter balance system, maintaining a
constant tape tension at the float. This ensures that the float maintains the same level of immersion irrespective of the amount and weight of the tape paid out. The
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accuracy of this system is dependent upon tank construction and on the operating conditions however the accuracy shall remain within +/-1 cm.
CAPACITANCE TYPE GAUGES – these gauges operate using the variation of electrical capacitance between two probes when a liquid level changes. A coaxial
sensor is installed within a tank, and is constructed of a number of individual segments, depending upon the height of the tank. As the liquid level in the tank changes,
the capacitance varies.
RADAR TYPE GAUGES – these gauges operate by generating and transmitting radar waves from a transmitter mounted externally on the tank. As the speed of the
radar waves is known, the time needed by the signal to reach the cargo liquid level, bounce back and be picked up by the antenna, can be measured accurately and
the cargo ullage will be accurately calculated.
ULTRASONIC TYPE GAUGES – these gauges operate in a similar manner to an echo sounder, where the time taken for a sound wave to be reflected back through
the liquid is accurately measured, and then used to calculate the liquid level.
All cargo tank measuring systems in use are highly accurate, and form part of the Custody Transfer System (CTS), which is checked and verified by an independent
organisation during vessel dry docking periods. Following the inspection, a certificate of accuracy for the system will be issued. This certificate shall be retained on board for
inspection by cargo shippers and receivers in order for cargo reconciliation to be made using ships gauges.
If any repairs are carried out on any gauging system, it will be necessary for the gauge to be re-calibrated and for a new “Custody Transfer System” certificate to be issued.
The vessel will carry out comparison checks of the various gauging systems in use during each cargo operation, to enable the early detection of any problems with any of
the systems and relevant records shall be maintained using form, OPS-509 Post Operation Meeting. Where the completion of these tests reveals any significant errors the
company shall be advised immediately with a request for attention.
The Chief Officer and Cargo Engineer are the only persons on board authorized to operate float actuated gauges.
6.3.18.1. Operating a “Whessoe” float actuated level gauge
The Chief Officer and Cargo Engineer are the only persons on board authorized to operate float actuated gauges.
The floats shall never being lowered or left onto the product level, during voyage or at sea.
Gauge Use Procedure:
1. First check the local and remote level readings before operating the gauge – is the reading correct.
2. Check local and predefine stowage readings before operating the gauge – is the reading correct.
3. Open the Isolation Valve to fully open position as per on board operational procedures.
4. Ensure cargo pumps have started up before descending gauge and ensure there are several meters of product in the cargo tank.
5. Place the hand crank into the cranking position (Outwards)
6. Pull the float release whilst holding the hand crank.
7. Allow the float to descend to the product level whilst providing control with the hand crank.
8. When the float interfaces with the product level, return the hand crank to the inward stow position.
9. The float gauge will now follow product level.
10. When gauging is completed, place the hand crank into the cranking position (outward position)
11. Crank the gauges back to stow position using progressive cranking. Do not hands crank the gauge in a fast manner!
12. Monitor the local level reading at all times and when the float gauge nears the top. At approximately 2 m from the top, slow down the rate to allow the float to pass
through the isolating valve.
13. When the gauge approaches stow position resistance will be felt when the float connector passes the float lock. When locked a click will be heard and resistance will
be felt on the hand crank. Do not force the gauge at any time during this process.
14. Check that counter reads exactly the same before and after use – is it correct?
15. If readings are correct and the float is locked, return the hand crank to the inward position.
16. Close Isolation valve as per on board operational procedures.
7. Safety Considerations
7. SAFETY CONSIDERATIONS
Safe working practices and the company permit to work system shall be followed during all operations on board a Gas carrier. Reference shall also be made to the
emergency procedures documented in the Contingency Planning Manual.
In the following paragraphs, certain additional safety issues with specific applicability to the case of Gas carriers are presented.
7.1. Notices
Permanent notices and internationally recognized signs are to be displayed with the requirements for that space or area and the requirements shall be strictly complied with.
On arrival in port, the notices containing the following are to be displayed near the points of access to the ship stating:
WARNING
NO NAKED LIGHTS
NO MATCHES OR LIGHTERS
NO SMOKING
NO UNAUTHORISED PERSONS
NO MOBILE PHONES, SMART WATCHES, PAGERS OR CAMERAS ALLOWED ON DECK
VESSEL SECURITY LEVEL MAINTAINED
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Local regulations may require additional notices and such requirements are to be observed.
The requirements for security notices shall be followed following the company and Ship Security Officer's requirements.
7.2. Hazards associated with Natural gas vapours

Material Safety Data Sheets (MSDS) for Nitrogen and Methane shall be available in the vessel’s library for constant reference and be prominently posted in relevant places
on board.
According to the MSDS contained in the ICS Tanker Safety Guide (Liquefied Gas), the flammable range of methane in air is 5% to 16% at ambient temperatures. In open
spaces, the visible condensation cloud provides a safe estimate of the flammable vapour mixture.
The visible condensation cloud may also include some zones where the gas is either too rich or too lean or is potentially flammable and therefore entry into the cloud shall
be avoided as it may also be deficient in oxygen content.
When natural gas vapours have warmed sufficiently to rise out of the visible condensation cloud, they will have diffused to below the lower flammable limit.
7.2.1 Personnel Protection Equipment (PPE)
All vessels designated for the carriage of Liquefied Gas shall have onboard suitable personal protective equipment and clothing for the protection of crew involved in cargo
operations.
The types and quantities of protective equipment, as well as additional safety equipment, shall be in strict compliance with industry recommendations.
All ships carrying dangerous cargoes shall have onboard first aid equipment including oxygen resuscitation in compliance with recommendations listed in IMO - Medical
First Aid Guide (MFAG) and WHO - International Medical Guide for Ships (IMGS).
Since Gas is carried at very low temperatures, physical contact will produce frost burns. Such contact may occur either from spillage or a leak or from frosted pipes and
flanges. Personnel having to work in the manifold area, or in other areas where leakage or contact with frosted pipes could occur, must wear clothing to cover the whole
body, i.e., long-sleeved boiler suits, gloves, goggles or safety glasses and safety helmet and shoes, to minimize the risk of frost burn.
Cryogenic protective equipment contents of cryogenic gloves, face shield, and apron, are made available in the vicinity of the cargo manifold.
The cryogenic equipment shall be stored and made available at the dedicated and well-marked storage box easily accessible nearby Cargo Manifold platform during Cargo
operations.
The Company recommends the following arrangement:
2 pair cryogenic gloves,
2 face shields or specific helmets with face shield,
2 aprons.
Personnel not directly involved in cargo operations shall keep well clear of operational areas.
7.2.2 Exposure
Contact with liquid, or even cold vapour, will result in cold burns that, if extensive, could prove fatal. The symptoms of ‘cold burns’ are similar to ‘hot burns’, there is extreme
pain in the affected area with attendant confusion, agitation and possibly fainting of the victim. If the area of the burn is large, shock will inevitably develop.
While the rapid evaporation of LNG will minimise the extent of chemical burning on the skin, cold vapour can be dangerous to the eyes. If liquid or cold vapour enters the
eyes, they must be immediately bathed with running clean sea or fresh water for at least 15 minutes.
If liquid or cold vapour comes into contact with the skin, the patient should be treated urgently, but with great care, and the affected area immersed in tepid water until it is
defrosted.
Methane has a Threshold Limit Value (TLV) of 1,000 ppm. Above this level, it acts as an anaesthetic to an increasing extent as the exposure increases. It is generally less
harmful than most hydrocarbons at lower levels, but safe working practices dictate that all deliberate exposure shall be avoided.
If a person is exposed to natural gas vapour, they shall be moved immediately into the fresh air. Care must be taken that the rescuer is not also exposed. Since methane
has an anaesthetic effect, a person exposed to an excessive amount of vapour will become uncoordinated and not necessarily realise the dangers. If breathing has stopped
or is weak or irregular, mouth to mouth resuscitation shall be given without delay and the resuscitation equipment brought into use as quickly as possible.
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In all cases of exposure to either liquid or gas, medical advice shall be sought. Since natural gas is both colourless and odourless in both liquid and vapour forms, it may not
always be realised that a hazard exists, so extra vigilance must be exercised when approaching an area where free methane could be present.
7.3. Nitrogen
7.3.1 Properties of Nitrogen
Nitrogen is used for the pressurization and purging of the insulation spaces, for purging of cargo pipelines, purging and fire extinguishing in the vent mast and for the sealing
of the gas compressors.
It is produced either by the vaporization of liquid Nitrogen supplied from shore, or by generators whose principle is based on hollow fibre membranes to separate air into
Nitrogen and Oxygen.
7.3.2 Physical Properties

Nitrogen is the most common gas in nature since it represents 79% in volume of the atmospheric air.
At room temperature, Nitrogen is a colourless and odourless gas. Its density is near that of air, 1.25 kg/m3 under ambient conditions
When nitrogen is liquefied, the temperature is –196oC under atmospheric pressure, density of 810kg/m3 and a vaporization heat of 199kj/kg. Its specific physical properties
follow:
Molecular weight: 28.016

Boiling point at 1 bar absolute: -196oC
Liquid SG at boiling point: 1.81
Vapour SG at 15’C and 1 bar absolute 0.97
Gas volume/liquid volume ration at –196oC 695
Flammable limits: Non
Dew point of 100% pure N2: oC
Below –80
7.3.3 Chemical Properties
Nitrogen is considered as an inert gas: It is non-flammable and without chemical affinity.
7.3.4 Hazards associated with Nitrogen

Personnel must be aware of the potential hazards associated with nitrogen and, in particular, those related to entering enclosed spaces or areas in way of tank vents or
outlets which may be oxygen depleted. High concentrations of nitrogen are particularly dangerous because they can displace enough air to reduce oxygen levels to a point
where people entering the area can lose consciousness due to asphyxiation. Great care should be taken to avoid gross leakage of nitrogen particularly when opening up
vessels that have been purged or when the venting of nitrogen is taking place.
Nitrogen cannot be detected by human senses, so smell cannot be relied upon and personnel may not be able to recognize the physical or mental symptoms of
overexposure in time, for them to take preventive measures.
Introducing nitrogen to a system introduces a large energy source, far greater than the energy stored in an equivalent liquid leak test. To minimize this stored energy,
vessels which normally operate with a liquid level should be water filled (ensure water filling of the vessel is acceptable with respect to corrosion and scaling) prior to
pressurizing with nitrogen. When performing leak tests at a high pressure, attention is drawn to the hazards of a possible release, with explosive force, of energy stored in
the system. Systems under test shall be depressurized prior to bolt retightening, tensioning or other remedial action to improve leaks.
7.3.5 Working with Nitrogen

Personal oxygen meters must be worn when working in an area where nitrogen could accumulate, including,but not limited to:
Nitrogen generators, buffer tanks and storage cylinders, as applicable.

Near vents and openings from spaces filled with nitrogen.
When introducing nitrogen to a system.
Cargo Compressor, Motor & Sub-Cooler Room.
Safety Signs and physical guards must be placed across all access ways and at a sufficient distance from the nitrogen filled space to ensure that, whatever wind conditions
and whatever the status of the opening from the space, personnel outside the barriers will be safe from the asphyxiation effect.
WARNING - NITROGEN IS AN ASPHYXIANT
7.4. Inert Gas

Inert Gas is used for changing tank atmospheres to enable the reduction of the Oxygen content so that the atmosphere will not support combustion. Inert gas is produced
on board using an inert gas generator, burning low sulphur content gas oil, which produces inert gas with an approximate dew point –45°C
The inert gas composition is as follows:
Oxygen: <0.5% in vol.

Carbon dioxide: <14% in vol.
Carbon monoxide: <100 ppm by vol.
Sulphur oxides (SOx): < 2 ppm by vol.
Nitrogen oxides (NOx): < 65 ppm by vol.
Nitrogen: balance
Dew point: < -45oC
Soot: complete absence
The inert gas is slightly denser than air, approximately 1.35kg/m3 at 0oC.
Document: QA-033
Filing: QA
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WARNING – DUE TO ITS LOW OXYGEN CONTENT THE INERT GAS IS AN

ASPHYXIANT
7.5. Cargo Venting

7.5.1. Loss of Gas Burning Capacity
In the event of the total loss of gas burning capability, the response must hinge around maintaining cargo conditions within acceptable parameters, relying on the venting
arrangements as a primary means.
Where location or technical arrangements allow, the setting of the Cargo relief valves shall be changed to highest setting values or if alongside, vapor manifold maintained
open allowing in both cases additional operational time to resolve the situation and avoid venting of the cargo. Close co-operation between the ship, company, and port
authorities would be essential.
If at sea any associated cargo operations must be terminated, i.e. spraying, etc. Such operations generate considerable vapor and thereby increase tank pressures, which
may further exacerbate the problem. Fuel gas burning terminated if appropriate. Careful consideration is required regarding this action because continued gas burning is a
means of cargo tank pressure reduction.
ESD trip activated if alongside the ship engaged in cargo operations. Again prepared for a possible increase in the cargo tank pressure as the vapor ESD manifold valve
closes.
Ship’s course adjusted to provide the most favorable conditions about keeping the methane cloud relative to the ship at a safe location, i.e especially important to keep it as
far from the funnel as possible.
Should an uncontrolled release of cargo be passing up the mast riser, caution should be exercised and the mast riser N2 snuffing system be prepared if fire may occur.
NOTE: In any case (Controlled or uncontrolled release of Cargo) the below should be taken into consideration immediately.
Accommodation ventilation circulation

Extinguishing all hot work and naked flames throughout the ship
Relative wind
Vapor cloud drift
Additional isolation valves
Reduction of cargo tank pressure
Nitrogen snuffing or risers
7.5.2. Dispersal of Vented Cargo Vapour
The venting of cargo vapors to the atmosphere under normal operating conditions should not occur unless there has been some malfunction or poor operation of the cargo
system.
Any cargo vapor, whether toxic or flammable, is to be vented to the atmosphere with extreme caution, taking account of regulations and weather conditions. In some cases,
venting may be prohibited.
If the vapor vented is at a temperature below the atmospheric dew point clouds of water vapor will form and these are heavier than air and may accumulate on deck and
enter the accommodation.
The cargo vapor may or may not be heavier than air, depending on temperature. It is never to be assumed that the cargo vapor is contained entirely within the boundaries of
the water vapor cloud.
A cargo vapor cloud is likely to be oxygen deficient and is only to be entered by personnel wearing breathing apparatus.
It may be possible to heat vapor before venting to reduce its vapor density and assist dispersion, if such facilities are provided they are to be used.
Care is to be taken to ensure that cargo vapor (other than machinery space fuel) does not enter the engine or boiler room from any external source.
If, as a result of equipment breakdown, fire, explosion, collision or grounding damage, cargo vapor is likely to enter the machinery space, immediate consideration is to be
given to its possible effect on the operation of any equipment.
Diesel engines are liable to over-speed and destroy themselves if the flammable vapor is present in the air supply and boiler control systems rendered ineffective, even at
concentrations well below the lower flammable limit (LFL).
It will be necessary to isolate the machinery space by stopping ventilation fans, closing access doors, hatches and skylights, and if necessary, shutting down main and
auxiliary machinery. In extreme cases, the machinery spaces shall be evacuated.
7.6. Weather precautions

7.6.1. Wind conditions
Apart from the obvious effect that a high wind has on the ship when moored at a berth the following consideration shall be given to gas accumulation.
If there is little wind movement, vapour may accumulate on deck and when there is wind it may, in crossing a deckhouse or structure, create a low pressure on the lee side
thereby causing vapour to accumulate locally on the lee side of the structure.
It may be necessary, under certain circumstances, to stop cargo or gas-freeing operations while the condition persists.
7.6.2. Electrical storms

Cargo operations involving the constant or occasional venting of flammable vapours shall be stopped when electrical or thunder storms are in the immediate vicinity of the
vessel as ignition of the vapour may be caused by a lightning strike.
If a vent mast is struck by lightning and the vapour is ignited the snuffing valve to the riser shall be opened to extinguish the flame, if possible, before the source of the gas
is isolated the source of fuel should be isolated.
Document: QA-033
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7.7. Air conditioning, Ventilation systems and Openings in deckhouses and superstructures
The accommodation is to be maintained at a slight positive pressure to prevent the entry of cargo vapours. The intakes for air conditioning units are positioned in gas safe
areas, and under normal conditions vapour will not be drawn into the accommodation.
A positive pressure will be maintained if the system remains in partial recirculation with the air intakes left partially open. This will prevent an under pressure caused by the
galley and sanitary exhaust fans. All portholes and other openings (including all those in the poop front first tier) are to be kept closed during cargo operations.
Air conditioning intakes are fitted with a gas detection system. In the event that hydrocarbon vapours are present at the inlets, the ventilation system should be shut down
and cargo operations suspended until such time as the surrounding atmosphere is free of hydrocarbon vapours.
Doors are to be clearly marked “Keep This Door Closed during Cargo and Gas Freeing Operations”and shall only be opened for short periods to permit access to or
from the accommodation. This is normally restricted to a single door on the upper deck.
Where spaces are fitted with an air lock for entering the space it is important that air lock door procedures are followed and only one door is opened at a time. Opening both
doors together will activate an alarm and will cause a shutdown of equipment in the protected space.
7.8. Craft alongside

Unauthorised craft are to be prohibited from securing alongside the ship.
No tugs or other self-propelled vessels are to be allowed alongside during operations which involve the potential venting of cargo vapours. Regulations against smoking and
naked lights are to be strictly enforced on any craft permitted alongside and on shore if applicable.
Operations are to be stopped, if these rules are violated and are not to be restarted until the situation has been made safe.
7.9. Safety issues associated with ballasting/de-ballasting operations

Ballasting and de-ballasting operations must be planned with care, because these operations may have a potentially adverse effect on under keel clearance during cargo
operations.
Ballast piping shall be slowly and carefully filled and vented after stripping operations, to avoid the risk of pressure surge damage.
Ballasting operations shall be commenced by gravity into the forward most tank first to vent the pipelines. Control of the flow from/to the sea chests or pumps and to the
ballast piping, shall be through valves which can be monitored and controlled in any position from 0-100% so that surges can be avoided.
Ballast operations shall be closely monitored to avoid over pressurization of the ballast tanks by ballasting at a rate greater than designed tank venting capacity or the
creation of an excessive vacuum by de-ballasting at a rate greater than designed inward flow of air via the over flow valves air vents.
Ballast tanks shall not be filled so that water flows out of the air vents.
Ballasting at an excessive rate or the defective operation of the ballast tank air vents can result in severe structural damage. Attention shall be paid to the following points:
The Deck Officers in the CCR shall be kept fully informed of what is happening on the upper deck by means of a positive reporting system.
Simultaneous operation of many hydraulic valves will reduce the hydraulic system pressure and should be avoided.
The Duty Engineer shall be advised before ballasting operations, particularly when starting and stopping of the ballast pumps. When carrying out ballast operations it may
be necessary for the engine room to start an additional generator as a result of the increased electrical loads during starting and operation of the ballast pumps.
The engine crew shall monitor the initial starting of ballast pumps to ensure proper operation.
Exchange of ballast water at sea shall be carefully planned, and items such as weather conditions and stability taken into account. Any exchange of ballast water shall
follow the procedures documented in the vessel specific Ballast Water Management Plan. Only sequential Ballast Water Exchange method is allowed - otherwise follow QA-
033 Ch.15.
On some vessels the free surface effect when de-ballasting too many tanks may cause the vessel to suddenly list very quickly, and shall therefore be avoided for obvious
reasons.
The ship’s stability shall be monitored and assessed at all stages throughout ballasting and de-ballasting operations.
On completion of ballasting operations the Duty Officer and Duty or Watch keeping Engineer shall check that all pumps are shut down and the system valves closed.
Whenever ballast operations are conducted, all operations are to be recorded in the Deck Log Book and the Ballast Record Book provided on board.
7.10. Engine and Boiler room precautions

7.10.1. Combustion equipment
Boiler tubes, uptakes, exhaust manifolds and combustion equipment require to be properly maintained in good condition as a precaution against funnel fires and sparks.
Flame screens fitted to the funnel exhaust openings shall be maintained in good condition. In the event of a funnel fire, or if sparks are emitted from the funnel in port, cargo
operations shall immediately be stopped and the terminal advised. At sea, the officer on watch on the bridge shall immediately alter the vessel course to prevent sparks
falling on to deck and advise the duty engineer of the emissions.
When flashing up a boiler or starting to burn gas, all purging operation shall be carried out as per the manufacturer’s instructions.
On steam turbine powered vessels once Finished with Engines has been rung and the propeller shaft is stopped, the main steam stop valves shall be closed. The Auto Spin
or Steam Blasting shall be switched off and the turning gear shall be engaged as soon as possible to prevent damage to the turbine rotors. The action of engaging the
turning gear will effectively trip the main turbine and therefore it is good practice to manually trip the main turbine before engaging the turning gear.
Upon the completion of loading or discharging the turning gear is not to be disengaged until the cargo arms are disconnected and cleared from the vessel. It is the
responsibility of the deck OOW to ensure this has been carried out before giving the engine room one hours’ notice of departure from the berth. This is to ensure no rotation
of the propeller will cause movement of the vessel along the berth with the arms still connected.
All plant affecting propulsion, steering, power generation and safety shall be maintained in good order. Where appropriate, stand by machinery shall be set in the stand by
condition.
Document: QA-033
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7.10.2. Blowing Boiler tubes

Funnel uptakes and boiler tubes are not to be blown in port.
Prior to soot blowing the engine room is to seek permission from the bridge. The navigating officer shall, if required, alter the vessel course to ensure soot will be blown
clear of the deck.
7.10.3. Flammable liquids

Flammable liquids or other volatile liquids for cleaning or other purpose are to be kept in closed, unbreakable and correctly labelled containers and in a suitable
compartment when not in use.
Direct skin contact with cleaning liquids is to be avoided. Cleaning liquids should preferably by non-flammable and non-toxic.
Safe working practices shall be followed when handling packaged flammable or other hazardous liquids.
7.10.4. Oil spillage and leakage

Oil spillage and leakage are to be avoided and the floor plates are to be kept clean. Any spillage shall be immediately cleaned in accordance with the procedure
documented on the Material Safety Data Sheet (MSDS).
7.10.5. Fuel and Lubrication oil

Fuel or lubricating oils can be ignited by contact with hot surfaces even in the absence of a flame or spark. Care is to be taken to ensure that fuel or lubricating oil does not
come into contact with hot surfaces. In the case of leakage causing oil to spray or fall on to a hot surface, the source of oil shall be immediately isolated and the leakage
repaired as soon as possible.
7.11. Galley precautions

The interpretation of this section may be subject to local regulations.
Galley stoves are not to be used when the Master considers that an undue hazard exists. Galley personnel are to be made aware of the potential dangers from galley
equipment and of the safeguards to be taken:
Flues and grease filters are to be cleaned at regular intervals,

Oily rags and fat are not to be allowed to accumulate in galleys or in their vicinity,
The trunking of extractor fans are to be kept clean,
Appropriate fire extinguisher equipment shall always be available in the galley.
While berthed, galley stoves and cooking appliances with non-immersed elements, such as electric hot-plates and toasters, may be used in galleys, pantries and
accommodation subject to the agreement of the Master and the terminal representative that no hazard exists.
All galley waste generated shall be handled in accordance with the Garbage Management Plan.
Any doors or ports opening directly onto or overlooking the deck are to be kept closed.
8. Operational Plans
8. OPERATIONAL PLANS
The normal routine operation of a Gas carrier is a continuous cycle as shown Figure 10, below.
The normal operations of cool down, loading, loaded voyage, discharging and ballast voyage constitute the normal trading of the vessel and are described in detail in
Chapter 9.
The operations of warming up, inerting, aeration, inerting and gassing up refer to pre-docking and post-docking operations are described in detail in this Manual.
Figure 10: GAS OPERATIONAL CYCLES
All the above operations require to be fully planned and properly executed for safe ship operations.
The purpose of developing operational plans, based on well-known parameters, is to evaluate the operation and to minimize the possibility of encountering unexpected and
critical operational situations. If unforeseen situations develop, the plan shall provide assistance to find alternative operational methods.
Documentation such as the Cargo Handling Manual provided by the shipbuilder, the SIGTTO guidelines for Liquefied Gas Handling Principles on Ships and in Terminals,
and any other available reference publications shall be consulted as necessary.
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The Chief Officer is responsible to the Master for preparing and maintaining operational plans in accordance with the Cargo Handling Manual and the equipment
manufacturer’s procedures. The Master is responsible for the approval of all such operational plans.
The operational procedures comprise the following:
1. Cargo Loading Operation Plan;

2. Cargo Discharging Operation Plan including Tank Stripping when required;
3. Heel Management
4. Tank Cool Down Operation Plan;
5. Cargo Tanks Warming up Operation Plan;
6. Inerting, Aeration and Gassing up Operation Plans;
7. Laden and Ballast Voyage Operation Plans;
8. Insulation spaces treatment.
The procedures listed above shall include the following items:
1. Routine operation sequences in detail, including valve details, sequences of operation, and the thereto related times.
2. Items for particular attention including safety, preparations, reporting, any special equipment or instructions required for and by the crew during the scheduled
operation.
3. Assignment of each crew member.
4. Designated primary and secondary duties and responsibilities for each crew member.
5. Emergency Operations including ESD operation, gas leakage, and / or uncontrolled venting.
6. Contingency planning for gas leakage and/or uncontrolled venting.
The operational procedures shall not conflict with the substance and purpose of this Manual, and must be available as a reference in the Cargo Control Room.
An Operational meeting should be held and recorded to discuss the plan for forthcoming Vessel operations. The minutes of the Operational Meetings shall be recorded
using, MRS-504B Onboard meetings - Operational Meetings.
On request a copy of the minutes shall be forwarded to the office for review and comment.
The Master shall approve each operation and shall monitor cargo operation planning and execution in order to identify areas for improvement and to implement corrective
actions, if and when required.
9. Normal Cycle of Cargo Operations

9. NORMAL CYCLE OF CARGO OPERATIONS
9.1. Requirements
It is extremely important that all cargo documents are checked for accuracy and are completed and signed as appropriate. Copies of all documents related to cargo
operations shall be sent to the Office, when requested addressed to the Marine Operations Department and one full set shall be retained on board.
Any unusual incident occurring during operations shall be immediately brought to the attention of the vessel operator.
9.2. Loading
9.2.1. Prior to Arrival at Load ports
Pre-arrival checks, including all items relating to safety, cargo and navigation that are required for use at or in the loading port, are to be completed carefully and in case any
item is found to be not working correctly appropriate action shall be taken to rectify the deficiency.
It is the responsibility of the Chief Officer to carry out the required checks and records shall be maintained for inspection. An entry shall be made in the formOPS-532 Daily
Cargo Log and Deck Log Book stating the time at which any such checks have been completed.
Any defects or deficiencies in the vessel’s navigation, safety and cargo handling equipment are to be reported to the Master.
9.2.2. Load port Documents

One full set of forms is required for each berth if loading takes place at more than one berth in the same port.
One full set of documents shall be retained on board, clearly identified by voyage and date, in case of future need.
9.3. Discharging
9.3.1. Prior to Arrival at Discharge ports
Pre-arrival checks, including all items relating to safety, cargo and navigation that are required for use at or in the discharging port, are to be completed carefully and in case
any item is found to be not working correctly appropriate action shall be taken to rectify the deficiency.
It is the responsibility of the Chief Officer to carry out the required checks and records shall be maintained for inspection. An entry shall be made in the formOPS-532 Daily
Cargo Log and Deck Log Book stating the time at which any such checks have been completed.
Any defects or deficiencies in the vessel’s navigation, safety and cargo handling equipment are to be reported to the Master.
9.3.2. Discharge documentation

Accurate records are to be kept of all discharging activities using the forms provided on board.
One full set of forms is required for each berth if discharging takes place at more than one berth in the same port. In addition copies of all terminal documents and
surveyors’ reports / protests shall be included.
Document: QA-033
Filing: QA
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9.4. Gas Management (Vapor Control Functions)

9.4.1. Tank Pressure Control during Loaded Passage
Maintain the tank pressure within the permissible range and design limits.
Adjust fuel gas burning so that tank pressure on arrival at the discharge terminal is the same as after loading completion, unless otherwise instructed by the charterer.
Maintain or adjust cargo temperature as required in order to meet terminal’s or charterers instructions.
Methods to Control Tank Pressure
We control tank pressure by:
Alter course to smooth vessel’s movement

Using boil-off as propulsion fuel through LD compressors
Using reliquefaction, If applicable
If TFDEs or XDF ships, burning boil off in GCU
If Steam ships, steam dumping
Increase rpm (if you are not on NCR) by starting another D/G in TFDEs or increase boiler consumption in steam vessels
9.4.2. Tank Pressure Control during Ballast Passage

During a ballast voyage, the cargo tank pressure can reach an uncontrolled level in case we face bad weather.
Preventive measures:
Transfer heel in one cargo tank

Increase rpm (if you are not on NCR) by starting another D/G in TFDEs or increase boiler consumption in steam vessels
Methods to Control Tank Pressure
We control tank pressure by:
Alter course to smooth vessel’s movement

Using boil-off as propulsion fuel through LD compressors
Using reliquefaction, If applicable
If TFDEs or XDF ships, burning boil off in GCU
If Steam ships, steam dumping
The technical aspects of the Gas Management are included in Chapter 17.16 Gas Management / GAS Handling systems of the Engine Manual.
9.5. Critical Operations

All cargo operations involve particular hazards and therefore all related cargo handling operations shall be treated as critical operations. By following the
procedures documented in this chapter identified risks and hazards can be eliminated or reduced to within acceptable limits.
Periodical risk assessment of these procedures shall be undertaken to ensure that the documented procedures remain up to date.
9.6. Familiarisation and training

9.6.1. Familiarisation
The company shall ensure that responsible deck officers are familiarised with their vessel as part of the briefing procedures carried out in the office prior to joining a ship.
This familiarisation shall include details of the construction of the vessel and any limitations imposed on operational performance and capabilities by the tank layout or other
cargo handling systems or equipment.
The Master shall be advised of any outstanding defects or maintenance requirements and the status of corrective actions.
Specific on board familiarisation for responsible officers shall be carried out as part of the handover procedures when boarding the ship.
The Master is responsible for ensuring that on board familiarisation with the ship and its operating procedures is carried out and that additional “on the job” training is given,
as required.
The Master shall ensure that responsible officers are given training in operating procedures and limitations of the ship to enhance overall awareness and efficiency.
9.6.2. Training
The Master and Chief Officer shall actively train junior deck officers in cargo operation procedures.
Training in cargo operations shall include the following as a minimum:
Regulations and industry publications relating to cargo operations

Cargo planning procedures
Cargo hazards
Heel Management
Stability and stress monitoring
Cargo documentation and statutory records
Ballast handling procedures
Operation of cargo handling equipment, including pumps, lines valves
Use and testing of cargo operation safety devices including ESDS procedures
Inert Gas operation
Cargo tank venting arrangements
Purging and gas freeing
Enclosed Space entry procedures
Document: QA-033
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Gas detection, use and calibration of fixed and portable instruments
Training shall take place during operations and during programmed training sessions where full use of training aids, such as the Seagull Computer Based Training modules,
can be effectively used.
Records of training shall be maintained and an evaluation of the response to training given shall be used as part of the evaluation of each officer in their Crew Appraisals.
9.7. Reference Documents

Reference shall be made to the following industry publications and company manuals for further guidance and clarification of company operating requirements:
INTERNATIONAL SAFETY GUIDE FOR OIL TANKERS AND TERMINALS (ISGOTT)

LIQUEFIED GAS HANDLING PRINCIPLES ON SHIPS AND IN TERMINALS (SIGTTO)
SHIP TO SHIP TRANSFER GUIDE FOR PETROLEUM, CHEMICALS AND LIQUEFIED GASES, 2013
LNG OPERATIONAL PRACTICE (SIGTTO)
TANKER SAFETY GUIDE – LIQUEFIED GAS
EFFECTIVE MOORING
OCIMF MOORING EQUIPMENT GUIDELINES
CODE OF SAFE WORKING PRACTICE FOR MERCHANT SEAMEN
CARGO AND BALLAST OPERATIONS MANUAL (TMS)
9.8. Voyage orders

Voyage orders will be sent to the Master by e-mail. These orders shall contain all required commercial and cargo information for the Master with respect to loading /
discharging instructions. These will include any tank preparations, local requirements and other details necessary for the performance of the voyage and care of the
nominated cargo.
The Master, with the Chief Officer, is responsible for ensuring that the vessel can comply with these requirements and to present the ship at the load port, ready in all
respects, to perform the voyage.
9.9. Cargo Loading and Discharging plans

The Chief Officer shall prepare a comprehensive loading or discharging plan for each operation for thoroughly discussion and reference. This plan must contain clear
instructions to the officers on the sequences and procedures to be followed during cargo operations and the as minimum is defined using form, OPS-505 Loading Forms or
OPS-506 Discharging Forms (LNGMemb). On arrival at the terminal this plan may be amended to take into account any special terminal or local requirements, but in
general, it will provide the basis of the programme of activities associated with the cargo operation.
The plan shall also include instructions and precautions for the avoidance of incidents.
The Chief Officer shall ensure that the plan takes into consideration any operational limitations caused by the vessels construction/type and environmental factors such as
tides, depth restrictions, and weather.
All involved and listed officers shall sign the cargo plan after they have read and understood its contents.
The cargo loading / discharging plans in editable format and the arrival and departure conditions from stability program in .pdf, should be forwarded to Marine Operations
Department for review at least two (2) days before the cargo operations.
The final cargo loading / discharging plan including Office comments to be acknowledged by all responsible personnel.
9.10. Information Required by the Vessel

9.10.1. Before Loading
For loading operations, all terminals shall make available, either prior to, or upon arrival, the following information to the Master:
Cargo specifications and the preferred sequence of loading. Rump up and rump down sequence.
Material Safety Data Sheets (MSDS) Nominated quantities.
Compatibility study and Mooring Analysis. Maximum shore loading rates.
Minimum depth of water available at berth.
Any exceptional or particular requirements, which may involve the vessel.
De-ballast sequence to maintain required draft and trim requirements (if applicable).
Engine mode (i.e. gas only, dual, fuel only)
On arrival at the berth, further detailed information regarding operational requirements, emergency procedures and terminal facilities shall be discussed with the terminal
representative during the pre-transfer conference.
9.10.2. Before Discharging

For discharging operations, all terminals shall make available, either prior to or upon arrival, the following information to the Master:
Rump up and rump down sequence.

Maximum shore receiving rate and /or line pressures.
Compatibility study and Mooring Analysis.
Minimum depth of water available at berth.
Any exceptional or particular requirements, which may involve the vessel.
Ballast sequence to maintain required draft and trim requirements (if applicable).
Engine mode (i.e. gas only, dual, fuel only)
On arrival at the berth, further detailed information regarding operational requirements, emergency procedures and terminal facilities shall be discussed with the terminal
representative during the pre-transfer conference.
9.11. Information Required by the Terminal

9.11.1. Before Loading
Document: QA-033
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Before cargo loading operations commence, the responsible officer shall have available the following information, where required:
Pre-arrival Cargo equipment test confirmation.

Cargo tank pressure and temperatures.
Cargo tanks cooldown requirements.
Maximum acceptable loading and topping off rates.
The preferred sequence for loading and Rump up and rump down sequence.
Cargo lines cooling down procedures.
Manifold/Cargo lines purging and draining procedures
9.11.2. Before Discharging

Before cargo discharging operations commence, the responsible officer shall inform the terminal representative of the general arrangement of the cargo, ballast and bunker
tanks and shall also have available the following information:
Pre-arrival Cargo equipment test confirmation. Maximum discharging rates.
Cargo tank temperatures and pressures.

The preferred sequence for discharging and Rump up and Rump down sequence.
Cargo lines cooling down procedures.
Manifold/Cargo lines purging and draining procedures.
Rump up and rump down sequence.
9.12. Pre-transfer Conference

Prior to the commencement of any cargo operation between the ship and a terminal or to or from another vessel it is important that a pre-transfer conference takes place
between the Master, Chief Engineer, Chief Officer and a representative from the terminal or other vessel involved in the operation, in order to ensure that operations are
performed in an agreed manner.
At the pre-transfer conference the Chief Officer and the terminal representative will discuss the cargo plan and agree on the proposed cargo operations including any
planned stoppages or restrictions, which the terminal may impose on the ship.
The Chief Officer shall maintain records of this meeting using form,OPS-503 Pre-Transfer Conference Checklist , and shall maintain copies on file.
Where programmed delays are expected the Chief Officer shall seek to have these restrictions or stoppages given in writing by the terminal. If no confirmation of restrictions
or stoppages is given then a Letter of Protest shall be issued.
The Chief Officer shall establish any limiting environmental factor which may affect the progress of the planned operations, such as:
Limiting wind speeds and /or directions for stopping cargo

Limiting wind speeds and /or directions for disconnection of arms
Electrical storms or thunderstorms
The Chief Officer and the terminal representative must jointly complete the form,OPS-501 Ship-Shore Safety Check List, or equivalent, if provided by the terminal during
the pre-transfer conference.
Upon completion of the pre-transfer conference the Chief Officer shall make a log book entry that the “Pre-transfer conference has been completed and that transfer
procedures and restrictions have been agreed, and the Ship Shore Safety Checklist has been jointly signed”
9.13. Emergency Contact lists

The Master shall ensure that prior to arrival at any port where a cargo and / or bunker transfer is to take place a contact list has been prepared detailing the name, function
and contact details of the local agencies available or contracted for oil spill and emergency response.
The Chief Officer shall ensure that the contact list for the port is displayed in the Cargo Control Room and shall update this list with the inclusion of any other emergency
contacts required by the terminal.
9.14. Cargo Measurement

9.14.1. Accuracy
Measuring procedures are required to accurately determine the quantity of cargo loaded on, or discharged from, a vessel. Calculation of all cargo quantities contained in the
cargo tanks at the load port before and after loading, and at the discharge port before and after discharge shall be recorded.
The measurement of cargo quantities on board is very important and great care shall be taken to ensure that the final figures are accurate. It is therefore very important that
well documented cargo figures and calculations are made and filed on board.
9.14.2. Responsibilities
The Master and Chief Officer are responsible for the correct measurement of cargoes loaded on board, and for the discharge of the agreed quantity of cargo, taking into
account the agreed quantity of heel (to assist process the company form, OPS-538 Voyage Cargo Management, shall be used during heel calculations).
9.14.3. Measuring procedures

All shipboard inspections and measurements are to be made jointly by the Chief Officer and the terminal representative.
All gauging will be carried out using the certified Custody Transfer Measurement System (CTMS) and records of the levels and temperatures taken during the gauging shall
be recorded.
At the same time as the Custody Transfer Measurement System is being used for gauging a check of the level using the secondary gauging system shall be taken for
comparison purposes and in the event of a failure of the a primary gauging component of the Custody Transfer Measurement System the secondary gauges shall be used
for final calculations.
9.14.4. Measurement tables
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All ships are provided with certified Calibration Tables for all cargo tanks.. These tables contain the volumes for a standard temperature (ambient) and therefore there are
additional corrections to be applied due to the changing volume of the tank at low temperatures.
9.14.5. Calculation procedure

All cargo calculations are based on the temperature and pressure of the cargo.
The observed ullages shall be corrected for applicable trim and list corrections. The correction is applied only when the liquid level is sufficient to cover the lowest level of
the gauging system.
The total volumes of cargo and saturated vapour shall be taken from the certified ullage tables on board and shall be recorded. By applying the necessary correction factors
for temperature the total volume of liquid and saturated vapour can be calculated.
LNG quantities are usually reported in Cubic Metres at -163'C. The conversion of net cargo volume to metric tonnes is required for deadweight calculation. Both the cargo
volume and weight must be reported at load and discharge ports.
9.14.6. Calculation Records

All calculations shall be properly recorded in Company documents and copies shall be retained on file.
9.15. Watch Keeping in Port

All port operations involve particular risks and hazards and therefore watch keeping standards shall be set to monitor all related port activities and operations and shall be
treated as critical operations. By following the procedures documented in this chapter identified hazards can be eliminated or reduced to within acceptable limits. Periodical
risk assessment of these procedures shall be undertaken to ensure that the documented procedures remain up to date.
9.16. Watch Keeping

The function of the deck watch is to prevent hazardous situations or security related incidents from developing by prompt communication with the responsible officer and, where applicable, with terminal authorities.
Where possible, one seaman shall be assigned to be at the manifold area at all times so that immediate and effective communication can be made to and from the shore in cases of emergency.
Under instruction from the Chief Officer, watch keeping duties shall be arranged in accordance with the following guidelines:
9.17. Deck officers

9.17.1. Responsibility
All deck officers, when on duty on deck, are responsible to the Chief Officer for the monitoring and control of cargo operations and security of the vessel and for the routine
inspections of the cargo and cargo deck areas. They shall comply fully with the Chief Officers Standing Orders and any additional instructions, which may be given during
the course of their duties.
9.17.2. Cargo Operations

All cargo operations must be personally supervised by an Officer who is fully conversant with the cargo and ballast pipeline, valve systems and gas ventilation systems.
All deck officers, including the Cargo (Gas) Engineer, when keeping watches during cargo operations, shall comply with the Chief Officers Standing Orders and in addition
shall ensure compliance with any special requirements or restrictions imposed by the Terminal. The Officer of the Watch shall assist the Chief Officer in the cargo control
room and / or on deck, as required, to monitor the planned operation.
The Officer of the Watch and Cargo (Gas) Engineer shall be fully familiar with the planned cargo operations and be able to carry out the plan during the absence of the
Chief Officer during his rest periods.
The Officer of the Watch shall ensure that the persons assigned to keep watches on deck are capable of performing their duties and have been advised of any special
requirements and shall supervise and instruct them during the watch.
During any de-ballasting operations the surface of the water around the vessel shall be frequently checked throughout to ensure that the oil-tight integrity of the vessel is not
affected. When checking the vessel the Officer of the Watch shall maintain constant communications with the Chief Officer and the deck crew by means of portable radios.
9.17.3. Vessel Safety and Security

The Officer of the Watch shall arrange for the gangway to be supervised at all times and shall arrange for a check of the identity of all persons boarding and to ensure that
the Visitors Log is properly completed. The Officer of the Watch shall be made aware of, and shall understand his responsibilities for the security level in force on board at
the time. The Officer of the Watch shall explain any special safety and security requirements to any visitor and shall arrange, where necessary, for them to be escorted to
the Cargo Control Room or other person to whom they require to see. Visitors who do not carry their own safety helmets shall be provided with one. If any person attempts
to board the vessel without permission from the Master access must be denied and any assistance required to prevent entry must be summoned.
If during the watch the Officer of the Watch observes any actions, incidents or breaches of safety or security procedures which affect the safety or security of the vessel, its
crew, cargo or the environment he shall immediately inform the Chief Officer and shall take whatever actions are required to restore the normal operations of the vessel as
soon as possible.
The Officer of the Watch shall remain alert at all times to the operational requirements of the vessel and if in doubt shall notify the Chief Officer.
9.17.4. Under Keel Clearance (UKC)

The Master shall establish, through the local agents, prior to arrival, the required under keel clearance requirements of the terminal and ensure that, where different, from
the company requirement, the greater value is maintained.
The Officer of the Watch shall monitor the draft of the vessel against the available depth of water at the berth or terminal at regular intervals to ensure that the minimum
required under keel clearance required by the terminal is maintained. Where no terminal requirement is declared a minimum company under keel clearance shall be
maintained at all stages of the operation having due regard to list and trim.
When loading or discharging in open water berths which are affected by tidal changes or the effects of sea and swell the Officer of the Watch shall maintain extra vigilance
to ensure that the vessel maintains the company required minimum clearance and remains afloat at all stages of the operation.
It has to be noted that information on UKC is also obtained through the Compatibility Study of each vessel.
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9.17.5. Routine checks

The Officer of the Watch shall maintain a regular check of the vessel, in accordance with the time intervals declared on the Ship/Shore Safety Checklist, to ensure
continued compliance with the Ship / Shore Safety Checklist. Any breach in the requirements shall be immediately rectified and the Chief Officer shall be immediately
informed.
The Officer of the Watch shall maintain a regular check of the liquid and vapour headers and spray piping for possible leakage. Any leakage found shall be reported to the
Chief Officer and immediate steps shall be implemented to repair the problem, temporarily, if required.
All manifolds not in use, including offshore manifolds, must be checked for frosting to ensure both the manifold valves and manifold blank flanges are tight.
The Officer of the Watch shall maintain regular Fire Patrols around the vessels’ accommodation, storerooms and service spaces. In addition he shall maintain a security
patrol around the vessel at irregular intervals in accordance with the requirements of the security plan, as determined relevant by the Master and Chief Officer.
The Officer of the Watch shall monitor the weather conditions and shall record the weather in the log book at the end of his watch. In the event that the weather is forecast
to deteriorate or is deteriorating without being forecasted the Officer of the Watch shall inform the Chief Officer and shall record the changes in the weather at more frequent
intervals in the Port Log.
Besides the above, if the vessel is moored at a dock near which other vessels are passing, then the interaction effects between the vessel sailing and the moored vessel
must be observed. In these cases, attraction/ repulsion forces appear between the moving vessel and the moored vessel. The attraction and repulsion forces acting on the
bow and the stern of the moving vessel, force the moored vessel to move from the bow to the stern, possibly resulting in the mooring ropes being broken having
unpredictable consequences. Hence, in such cases all appropriate measures must be taken, such as engine readiness, manning the winches, deck watch enhancement and
readiness of the competent loading/ discharging/ bunkering Officers so that they interrupt any loading/ discharging/ bunkering operations if needed.
Upon completion of his assigned duties the Officer of the Watch, when relieved, shall perform a final check around the vessel and shall complete the watch entries in the
Deck Log Book. The final entry prior to signing shall be “Rounds Correct”.
9.17.6. Emergency Shutdown System (ESD)
The Officer of the Watch and Cargo (Gas) Engineer shall be aware of all locations from which cargo loading or discharging operations can be stopped immediately in an
emergency. In the event of an emergency he shall not hesitate and shall stop operations immediately through the emergency shutdown procedure.
9.18. Cargo Area Operational & Safety Precautions

9.18.1. Safety precautions (Fire Fighting and Anti-Pollution equipment)
Firefighting and anti-pollution equipment on board shall be correctly positioned and ready for immediate use during cargo operations.
Additionally vessel’s anti-pollution equipment and absorbent materials shall be correctly placed ready for immediate use, if bunkering is planned.
Fire mains shall be pressurized to provide the manifold water curtain. Both ship and shore shall ensure that fire main systems can be connected efficiently by means of the
International Ship/Shore connection or alternative arrangements.
9.18.1.1 Cargo Manifold Area and Shore Gangway
Following is the company standard list of arrangements particular to the specific area:
• Dry Powder Monitor Gun shall be set ready to cover the manifold platform
• Cryogenic PPE (refer to form, MRS-820 PPE Matrix)
• Fire Hoses (one at each end)
• Portable DP Fire Extinguishers (one at each end)
• Fresh Water Hose
• Nitrogen Hose
• Gangway Stand with warning signs and additional “Visitors PPE”
• Lifebuoy with self-ignition light & line (if applicable)
• Fire Plan
Fire equipment shall not be taken from fire stations but additional hoses, nozzles and extinguishers shall be designated specifically for this purpose, in addition to the
existing safety requirements.
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9.18.2. Cargo Manifolds – Restricted Access (RA)
The manifold area on Gas vessels is defined by the area of the manifold drip tray and is designated as a“Restricted Access Area” during the period when there is liquid
present at the manifold.
Once all post-connection tests have been completed the “Restricted Access Area” must be clearly cordoned off using tape / chains / ropes or similar which are easily
detached for the purpose of emergency access or egress. The restricted areas must be clearly marked with placards / signs (Restricted Area) during the time when the
restriction is in place (see below photo).
Only designated pre-determined ship or shore personnel shall be allowed access during the restricted period.
Should ship or shore personnel require access to the manifold for critical safety reasons during the restricted period, access to and egress from the Restricted Area must be
reported to the Cargo Control Room and be authorized.
The time spent in the ‘Restricted Access’ area to carry out the designated dutymust be kept to an absolute minimum.
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Personnel entering the restricted area shall wear full personal protective equipment expected for working on the cargo deck with the additional precaution of a helmet with
full face visor.
Ship/shore pre-discharge meetings shall include an explanation of the“Restricted Access Area” policy.
9.19. Log books

9.19.1. Port Log book
The Officer of the Watch is responsible for maintaining a full and accurate record of all operations and significant occurrences during the watch in the Port Log Book. This
will enable the port operation to be reconstructed at a later date in the event additional information is required.
The following entries are required to be made:
Time of all fast and posting of safe access

Time of Finish with Engine
Pre Transfer Conference opening and closing
Completion of safety checks
Times of commencing and completing hose/arm connections and disconnections
Times of commencing and completing gauging and calculations
Time of shore arm’s cool down
Time of ESD tests (warm/cold)
Time of starting / stopping loading and discharging operations, identifying tanks and pumps
Time of ramp up / down
Draining or topping off of cargo tanks
Time of ballast sample taken
Times of commencing ballasting and de-ballasting, whether by gravity or pump, and the opening and closing of ballast tanks
Times of verification/repeat checks of the Ship / Shore Safety Checklist.
During cargo operations the loading or discharging rate and quantities on board at hourly intervals.
Times of bunkering operations and quantities received.
Times of loading stores and spare parts.
Times and names of visitors boarding for inspections, such as port state, coastguard or oil major inspectors.
Any other relevant items which require to be recorded.
When completing the watch the relieved officer shall transfer the primary details from the Port Log Book to the Deck Log Book before retiring.
9.19.2. Cargo Operation Order Book
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The Chief Officer is to maintain a CARGO OPERATION ORDER BOOK at port or at sea as per required, for the purposes of passing additional information to the duty
officers at any given time.
The completion of CARGO OPERATION ORDER BOOK by a junior officer is forbidden, unless under direct dictation from the Chief Officer, who is to immediately sign
these orders.
The following orders should be included but not limited:
Specific requirements for tank level/tank pressure monitoring

Adjust trim & list within following maximum range (As per Cargo Plan)
Monitoring Weather condition
Frequently monitoring Mooring Line FWD/AFT and Vessel position
Hourly report terminal as per their request (Loading Rate/Loaded quantity/Balance quantity to final /Pressure…)
Fill out all articles and relevant check list
Monitoring HD/LD Compressors, Vaporiser…
Ballasting or De-ballasting as per plan
Before taking over the watch, officer shall sign the appropriate entry to signify that he has thoroughly understood any additional instructions.
9.20. Deck Ratings

Deck ratings when performing watch keeping duties on deck during port and cargo operations shall assist the Officer of the Watch in the performance of his duties.
Deck ratings assigned to a gangway watch shall be fully briefed as to the current security level on board and any special requirements for access control. Any deviation from
normal practice or procedure shall be reported in the first instance to the Officer of the Watch, or the Chief Officer, if he is unavailable.
Duty watch keepers shall remain alert at all times to the operational requirements of the vessel and if in doubt shall notify the Duty Officer.
9.21. Reserved
9.22. Ship / Shore Safety Check List
The correct completion and monitoring of the requirements of the Ship / Shore Safety Check List shall be treated as a critical operation. By following the
9.23. Requirements
No cargo transfer shall be permitted to take place to or from a company managed vessel without a Ship/Shore Safety Check List being completed and the requirements
being complied with at all times throughout the operation.
9.23.1. Completion of Check list

The responsible officer, normally the Chief Officer, and the terminal representative must jointly complete the form, OPS-501 Ship-Shore Safety Check List, during the pre-
transfer conference. All sections shall be fully completed, including those items marked “A” where additional information is required, such as, details of any weather
conditions which may lead to a suspension of operations.
At terminals where a Ship / Shore Safety Check List is not presented during the pre-transfer conference the vessel shall initiate the procedure and shall try to fully complete
it with terminal co-operation. Under no circumstances is it permitted for a cargo transfer to be undertaken in a terminal without the vessel complying with, at a minimum, the
shipboard requirements.
9.23.2. Monitoring Compliance

It is the duty of the responsible officer to ensure that the terms of the Ship / Shore Safety Check List are complied with at all times whilst the vessel is in operation.
Several items on the check list are marked with“R”. This indicates that these particular items shall be re-checked at regular intervals throughout the operation. The period
of checking, not to exceed four hours, shall be correctly entered in the final declaration on the check list. It is of paramount importance that these re-checks are completed
at the defined regular intervals and that an entry is made in the Port Log with the time and a note “Safety Checklist verified”.
9.23.3. Changeover of the Watch

Whenever the person in charge of the operation changes the person taking over the responsibility shall sign the Ship/Shore Safety Check List after verifying that all is in
order and shall arrange to endorse the shore copy for the change.
9.24. Check list Compliance

The following paragraphs give guidance for officers on certain aspects of the Ship/Shore Safety Check List, which are considered paramount and shall be frequently
checked by the watchkeepers on deck to ensure continued compliance, as applicable, in addition to the periodic checks required under 8.2.2 above.
9.24.1. Is the agreed Ship / Shore communication system operatine?
Communication shall be maintained in the most efficient way between the responsible officer on duty on board the ship and the responsible person on duty on the shore.
The selected system of communication, together with the necessary information on telephone numbers or VHF channels to be used shall be recorded on the loading /
discharging plans or be posted in the Cargo Control Room.
Where a fixed VHF unit is provided in the Cargo Control Room (CCR) for communicating with the shore it shall be switched to “LOW” power (1 Watt or less) prior to
completion of mooring at a terminal and are switched back to “HIGH” power at the commencement of unmooring prior to departure.
{E.g. displayed in the vicinity: “Set VHF on low power (1 Watt or less) during cargo operations”} The volume levels shall be properly set to ensure all radio traffic is clearly
audible.
VHF/UHF transceivers shall be of the intrinsically safe type and approved by a competent authority. They shall only be operated on designated frequencies for ship
operations. Ship/shore telephones shall comply with the requirements for explosion-proof construction, except when placed in a safe place in the accommodation.
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Whenever possible, telephone cables shall be routed outside the hazardous zone.
9.24.2. Are Emergency Towing Wires properly correctly positioned?
An emergency shutdown procedure must be agreed between the terminal and the ship. The agreement shall identify the equipment and signals to be employed and when
they shall be used. This information shall be recorded on the loading / discharging plans or be posted in the Cargo Control Room.
9.24.3. Are Cargo and Bunker hoses/arms in good condition, properly rigged and appropriate for service intendent?
9.24.3.1. Connections
Flange connections must be made with equipment that conforms to the SIGTTO Manifold Recommendations. Bolted connections for bunker hoses shall be made evenly to
avoid over tightening and leakage. A nut and bolt shall be placed in every hole. The use of G. Clamps is not permitted. Reducers for bunker connections shall be made of
steel and fitted with flanges conforming to BS 1560/ANSI B16 or equivalent.
Drain valves and sampling points shall be fitted with either two valves or a single valve with a capped end.
9.24.3.2. Cargo Hoses
It is responsibility of the STS provider to provide hoses, which shall be in good condition. Hoses shall be pressure tested to manufacturers' recommendations at yearly
intervals, and the date of such testing shall be marked on the hose. The Master shall reject hoses, which he considers to be defective.
9.24.3.3. Metal Cargo Arms (CHIKSANS)
Metal cargo arms have a design-operating envelope that takes into account the effect of rising and fall due to tide, change of draft, and for limited ranging along the jetty. It
is important that personnel directly involved in cargo transfer understand the limits of this operation.
Such arms are counterbalanced so that only the weight of the liquid in the arm is placed on the manifold. In some instances, particularly with large arms, it may be
necessary to provide a jack to avoid overstressing the ship's manifold. This is the responsibility of the Terminal, and the responsible deck officer must direct any concerns
for their attention.
9.24.4. Is the Ship ready to move Under its Own Power?

The ship shall always be able to move under its own power at short notice, unless permission to immobilise the ship has been granted by the Harbour Master and/or the
Terminal Authorities.
9.24.5. Is the agreed Ship / Shore communication system operative?

Communication shall be maintained in the most efficient way between the responsible officer on duty on board the ship and the responsible person on duty on the shore.
The selected system of communication together with the necessary information on telephone numbers or VHF channels to be used shall be recorded on the loading /
discharging plans or be clearly posted in the Cargo Control Room.
Where a fixed VHF unit is provided in the Cargo Control Room (CCR) for communicating with the shore it shall be switched to“LOW” power (1 Watt or less) prior to
completion of mooring at a terminal and are switched back to “HIGH” power at the commencement of unmooring prior to departure.
{E.g. displayed in vicinity: “Set VHF on low power (1 Watt or less) during cargo operations”}
The volume levels shall be properly set to ensure all radio traffic is clearly audible.
VHF/UHF transceivers shall be of the intrinsically safe type and approved by a competent authority. They shall only be operated on designated frequencies for ship
operations. Ship/shore telephones shall comply with the requirements for explosion proof construction, except when placed in a safe place in the accommodation.
Whenever possible, telephone cables shall be routed outside the hazardous zone.
9.24.6. Has the Emergency Shutdown procedure been agreed?

An emergency shutdown procedure must be agreed between the terminal and the ship. The agreement shall identify the equipment and signals to be employed and when
they shall be used. This information shall be recorded on the loading / discharging plans or be clearly posted in the Cargo Control Room.
9.24.7. Are Scuppers effectively plugged and drip trays in position, both on board and ashore?
Before cargo or bunkering operations commence, all deck scuppers must be effectively plugged to prevent any leakage of oil or contaminated water/fluid escaping into the
water. Accumulations of clean water may be drained periodically, and any plugs must be replaced immediately after the water has run off. For this reason, a screw fitted
type scupper plug is fitted as opposed to a cemented plug seal.
Any scupper plug opened for water drainage shall never be left unattended while draining takes place.
The water-tightness of the scuppers shall be verified at regular intervals throughout operations and any suspected leakage shall be reported to the Chief Officer and shall be
rectified as soon as possible. Failure to do so may allow spilled or leaked oil to seep past the seal and into the water.
Additional to deck scuppers, the cargo manifold platform drains (cargo and fuel) shall be positively closed. At the occasion of bunkering only, the cargo “drain swinging
head” shall be swung inboard during the bunkering only.
9.24.8. Are Unused cargo and bunker connections properly secured with blank flanges fully bolted?
The tightness of valves shall not be relied upon to prevent accidental seepage of cargo or bunkers. Unused cargo and bunker line connections shall be closed and blanked.
Blank flanges of sufficient thickness to comply with OCIMF/SIGTTO standards shall be properly secured, fully bolted, and other types of fittings, if used, properly secured.
Pipeline sample connections fitted to bunker manifold connections shall be positively secured to prevent leakage except when being used for continuous sampling
purposes. If the sample connection is fitted with a single valve the end of the sample pipe shall be either plugged or fitted with an oil tight cap to prevent any leakage.
9.24.9. Are all External doors and ports in the accommodation closed?
All external doors, windows and portholes shall be closed during cargo operations. These doors shall be clearly marked with this instruction but at no time shall they be
locked. Doors may be opened for short periods to allow for transfers of stores or spares.
9.24.10. Are Air-conditioning intakes, which may permit the entry of cargo vapours closed?
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Air conditioning and ventilator intakes, which are likely to draw in air/vapours from the cargo area, shall be closed, however it is important that the accommodation block
shall be maintained under positive pressure and therefore partial recirculation is permitted to counter sanitary and galley exhaust ventilation. Vessels fitted with additional
air-conditioning units for the wheelhouse shall shut down the system during port operations.
9.24.11. Are Smoking regulations being observed?

Smoking shall be restricted on board whilst in port and the Master must designate smoking areas in consultation with the terminal operator. No smoking is allowed on the
jetty and the adjacent area except in designated buildings and areas specified by the terminal operator in consultation with the Master. The approved smoking areas must
be clearly identified on board and proper notices shall be displayed. The doors to any designated smoking room shall be fitted with a fully operational self-closing device and
at no time shall any such doors be secured in the open position.
9.24.12. Are sufficient personnel on board and ashore to deal with an emergency?
At all times during the vessels stay at the terminal the Master must ensure that sufficient personnel will remain on board the ship to deal with normal operational matters and
to respond in an emergency. Deck watches shall include sufficient ratings for all the normal operations of gangway, moorings, cargo valves and cargo measurements, with
the further possibility to call on reserves if required for emergency situations. For further details please see Cargo and Ballast Manual Ch.3.8 Watch Composition in Port.
9.25. SIGTTO
The SIGTTO publication “Liquefied Gas Handling Principles” contains additional advice on the completion of the Ship/ Shore Safety Checklist and all officers involved in the
cargo transfer shall be aware of these requirements.
9.26. Pre Arrival Safety checks

The correct completion of ALL required pre-arrival safety checks shall be treated as a critical operation. By following the procedures documented in this chapter identified risks and hazards can be eliminated or
reduced to within acceptable limits.
9.27. Critical Equipment

The equipment identified in company approved list is deemed critical to the successful performance of safe ship operations as the failure of any of this equipment will pose
additional hazards during cargo operations. In this respect the testing of this equipment prior to arrival in port will give an opportunity for either repairs to be carried out or for
contingency procedures to be put in place to eliminate or reduce the hazards to within acceptable limits.
9.28. Requirements
Prior to arrival at any port where cargo operations are to take place the Chief Officer is responsible for the checking and testing of all items of fixed and portable equipment
and safety systems which are to be used, or may be used during the expected operation.
By checking and testing the safety systems prior to arrival the vessel can ensure that all reasonable precautions are taken to allow the operation to proceed safely having
due regard to the safety and environmental protection aspects of the company policy.
9.29. Prior to Arrival at Load port

Prior to arrival at the loading port the Chief Officer is responsible for checking and testing all items of equipment and safety systems which are to be used, or may be used
during the operation.
To assist and in order to maintain a record of such testing the Chief Officer shall complete the pre-arrival checklist,OPS-502 Deck Pre-arrival Checklist.
It is essential that all listed items are checked and tested, where necessary, to ensure that the operation will proceed, as planned. Any item that is not applicable shall be
clearly marked “N/A”.
A record of the completion of the checklist and any deficiencies is to be made in the Deck Log Book.
9.30. Prior to Arrival at Discharge port

Prior to arrival at the discharging port the Chief Officer is responsible for checking and testing all items of equipment and safety systems which are to be used, or may be
used during the operation.
To assist and in order to maintain a record of such testing the Chief Officer shall complete the pre-arrival checklist,OPS-502 Deck Pre-arrival Checklist.
It is essential that all listed items are checked and tested, where necessary, to ensure that the operation will proceed, as planned. Any item that is not applicable shall be
clearly marked “N/A”.
A record of the completion of the checklist and any deficiencies is to be made in the Deck Log Book.
9.31. Loading computer

Prior to arrival at any port for cargo operations the loading computer shall be checked for operation and for preparing the cargo plans. Every three months the Chief Officer
shall perform a test of the loading computer by inputting the test loading conditions and checking the results against the class approved cases. Annual same shall be done
in the presence of attending class surveyor. Records of testing shall be stamped, verified and maintained on file.
A copy of the certificate for the loading computer shall be posted near the certified loading computer.
9.32. Emergency Shut Down System (ESDS)

All Gas Carriers are fitted with an emergency shutdown system (ESDS) which, when activated, will stop the cargo operations simultaneously from a single activation point
on board or ashore. Manual activation points are located strategically on deck and at the cargo manifolds, in the compressor house and motor room, and the cargo control
room. Fusible plugs are normally fitted at the tank domes.
Before any cargo operation, the system shall be properly tested to ensure that in the event of an emergency arising the cargo operation can be immediately stopped to
prevent a major incident developing. During this testing, the timing of the manifold ESD Valves shall be recorded and be verified to close within a maximum time of 30
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seconds.
The ship’s ESD system is active at all times, whether at sea or in port. When at sea all manifold and tank filing valves are held in the shut position and the cargo and spray
pumps are held in the off position. The LD compressors may be operated as normal but will stop if an ESD is initiated. An ESD 1 will be activated on board the ship and an
ESD 2 will be activated by the shore. In the case of anESD 2, a dry break of the cargo arms will be activated. Typically theESD2 is operated if the ship moves 1 meter
forward or aft of the position when berthed and would risk damage on the hard arms. Also, if there is a threat of danger, such as a fire at the terminal that may affect the ship
or an out of control fire on the ship that may affect the terminal, the ESD2 is likely to be initiated.
The systems are interconnected through the ship/shore link. Both systems will be tested before any cargo operation.
The testing of the ESD system shall be recorded on form,OPS-531 ESD Alarm Tests.
The IGC Code requires remote operated, emergency shut-down (ESD) valves to close liquid and vapor transfer valves to prevent outflows of liquid and vapor and isolate the ship for the shore in the case of an
emergency. This should be automatic in the event of a fire. They must be of the fail close (close on loss of power) type. Besides, they must operate from fully open to fully closed under all service conditions and in
the minimum time consistent with the avoidance of excessive pressure surges in the attached piping, both on the ship and the shore loading system.
Shipboard contingency drills and instruction regarding the ESD system is essential.
9.33. Gauging systems – Custody Transfer Measurement System (CTMS)

The fixed gauging system of a Gas Carrier is classed as a Custody Transfer Measurement System (CTMS) and as such is regularly calibrated to maintain its accuracy.
The cargo tank gauging system, including tank level, tank pressure and temperature sensors, shall be fully operational and in good order due to the nature of cargo
calculation requirements in the LNG trade. All officers who use this equipment during the performance of their duties shall be made aware of the accuracy of the indicated
readings and the overall importance of the system to the vessel operations.
Liquid levels in all cargo tanks, where practically possible should always be kept within the CTMS accuracy range. If a sufficient amount of liquid can be found
in the other tanks for safe operation of the transfer pump, operator should consider completing internal transfer before arrival, at the berth / jetty.
Before the initial gauging is carried out, bottom attenuators must be sufficient submerged; please see illustration below.
If any part of the fixed tank gauging system is out of order or giving an indication which is not of sufficient accuracy to be relied upon then additional precautions shall be
taken. If the tank level indication cannot be relied on the secondary gauging system shall be used during the operation.
The vessels; the secondary gauging system is the float type gauges.
Regular checks on the fixed tank gauging system shall be made using the secondary gauging system provided to ensure the accuracy of the fixed gauges. The form,OPS-
505 Loading Forms, shall be completed.
9.33.1. CTMS Level Filter mode functionality comprises tuned for level and Tril/List measurements (where applicable)
The “Normal Filter” shall be used in a steady condition while the vessel is at Port.
The “Strong Filter” mode ensures the same functionality, within 5 minutes filtering time, allowing for higher accuracy while at sea or heavy swell at Port.
The filter can be turned On/Off without any time delay as several filter characteristics are available at all the time.
Accurate Trim/List corrections as Trim/List measurements are filtered in the same period of time as the level measurements.
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9.34. Cargo Strainers

Each vessel is provided with an adequate number of loading and discharging cargo strainers, stored in the deck store near the manifold area.
Prior to use, these strainers must be inspected as required. After use the strainers must be cleaned and re-stowed.
The cargo strainers are fitted in the cargo manifolds as follows:
When loading, to protect the cargo tanks from ashore contamination in the addition to the strainers fitted by the Terminal in the shore liquid line.
When unloading to prevent any debriefs accumulated in the ship’s cargo tanks and cargo lines and as requested by the receiving terminal.
After each cargo operation (including warming up), the relevant cargo strainers should always be inspected and if debris is found, they should be collected and investigated
to determine its origin. Further, the debris discovered should be retained on board and appropriate record maintain and shared with company.
Cargo manifold strainers are provided in accordance toSIGTTO “Recommendations for the Installation of Cargo Strainers on LNG Carriers”.
The ship is normally stocked and uses 60 mesh strainers. However, the receiving terminal or cargo interests may request use of 100 or 200 mesh strainers, depending if
ship’s first cargo operation after delivery or dry is docking, or suspicion of contaminated cargo on board.
It is to be noted that as the number of mesh increases, the holes sizes reduce and hence back pressure increases. Back pressure may also be contributed to other reasons
(see below)
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Certain ports may not allow the fitting of manifold filters.
Cargo tank contamination may happen namely:
Contamination taken onboard during the loading process, i.e. across the manifold from the terminal. This is prevented by in-line cargo strainers fitted in
the ship’s manifold, typically a size 60 mesh. Pressure differential across the manifold cargo strainers is a parameter that should be monitored onboard
during the loading process. Remember that it might not be debris that causes a partial blockage, but ice formation
Contamination from the ship, usually as result of equipment/material failure, ie Teflon valve seat, corrosion, etc. Again 60 mesh cargo strainers are fitted in
the ship’s manifold so that any debris is contained and not passed on the receiving terminal.
The strainers are conical, flanged and fitted behind the manifold presentation bobbin. Every time the filters are fitted they should be carefully checked to ensure their
construction remains sound.
9.35. Short Distance Piece (SDP)

The short distance piece is required to meet the wide range of presentation flange requirements.
The distance between the flanges is 350 mm.
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9.35.1. Short Distance Piece Handling Procedure

Prior connection of cargo manifolds or transport, the Cargo (Gas) Engineer, in consultation with Chief Officer, has to assure that distance pieces are protected.
We are doing all efforts avoiding any damage to body piece or flange surface using shown or similar protective devices.
It is essential to preserve spotless and scratchless short distance piece connection surfaces.
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9.36. High Level and Overfill alarms

9.36.1. Testing
Before the arrival of the vessel at the loading or discharging port, all high and overfill (high-high) alarms shall be tested as part of the pre-arrival safety checks using the
approved method of testing.
The testing of the cargo tank level alarms shall be recorded on form, OPS-531 ESD Alarm Tests.
9.36.2. Use of Alarms

Before the commencement of all cargo loading and discharging operations, the Chief Officer shall ensure that both the high and overfill alarms are in operation.
If an individual tank alarm is found faulty the Chief Officer shall isolate the alarm, but, under no circumstances shall all other alarms be isolated due to a single fault. If the alarm cannot be repaired
in time for the operation and no spares are available onboard a Defect Report shall be raised and the office notified immediately to minimize the time that this safety device is out of order.
9.36.3. Procedures in the event of cargo tank overfilling

If cargo level in any tank is allowed to reach “extremely high level” (Moss 99.4% capacity and membrane 99% capacity) as sensed by the independent sensors (float or
capacitance type), then an ESD trip is initiated. On most Moss type ships this will result in the closure of both the manifold ESD valves and all the tank loading valves that
remain open. On membrane ships, however, activation of the ESD trip initiates manifold ESD valve closure only, ie not the individual tank loading valves.
When the ESD is activated, a reciprocal trip is electronically dispatched ashore via the electrical or fiber-optic link. This stops all of the loading pumps in the terminal.
Assuming that the topping-off procedure has not been fully completed, cargo from an overfilled tank must be transferred internally into the other slack tanks to re-establish a
normal fill level. To start a cargo pump with an ESD trip active, the appropriate 99% or 99.4% blocking circuits must be engaged on the overfilled tank only. Manifold valves
remain closed and the whole operation must be coordinated with the terminal. All internal cargo transfer precautions must be put in place, with the observers/operators out
on the cargo deck as well as in the CCR.
Because using the blocking switch, determine exactly what has caused the shutdown. Before using the blocking switch, turn the controls for all crossover valves to the shut
position. Use the blocking switch only when necessary to recover from an emergency condition.
When the emergency condition is corrected, immediately restore the shutdown system to normal.
9.37. Fixed Gas detection

Vessels are fitted with fixed gas detection equipment in the double hull spaces, ballast tanks, voids, inter-barrier and other spaces and the Cargo (Gas) Engineer shall
ensure that all such equipment is operational and is calibrated in accordance with the manufacturers’ requirements (see Engine department manual Ch. 17.15. Fixed Gas
detection systems).
9.38. Personal and Portable Gas detection

Vessels are supplied with detection equipment according to company standard stated in Deck Manual Chapter 14, Portable Gas Instruments and recorded in company
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form, MRS-558 Portable Gas Instrument Inventory.
9.38.1. Calibration and Responsibility

All portable gas detection instruments (including any personal devices) shall be checked, calibrated and tested by the Chief Officer prior to any cargo operation. Calibration
of portable instruments shall be carried out on all instruments in accordance with the requirements of the Portable Gas Detection Instruments Manual however for vessels
engaged in short voyages calibration need not be carried out prior to every cargo operation.
Calibration shall be carried out at intervals not exceeding one month or when required due to other reasons.
Records of calibration shall be maintained using the form provided by the assigned contractor. Each individual instrument shall have its own record. (see Deck department
manual Ch. 14. Portable Gas detection systems).
9.38.2. Portable Oxygen analysers

The Chief Officer shall ensure that there are portable oxygen analysers in working condition available in the cargo control room during operations.
9.38.3. Gas Detector tubes

The Chief Officer shall ensure that adequate gas detection tubes are available in order to carry out any routine atmosphere tests required during operations.
The Chief Officer shall make himself aware of the toxicity hazards of the cargo being handled from the Material Safety Data Sheet of the cargo and ensure that the
appropriate tubes are available.
9.38.4. Personal Gas detection

All company's Gas Carriers are provided with at least four sets of personal, pocket size, gas detectors which shall be used by personnel during cargo operations, at the
cargo manifolds and when entering the compressor house, motor room and Sub-Cooler room (only for SHI vessels) for routine inspections.
The minimum requirements for gases for which the detectors are provided are for oxygen, hydrocarbon (LEL) and hydrogen sulphide (H2S).
The Chief Officer shall ensure that these gas detectors are in working condition and available throughout the cargo operations.
9.39. Portable Radios

The Chief Officer shall ensure that all portable radios are fully charged and spare batteries are available for the requirements of the operation.
Portable radios shall be intrinsically safe and batteries shall never be exchanged in the cargo deck area. The company handling procedure is detailed inDeck Manual Ch.
10.7. Portable Radios Equipment.
9.40. Defects during testing

Any defect or deficiency is to be immediately reported to the Master and every effort shall be made to rectify the problem prior to arrival. If it cannot be rectified
a Defect Report shall be raised and the office is to be notified immediately in order for assistance to be obtained.
Throughout any period during which any monitoring, safety or warning device is out of order the Chief Officer shall ensure that an acceptable alternative means
is available as a contingency.
10.Loading Operations
10. LOADING OPERATIONS
Cargo loading operations, due to the particular risks and hazards which are encountered during such operations, are critical operations. By following the
10.1. Cargo Handling manual

All Gas Carriers are provided with a ship specific Cargo Handling Manual by the ship’s builders and the procedures documented in this manual shall be used for the
planning and conduct of all cargo loading operations.
10.2. Loading Orders

Upon receipt of loading orders the Master shall pass a copy to the Chief Officer to pre-calculate the disposition of the cargo giving due consideration to draft, trim, stability and stress. The Chief Officer must ensure
at all times during loading that no undue stress is placed upon the hull and that on completion the ship will be at the correct drafts and is correctly trimmed for the voyage.
10.3. Operational planning

The Chief Officer shall prepare a plan, OPS-533 Cargo Loading Plan, prior to the commencement of any loading operations, which shall be reviewed, approved and signed
by the Master. This plan must clearly indicate the sequence of events for loading the cargo and the discharging of ballast and is to be used as a reference point for all
personnel engaged in the supervision of cargo operations.
After signature by all required officers defined in the plan format, the plan shall be posted in a prominent position within the cargo control room.
10.3.1. Loading Plans

The proposed plan shall be prepared and followed with a detailed sequence of cargo and ballast transfers documented, stress, intact and damage stability and are any
limitations, where applicable understood by the cargo watch officers and clearly documented.
The cargo transfer operation should be planned and confirmed in writing in order to assure full mutual understanding.
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The plan shall be written in accordance with the approved Cargo Handling Manual and shall cover all stages through the operation which shall be determined by the nature
of operations.

Details of the emergency shutdown system shall be included and an emergency shutdown plan is to be agreed based on Ship-Shore Compatibility plan between the ship
and terminal and must be sighted by all personnel directly involved in the loading operation. The circumstances warranting an emergency shutdown need to be fully
understood by all parties involved.
10.4. Cool Down (At sea)

Upon departure from discharging port, when heel has been retained, a cool-down plan must be prepared by the Chief Officer in coordination with Chief Engineer and
Master’s approval. It must be ensured that the vessel will arrive in ready to load condition at the next loading port as per voyage instructions.
In order to ensure safe and efficient use of heel retained and readiness in loading port, careful planning should be made, considering the duration of the voyage, weather
conditions expected, amount of heel retained, the temperature of inter-barrier spaces, and at the same time minimization of the use of GCU while ensuring that pressure of
cargo tanks remain within safe operating limits (50-175/245 mbars – ship specific)
Both deck and engine departments should be in close cooperation to ensure that cooling down of cargo tanks at sea is pre-planned and performed in a controlled manner
where vapors generated during and after the operation, will be used as far as practicable if not only, for propulsion taking into consideration vessel’s speed and trading area,
weather conditions, the possibility of delays, etc.
The records shall be maintained using form, OPS-538 Voyage Cargo Management.
10.5. Nitrogen
The nitrogen generator shall remain on standby, in case it will be required before loading commences.
10.6. Prior to Arrival at the Load port

Prior to arrival at any loading port the Chief Officer and Cargo (Gas) Engineer are responsible for checking and testing all items of equipment and safety systems which are
to be used, or may be used during the operation.
The Manifolds should be checked and drained using the ship’s N2 (ESD Valve open, Double shut and Cooldown valves closed) and open the drain valve in order to release
the pressure and the humidity (if any). A leak test must be done and any abnormality should be addressed immediately.
The Chief Officer shall ensure that prior to arrival at the loading berth the vessel pipelines have been prepared in accordance with terminal requirements.
10.6.1 Cargo System Line Up and Lock Out/Tag Out (LOTO)

The aim of a lock-out/tag-out system is to ensure that, when any cargo operations is in progress, the system is placed in an safe condition by isolating the section of the
cargo system to be used, from the rest of the system so that NO UNEXPECTED actions can occur.
Before Cargo operations, ALL UNUSED cargo manifolds valves MUST BE CONFIRMED CLOSED, LOCKED and TAGGED, using the Lock-out / Tag-Out system (LOTO).
This applies to the both side of the cargo manifold; irrespective of which side is in use.
The effectiveness of the isolation will be confirmed by trying to operate the component or equipment remotely and also locally.
This system requires following actions to be completed:
At Local station:
Cargo (Gas) Engineer, in consultation with Chief Officer, must confirm locally that unused cargo manifold valves are fully closed, locked and tagged, as per below example
photos.
ESD Valves = SIGN NOT APPLICABLE
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Double shut Valves = APPLICABLE
At Cargo Control Room (CCR):
The Chief Officer must ensure that all unused remotely operated cargo manifold valves are confirmed closed and electrical interlock in the IAS is in “Passive” status, before
commencing cargo operations.
This applies for modern fleet of vessels with fully integrated IAS otherwise simplified methods shall be arranged in order to prevent unintentional operation, as shown below
“b)”.
a) Remote Operation:
To achieve this, right click onto the relevant valve and select the Module Mode to tick off required box (see below).
[The below is for Kongsberg IAS; other systems have similar arrangements].
b) Vessels NOT having fully automated IAS control mode: Prevention Transparent Covers (as shown)
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CAUTION
The Lock-Out / Tag-out of the valves, it must be at all times in line with pre-operations cargo system line up procedure.
Valves selection it must be recorded using form, OPS-508 Cargo system Line-up Checklist.
10.7. Material Safety Data Sheets (MSDS)

Prior vessel arrival or during the pre-loading meeting with the terminal representatives, the terminal shall provide a Material Safety Data Sheet (MSDS) for the cargo to be
loaded containing all the specific information regarding the cargo.
All officers must be familiar with the MSDS for the cargo. The specific MSDS for the cargo being handled shall be displayed in the CCR and at cargo relevant places during
loading, discharging and transportation of the cargo.
10.8. Reference Temperature and Cargo tank Filing

Chapter 15 of the IGC Code gives requirements for maximum allowable loading limits for each cargo tank. The maximum filling limit required by the IGC Code is 98% of the tank volume at the
reference temperature. Some flag administrations will allow for a greater tank volume, typically 98.5%. This takes into account the expected boil-off of gas from the cargo during the loaded voyage.
The specific filling limit for each vessel is documented on the Certificate of Fitness, and refers to the Reference Temperature. These filling limits shall never be exceeded.
When closing tanks an allowance shall be made for the quantity of cargo, which will still be loaded in the time taken for the tank loading valves to close and to drain the
remaining liquid upon completion.
The maintenance of the cargo tank pressures below the MARVS is generally controlled, by the use of the boil-off vapours, as fuel for shipboard use or in a waste heat
system. This system may be used at all times, including time in port and while manoeuvring, provided that a means of disposing of excess energy is provided, such as a
steam dump system.
When a cargo vapour pressure / temperature control is provided as above, the Reference Temperature means the temperature of the cargo upon termination of loading,
during transportation, or at unloading.
All ship’s crew must be aware that although unlikely a significant rise in temperature of the cargo, may give rise to an increase in the volume of the tank contents above the
stated maximum filling limits. In practice, during the cycle of cargo on board, there is generally only a very small change in the cargo temperatures and additionally the
volume of cargo decreases as boil-off occurs.
10.9. Connection of Cargo Arm's and ESD link

Upon arrival at the loading berth the manifold blinds shall be removed in preparation for connecting the shore arms. The ESD umbilical (ship/shore link) shall be connected. The ESDS system must
be inhibited on the Ship/Shore Console prior to preparations for connection.
Terminal personnel will normally carry out the connection of up to four liquid arms and a single vapour transfer arm. The connection of ship/shore link and arms shall always
be supervised by a responsible officer.
Strainers, if required, shall be correctly installed to prevent the passage of debris to ensure that the vessel loads a clean cargo.
When the arms have been connected the arms will be pressurized from the shore to test for leakage. Once the leak test has been completed the arms shall be de-
pressurized and the oxygen content shall be checked as being less than 1%. A test of the ESDS system will be carried out.
Any faults revealed during tests of the ESDS system shall be rectified immediately. The ESD tests and results shall be recorded in Deck Log Book.
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If the ESD system is inoperative cargo operations must be suspended and the Office be advised.
10.10. Preparing to Load

10.10.1. Pre-transfer conference
Before loading operations are commenced the Chief Officer shall satisfy himself that the proposed loading agreement made during the pre-transfer conference is
acceptable and that the vessel will be capable of operating safely. If Chief Officer is in doubt as to any part of the proposed operation, Chief Officer shall clarify the position
with the Master and/or the Loading Master.
The Chief Officer shall establish and confirm as a minimum standard of operation using form, OPS-503 Pre-Transfer Conference Checklist.
10.10.2. Initial gauging

Initial Gauging is carried out by the Chief Officer and shall be witnessed by the terminal and shipper’s representatives.
Before the initial gauging is carried out the “threshold” on the primary Custody Transfer Monitoring System (CTMS) shall be set. The threshold level shall not exceed the
level with full accuracy +/-5 mm for more than 1 mm. The threshold level may be checked in the CTMS certificate on board.
The threshold temperature shall always be set at -130o C. Where the bottom temperature in any tank indicates that there may be detectable liquid LNG in the tank, the
Chief Officer shall trim the vessel sufficiently to get a raw measurement level exceeding the minimum level within the range of the full accuracy measurement as per the
certificate. The cargo surveyor will accept only those volumes which can be calculated on system full accuracy measurements. The threshold settings shall always be kept
“on.”
in the other tanks, the operator should consider completing internal transfer before arrival, at the berth/jetty.
The vessels draught shall be checked visually, if the terminal permits, by a deck officer and these readings shall be compared with the draught indicators on the cargo
console and the trim and list indicators on the Custody Transfer Monitoring System (CTMS) and the calculated draught from the loading computer. All readings shall be
recorded in the Deck log book.
The initial gauging shall be carried out after confirmation has been received that the vessel has stopped gas burning and the Master Gas Valve has been closed.
A Certificate of Measurement Volume (Loading / Discharging) or Form of Certificate of Loading / Discharging and Custody Transfer Measurement Data is then printed out
and signed by the responsible persons.
During cargo operations the secondary monitoring system (such as float gauges, sighting boards etc, shall be read and the results shall be recorded using forms,OPS-505
Loading Forms.
Where gas burning during cargo operations is permitted the Chief Officer shall take a printout from the gas flow meters to boilers and Gas Combustion Unit (GCU) and have
the printout duly signed by all concerned parties.
When gas burning in between opening and closing gauging is not permitted the Chief Officer shall note and print a copy of the Integrated Alarm System screen for the
totalized values, as a point of reference for when the vessel requires to proceed with gas burning or as evidence that gas burning was not started. Often terminal
representatives / cargo surveyors requires gas valve to the engine to be officially sealed in closed position during the entire cargo operation.
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10.10.3. Setting Lines and Vapour handling arrangements

Upon completion of the pre-transfer conference the Chief Officer shall prepare the vessel for cool down and loading.
The Cargo (Gas) Engineer and duty officers shall be instructed to set the vessel liquid and vapour header valves on deck for cool down in accordance with the Chief
Officers’ instructions.
The Chief Officer is responsible for verifying the setting of the ships valves, pipelines and agreed vapour handling arrangements for the planned loading operation.
Setting and checking of liquid and vapour lines shall be recorded using form, OPS-508 Cargo system Line-up Checklist.
10.10.4. Cargo Compressors

During cargo loading operations the Cargo (Gas) Engineer shall manage the operation of the high and low duty cargo compressors in accordance with the Chief Officers
instructions.
Prior to the commencement of loading the both HD compressors shall be on stand by and ready for use in the management of the tank pressures.
10.11. Cool Down of Cargo System

Cool-down is the operation where the temperature of cargo tanks and/or headers onboard gas carriers is minimized to a certain temperature, to be able to load the
respective cargo each time. For this purpose, the liquefied gas intended to be loaded each time is used/sprayed in cargo tank(s) via the fixed spraying system.
Cool-down operation is performed in a controlled manner as described in the vessel’s Cargo Operating Manual was cool-down rate has been calculated taking into account
critical factors such as stresses in structure, thermal stresses in pump tower, and pressure in cargo tanks and inter-barrier spaces (as applicable).
READ CAREFULLY VESSEL’S CARGO OPERATING MANUAL PRIOR UNDERTAKING ANY KIND OF COOL-DOWN OPERATION.
10.11.1. Have an Awareness of the Procedures for Cooling Down the Cargo System
Cool-down is the process that brings the cargo containment system to a temperature that does not cause excessive boil-off during loading and prevents thermal shock to
the primary containment system.
The cool-down operation is achieved by introducing LNG through the spray header and cool-down grids at the top of each tank. The liquid LNG will vaporize at the sprays
and cold LNG vapor will enter the tanks.
3
On Membrane ships cool-down continues until minus 130°C (average lower 4 temperature sensors) is achieved. An example of how long cool-down takes: 160,000 m
membrane approximately 10 hours from +40°C to minus 130°C
3 moss
On Moss System ships cool-down is continued until minus 110°C - 115°C is achieved at the equatorial ring. An example of how long cool-down takes: 145,000 m
system approximately 15 hours from +40°C to minus 110°C
The hourly rate is defined according to the vessel specific Cargo Manual.
Any excess vapor generated is returned to the terminal, using the HD compressors, via the vapor line.
10.11.2. Know and Understand the Procedures for Cooling Down the Cargo System
10.11.2.1 Operational Review
Cool-down is the process that brings the containment system to a temperature that will not cause excessive boil-off during loading. It follows a procedure that prevents a
thermal shock to the primary containment system. Cool-down is achieved by pumping LNG through the spray header and cool-down grids at the top of each tank. This
allows the LNG to vaporize at the sprays where the latent heat from this vaporization is extracted from the tank atmosphere.
A controlled cool-down rate adhering to the manufacturers' instructions is essential to avoid damage to the primary containment barrier and overcome problems such as:
Excessive stresses included in the pump tower or trellis

prevention of vapor generation exceeding the capabilities of the HD gas compressors at any time during the process
structural deformation to the insulation arrangement being caused by non-uniform contraction
Maintenance of the pressures in the insulation spaces within the operating parameters of the N2 generating plant and associated systems. In the initial stages of cool-
down, pressures in these spaces can collapse and slow down the whole procedure.
On a membrane ship, the N2 generators are available as there will be substantial N2 consumption.
Tank cool-down procedure and monitoring requirements for Membrane tank type
10.11.2.2 LNG Heel and Cooldown Calculation
For voyage planning and execution, the manufacturer has a provider cool down table of two specific range types:
warm (temp range +40 to -40 deg C) and

semi-cold (-40 to -130 deg C) status
To assist the Chief Officer, the company has prepared company form, OPS-516 Cooldown calculations Sheet, to calculate require voyage heel requirements.
For the Chief Officer references, additional to gas consumption, the following need to be taken into consideration when planning voyage require consumption:
Engine gas management requirements (for engine gas-burning),

Safety Margin (250 – 350 m3) being 350 m3 for voyage longer than 15 days
Line cooling down (100 m3)
Aging (150 m3) for voyage longer than 15 days
Expected cargo tank temperature and amount of heel required to have cargo tanks in ready to load condition. (650 m3 to CD 3 non-heel tanks)
10.11.2.3 Basic cool-down procudure (membrane ship)
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are not a significant limitation on the rate of cool-down.
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LNG is supplied from the terminal to the spray header, which is open to the cargo tank spray rails. Once the cargo tank cool-down is almost complete the liquid manifold
cross-overs, liquid header, and loading lines are then cooled.
To avoid splashing the cargo tank bottoms with LNG liquid, control the stripping/spray header pressure, especially in the initial stages.
oC (or lower). When

Cool-down of the cargo tanks is considered to be complete when the mean temperatures (lower 4 temperature sensors in each tank) indicate minus 130
these temperatures have been reached and the CTS registers the presence of liquid, bulk loading can begin.
Vapor generated during the cool-down of the cargo tanks is returned to the terminal using the HD compressors via the vapor manifold, in the same manner as for the
loading.
During cool-down, N2 flow to the primary and secondary spaces will increase significantly. The rate of cool-down must be controlled such that it remains within the design
limits of the N2 system to maintain the primary and secondary insulation space pressures between 2 mbar and 4 mbar. Once cool-down is completed and the build-up to
bulk loading has begun, the tank membrane will be at (or near to) liquid cargo temperature. However, it will take some hours to establish fully cooled temperature gradients
through the insulation. Consequently, boil-off from the cargo will be higher than normal at this stage.
Only a typical new 160,000 m3 ship, cooling the cargo tanks from +40oC to minus 130oC, over 10 hours, will require a total of about 800 m3 of LNG to be vaporized.
Therefore, the cool-down rate in the cargo tank and insulation spaces is dependent on the degree of LNG spraying.
Preparation of tank cool-down:
Prepare the cofferdam steam or glycol heating system as appropriate

prepare the records for the cargo tank, secondary barrier, and inner-hull steel temperature readings
check that the insulation space N2 supply system is in automatic operation and has the capability of supplying the additional N2 necessary to compensate for the initial
pressure drop experienced as the primary space atmospheres collapse
before cooling, raise the N2 pressure inside the primary insulation to 8 mbar as extra compensation for the inevitable initial pressure drop
ensure that the buffer tank is maintained at maximum operating pressure throughout the procedure
check that the gas detection system is in normal operation
prepare the N2 generating system for maximum output
prepare both HD compressors for use.
Cargo tank cool-down:
After cooling in the lines, a liquid line pressure of typically 2 bar is required on the ship’s spray rail. This is controlled from the shore at the ship’s request and adjusted
to meet the required parameters onboard (the actual pressure depends upon supply needed due to the design parameters and the number of nozzles fitted)
adjust the spray rail pressure to obtain an average temperature drop of 20o C per hour in the first five hours and between 10/15o C per hour thereafter
start one HD compressor (or both as necessary) to maintain the tank pressures at about 100 mbarG
check the N2 pressure inside the insulation spaces. If there is a continuing downward trend that is outstripping the N2 supply system, reduce the rate of cool-down.
when the average temperature shown by the CTS sensor is minus 130oC, inform the terminal that cool-down is complete and prepare for a gradual ramp-up to bulk
loading status.
Tank cool-down procedure and monitoring requirements for spherical tank type
10.11.2.4 Basic cool-down procudure (Moss)
As with the membrane ships, the cargo tanks are gradually cooled by spraying LNG received from the loading terminal through the spray nozzles located around the center
column of the tank. This operation produces cold vapor that has to be returned ashore and it must be continued until the equatorial region of the tank is at least minus
110/115o C. The maximum allowable rate of cool-down is 9o C per hour and this should never be exceeded.
To avoid thermal stresses on the tank shell and tank support structure, the cool-down procedure must be smooth and uniform. In normal service, the ship will arrive with the
equatorial region of the tanks at about (but not warmer than) minus 119oc. Full rate loading should not begin until this figure is attained.
LNG enters the cargo tanks through the spray nozzles and the vapor is returned to shore, using the HD compressors to maintain tank pressures within acceptable limits.
On a typical 145,000 m3 ship the operation will take approximately 15 hours.
In common with membrane ships. When the HD gas compressors are running, service from the LD unit is not required. The E/R fuel gas burning requirements are supplied
by a regulated bleed-off from the discharge of the HD compressors.
Preparation of tank cool-down:
Use the established time/temperature graph forms to prepare the records for the cargo tank equatorial temperature monitoring
before commencement, set the HD and LD gas compressors for free-flow operation with the appropriate low demand gas heater warming through
request shore control to supply LNG at the agreed reduced rate
the spray lines are cooled first
check that the gas detection system is in the normal operating mode
Cargo tank cool-down:
On completion of line cool-down, LNG is introduced through the liquid crossover, the spray main and branch lines to the spray nozzles
monitor the pressure in the cargo tanks throughout the cool-down procedure, particularly in the initial stages when it will rise rapidly. Start the first HD compressor
when the pressure reaches 150 mbar
if the tank pressure is allowed to fall to 40 mbar below the hold space pressure at any time, the HD compressors will automatically shut down and, at the same time,
the shut-off valves at the domes will close.
if not already in use, commence fuel gas supply to the E/R
after approximately 2 hours you may increase the spray rate, either by requesting more flow from the shore or by opening up more spray valves (or by doing both)
cargo line cool-down is usually carried out at some point during the tank cool-down procedure.
When:
The temperature in the liquid header at all the cargo tanks has been reduced below 120oC
the equatorial temperature in all cargo tanks has been reduced below 110/115oC
tank pressures are fully under control
you may fully open the gate crossover valves in readiness for loading ramp-up.
An efficient cool-down is dependent on a minimum of 2 bar on the spray header.
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10.11.3. Cooling of Cargo arm’s and Cargo lines with liquid provided from shore
According to the specific terminal requirements, the vessel will be presented alongside main cargo lines cooled or, on specified occasions, warm.
When the cargo lines are presented warm following terminal requirements the cool down operation of the vessel’s main cargo lines, terminal lines, and loading arms will be
carried out using liquefied gas supplied from shore (loading) or in rare cases by the vessel (discharging).
In both cases, either the terminal (request) or the vessel should begin pumping at a slow rate, to gradually displace the hot gas from both ship’s and terminal’s piping and
start slowly cool down. Pumping rate either of terminal or vessels shall be increased slowly, until the pressure/rate allowed by the terminal. To avoid delays in the vessel’s
headers cooling down it is recommended to control the flow to shore by ship’s cooling down valve.
Cargo tank pressures shall be monitored closely and if required, it should be controlled either by the HD compressor or by free flow. If requested in writing by the terminal or
stated in voyage orders, it may be consumed in the vessel boilers/engines or GCU.
10.11.4. Monitoring and record-keeping of Cargo Tanks cooling down

During the cooldown process, the deck watch shall monitor cargo headers and report immediately if any leakage occurs.
The responsible officer (OOW) shall monitor, control, and keep the respective records of temperatures and pressures of cargo tanks, cargo headers, inter-barrier spaces,
and cofferdams. In case any abnormality observed the Master should be notified immediately.
The progress shall be monitored and recorded using company form, OPS-505 Loading Forms (LNGMoss), OPS-505 Loading Forms (LNGMemb), sections “Cargo Log” (at
a terminal) or “CD at Sea”.
10.11.5. Inter-barrier Spaces & Cofferdams

During cool-down operation, the demand for nitrogen flow will increase significantly, to maintain the required pressure in inter-barrier spaces.
As a good handling practice, for nitrogen generators to operate smoothly, inter-barrier spaces could be prepared well in advance, preferably two days before, in a manner of
increasing normal operating pressures of inter-barrier spaces, as much as possible, (ex. up to 80-90% of the setting of the relief valves) while at the same time maintaining
pressure in primary barrier higher than the secondary.
Differences in pressure between primary and secondary spaces must be kept <3mbar. Before the commencement of the cargo tank, cooldown operation ensures that one
glycol heating system is in operation and the other standby.
INTER-BARRIER SPACES AND NITROGEN FLOW MUST BE CLOSELY MONITORED THROUGHOUT THE COOL-DOWN OPERATION AND ENSURE THAT
PRESSURE IN PRIMARY BARRIER IS ALWAYS LOWER THAN THE SECONDARY (IBS+2mbarg) AND AT NO CASE ZERO (0).
10.12. Gas burning in between Openining and Closing of Cargo Tank Measurement
During all loading operations - from the time that initial gauging has been completed and Custody Transfer has been started until all cargo on board has been loaded, the
amount of cargo, must be precisely measured and fully accounted for.
From the opening gauging until the closing gauging, gas burning is prohibited under all but the following limited circumstances:
The need to control cargo tank pressures, or otherwise protect the cargo system, which requires burning gas in the engines or Gas Combustion Unit (GCU) to avoid venting
of cargo vapor.
Examples of such circumstance are:
1. In the event of a delay in opening the vapor manifold valve (ashore or on the ship),
2. If the terminal is not able to receive vapor from the vessel.
3. During loading in any loading port after receiving written permission from the terminal and/or Charterer
4. Any other port where compliance with the low sulfur fuel burning requires burning gas.
Agreement for burning gas will normally have been arranged between charterer, shipper, and terminal before the vessel arrives. The company will confirm any requirement
for gas burning in writing before the vessel arrival.
Where gas burning is permitted to take place after the opening gauging has taken place, the start must be coordinated with the terminal, independent surveyor and or
buyers/sellers representative, if present on board. The gas flow totalizer readings must be printed before the start of gas burning and after gas burning has been stopped
before the closing gauging to verify the quantity of gas consumed in the ship’s boilers while the custody transfer operation is in progress.
A Letter of Protest may be presented to the terminal if, for example, the terminal was unable to accept gas vapor as originally planned. In such cases, the Charterer must be
informed in writing, and a full explanation as to why gas burning was used must be provided. Copies of all letters of protest shall be forwarded to the office.
In all circumstances, the quantity of gas burned must be recorded in the Cargo Log Book, and a remark shall be made on the form,OPS-505 Loading Forms.
10.13. Loading and Loading Rate

10.13.1. Bulk Loading
When all lines and valves are fully cooled the vessel can commence to increase (ramp up) the loading rate in the sequence agreed with the terminal. The cargo shall be
evenly distributed during the loading. The procedure shall follow the Cargo Loading plan as applicable and in accordance with any agreement reached during the pre-
loading meeting.
Under no circumstances shall cargo operations commence before making sure that the Independent Level Alarm system is ON and verify that are not inhibited.
The Chief Officer shall confirm with the crew members on deck, that there is no leakage of liquefied gas and/or Vapour from the loading arm connections and cargo line
systems including valves, flanges, safety valves, pressure and temperature sensors and other fittings. In the event of leaks, water shall immediately be applied to protect
steel work and the cargo operation shall be stopped.
Any remote controlled operation of cargo valves and start-up of cargo equipment shall be, whenever possible, witnessed by an officer or crew member on site and shall be
confirmed by radio.
The following Figure 12 shows schematically bulk loading operations:
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Figure 12: BULK LOADING
The Company policy is ZERO venting. Particular attention shall be paid to cargo tank pressure control during ramping up. During loading both HD compressors shall be
run before starting operations. The HD compressors shall be adjusted in line with the loading rate in order to maintain the tank vapour pressure safely below the set
pressure of the relief valves; that is below 70% MARVS.
It is very important to monitor the cargo tank pressure prior to the commencement of loading and when gas burning has been stopped. If required, the terminal shall be
requested to open the vapour return from the vessel to the terminal tanks or flare.
During loading the cargo tank pressure shall not be permitted to exceed 70% MARVS.Where the terminal is not able to receive excess vapour from ship the
appropriate procedures for gas burning during cargo operations in between opening and closing gauging shall be implemented.
Moss vessels will require the temperature gradient (with particular reference to the equator) to remain within certain limits, therefore the tank temperatures shall be closely
monitored.
Hourly temperatures are to be recorded in order that if required the vessel can verify that temperature has stayed within the manufacturers tolerances.
If not already started prior to the start of loading commencement, membrane ships shall start cofferdam heating.
Communications with the terminal shall be tested on a frequent basis. Remote gauging devices and valve position indicators shall be verified against local readouts at
regular intervals during the operation. If at any time the Officer of the Watch is in doubt a senior officer or the Master shall be called.
During bulk loading the following records shall maintained:
OPS-504 Cargo Watch Handover Checklist: this checklist is to be completed by the Officer of the Watch at least once during his watch and a Bridge Log entry to be made.
OPS-505 Loading Forms: this report shall be filled by the Officer of the Watch on an hourly basis with loading progress records.
OPS-505 Loading Forms, Section Port Log: this log shall to be updated as necessary during the loading operation and on completion shall be signed by the Master, the
Terminal Representative and the Agent (if applicable) and a copy shall be sent to the Office.
10.13.2. Maximum Loading Rates

The maximum loading rates agreed with the terminal shall never exceed the vessel’s specified maximum documented in the ship specific Cargo Handling Manual and
depend on:
Maximum permitted liquid velocity for vessel’s lines (m/sec).

Maximum permitted liquid velocity for vessel’s manifolds (m/sec).
Number of cargo arms used
The loading rate shall be increased to the maximum agreed loading rate and shall be controlled gradually in accordance with the time scale agreed between the ship and
the terminal.
Once the maximum loading rate has been established the cargo tank filling valves shall be adjusted to ensure “preferential loading”, that is to stagger the ullages between
tanks in order to control the loading and particularly the topping off operations.
In no case shall the loading rate in one tank exceed maximum permitted liquid velocity for tank loading rate at any time.
The maximum loading rates per tank and the overall maximum loading rate are clearly displayed in the Cargo Control Room using form,MRS-824 Cargo
Information Poster.
10.13.3. Initial Loading rate – Ramp Up

Upon completion of a cooldown of the ship, shore piping, and the loading arms, the loading operation shall be commenced at the agreed initial loading rate, which shall not
exceed more than 25% of the maximum agreed loading rate during the first 10 minutes. During this time the duty officer on deck and other crew members shall check the
vessel pipelines on deck and confirm that all is in order. Once confirmed that all is in order and that the tank and inter-barrier space pressures are under control the loading
rate shall be gradually increased to the maximum agreed rate.
The deck and manifold area, including offshore manifolds, shall be thoroughly checked for any evidence of leakage during the increase in loading rate.
10.14. De-ballasting
Whilst loading, de-ballasting shall be commenced in accordance with the cargo plan and will be carried out concurrently with loading.
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Before any de-ballasting commences, all ballast surfaces shall be visually checked and confirmed as free from oil or other pollutants. This check must be carried out through
inspection hatches / tank lids. This is particularly important for ballast tanks which are situated adjacent to fuel oil tanks. If fitted, gas detection / sampling systems may not
indicate the presence of hydrocarbons particularly in small quantities.
De-ballasting is initially carried out by gravity until the level in the ballast tanks approaches the vessels water line when the ballast pumps shall be used.
The de-ballasting must be completed (where possible) before starting of the cargo tanks topping off operation. If required upon sailing, additional stripping of ballast tanks
may be performed.
An entry shall be made in the Deck Log Book that the ballast water has been sighted and found clean prior to discharge.
10.15. Monitoring of Tanks during Loading

10.15.1. Loading rates
Throughout the loading operation, checks on the quantity received on board and the loading rate shall be made at hourly intervals, and the results of these calculations shall
be recorded in the Port Log. Wherever possible, a comparison with shore figures shall be obtained. Any deviation from the expected or confirmed loading rate shall be
investigated immediately. If the reason for the discrepancy is not immediately apparent cargo operations shall be stopped, and not resumed until the cause has been
established.
10.15.2. Stress and Stability
During the loading operation, checks on the stress and stability, drafts and trim, shall be made at intervals, not exceeding every two hours, and the results of these
calculations shall be printed and kept with the loading plan. Any deviation from the expected vessel condition shall be investigated immediately. If the reason for the
discrepancy is not immediately, apparent cargo operations shall be stopped, and not resumed until the cause has been established. For further details see Deck
Departments Manual Chapter 5.
10.15.3. Checking of Non-active tanks

Periodical checks of completed and empty (non-active) tanks shall be made to ensure that the cargo is entering only the selected active cargo tanks.
10.15.4. Cargo Tank Pressure

Cargo tank pressures shall be monitored regularly during the loading operation and shall be maintained as per agreed pressure during pre-loading meeting with the
terminal, preferable between 90 – 110 mbar, but in any case more than the Low pressure alarm setting and less than 70% MARVS throughout the period.
If the pressure rises above 70% MARVS the HD Compressors shall be set in order to deliver the excess vapour through the vapour return to shore alwayswithin the limits
specified by the terminal, increasing engine equipment load if permitted, or the loading rate shall be reduced or stopped until the cargo tank pressure is taken under control.
10.15.5. Controlling vapour emissions

The ports and terminals prohibit the release of cargo vapour during cargo operations and therefore good vapour management is essential through the proper control of the
tank pressures.
The company operates a “zero venting” policy and therefore venting during cargo operations shall be avoided unless it becomes absolutely necessaryfor the safety of
the ship.
If the tank pressures rise to 70% MARVS the terminal shall be advised and loading rate shall be reduced or loading to be suspended, if required, until a lower pressure is
regained.
10.16. Topping Off procedures (Ramp down)

10.16.1. Topping Off (Ramp down)
The operation is controlled by the Chief Officer. There must be sufficient crew members to maintain continuous local monitoring of all cargo tanks.
The ship shall advise the terminal well in advance (minimum one hour) following the pre-operations meeting minutes notes, before starting the topping up of cargo tanks.
The Chief Officer shall request the terminal to reduce the loading rate sufficiently to permit the effective control of the rate to each tank being completed. During topping off,
the loading rate for a single tank shall not exceed the maximum loading rate permitted for that tank.
Cargo tank level readings using both local and remote gauging shall be continuously compared during topping off.
The cargo flow shall be adjusted so that topping off the last cargo tank shall lastat least ten minutes, giving both the ship and terminal time to prepare for the final loading
stop. Topping off rates, as agreed during the pre-loading meeting, shall not be exceeded.
Where possible, after topping off individual tanks, the filling valve shall be closed,except the last Cargo tanks, in order to avoid increasing pressure in liquid
lines. After that, frequent checks shall be made on these tanks to ensure that overflow through leaking filling valves does not occur.
The Topping off (Ramp Down), the process on Gas Carriers normally takes MINIMUM of 40 minutes and up to 1 hour to complete.
If shore loading pumps are being used, then the Chief Officer must give the shore a"stand by the time" so that the pumps may be stopped and the valves closed in good
time. Shore valves must always be closed before the ship's manifold and tank filling valves are closed unless otherwise directed by terminal requirements.
The Chief Officer shall ensure that communications are maintained with the Terminal so that the operation can be completed safely. It is important to plan well the ramping-
down process with the terminal so that topping up takes place in a sequential manner, which is on a tank by tank basis.
Before starting to top off cargo tanks the vessel's trim shall be close to even keel but never trimmed by-head and the load on the HD Compressor should be adjusted
accordingly.
Once cargo operation is completed, Manifold double shut-valves should be closed as soon as possible, and the ship ESD system switched to ship specific mode which
assure the ESD ship/shore signals are disconnected/deactivated.
10.16.2. Maximum Filling capacity
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No cargo tank shall be loaded to more than 98.5% by volume or to higher than the setting of the overfill alarm, whichever is the lesser setting by volume. If the overfill alarm
is set at 99% by volume then 98.5% may not be exceeded. If the overfill alarm is set at 98% by volume then 98% may not be exceeded.
10.16.3. Cargo Tank Filling limits

The IGC Code predefined cargo tank filling limit for a gas vessel is 98.0% at referent temperature except where permitted different by an administration. The maximum
filling capacity for the vessel can be different and is documented on the vessel’s Certificate of Fitness.
10.17. Prior to Disconnection

10.17.1. Inhibition of Emergency Shut Down System (ESDS)
The ESDS system must be inhibited on the Ship/Shore Console prior to the preparations for disconnection.
10.17.2. Float Type gauges

Float type gauges shall be brought to their stowed position and secured by the Chief Officer or Cargo (Gas) Engineer.
10.17.3. Cargo Manifolds Draining, Purging & Disconnection Procedure

The procedure applies to Cargo Manifolds. It should be compared with the Terminal procedure during the pre-transfer meeting and any divergence has to be agreed in
writing between the ship and the shore. The principal objective is to disconnect the cargo connection in a manner that eliminates any risk of liquid release and reduces the
release of cargo vapor to the atmosphere to an absolute minimum. Refer to the following Figure 13 shows schematically draining and purging operations.
10.17.3.1 Purpose of Draining and Purging
To disconnect Cargo Connection from Ship Manifolds under Safe conditions, all piping space between ESD valve, ESD by-pass valve and Liquid Connection Isolating
Valve, prior to disconnection, must be measured and verified by a Portable Gas Meter at less than 1% by volume Gas Content in a Nitrogen background.
Source of Nitrogen Injection: Shore side

Alternative source: Ship’s side through Manifold Vent valve.
Ship’s side reception of Drained Cargo and Purged Gas: Heel tank
Nitrogen Pressure for effective Draining / Purging: 2 ~ 5 bar G. Upon reaching 5 bar G, pressure should be released or Nitrogen supply should be stopped.
Piping should remain always pressurized at a minimum positive pressure of 0.5 bar G until disconnection of hard arms.
Sequence: One Pair of Manifold / Liquid Arm each time.
Pressure monitoring: Manifold Pressure Gauge
Initial Line up: Cool Down (Spray) valves from Port or
Starboard side manifolds to “Heel tank” through Liquid Header.
All participants should wear proper PPE, carry portable I.S UHF radios for effective communication between CCR and Jetty personnel and at least 2 Personal Gas Monitors.
Before Draining and Purging:
All persons involved (ship & shore), should have a clear understanding of method to be followed. In this respect, a meeting should be carried out before proceeding, the
requirements of the agreed procedure fully followed and satisfied.
Draining of Ship-Shore piping complex:
Any Gas flowing under pressure into liquid filled piping is always ascending in inclined and vertical pipes until reaching adead end, (Double Shut Valve, top of cargo arm)
where it creates a “Gas piston” pushing the liquid downwards. In horizontal pipes of large and medium diameter the gas always lays on top forcing the liquid downwards.
A Gas piston is also created with LNG trapped between closed valves as it warms up.(GAS means either Nitrogen or cargo Vapor).
Under a certain gas pressure the Liquid escapes from any opening at the lower part of piping. Pressure of1 bar G is enough to push LNG through a narrow pipe up to 22 m
higher of the lower point that this pressure is exerted. Pressure should not allow dropping below 0.5 bar G or Nitrogen should not stop flowing throughout the entire
operation.
Cracking open a drain to the manifold to check that liquid has been removed is potentially dangerous, unnecessary and should not be done.
10.17.3.2 Draining Shore side Cargo connection (into the shore tank) st
1 STAGE:
Upon completion of cargo operation.
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1. Verify that Trunk Deck Cargo Liquid Lines are drained as per Cargo Manual. Verify that Double Shut Valves are 100% Closed.
2. Line up Spray line from connected Manifolds to “Heel Tank” as described above.
3. The ESD valve and ESD by-pass valve will remain Closed whilst the shore side part of Arm is blown back ashore by Nitrogen.
4. Cool down Valve should be Open to relieve pressure between the Double Shut valve and the ESD valve into “Heel Tank”. (The trapped & under pressure cargo will
drain into “Heel Tank”. This practice will speed up the ship side piping draining).
5. When the terminal has confirmed the shore side section of the hard arm is liquid free the ships staff willOPEN the ESD by-pass valve.
6. After Terminal staff confirms that have finished with draining the shore side arm proceed to 2nd Stage.
10.17.3.3 Draining of Ship side liquid Arm and Manifold Piping nd

2 STAGE:
1. Verify that Jetty has Closed the Arm purge valve. Verify that Shore N2 supply valve is Open.
2. Open ESD Valve. Confirm Arm’s Valve is Open. Monitor the Pressure. Listen to the cargo flowing.
3. When pressure suddenly drops and liquid flow stops, Close the Cool Down valve.
4. Allow pressure to rise up to 5 bar G and Open the Cool Down valve until pressure drops to0.5 bar G Close Cool Down valve.
5. Repeat step 3 one more time. N2 pressure can be lower but not less than2 bar. (Empty lines need much more nitrogen)
6. Open Vent valve slowly. Check Methane % by volume through vent valve and if it is less than 4.5%, Crack Open Manifold Drain valve to verify that piping is dry.
Few droplets may initially be observed. In case that you observe free liquid flow Close the Drain valve and repeat steps 4 and 5. Terminal staff may wish to check
Methane % through Arm’s Drain valve.
7. Upon verifying that piping is liquid free and Methane % by volume is less than 4.5% at Drain valve,Close the Drain valve. Verify that Arm Drain valve isClosed.
Proceed to Stage 3.
10.17.3.4 Purging of Ship side Cargo Connection and Manifold Piping rd

3 STAGE
1. Close the ESD valve. Close the ESD by-pass valve. Let pressure to rise up to5 bar G.
2. Open ESD by-pass Valve until pressure drops to 0.5 bar G. Close the ESD by-pass valve.
3. Open Vent valve slowly. Check Methane % by volume through vent valve. If readingis less than 1% Methane % by volume Open Manifold Drain valve and
measure Methane % by volume to read less than 1% Methane % by volume. Shore side may check Methane % by volume through Arm Drain valve. In case that
any reading is above 1% by volume, Repeat steps 1 to 3 until all check points are less than 1% Methane % by volume.
4. Close ALL valves including Arm’s valve (PERC) with the piping pressurized at 0.5 bar G. Set ESD Valve to “Inhibit” mode. Proceed with Draining and Purging of
remaining Liquid Manifold / Arms following above 3 Stages.
5. For Terminals which keep Arm Valve (PERC) Open, pressure can maintained at 0.3 bar G, as piping volume is too large.
6. Vapor Arm Purging is conducted by simply blowing with Nitrogen through ESD and ESD by-pass valves of Vapor Manifold to the alwaysOpen to tanks Vapor header.
Max Pressure 2 bar G. After confirming Methane content less than 1 % by volume at drain valve, ESD and ESD by-pass valves are closed and ESD valve is set to
“Inhibit mode”.
10.17.3.5 Disconnecting a Cargo Arm (one Arm each time)
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1. Check pressure to be equal or above 0.5 bar G upon completion of purging. Significantly higher pressure is a sign of possible LNG leakage which has been gasified
into the piping.
2. Check Methane % by volume at Manifold Drain valveto be less than 1%.
3. Open Manifold Drain and continue measuring Methane content until piping is fully depressurized. In case that Methane content risesabove 1% by volume, STOP in
order to resume purging and investigate for possible leakage.
4. Disconnect Arm (by Terminal’s Staff).
5. Fit Blind flange & tighten the bolts.
6. Proceed to next Arm with steps 1 to 5.
10.17.3.6 Changes to Draining and Purging Procedures
If an alternative draining and purging procedure is in place by the Terminal or any changes to the SIGTTO recommended procedure have been agreed between the Ship’s
and the Terminal’s Representatives should follow the Risk Assessment process and the Risk Assessment need to be communicated to Marine Operations department as
soon as possible and prior the completion of Cargo Operations.
In any case the below mentioned prerequisites should be followed during all draining and purging operations.
1. The pressures should not exceed 70% rated pressure,
2. Arms should not be disconnected at higher than 1% or 2% methane percentage by volume for cargo hoses, and
3. Valves mentioned as closed prior disconnection should remain closed.
During purging the operation of the ships drain and purge valves and gas detection measurements will be performed by the Cargo (Gas) Engineer.
Once the purging of the lines and arms and final gauging has been completed all valves shall be closed with the exception of those valves required to be left open to
prevent the over-pressurization of lines due to warming up during the voyage.
10.18. Final Gauging and Departure

Final Gauging shall be carried out by the Chief Officer and witnessed by the terminal representatives.
The Chief Officer shall check the drafts forward, amidships and aft and shall record any trim and / or list.
All cargo tanks shall be measured for liquid, temperature and pressure in order to calculate the quantities of cargo for each cargo grades (if any).
A Certificate of Measurement and Custody Transfer Measurement Data is printed out, and signed by the all responsible persons.
The quantities of cargo for each grade shall be obtained in agreement with the shippers or their representatives in accordance with the standard calculation procedures and
the quantity of cargo discharged shall be determined for comparison against the Bill of Lading figures.
When carrying out the closing gauging after loading in those ports where gas burning during cargo operation is permitted the Chief Officer shall take a printout of the gas
flow meters (measuring gas burned) and have the printout signed by all concerned parties.
At the time of the final gauging the Chief Officer shall record the totalized value for gas burned in the boilers or Gas Combustion Unit, if applicable, and gas burning may be
resumed.
On completion of operations and prior to departure, the form,OPS-510 Departure Checklist, shall be completed and the relevant entry shall be made in the Deck Log Book.
The use of boil off gas for fuel may be resumed upon completion of the final gauging and calculation procedure and the readings of the boil off gas totalizer or flow
management system shall be recorded.
After every cargo, ballast or bunker operation, the vessel condition shall be updated and periodically on extended voyages where there is any significant change in cargo or
bunkers.
10.19. Disconnection of Arms

Before shore arms are disconnected they will be purged with nitrogen to ensure that no gas vapour is released.
The arms shall be disconnected and cargo strainers shall be carefully removed before the manifolds connections are secured by blind flanges.
Upon completion of disconnection the ship’s side water spray curtain at the manifold shall be turned off.
10.20. Ship / Shore Post Operations meeting minutes

A post operation meeting is to be held in order to evaluate safety and vessel’s operational performance during loading operation.
Minutes from the meeting discussed either in written or verbal, should be shared with Company as soon as practical using form
, OPS-509 Post Operation Meeting.
10.21. Record of Load port activities

Monitoring of cargo loading operations shall be maintained using form,OPS-505 Loading Forms.
In addition a Port Log shall be maintained in ballpoint pen recording the complete sequence of events accurately, as and when they happen, in order for it to be an authentic
history of the operation. On completion of their watches the Deck Officer of the Watch shall transfer the contents of the Port Log to the Deck Log Book.
The record shall be so maintained that it will be possible to determine the exact sequence of operations at a later date should it be required.
The record shall include the connection of cargo arms and commencement and completion of cool down, starting and stopping of cargo and ballast pumps; the opening and
closing of cargo and ballast tanks; topping off of each cargo tank; the identity of valves used for cargo operations and when they are opened or closed, such as manifold
valves, crossover valves and line master or filling valves, disconnection of arms and any other point of interest relating to the cargo handling equipment.
11. Discharge Operations
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11. DISCHARGE OPERATIONS

Cargo discharging operations, due to the particular risks and hazards which are encountered during such operations are critical operations. By following the
procedures documented in this chapter identified hazards can be eliminated or reduced to within acceptable limits.
11.1. Cargo Handling manual

All Gas Carriers are provided with a ship specific Cargo Handling Manual by the ship’s builders and the procedures documented in this manualshall be used for the
planning and conduct of all cargo discharging operations.
11.2. Discharge Orders

Charterers’ will issue specific instructions with regard to the delivery of the cargo. The Masters must be fully aware of the terms and conditions contained in the various
clauses of the Charter Party and the Bill of Lading.
11.3. Operational Planning

The Chief Officer shall prepare a plan, OPS-534 Cargo Discharge Plan , prior to the commencement of any discharging operations, which shall be reviewed, approved and
signed by the Master. This plan must clearly indicate the sequence of events for discharging the cargo and the loading of ballast and is to be used as a reference point for
all personnel engaged in the supervision of cargo operations.
After signature by all required officers defined in the plan format, the plan shall be posted in a prominent position within the cargo control room.
11.3.1. Discharging plan

The proposed plan shall be prepared and followed with a detailed sequence of cargo and ballast transfers documented, stress, intact and damage stability and are any
limitations, where applicable understood by the cargo watch officers and clearly documented.
The cargo transfer operation should be planned and confirmed in writing in order to assure full mutual understanding.
The plan shall be written in accordance with the approved Cargo Handling Manual and shall cover all stages through the operation which shall be determined by the nature
of operations.

Details of the emergency shutdown system shall be included and an emergency shutdown plan is to be agreed between the ship and terminal and must be sighted by all
personnel directly involved in the loading operation. The circumstances warranting an emergency shutdown need to be fully understood by all parties involved.
11.4. Cool Down

Prior to arrival at the discharging port the initial cooling down of the cargo lines shall be carried out in accordance with the requirements of the Cargo Handling Manual and
in order to arrive at the discharging terminal in the required condition, as requested by the terminal.
11.5. Nitrogen
The nitrogen generator shall remain on stand-by, in case it will be required before discharging commences.
11.6. Prior to Arrival at the Discharging port

Prior to arrival at the discharging port the Chief Officer and Cargo Engineer are responsible for checking and testing all items of equipment and safety systems which are to
be used, or may be used during the operation. In addition the Chief Officer shall arrange to prepare the vessel in a seamanlike manner as required by Chapter 6 of this
manual.
The Manifolds should be checked and drained using the ship’s N2 (ESD Valve open, Double shut and Cooldown valves closed) and open the drain valve in order to release
the pressure and the humidity (if any). A leak test must be done and any abnormality should be addressed immediately.
11.6.1. Cargo System Line Up & Lock Out / Tag Out (LOTO)
The aim of a lock-out/tag-out system is to ensure that, when any cargo operations is in progress, the system is placed in an safe condition by isolating the section of the
cargo system to be used, from the rest of the system so that NO UNEXPECTED actions can occur.
Before Cargo operations, ALL UNUSED cargo manifolds valves MUST BE CONFIRMED CLOSED, LOCKED and TAGGED, using the Lock-out / Tag-Out system (LOTO).
This applies to the both side of the cargo manifold; irrespective of which side is in use.
The effectiveness of the isolation will be confirmed by trying to operate the component or equipment remotely and also locally.
This system requires following actions to be completed:
At Local station:
Cargo (Gas) Engineer, in consultation with Chief Officer, must confirm locally that unused cargo manifold valves are fully closed, locked and tagged, as per below example
photos.
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ESD Valves = SIGN NOT APPLICABLE
Double shut Valves = APPLICABLE
At Cargo Control Room (CCR):
The Chief Officer must ensure that all unused remotely operated cargo manifold valves are confirmed closed and electrical interlock in the IAS is in “Passive” status, before
commencing cargo operations.
This applies for modern fleet of vessels with fully integrated IAS otherwise simplified methods shall be arranged in order to prevent unintentional operation, as shown below
“b)”.
a) Remote Operation:
To achieve this, right click onto the relevant valve and select the Module Mode to tick off required box (see below).
[The below is for Kongsberg IAS; other systems have similar arrangements].
b) Vessels NOT having fully automated IAS control mode: Prevention Transparent Covers (as shown)
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CAUTION
The Lock-Out / Tag-out of the valves, it must be at all times in line with pre-operations cargo system line up procedure.
Valves selection it must be recorded using form, OPS-508 Cargo system Line-up Checklist.
11.7. Connection of Cargo Arm's and ESD link

Upon arrival at the discharging berth, the ship’s side water curtain shall be opened, and the manifold blinds shall be removed in preparation for connecting the shore arms.
The ESD umbilical (ship/shore link) shall be connected. The ESDS system must be inhibited on the Ship/Shore Console prior to preparations for connection.
Some terminals require the installation of strainers at the ships manifolds, and where required, these shall be correctly installed.
Terminal personnel will normally carry out the connection of up to four liquid arms and a single vapor transfer arm. Operational preference is to connect first vapor arm
followed with rest of liquid arm’s. The connection of ship/shore link and arms shall always be supervised by a responsible officer.
When the arms have been connected, the arms will be pressurized from the shore to test for leakage. Once the leak test has been completed, the arms shall be de-
pressurized, and the oxygen content shall be checked as being less than 1%. A test of the ESDS system will be carried out.
Any faults revealed during tests of the ESDS system shall be rectified immediately. The ESD tests and results shall be recorded in Deck Log Book.
If the ESD system is inoperative cargo operations must be suspended, and the Office be advised.
11.8. Preparing to Discharge

11.8.1. Pre-transfer conference
Before discharging operations are commenced the Chief Officer shall satisfy himself that the proposed discharging agreement made during the pre-transfer conference is
acceptable and that the vessel will be capable of operating safely. If the Chief Officer is in doubt as to any part of the proposed operation, Chief Officer shall clarify the
position with the Master and/or the Loading Master.
The Chief Officer shall establish and confirm as a minimum standard of operation using form,OPS-503 Pre-Transfer Conference Checklist.
11.8.2. Initial Gauging

Initial Gauging is carried out by the Chief Officer and shall be witnessed by the terminal and shipper’s representatives.
Before the initial gauging is carried out the “threshold” on the primary Custody Transfer Monitoring System (CTMS) shall be set. The threshold level shall not exceed the
level with full accuracy +/-5 mm for more than 1 mm. The threshold level may be checked in the CTMS certificate on board.
The threshold temperature shall always be set at -130o C. Where the bottom temperature in any tank indicates that there may be detectable liquid LNG in the tank, the
Chief Officer shall trim the vessel sufficiently to get a raw measurement level exceeding the minimum level within the range of the full accuracy measurement as per the
certificate. The cargo surveyor will accept only those volumes which can be calculated on system full accuracy measurements. The threshold settings shall always be kept
“on.”
in the other tanks, the operator should consider completing internal transfer before arrival, at the berth/jetty.
The vessels draught shall be checked visually, if the terminal permits, by a deck officer and these readings shall be compared with the draught indicators on the cargo
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console and the trim and list indicators on the Custody Transfer Monitoring System (CTMS) and the calculated draught from the loading computer. All readings shall be
recorded in the Deck log book.
The initial gauging shall be carried out after confirmation has been received that the vessel has stopped gas burning and the Master Gas Valve has been closed.
A Certificate of Measurement Volume (Loading/Discharging) or Form of Certificate of Loading / Discharging and Custody Transfer Measurement Data is then printed out
and signed by the responsible persons.
During cargo operations the secondary monitoring system (such as float gauges, sighting boards, etc, shall be read and the results shall be recorded using form,OPS-506
Discharging Forms.
Where gas burning during cargo operations is permitted the Chief Officer shall take a printout from the gas flow meters to boilers and Gas Combustion Unit (GCU) and have
the printout duly signed by all concerned parties.
When gas burning in between opening and closing gauging is not permitted the Chief Officer shall note and print a copy of the Integrated Alarm System screen for the
totalized values, as a point of reference for when the vessel requires to proceed with gas burning or as evidence that gas burning was not started. Often terminal
representatives/cargo surveyors require the gas valve to the engine to be officially sealed in the closed position during the entire cargo operation.
11.8.3. Setting lines and Vapour handling arrangements

Upon completion of the pre-transfer conference the Chief Officer shall prepare the vessel for discharging.
The Cargo (Gas) Engineer and duty officers shall be instructed to set the vessel liquid and vapour header valves on deck for discharging in accordance with the Chief
Officers’ instructions.
The Chief Officer is responsible for verifying the setting of the ships valves, pipelines and agreed vapour handling arrangements for the planned discharging operation.
Setting and checking of liquid and vapour lines shall be recorded using form, File not found.
11.8.4. Cool Down

Before commencing cool down of ship’s lines and cargo arm’s the ship’s side water spray shall be started.
Once preparations for cargo arm’s cooling down and discharging have been completed the Chief Officer shall advise the terminal that the vessel is ready to commence
cooling down of the vessel liquid line. Once the ships lines are cooled the shore arms shall be cooled.
The cool down procedures for each vessel is described fully in the ship specific Cargo Handling Manual.
During the cool down process the officer on deck shall monitor all ships lines to ensure that no leakage occurs.
Upon completion of cool down the terminal shall advise the ship that it is ready for discharging to commence and the ships liquid headers, spray headers and valves,
crossover valves and tank valves on deck shall be set for discharging by the duty officer and shall be verified by the Chief Officer prior to confirming readiness to discharge
to the terminal.
11.9. Prior to Commencement of Discharging
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Once the vessel is securely moored. The cargo arms shall be connected and the cool-down procedure completed.
The manifold connection shall initially be purged with N2 gas until the O2 content of <1% is achieved and then a leak test shall be performed by N2 pressurization from shore
and using standard soapy water solution the connections shall be checked.
Gas burning in the engine shall be stopped prior to the opening gauging.
After completion of opening gauging of the cargo tanks the manifold ESD valves shall be opened and a warm ESD test will be carried out. Upon completion of the test, the
ESD valves shall be re-opened.
The correct setting of all ship and shore valves shall be confirmed and after the terminal has been notified, the spray pump shall be started and the liquid manifold cool down
valves shall be slowly opened.
If required, the flow from the spray pump shall be increased by increasing the motor load, or by increasing the spray line pressure. During this operation the liquid header
temperature shall be monitored to ensure it remains sufficiently cold.
When the terminal informs the vessel that the cooling down of the arms is considered complete, the spray pump shall be stopped and a cold ESD may be carried out, if
agreed at the pre-transfer safety meeting between the terminal and the vessel.
11.10. Cooling down arms, ship and shore lines alongside

The cooldown procedure of the discharging arms follows terminal’s procedure and is carried out using the ship’s stripping/spray pump or a cargo pump in cooperation with
the shore terminal.
The vessel uses one stripping/spray pumps circulating on its own tank to cool down the shore arms. Where pre-cooling of the ship’s liquid line has not been carried out, this
can be done at the same time as the shore arms.
The cooling down is complete when the manifold, ship’s liquid line and shore arms are approximately -130°C.
Once the shore arms are cooled down open the double shut valves and close the manifold cooldown valves.
Cooling down of shore arms through spray line
11.11. Discharging and Discharging rate

11.11.1. Commencing Discharge
Discharging operations shall be commenced and continued at a low rate until confirmation is received that cargo is being delivered to the nominated shore tanks and that
the ships lines on deck have been checked for leakage. This is usually achieved by starting the two cargo pumps in the first tank on recirculation and then gradually closing
the tank filling valve to establish flow through the liquid manifolds.
When it has been established that the cargo is being received the Chief Officer shall, with agreement from the terminal, increase the discharge rate to the agreed maximum
following the agreed sequence.
The deck and manifold area, including offshore manifolds, shall be thoroughly checked for any evidence of leakage during the increase in loading rate.
11.11.2. Discharging rate

Wherever the terminal permits the vessel shall discharge at the maximum capacity available.
It is therefore extremely important, from a commercial point of view, that the vessel complies with the maximum discharging capacity at all times, especially where shore
restrictions are placed on the vessel.
11.11.3. Cargo Tank pressure

Cargo tank pressures shall be monitored regularly during the discharging operation and shall be maintained as per agreed pressure during pre-loading meeting with the
terminal, preferable between 90 – 110 mbar, but in any case more than the Low-pressure alarm setting and less than 70% MARVS throughout the period.
If a return vapour supply is not available then the ships own forced vaporizer shall be used to generate the required vapour or the discharge rate shall be reduced
accordingly in order to control the pressures.
11.11.4. Controlling Vapour emissions

The ports and terminals prohibit the release of cargo vapour during cargo operations and therefore good vapour management is essential through the proper control of the
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tank pressures.
The company operates a “zero venting” policy and therefore venting during cargo operations shall be avoided unless it becomes absolutely necessaryfor the safety of
the ship.
If the tank pressures rise to 70% MARVS the terminal shall be advised and the vapour return shall be reduced or interrupted until a lower pressure is regained.
11.12. Ballasting
Ballasting operations shall be commenced and carried out in accordance with the sequence laid down in the discharging plan.
During discharging operations the ballasting operation shall be commenced, initially by gravity in accordance with the sequence required by the discharging plan. Ballasting
through the use of ballast pumps shall be commenced when the level of ballast water in the ships tanks is approximately equal to the ships waterline.
When carrying out these operations the plan shall be carefully made and followed paying proper attention to hull stresses, the number of slack tanks and stability
considerations.
Ballasting operations will normally be suspended prior to the completion of discharging with the vessel at or near even keel. Once the discharge is completed any final draft
and trim adjustments required for final gauging and then to adjust the vessel to its optimum sailing drafts shall be carried out.
When filling ballast tanks care shall be taken to ensure that the ballast tanks are as full as possible without overflowing any ballast water from the vents.
11.13. Monitoring of Cargo Discharge

11.13.1. Discharging Rates
Throughout discharging operations, regular checks on the quantity discharged shall be made at hourly intervals and the results of the calculations shall be recorded in the
Port Log Book. The rate of discharge must remain as constant as operational requirements allow, and large fluctuations in flow rates shall be avoided.
The terminal shall be immediately advised of any slow pumping periods or interruptions in the discharge.
11.13.2. Stress and Stability

During the discharging operation, checks on the stress and stability, drafts and trim, shall be made at intervals, not exceeding every two hours, and the results of these
calculations shall be printed and kept with the discharging plan. Any deviation from the expected vessel condition shall be investigated immediately. If the reason for the
discrepancy is not immediately apparent cargo operations shall be stopped, and not resumed until the cause has been established. For further details see Deck Department
Manual Chapter 5.
11.14. Rump Up procedures

Prior to starting the first cargo pump the liquid branch valve shall be confirmed to be closed and the filling valve shall be confirmed open.
The cargo pumps shall be started in the planned sequence and the terminal shall be notified as soon as the pumps are on line in order to monitor their tank pressures.
The normal procedure is to start one pump on re-circulation from a single cargo tank and then to discharge from that tank. A similar procedure is then applied to the each
other tank at approximately 5 minute intervals. Once all pumps are running at 60 % load and visual verification of pipe line conditions received from the officer on deck, the
load shall slowly be increased sequentially up to the maximum permitted discharge rate.
During the early stages of discharging the tank pressures will fall and the receiving terminal shall be requested to start to return vapour to the ship in order to maintain tank
pressures at the agreed level.
The following items as minimum shall be monitored during discharging:
Cargo tank level, ROB and hourly discharged rate.

Cargo tank pressure
Cargo pump motor load and discharge pressure
Draft, trim and heel
Ship condition.
The company policy is zero venting and therefore it is very important to monitor the cargo tank pressures prior to commencing discharge and after gas burning has been
stopped for gauging.
During discharging the cargo tank pressure shall not exceed 70% or fall below 25% of MARVS.
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In the event that the vapour return from shore is not sufficient to maintain the desired tank pressures, the discharging rate shall be reduced or another means of supplying
vapour to the tanks, either by using the tank sprays or the Gas vaporizer, shall be used.
Instructions and procedures for placing the Gas vaporizer on line are described in the ship specific Cargo Handling Manual.
If the tank pressure rises towards 70% MARVS, the Terminal shall be requested to reduce the vapour flow from their vapour return gas blower.
If this does not stop the pressure rise the Terminal shall be informed that the vessel intends to close the vapour return manifold valve andthis action shall be taken
before the tank pressures reaches 70% MARVS.
Discharging in this way is applicable in very rare instances, such as gassing up a new terminal, without the use of a shore return. In this situation the LNG is bled from the
main liquid line to the vaporizer. The rate of vaporization is adjusted to maintain a constant tank pressure.
Whilst bulk discharging is in progress, the following records shall be maintained:
OPS-504 Cargo Watch Handover Checklist: this checklist is to be completed by the Officer of the Watch at least once during his watch and a Deck Log entry to be made.
OPS-506 Discharging Forms: this report shall be completed by the Officers of the Watch on an hourly basis with discharging progress records.
OPS-506 Discharging Forms, section Port Log: this report shall be updated as necessary during the discharging operation and on completion shall be signed by the Master,
the Terminal Representative and the Agent (if applicable).
11.14.1. Slow Down (Ramp Down)

The operation is controlled by the Chief Officer. There must be sufficient crew members to maintain continuous local monitoring of all cargo tanks.
The ship shall advise the terminal well in advance (minimum one hour) following the pre-operations meeting minutes notes, before starting the slowdown.
The cargo pumps shall be reduced in the planned sequence, and the terminal shall be notified as soon as the cargo rate is started to slow down to monitor tank pressures.
Cargo tank level readings using both local and remote gauging shall be continuously compared during topping off.
The company standard procedure is to slow down pumps on a single cargo tank one by one. The cargo flow shall be adjusted so that Slow Down from the beginning should
be slowly decreasing, and the last cargo tank shall last at least ten minutes, giving both the ship and terminal time to prepare for final stop discharging.
During the stages of Slow Down the tank, pressures will increase sequentially, and the receiving terminal shall be requested to reduce or stop to return vapor to the ship or
stop Vaporizer if it is online to maintain tank pressures at the agreed level.
Following items shall be monitored during Slow Down:
Cargo tank level, in order to stop the first/second pumps

Cargo pump motor load and discharge pressure
Cargo pump discharge valve to maintain pump flow within an operational range
Heel quantity
Cargo tank pressure
Draft, trim, and list
The Slow down (Ramp Down) process on Gas Carriers normally takes MINIMUM 40 minutes and up to 1 hour to complete.
Once cargo operation is completed, Manifold double shut-valves should be closed as soon as possible, and the ship ESD system switched to ship specific mode which
assure the ESD ship/shore signals are disconnected/deactivated.
11.15. Gas burning in between Opening and Closing of Cargo Tank Measurement
During discharging operations - from the time that initial gauging has been completed and Custody Transfer has been started until all cargo on board has been discharged,
the amount of cargo including cargo vapour, must be precisely measured and fully accounted for.
From the opening gauging until the closing gauging, gas burning is prohibited under all but the following limited circumstances:
The need to control cargo tank pressures, or otherwise protect the cargo system, which requires burning gas in the engine or Gas Combustion Unit to avoid venting of cargo
vapour.
Examples of such circumstance are:
1. In the event of a delay in opening the vapour manifold valve (ashore or on the ship),
2. In the event that the terminal is not able to receive vapour from the vessel.
3. During discharging in any discharging port after receiving written permission from the terminal and/or Charterer
4. Any other port where compliance with the low sulphur fuel burning requires burning gas.
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Agreement for burning gas will normally have been arranged between charterer, shipper and terminal before the vessel arrives. The company will confirm any requirement
for gas burning in writing prior to the vessel arrival.
Where gas burning is permitted to take place after the opening gauging has taken place, the start must be coordinated with the terminal, independent surveyor and or
buyers/sellers representative, if present on board. The gas flow totalizer readings must be printed before the start of gas burning and after gas burning has been stopped
prior to the closing gauging to verify the quantity of gas consumed in the ship’s boilers while the custody transfer operation is in progress.
A Letter of Protest may be presented to the terminal, if for example the terminal was unable to accept gas vapour as originally planned. In such cases, the Charterer must
be informed in writing and a full explanation as to why gas burning was used must be provided. Copies of all letters of protest shall be forwarded to the office.
In all circumstances, the quantity of gas burned must be recorded in the Cargo Log Books and a remark shall be made on form,OPS-506 Discharging Forms, Section Port
Log.
11.16. Heel out (stripping of non-hell tanks or all cargo tanks)

The vessel heel-out operation needs to be carefully planned and communicated with the Terminal.
During the final part of the discharging, the rate of discharge will fall due to reduced head.
The Chief Officer shall adjust the tank valves to ensure that the loss of head does not reduce the electrical load of the pumps.
At a level of 0.8 meters (or approaching the required cargo volume, if greater), the Chief Officer shall stop one of the two pumps in the tank and complete the last part of the
discharging of the tank with one pump.
On occasion, when the tank level needs to be further reduced, the spray pump shall be started soon after the first pump in the tank is stopped as long the level allows and
continues discharging the cargo from the tank to achieve the lowest possible cargo levels in the tank.
Once all cargo to be discharged has been pumped ashore, the vessel is considered to be "heeled out."
The cargo pumps must never be allowed to run dry, even for short periods, as this will result in motor failure.
Example :
When we commenced the ramp down from CT No1 simultaneously, we started the spray pump to transfer to No3 CT. Again, we avoid sending the cargo ashore through
the main liquid header to minimize the influence of back pressure on the internal transfer rate.
The vessel was trimmed 2.8 meters by the stern at the beginning of the ramp down. During discharging of CT No1, the main pump was running, using the discharge valve
till 13% open (adjusted to keep sufficient pressure "more than 5 bar", taking into consideration the trip limits of the pump "low current 43A for 5 sec") and checking all the
time to be in the above limitations. Then, we stopped the pump and continued stripping using the spray pump until we closed CTS (around 2 hours later) when the pump
started fluctuating.
The same procedure for the main pumps was followed at the rest two tanks (No2 & 4).
The above shows that we saved around 27 m3 in about 1.5 hours using a spray pump in CT No1.
Possible difficulties:
1) Trim Values:
In most cases, terminal representative requires even keel at the time of CTMS
print outs which it can extend up to 2 hours after completion of discharging and not at the time of
completion.
2) Optimal Trim:
2.5 meters is the ideal trim; however, any other less, it would also be helpful in efforts to minimize heel retention.
11.17. Draining of liquid cargo
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Upon discharge, the terminal shall be notified, the manifold valves shall be closed, and the bypass valves opened following terminal guidance for draining the shore arms.
Once the shore arms are drained, the bypass valves shall be closed, and the arms pressurized with nitrogen for blowing the ship's liquid headers.
All liquid headers shall be purged back to the cargo tanks, and once this operation is completed, final gauging shall be commenced.
Once the purging of the cargo lines and arms; and final gauging have been completed, cargo valves shall be closed except those required to be left open to prevent the
over-pressurization of pipes due to warming up during the voyage.
11.18. Heel Management

The retention of the heel will vary with the type of vessel and length of the ballast voyage. On membrane vessels on shorter ballast voyages, it is acceptable to carry a small
heel in each cargo tank. Generally, this will maintain the tank bottom temperature sufficiently cold so that the vessel can berth and commence loading without additional
tank cooldown being required. The spray pump may be started at any time during the voyage if needed.
On longer voyages, it is usual for the heel to be retained in one tank (preferably Cargo tank No.3), with other tanks "heeled" out. Additional spraying may be necessary
when the cargo tank temperature is higher than the arrival temperature requirement, generally accepted as being < -130oC. Terminal conditions shall be followed as
appropriate. However, industry best practice has shown that it is not required to lower tank temperatures below -110'C (membrane) before the last 24 hours before arrival at
the terminal. This process aims for the vessel to arrive without the requirement for extended cool down and delays at the load port.
On long ballast voyages with larger quantities of heel retained in one tank, the quantity of heel carried mustn't exceed the sloshing limits.
It is usual for the heel to be retained in one tank, with others "heeled" out on Moss's vessels. After departure, the LNG in the "heeled" out tanks will be further reduced by
transferring cargo to the dedicated holding tank. The tanks are then sprayed on passage to cool down to a level where loading takes place without delay at the load port.
Occasionally on shorter voyages, vessels will retain the heel distributed across all tanks. At the last discharge, before the ship is scheduled to warm up for dry-dock, all
tanks are heeled out, as far as possible, to avoid leaving excessive quantities of LNG, which will require to be warmed up and vented to the atmosphere on the passage to
the docking port
For more details, consult the TMS Commercial Operation procedure booklet (OPS Circular).
11.19. Prior to Disconnection

11.19.1. Inhibition of Emergency Shut Down System (ESDS)
The ESDS system must be inhibited on the Ship/Shore Console prior to the preparations for disconnection.
11.19.2. Float Type gauges

Float type gauges shall be brought to their stowed position and secured by the Chief Officer or Cargo (Gas) Engineer.
11.19.3. Cargo Manifolds Draining, Purging & Disconnection Procedure

The procedure applies to Cargo Manifolds. It should be compared with the Terminal procedure during the pre-transfer meeting and any divergence has to be agreed in
writing between the ship and the shore.
The principal objective is to disconnect the cargo connection in a manner that eliminates any risk of liquid release and reduces the release of cargo vapor to the atmosphere
to an absolute minimum.
To disconnect Cargo Connection from Ship Manifolds under Safe conditions, all piping space between ESD valve, ESD by-pass valve and Liquid Connection Isolating
Valve, prior to disconnection, must be measured and verified by a Portable Gas Meter at less than 1% by volume Gas Content in a Nitrogen background.
Source of Nitrogen Injection: Shore side

Alternative source: Ship’s side through Manifold Vent valve.
Ship’s side reception of Drained Cargo and Purged Gas: Heel tank
Nitrogen Pressure for effective Draining / Purging: 2 ~ 5 bar G. Upon reaching 5 bar G, pressure should be released or Nitrogen supply should be stopped. Piping should remain
always pressurized at a minimum positive pressure of 0.5 bar G until disconnection of hard arms.
Sequence: One Pair of Manifold / Liquid Arm each time.
Pressure monitoring: Manifold Pressure Gauge
Initial Line up: Cool Down (Spray) valves from Port or
Starboard side manifolds to “Heel tank” through Liquid Header.
All participants should wear proper PPE, carry portable I.S UHF radios for effective communication between CCR and Jetty personnel and at least 2 Personal Gas Monitors.
Before Draining and Purging:
All persons involved (ship & shore), should have a clear understanding of method to be followed. In this respect, a meeting should be carried out before proceeding, the
requirements of the agreed procedure fully followed and satisfied.
Draining of Ship-Shore piping complex:
Any Gas flowing under pressure into liquid filled piping is always ascending in inclined and vertical pipes until reaching a dead end, (Double Shut Valve, top of cargo arm)
where it creates a “Gas piston” pushing the liquid downwards. In horizontal pipes of large and medium diameter the gas always lays on top forcing the liquid downwards.
A Gas piston is also created with LNG trapped between closed valves as it warms up. (GAS means either Nitrogen or cargo Vapor).
Under a certain gas pressure the Liquid escapes from any opening at the lower part of piping. Pressure of 1 bar G is enough to push LNG through a narrow pipe up to 22 m
higher of the lower point that this pressure is exerted. Pressure should not allow dropping below 0.5 bar G or Nitrogen should not stop flowing throughout the entire
operation.
Cracking open a drain to the manifold to check that liquid has been removed is potentially dangerous, unnecessary and should not be done.
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1. Upon completion of cargo operation.

2. Verify that Trunk Deck Cargo Liquid Lines are drained as per Cargo Manual. Verify that Double Shut Valves are 100%Closed.
3. Line up Spray line from connected Manifolds to “Heel Tank” as described above.
4. The ESD valve and ESD by-pass valve will remain Closed whilst the shore side part of Arm is blown back ashore by Nitrogen.
5. Cool down Valve should be Open to relieve pressure between the Double Shut valve and the ESD valve into “Heel Tank”.
6. (The trapped & under pressure cargo will drain into “Heel Tank”. This practice will speed up the ship side piping draining).
7. When the terminal has confirmed the shore side section of the hard arm is liquid free the ships staff willOPEN the ESD by-pass valve.
8. After Terminal staff confirms that have finished with draining the shore side arm proceed to 2nd Stage.
11.19.3.3 Draining of Ship side liquid Arm and Manifold Pipingnd

2 STAGE:
1. Verify that Jetty has Closed the Arm purge valve. Verify that Shore N2 supply valve is Open.
2. Open ESD Valve. Confirm Arm’s Valve is Open. Monitor the Pressure. Listen to the cargo flowing.
3. When pressure suddenly drops and liquid flow stops, Close the Cool Down valve.
4. Allow pressure to rise up to 5 bar G and Open the Cool Down valve until pressure drops to0.5 bar G Close Cool Down valve.
5. Repeat step 3 one more time. N2 pressure can be lower but not less than2 bar. (Empty lines need much more nitrogen)
6. Open Vent valve slowly. Check Methane % by volume through vent valve and if it is less than 4.5%, Crack Open Manifold Drain valve to verify that piping is dry.
Few droplets may initially be observed. In case that you observe free liquid flow Close the Drain valve and repeat steps 4 and 5. Terminal staff may wish to check
Methane % through Arm’s Drain valve.
7. Upon verifying that piping is liquid free and Methane % by volume is less than 4.5% at Drain valve,Close the Drain valve. Verify that Arm Drain valve isClosed.
Proceed to Stage 3.
11.19.3.4 Purging of Ship side Cargo Connection and Manifold Pipingrd3 STAGE:
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1. Close the ESD valve. Close the ESD by-pass valve. Let pressure to rise up to 5 bar G.
2. Open ESD by-pass Valve until pressure drops to 0.5 bar G. Close the ESD by-pass valve.
3. Open Vent valve slowly. Check Methane % by volume through vent valve. If readingis less than 1% Methane % by volume Open Manifold Drain valve and measure
Methane % by volume to read less than 1% Methane % by volume. Shore side may check Methane % by volume through Arm Drain valve. In case that any
reading is above 1% by volume, Repeat steps 1 to 3 until all check points are less than 1% Methane % by volume.
4. Close ALL valves including Arm’s valve (PERC) with the piping pressurized at 0.5 bar G. Set ESD Valve to “Inhibit” mode. Proceed with Draining and Purging of
remaining Liquid Manifold / Arms following above 3 Stages.
5. For Terminals which keep Arm Valve (PERC) Open, pressure can maintained at 0.3 bar G, as piping volume is too large.
6. Vapor Arm Purging is conducted by simply blowing with Nitrogen through ESD and ESD by-pass valves of Vapor Manifold to the alwaysOpen to tanks Vapor
header. Max Pressure 2 bar G. After confirming Methane contentless than 1 % by volume at drain valve, ESD and ESD by-pass valves are closed and ESD valve is
set to “Inhibit mode”.
11.19.3.5 Disconnecting a Cargo Arm (one Arm each time)
1. Check pressure to be equal or above 0.5 bar G upon completion of purging. Significantly higher pressure is a sign of possible LNG leakage which has been gasified
into the piping.
2. Check Methane % by volume at Manifold Drain valve to beless than 1%.
3. Open Manifold Drain and continue measuring Methane content until piping is fully depressurized. In case that Methanecontent rises above 1% by volume, STOP in
order to resume purging and investigate for possible leakage.
4. Disconnect Arm (by Terminal’s Staff).
5. Fit Blind flange & tighten the bolts.
6. Proceed to next Arm with steps 1 to 5.
11.19.3.6 Changes to Draining and Purging procedures
If an alternative draining and purging procedure is in place by the Terminal or any changes to the SIGTTO recommended procedure have been agreed between the Ship’s
and the Terminal’s Representatives should follow the Risk Assessment process and the Risk Assessment need to be communicated to Marine Operations department as
soon as possible and prior the completion of Cargo Operations.
In any case the below mentioned prerequisites should be followed during all draining and purging operations.
1. The pressures should not exceed 70% rated pressure,
2. Arms should not be disconnected at higher than 1% or 2% methane percentage by volume for cargo hoses, and
3. Valves mentioned as closed prior disconnection should remain closed.
During purging the operation of the ships drain and purge valves and gas detection measurements will be performed by the Cargo (Gas) Engineer.
Once the purging of the lines and arms and final gauging has been completed all valves shall be closed with the exception of those valves required to be left open to
prevent the over-pressurization of lines due to warming up during the voyage.
11.20. Vapour from Shore valve

After any discharge operation, when the shore vapour arm has been disconnected and the vapour manifold closed, the vapour from shore valve is to be re-opened and then
left open at least 20%.
This is to allow any increase in pressure, during the subsequent line warm up, to be transferred via the vapour header to the individual cargo tanks.
If the cargo tank pressure is not effectively managed during draining/heeling out any excessive increase in pressure within the cargo tanks will initially be regulated by the
automatic vent valve to the forward vent riser and if the pressure is not controlled sufficiently by the automatic vent valve, then individual tank relief valves will operate to
vent pressure via the individual mast risers, both of which contravene the company policy on zero venting.
11.21. Cargo Calculations

11.21.1. Final gauging
The Chief Officer shall check the drafts forward, amidships and aft and shall record any trim and / or list.
All cargo tanks shall be measured for liquid, temperature and pressure in order to calculate the quantities of cargo for each cargo grades using the Custody Transfer
System.
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The quantities of each cargo grades shall be obtained in agreement with the shippers or their representatives in accordance with the standard calculation procedures and
the quantity of cargo discharged shall be determined for comparison against the Bill of Lading figures.
The use of boil off gas (if applicable) for fuel may be resumed upon completion of the final gauging and calculation procedure and the readings of the boil off gas totalizer or
flow management system shall be recorded.
On completion of operations and prior to departure, the form,OPS-510 Departure Checklist, shall be completed and the relevant entry shall be made in the Cargo and
Deck Log Book.
After every cargo, ballast or bunker operation, the vessel condition shall be updated and periodically on extended voyages where there is any significant change in cargo or
bunkers.
11.22. Ship / Shore Post Operations meeting minutes

A post operation meeting is to be held in order to evaluate safety and vessel’s operational performance during discharging operation.
Minutes from the meeting discussed either in written or verbal, should be shared with Company as soon as practical using form,OPS-509 Post Operation Meeting.
11.23. Record of Discharge port activities

Monitoring of cargo discharging operations shall be maintained using form, OPS-506 Discharging Forms.
In addition a Port Log shall be maintained in ballpoint pen recording the complete sequence of events accurately, as and when they happen, in order for it to be an authentic
history of the operation. On completion of their watches the Deck Officer of the Watch shall transfer the contents of the Port Log to the Deck Log Book.
The record shall be so maintained that it will be possible to determine the exact sequence of operations at a later date should it be required.
The record shall include the connection of cargo arms and commencement and completion of cool down, starting and stopping of cargo and ballast pumps; the opening and
closing of cargo and ballast tanks; heeling out of cargo tanks; the identity of valves used for cargo operations and when they are opened or closed, such as manifold valves,
crossover valves and line master or filling valves, disconnection of arms and any other point of interest relating to the cargo handling equipment.
12. Ballast Operations

12. BALLAST OPERATIONS
The handling of ballast water involves particular risk and hazards and therefore all ballast handling operations shall be treated as critical operations. By
following the procedures documented in this chapter identified risks and hazards can be eliminated or reduced to within acceptable limits.
12.1. Segregated Ballast water inspections

Segregated ballast may be handled in most ports without restrictions, subject to ballast water management being undertaken. The ballasting and de-ballasting of tanks shall
be planned to compliment the cargo operations to minimise stress and allow for the appropriate trim for the vessel to optimise discharging/loading operations.
All vessels shall be fitted with sighting ports or acceptable means to allow for ballast water surface inspections. A plan of these inspection points is required to be included in
the Ballast Water Management Plan.
Prior to the discharging of segregated ballast water, including the ballast exchange, the surface of the ballast is to be visually inspected to ensure that it is not
contaminated with oil, especially where the ballast tanks are adjacent to oil tanks.
The results of these inspections shall be recorded in the form, OPS-522 Ballast Tank Hold Space Monitoring.
Where the segregated ballast is found to be contaminated an alternative method of de-ballasting is to be arranged and the vessel operator is to be informed immediately.
12.2. Quarantine inspections of ballast water

It is becoming increasingly common in ports for the port authorities to board the ships for the purposes of sampling water ballast on board for quality prior to granting
permission for ballast water discharging to be carried out.
The Chief Officer shall ensure that ballast water has been properly exchanged prior to arrival at all ports in order that ballast water can be properly sampled and no delays
occur to the ship.
Entries of all such inspections and the results shall be entered in the Ballast Water Record Book.
12.3. Observing ballast water discharges

When any de-ballasting operation is being carried out it is recommended that the surface of the sea at the point of discharge is kept under constant observation in case of
accidental pollution. The use of the Oil Discharge Monitoring Equipment does not relieve the responsible officer of his duty to maintain a constant watch over the surface of
the sea.
In the event of any oil be observed on the surface of the water the operation is to be stopped immediately and the procedures of the S.O.P.E.P / NTVRP are to be
implemented.
12.4. Records of ballast operations

When ANY ballast handling operation is carried out accurate records must be kept in both the Ballast Record Book and, where appropriate, the Oil Record Book.
12.5. Ballast water management (BWM)

In order to comply with the requirements of IMO Resolution A.868 (20) the Company has issued all vessels with a specific Ballast Water Management Plan, kept by the
Master and Chief Officer, which shall be complied with by ALL vessels.
Document: QA-033
Filing: QA
Approved by:
The basic requirements are as follows:
• Exchange Ballast loaded in a Port with clean seawater in water of minimum depth 2,000 metres or at least 50 miles from the nearest
coast and at the maximum available depth.
• Ensure that ballast tanks discharged in port are free of sediment.
• Complete the Ballast Water Declaration Form
• Maintain a record of ballast operations and keep it available for inspection by Port Authorities.
12.5.1 BalClor Ballast Water Treatment System (BWTS)

BalClor BWTS treat ballast water on board through filtration followed by disinfection with oxidant produced by an electrolytic process during ballasting, and neutralization at
de-ballasting.
This ballast system consists of three main parts: Automatic Back flushing Filtration (AFU), Electrolytic Disinfection Unit (EDU), and Automatic Neutralization Unit (ANU).
When ballasting, the ballast water is firstly filtrated by an automatic back-flushing filter, which removes large plankton and solid particles from ballast water.
Then, at disinfection step, a side stream of seawater flows is filtrated by water filter, which filter out more than 0.8 mm in diameter of doping thing, after that the side stream
of seawater flows through an electrolytic unit (electrolyzer) to produce oxidant (sodium hypochlorite solution), which is injected back into the main ballast pipe to the ballast
tanks to kill the residual planktons, pathogens, larva or spores contained in the ballast water in order to meet D-2 standard.
When de-ballasting, once the residual TRO level of the treated ballast water is under 0.1 ppm, it can be discharged directly.
If the TRO level is over 0.1 ppm then the sodium thiosulfate solution is added into the treated ballast water to neutralize the residual oxidants automatically.
The neutralization step will always be employed before discharge to ensure that no unacceptable risk is posed to the receiving environment.
12.5.2 NK-03 300 Blue Ballast Water Treatment System (BWTS)

BWTS In the NK-03 system, a shipboard Ozone generator takes ambient air and strips away the Nitrogen, concentrating the oxygen content, which is then passed through
a high voltage or high-frequency electrical field to produce ozone.
The ozone is then injected into the incoming ballast water to oxidize and neutralize any harmful aquatic species.
A percentage of the aquatic species, especially any bacteria and viruses in the ballast water, are killed by direct contact with the ozone.
The remainder is killed or neutralized when the ozone reacts with other chemicals that occur naturally in seawater, to form hypobromous acid, a highly effective disinfectant
in its own right.
Both ozone and hypobromous acid disintegrate extremely rapidly, ensuring that there is no damage to the receiving waters into which the treated ballast water is
discharged.
Document: QA-033
Filing: QA
Approved by:
The neutralization system is applied to the system to remove remained TRO (Total Residual Oxidant) at the discharge of ballast water.
The monitoring and control system uses standard off-the-shelf technology and includes a variety of sensors, alarms, meters, valves, and switches connected to the central
control software.
12.5.3 Ballast Water Treatment System (BWTS) Failure

In case of a Ballast Water Treatment System (BWTS) failure, following actions should be followed :
Discharging ballast water to another ship or an appropriate shipboard or land-based reception facility, if available.
Managing the ballast water or a portion of it in accordance with a method acceptable to the port State.
Ballast water exchange carried out to an approved plan. The ship and the port State should consider the potential disruption to the cargo handling operation plan of
the ship and the potential impact to relating parties including port operators and cargo owners or operational actions, such as modifying sailing or ballast water
discharge schedules, internal transfer or ballast water or the retention of ballast water on board the ship. The port State and the ship should consider any safety
issues and avoid possible undue delays.
Having considered all options above, the ballast water may be discharged in the port or any suitable area, as acceptable to the port State. Port state consideration may
include environmental, safety, operational and logistical implications of allowing or disallowing the discharge. The discharge of ballast water is subject to any conditions of
the port State. In any case, the ship is required to do its best to correct malfunction of the Ballast Water Management system as soon as possible and submit its repair plan
to the port State control authorities and the Flag State.
12.6. Cold Weather precautions

Before entering areas where ice is known to be present all ballast water shall be exchanged with clean sea water in accordance with ballast water exchange procedures,
preferably prior to the sea water temperature dropping as the higher temperature will slow the possibility of freezing.
Ballast tank ventilators, not fitted with an anti-freezing system shall be covered by means of an insulated waterproof cover to prevent spray freezing on flame screens. If no
covers are available the flame screens may be removed but shall be immediately replaced before the commencement of any cargo operations within cold weather ports.
In extreme cases arrangements to re-circulate ballast water shall be considered to prevent ballast water freezing.
Prior to de-ballasting any ballast tank in cold weather ports the ventilators shall be checked to ensure that they are free of ice to allow the passage of air in order to prevent
structural damage during de-ballasting.
12.7. Ballast tanks – Cleaning sediments

The IMO resolution requires that all Ballast Tanks are cleaned at regular intervals.
Regular inspections of ballast tanks are necessary to prevent the build-up of mud, sludge or scale deposits in tank bottoms and on the flat surfaces of the internal stiffeners.
In order to prevent this build up all ballast tanks shall be regularly washed or hosed out on loaded voyages or calm ballast voyages where tanks can be pumped out during
exchange procedures without causing any problems with stresses within the hull.
Document: QA-033
Filing: QA
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Inspections and records of cleaning shall be maintained in the form, BALLAST RECORD BOOK and in accordance with the requirements of the planned maintenance
system on-board.
13. Ship to Ship Transfer Operations (STS)

13. SHIP TO SHIP TRANSFER OPERATIONS (STS)
Refer to vessels specific STS manual (attached).
Attachments:
Attachment Size
LNG-C AMBERJACK LNG (STS MANUAL).pdf 4.7 MB
LNG-C BONITO LNG (STS MANUAL).pdf 5.69 MB
LNG-C COBIA LNG (STS MANUAL).pdf 5.7 MB
LNG-C CORCOVADO LNG (STS MANUAL).pdf 5.67 MB
LNG-C DORADO LNG (STS MANUAL).pdf 5.67 MB
LNG-C FUJI LNG (STS MANUAL).pdf 5.31 MB
LNG-C KITA LNG (STS MANUAL).pdf 5.67 MB
LNG-C LA SEINE (STS MANUAL).pdf 5.62 MB
LNG-C LNGSHIPS ATHENA (STS MANUAL).pdf 5.7 MB
LNG-C LNGSHIPS EMPRESS (STS MANUAL).pdf 5.68 MB
LNG-C LNGSHIPS MANHATTAN (STS

5.69 MB
MANUAL).pdf
LNG-C PALU LNG (STS MANUAL).pdf 5.67 MB
LNG-C PEARL LNG (STS MANUAL).pdf 5.69 MB
LNG-C QOGIR (STS MANUAL).pdf 5.66 MB
LNG-C VIVIT AMERICAS LNG (STS MANUAL).pdf 5.67 MB
LNG-C YARI LNG (STS MANUAL).pdf 5.64 MB
14. Simultaneous Operations (SIMOPS)

14. SIMULTANEOUS OPERATIONS (SIMOPS)
14.1. Purpose
The purpose of the Simultaneous Operations (SIMOPS) Procedure is to provide all personnel who are involved with simultaneous operations with a sound knowledge of the
relevant safe work practices and procedures applicable to simultaneous operations. This Procedure shall also be used to determine the compatibility, interference, and
limitations raised during the planning and operational stages of any simultaneous operation.
14.2. Scope
Simultaneous operations refer to activities including, but not limited to:
Loading and discharging simultaneously

Bunkering or underwater operations during cargo loading / discharging
WE AVOID SIMOPS WHEN CIRCUMSTANCES ALLOW.
If unavoidable, carry out a risk assessment and send to Marine Operations Department for review before permitting SIMOPS operations.
14.3. Responsibility
The Master has the overall responsibility for the SIMOPS. The Master shall monitor and coordinate the SIMOPS through the established procedures and risk process.
14.3.1. SIMOPS Leader

Chief Officer is Simultaneous Operations Leader (S.O.L), responsible for:
Overall responsibility for cargo loading or discharging operation.

Proper coordination and safe simultaneous interfaces between Terminal, Deck, and Engine departments, as well as identification and resolution of any potential
impact on other operations.
To ensure that all members of the operational teams duly enforce the requirements of the SIMOPS procedure.
To follow up to the completion of all planned SIMOPS activities
Preparation of planning documents and their use
Document: QA-033
Filing: QA
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Ensure with Chief Engineer’s co-operation the necessary permits to work are authorized and ready for display at the manifold, cargo control room, and engine control
room
To report to Master any event, which could potentially jeopardize the planning schedule, work areas, personnel, or environment.
14.3.2. SIMOPS Supervisor

Chief Engineer is the SIMOPS Supervisors, responsible for:
Overall responsibility for bunkering operation.

All involved personnel informed of the schedule and any potential constraints
Confirm starting time and duration
Confirm understanding of risk assessment mitigating measures
Check that operation and emergency procedures comply with the current schedule of the planned activities
Ensure that necessary equipment and personnel are available, ready to commence and execute the task
14.3.3. Team Members

Members that are part of SIMOPS bunkering operation, responsible for:
To follow the SIMOPS supervisor instructions and be briefed before task/operation initiation.
Follow company procedures for PPE use, risk assessment, toolbox talk and fatigue management
14.4. Risk Assessment

Address the following minimum hazard during risk assessment.
Execute Risk Assessment for EACH task separately

Identify the combined operations
Identify the additional hazards introduced by the SIMOPS;
Prevailing and forecasted weather condition.
Shore limitations, if any.
All personnel involved, their experience, and understanding of duties allocated to them.
Availability of PPE / Spill response equipment.
Availability of communication equipment (Walkie-talkies sets, VHF sets).
Avoid distraction and common control locations.
Experience sharing – If an operation was carried out under similar conditions.
Review of work/rest hours of the personnel involved in operations
Conduct a toolbox meeting and ensure all safeguards in place prior starting SIMOPS.
The bunkering can be performed only during the period of cargo transfer bulk loading / discharging (Full rate).
14.5. Procedure for simultaneously Bunkering during LNG Cargo operations

During the port stay to reduce time at berth it may be feasible to bunker vessel during LNG loading or discharging operations if the terminal and the port authorities
allow it.
As the risk of having a bunker barge alongside while LNG cargo operations are in progress is behind acceptable level, Company only considers a case where the
bunkers will be supplied using midship manifold using hard arms or certified flexible hose provided by the terminal.
The vessel will also prepare its ship specific risk assessment for the same.
Prior fixing the bunkers, permission to be sought from the terminal and the port authorities directly or via the local agents.
Ship shore compatibility study (SSCS) should also include bunkering operations. (compatibility with the hard arms/hoses etc)
Pre-arrival information exchange with the terminal will also include any terminal requirements for simultaneous bunkering operations.
Chief Officer cargo plan shall also include Chief Engineer’s bunkering plan.
Pre-arrival meetings for cargo must also include the bunkering team and discuss the bunkering plan too.
Do not assign multiple tasks to the SIMOPS personnel (e.g., personnel involved in cargo and bunkering are not assigned to any other tasks).
14.5.1. After the LNG vessel is all fast and the ship
The bunker hose / hard arm must be connected along with the LNG hard arms.
The pressure and leak testing of the bunker connection to be completed along with the pressure testing of LNG hard arms. As once the cooldown starts the manifold
area will be restricted for non-essential personnel.
If there is any leak detected during the leak test of bunker hose, then the same should be rectified before starting of cooldown operations. However, if there are any
delays in pressure testing of LNG hard arms, bunkering operations can start.
During the ship shore meeting, these above items must be discussed and agreed upon.
ESD Procedure:
The vessel's bunker manifolds are not connected to the ESD System. So, it is very important that actions in case of a cargo emergency are discussed and
agreed at the pre-transfer conference meeting between all concerned parties.
As the bunker hoses / hard arms are in the same skit on the terminal, there are chances that the terminal ESD will also stop the bunkering operations.
However, if this is not the case, then the following to be discussed:
The procedure in case an ESD is activated by either side.
The bunker transfer should also be stopped simultaneously. The terminal should confirm once they have stopped pumping, and the vessel can then close
their bunker manifold valve if required.
If the emergency does not involve fire at manifold or ship movement, then it is prudent that the bunker line is drained before closing the valve if it does not
take too much time.
As the manifold area becomes restricted during the LNG transfer operation, the watchman will be standing in the shelter. If remote pressure gauge reading is not fitted
then the watchman can regularly go just to read the bunker manifold pressure locally, after informing CCR.
The bunker team can use a different channel on the VHF for communication, however, in case of any emergency the bunkering team shall switch to the normal
working channel and same to be discussed in the pre-arrival meeting with the ship's staff. Ideally the Engine room team should have one UHF on the normal working
channel in ECR or CCR wherever they monitor the operation.
Scuppers on deck during the bunkering operation to be plugged.
As people may have to enter the forward pump room during the pre-cargo meeting with terminal, same to be informed to them.
SIMOPS Decision Making Flow Chart
Document: QA-033
Filing: QA
Approved by:
15. Cargo Documentation

15. CARGO DOCUMENTATION
15.1. General requirements
This chapter deals with the commercial aspects of LNG Carrier operations and the minimum cargo documentation requirements of the Company. It is extremely important
that any cargo documents are checked for accuracy of content and that all required documents are fully completed and signed, as appropriate. The originals of all
documents related to a voyage and cargo operations shall be retained on board for a maximum period of five years.
Any unusual incident occurring during operations should be immediately brought to the attention of the Marine Operations Department.
15.2. Voyage & Cargo orders
Document: QA-033
Filing: QA
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15.2.1. Voyage Charter

The Company will provide the Master with voyage orders containing information on the forthcoming voyage. All changes in these orders will be made known to the Master,
as early as possible, and he shall keep a copy of the current voyage orders up to date, as new information is sent to the Vessel.
If the Master is unsure of any details, or if he requires more information on any aspect, he shall contact the Marine Operations Department for clarification. It is stressed that
the ultimate loading, stowage, care, handling and discharge of the cargo are the responsibility of the Master. It is therefore essential, that the Master studies the stowage
proposals very carefully, taking into account: load/discharge rotation, draft, list, trim, segregation and any other factors, which may be considered important. Any changes
that a Master wishes to make must be fully discussed and agreed before changes are made.
When the information is sent to a ship it will be sent in the same format, i.e., NAME OF CHARTERERS / CP DATE / LAY CAN / LOAD PORT / DISPORT / CARGO /
QUANTITY / AGREED CLAUSES.
15.2.2. Time Charter (TC)

This will be dependent on the charterer and Vessels will be notified of the charterer’s procedure, which must be fully complied with.
15.3. ETA Notices

It is most important, that the Master keeps all parties fully and accurately informed about all matters affecting ship’s movements. ETA’s shall be calculated carefully taking
into account the effect of tidal streams, expected weather conditions and routeing requirements. The Master shall inform the Company immediately of any anticipated
problems or delays on passage.
When approaching a port, the Master must establish communication with the Pilot Station or Port Authorities, as soon as possible, through the VHF.
15.4. Loading
15.4.1. Notice of Readiness (NOR)
The form, OPS-511 NOR - (Re)Delivery Statement, is an important document that requires be fully and correctly completing and distributing on each and every occasion
that it is required to be used. An entry shall be made in the Logbook as to the time that the Notice is tendered.
On arrival at the port of loading, a Notice of Readiness stipulating the Vessel’s readiness to load shall be immediately tendered to all concerned parties including the
charterer. This notice shall always be tendered for the time of end of passage (EOP) unless otherwise advised by the Office. If the Vessel has to anchor before loading, the
Master must contact the local agent, advising him of time of EOP and anchoring and requesting him to tender the notice of readiness on his behalf. Upon arrival at the
loading berth the Notice of Readiness form shall be presented for signing and acceptance.
If cargo is to be loaded by more than one charterer and the first berth is not definitely confirmed, the Notice of Readiness shall be tendered to all concerned parties at the
port.
15.4.2. Load port documents

The following documents, where applicable, are required to be completed and sent to the Company from each loading port; copies shall be retained on board:
1. OPS-511 NOR - (Re)Delivery Statement

2. Statement of Facts (Time Sheet)
3. OPS-512 Letter of Protest (LoP)
4. Cargo Manifests
5. Bill of Lading (copy)
In addition, copies of all terminal documents and surveyors’ reports/protests shall be included.
One full set of forms is required for each berth if loading takes place at more than one berth in the same port.
One full set of documents shall be retained on board, clearly identified by voyage and date, in case of future need.
15.5. Bills of Lading (BL)

According to the “LAW OF ADMIRALTY” by Gilmore and Black, “a Bill of Lading is, in the first instance, and most simply, an acknowledgement by a carrier that he has
received goods for shipment. Secondly, the Bill is a contract of carriage. Thirdly, if the Bill is negotiable (as a great majority of Ocean Bills are), it controls possession of the
goods, and is one of the indispensable documents in financing the movement of commodities, and merchandise throughout the world”.
A Bill of Lading is a critical document, often possessing the value of the cargo, and it represents the freight for transportation as a negotiable instrument. It is therefore of the
utmost importance that the Master carefully checks any Bills of Lading that are required to be issued and signed and in the case of any uncertainty the Master shall contact
the Vessel operator for clarification.
The following comments are provided for your guidance in handling Bills of Landing.
15.5.1. Signed by Master

The Master shall check carefully for the accuracy of all information on the Bill of Lading, including: Shipper, Vessel name, flag, Master, Loaded Quantity, Stowage,
Discharge Ports, Charter Party Date, Freight Payment, date/participants, on board date consistent with the details from the instructions given prior to signing the three
originals.
The Bill of Lading “on board date” must be the date loading of the specific cargo was completed and no other.
The Master must advise the Company immediately of any deviations to the above if they should occur or of any other abnormal circumstances or requests.
The Master must not sign Bill of Lading marked“Freight Prepaid” unless specific instructions have been received from the Office.
If an original “Bills of Lading” are placed on board the Vessel, the Company must be advised.
15.5.2. Signed by Agent

The Master shall ensure that the agent has an authorisation to sign Bills of Lading on the Master’s behalf.
Document: QA-033
Filing: QA
Approved by:
15.5.3. Early Departure Procedure (EDP)

In cases where the use of Early Departure Procedure is to be used the Master shall ensure that the Charterers permit this procedure and the Master shall ensure that the
cargo figures to be inserted on Bills of Lading are clearly and correctly entered.
15.5.4. Re-issue of BL’s (Bills of Lading)

Following procedure that has to be followed in order to re-issue the BL’s:
All issued Bill of Lading (BL’s) shall be crossed and marked:NULL AND VOID,
All BL’s shall be sent to Marine Operations department.
Marine Operations department shall receive new drafted BL for review and approval.
Once all issued BL’s are received here in hand in the office, Marine Operations department will advise Master to send Authorization Letter to the agent to sign on his
behalf re-issued BL’s,
In instance when there is restricted time frame available for re-issue of new BL’s and in order to assist charterers we have also prepared revised company procedure us
follow:
All issued Bill of lading (BL’s) shall be crossed and marked: NULL AND VOID,
All BL’s shall be copied in pdf format and sent to Marine Operations department group email, attention Marine Operations Manager
All BL’s shall be sent to the office via currier.
Marine Operations department require receiving Currier Air Way Bill number for shipped BL’s.
Marine Operations department shall receive Drafted BL for the review and approval.
Marine Operations Manager will advise Master to send Authorization Letter to the agent to sign on his behalf re-issued BL’s,
15.6. Cargo Discrepancies

Occasionally on loading, a discrepancy exists between the Bill of Lading figures and the cargo quantity determined to be on board the Vessel through measurement and
calculation using the Vessel’s individual tank ullages tables.
If the Bill of Lading quantity, differs from the Vessel’s quantity a letter of discrepancy must be issued.
15.7. Dead freight

When a Charterer agrees to furnish a ship with a full cargo and then fails to do so, the difference between the quantity shipped and the quantity the Vessel is capable of
loading may be recoverable as “Dead freight”
There is a distinction between dead freight where the ship is capable of loading more cargo, and when the ship is incapable due to insufficient cubic capacity. It is important
therefore for Masters to ensure that the full reasons why the maximum permissible weight was not achieved are declared on the cargo statement.
Unless otherwise instructed by the Office, it is always the duty of the Master to ensure that a full cargo is shipped. If the shippers fail to supply the Master’s full cargo
requirements and dead freight is incurred which has not been the subject of prior agreement Bills of Lading are not to be endorsed, but a letter in general terms noting
protest is to be handed to shippers, reserving the Owners rights.
The Master is to complete Dead freight Statement.
15.8. Discharging
15.8.1. Notice of Readiness (NOR)
The form, OPS-511 NOR - (Re)Delivery Statement is an important document that requires be fully and correctly completing and distributing on each and every occasion
that it is required to be used. An entry shall be made in the Logbook as to the time that the Notice is tendered.
On arrival at the discharging port, a Notice of Readiness stipulating the Vessel’s readiness to discharge shall be immediately tendered to all concerned parties including the
charterer. This notice shall always be tendered for the time of end of passage (EOP) unless otherwise advised by the Office. If the Vessel has to anchor before
discharging, the Master must contact the local agent, advising him of time of EOP and anchoring and requesting him to tender the notice of readiness on his behalf. Upon
arrival at the discharging berth the Notice Of Readiness form shall be presented for signing and acceptance.
If cargo is to be discharged by more than one charterer and the first berth is not definitely confirmed, the Notice of Readiness shall be tendered to all concerned parties at
the port.
15.8.2. Authority to Discharge – Letter of Indemnity (LOI)

Cargo must not be discharged without receipt of a Bill of Lading except on clear instructions from the Marine Operations Department that the relevant Letter of Indemnity
has been received.
15.8.3. Discharge port documents

Accurate records are to be kept of all discharging activities and the following documents are required to be completed and sent to the office, copies shall be retained on
board.
OPS-511 NOR - (Re)Delivery Statement
Time Sheet
OPS-512 Letter of Protest (LoP)
The duly endorsed original Bill of Lading (if presented to the Master)
In addition copies of all terminal documents and surveyors’ reports / protests shall be included.
15.9. Letter of Protest (LoP)

When the Master believes that there is a need to protect the interests of Owners and/or Charterers for problems with the grade, quantity of cargo lifted, delays, or any other
Document: QA-033
Filing: QA
Approved by:
caused by terminal operations, the Master shall issue a Letter of Protest.
The company form shall be used whenever possible, OPS-512 Letter of Protest (LoP).
Master is not restrained with form contents and format; Contents may be changed according to the needs to protect owner and Charterer by issuing a correct and adequate
letter of protest notes.
Before any notification, the Master shall consult Terminal’s regulations and Charter Party (TCP), along with voyage orders or specific instructions from Charterer.
Before it is issued or received, immediately contact the Marine Operations Departmentand vessel’s Charterer operator for proper notification and guidance.
Before signing, the protests presented to the Master are to be endorsed for “FOR RECEIPT ONLY – WITHOUT PREJUDICE.”
All received LoP shall be analyzed using company form, SAQ-122 Vessel Post Inspection Follow Up.doc, and a route cause analysis identification between the vessel and
head office to be completed.
If in any doubt, the Master shall contact the Vessel operator for guidance.
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The procedure of Received only LoP (office use):
Once the form SAQ-122 Vessel Post Inspection Follow Up.doc and route cause analysis identification have been received from the Master of the vessel, the relevant Marine
Operations Superintendent shall review and complete the post-inspection follow-up form.
Once the aforementioned process has been completed, the superintendent shall notify Marine Operator, Mrs. Fani Papadimitriou, to follow up the process.
All received LoP will fall under the “TMS - Quality Assurance Database” / “Inspections” /“Terminal inspection/LoP” category and the same process to be followed as all
other inspections.
15.10. Claims
P & I (Protection and Indemnity) insurance coverage for the Vessel Owners is arranged as a matter of course in the LNG trade. Careful attention to cargo operations is
essential to avoid encountering frequent claims. Should suspicion of a claim develop the Company shall be notified immediately day or night and the Owner’s P & I must be
contacted without delay after obtaining Company approval. This will permit the parties’ interests to be protected in a claim situation and also reduce unnecessary delay to
the Vessel that eventually could compound the loss experienced in a legitimate claim.
The Vessel’s P & I representative shall also be notified upon approval from the Office, and the Vessel’s Master and Agent should co-operate to arrange P & I representation
and attendance on the scene.
Cargo claims, directed to the agents or the Vessel, by local cargo or insurance interests, concerning product claims, are to be brought to the attention of, and any
documents related must be forwarded to, the Office. The only action that shall be taken locally is acknowledgement without prejudice of receipt of a claim notice should it be
presented.
Occurrences of alleged pollution shall be brought to the attention of the Company immediately in accordance with the procedures contained within the Shipboard Oil
Pollution Emergency Plan, VRP and/or the Contingency Planning Manual.
15.11. Customer Satisfaction

The Company monitors customers’ satisfaction of the extent to which their needs and expectations have been fulfilled.
To this extent the form, OPS-540 Customer Feedback on Vessel Operations is used to receive information and monitor satisfaction on Vessels’ operation.
The form shall be presented to the customer (usually terminal or operational representative) during the post-operations meeting minutes and upon completion, the scanned
copies sent to attention to Marine Operations Department.
16. Voyage Routines

16. VOYAGE ROUTINES
The laden and ballast passages on LNG Carriers require specific tasks to be completed and are an important component of the normal cycle of LNG Carrier Operations.
In line with the company policy on Safety, Quality and Environmental Protection the following inspections and procedures shall be carried out routinely during voyages on all
LNG vessels to ensure that the condition of cargo, ballast, inter-barrier and other void spaces are regularly checked as an early warning of any potential defect.
16.1. Laden Voyages

16.1.1. Care of Cargo
The most important aspect to be considered during the laden voyage is the control of the cargo tank pressures and dealing with excess gas boil off. The Chief Officer shall
make all necessary arrangements to maintain the cargo tank pressure and temperature in accordance with the Time Charter Party (TCP), Charterer’s, Voyage and Owners’
instructions.
The Chief Officer shall prepare a voyage plan for the laden voyage and discuss the plan with the Master, Chief Engineer and Cargo (Gas) Engineer. The plan shall include,
but not be limited to, procedures during the voyage, including the burning mode of boiler, fuel gas flow ration etc.
The boil-off gas from the cargo tanks is heated to around 30oC by the Heater (BOG / Warming-Up Heater), and supplied to the boilers as fuel by means of free flow
operation or by the LD Gas Compressor. The Cargo (Gas) Engineer shall monitor the operation of the LD gas compressor. BOG rate shall not be forced above the vessel
design limit unless otherwise instructed by the charterer or owner.
16.1.2. Cold Spot (Inner hull) inspections

All hold spaces around the cargo tanks shall be inspected at intervals not exceeding six (6) months. To meet this requirement, the inner hull around a nominated cargo tank
shall be inspected each alternate passage.
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The void space around each of the liquid domes shall be included in the inspection of the spaces around the nominated cargo tank.
The duct keel shall be inspected every six months and shall be mechanically ventilated before entry.
These inspections shall commence approximately 48 hours after a cargo has been loaded.
The following points shall be covered and the results recorded.
Location and temperature of cold spots or absence of cold spots.

Condition of anodes.
Condition of paintwork
Extent of corrosion on both the inner and outer hulls, particularly under the suction strums, in the way of striker plates and behind heating coils in the ballast tanks and
cofferdams.
Location and amount of sediment.
Any structural defect or damage, fractures etc. Particular attention shall be paid to the external portion of the inner hull for evidence of fractures, and to the turn of the
bilge areas of the inner hull within the amidships section of the vessel.
Hydraulic or heating coil leaks and the condition of scupper pipes.
The results of these inspections shall be recorded using form, OPS-521 Cold Spot Inspection Report; in addition, the standard form for the structural condition of ballast
tanks, MRS-526 Ballast-Void Tank Inspection, shall be completed, if required, for routine inspection compliance.
The inter-barrier spaces shall be maintained at positive pressure.
The efficiency and integrity of the inter-barrier space can be observed by monitoring of the nitrogen consumption and running hours of nitrogen generator.
Water detectors are provided (water cell type) for monitoring the accumulation of condensation in the inter-barrier space. Testing records shall be maintained in the PMS. In
addition, all water detectors placed in the cargo areas (including the insulation space) shall be tested quarterly and records shall be maintained using form, OPS-532 Daily
Cargo Log.
16.1.3. Preparations for Discharging

Operational tests of control and monitoring equipment and systems as well as routine inspections shall be conducted during the voyage and before arrival at the discharging
port. In order to allow sufficient time to rectify any defects found, these checks shall be made at least 48 hours before arrival.
Emergency drills may be scheduled including crew briefings and training for terminals, as required.
The form, OPS-502 Deck Pre-arrival Checklist shall be used as a guide for the pre-arrival checks. Additional items may be included, as per the following list:
1. Checking for leaks on the hydraulic systems, the satisfactory operation of cargo valves, ballast valves, cranes, and bow thrusters, if fitted.
2. Checking of cargo and spray pump insulation and phase resistance values of the motor circuits.
3. Checking the condition of all Communication equipment.
4. General checking of cargo and ballasting equipment and instrumentation.
5. Emergency shutdown (ESD) testing.
6. Testing shore communication link as appropriate.
7. Checking items required by Chapter 6 of this manual
16.1.4. Cooling down Ships lines

When terminal regulations allow the ship lines to be cooled down prior to arrival alongside, the cargo is normally supplied to the cargo liquid lines by one of the spray
pumps. It is required that the pipelines be thoroughly circulated and cooled down until final custody transfer measurement.
Cargo lines are cooled to the lowest possible temperature (-100°C) before arrival at the terminal so that cargo operations can begin as soon as the ship is moored.
To run a line cool-down procedure, use one spray pump (from No3 Tank, for example) to pump LNG through the spray header to the liquid manifold pipe work. Vapor
displaced from the crossover pipe work passes through the liquid header, the spray bypass, the return valves of No1,2 & 4 cargo tanks and then back to No3 tank, through
the filling line. All manifold valves shall remain closed during this time and the liquid headers shall be inspected physically for tightness.
Upon completion of the cool down and ensuring that there are no leaks on deck, the liquid headers shall be left full of cargo with only one appropriate valve open on one or
each tank as required to control the cargo main line pressure.
Once the berthing pilot has boarded (about 2 hours before all fast) the loading valves shall be opened and the liquid header shall be drained. It is important that the liquid
headers are empty, (free of liquid) for the opening gauging. Ideally the liquid headers should remain colder than -100°C.
As the cargo lines are being cooled, use the actual cool-down liquid to pressure-test the system.
16.2. Ballast Voyage

Routine procedures planned by the Chief Officer and carried out during a ballast voyage shall allow the vessel to prosecute the voyage in a safe and efficient manner, in
order to arrive at the next loading port with the cargo system prepared as per voyage orders. This typically means to be gaseous, warm and ready for cargo tank cool down,
or cold and ready in all respects to load cargo without delay.
The company’s environmental policy requires vessel to exchange ballast water in all ballast tanks during the ballast voyage, where ballast water exchange is required. On
short voyages ballast water exchange may not be required but this will be determined by national regulations at the nominated discharging port. In all cases the IMO
recommendations and Ballast Water Management Plan requirements shall be followed.
Before start of any ballast water exchange the Chief Officer shall check the vessel’s stability and stress curves for every part of the ballast exchange and shall follow the
approved ballast water exchange sequences. During bad weather and when the Master considers de-ballasting to be too dangerous for the vessel due to excessive stress
or stability limits, ballast water exchange by “flow through method” may be considered. Approval is required from the company prior to use of the “flow through method”.
(Refer to the Ballast Water Management Plan -BWMP).
16.2.1. Heel Management

In case the charterer requirements are to present the vessel at the loading port in a ready to load condition a predefined amount of heel must be retained on board for this
purpose.
For a typical gas carrier, depending on charterer requirements, voyage length and required gas burning management during the ballast passage with heel on board, the
amount of heel will supply enough vapour for gas burning to the engines while keeping tanks in a cold condition (use company form OPS-538 Voyage Cargo Management
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- DSME).
For detailed explanation refer to Commercial Operations Procedure booklet (OPS circular)
Fuel options for the ballast leg
1. Retain an amount of cargo as” heel” and use a combination of natural and forced cargo boil-off
2. Natural boil-off complemented with HFO use (using dedicated engines)
3. HFO only (in this case all of the cargo can be discharged)
Particular attention must be taken to respect restricted cargo containment level limits, where applicable. LNG level in the cargo tanks shall not exceed operating guidelines
in order to minimize the sloshing consequences. Location of the retained heel can be all tanks, single or dedicated depends from the heel amount. On ships that do not
have spray pumps in all tanks, heel will be kept in the tanks dedicated for this purpose.
Summary of heel management
The purpose of retaining heel on board during the ballast voyage is to keep the cargo tanks cold and to arrive at the load port in a ready to load condition. If Charterer’s
instructions are to burn gas only then the amount of LNG required for this has to calculated and retained onboard at the discharge port.
16.2.2. Cargo Tank cool down

On the ballast passage, the temperature of the cargo tanks has to be controlled so that on arrival at the loading terminal, the vessel berths in a ready to load condition.
The Chief Officer shall make a Cargo Tank Cool down Plan following the Cargo Handling Manual while using the experience gained from previous, similar, voyages.
A meeting shall be held with the Master, Chief Officer, Chief Engineer, and Cargo Engineer to discuss the cooldown plan, which will include details of the voyage plan, the
cooldown time, burning mode of boiler fuel, and fuel gas flow ratio.
Cargo tank cool down may be carried out before arriving at the loading port where there is sufficient heel on board or partial or initial cool down may be done at the loading
port before loading.
To produce a suitable plan the Chief Officer shall fully understand the Time Charter Party, Charterer's Instructions, and Voyage Orders. The plan shall include quantity and
location of departure heel, efficient spraying operations, use of reliquefaction, and arrival at the loading port with Charterers’ minimum recommended heel, specified tank
pressure, and tank temperatures so that loading can commence without delay.
Depending on vessel speed and available heel for cool down, cargo tank cools down procedures will start between 72 and 48 hours before arrival at the loading port using
the stripping pump from the heeling tank to supply cargo to the cooldown spray nozzles or earlier in case of reliquefaction system onboard.
Cargo tank cooldown shall be stopped from time to time, if so required, to allow cargo tank vapor pressure control with gas burning mode only and or reliquefaction (if
applicable).
Attention shall be paid to the minimum starting level for the stripping/spray pump. When the tank level in the heel tank comes below this level the stripping pump shall be
kept running on by-pass mode if required but shall not be stopped due to the “start restrictions”.
According to the company’s Environmental Policy, any cargo venting and or GCU using must be avoided as much as possible. Cargo tank cooldown will generate a large
amount of LNG vapor and therefore it is very important that the Chief Officer coordinates the cargo tank cooldown operation with the Master, Chief Engineer, and Cargo
(Gas) Engineer and that the voyage planning takes into account that maximum gas burning (high vessel speed) is scheduled whenever possible during cool-down
operations.
The tank pressure is to be maintained between 90 and 110 mbar during the cool-down operation. The Chief Officer, together with Cargo (Gas) Engineer, shall be aware that
the tank pressure may drop between 20 and 30 mbar during the initial stage of tank cool down.
The form, OPS-538 Voyage Cargo Management - DSME (CD at sea), shall be completed by the responsible Officer on an hourly basis during the cooling down process,
with details of the cargo tank temperatures and pressures.
The form, OPS-508 Cargo system Line-up Checklist, shall be completed by the responsible Officer prior commencement of Reliquefaction Plant operation.
16.2.3. Membrane type vessels

On short voyages, it is normal for the liquid heel to be retained in each tank to keep the cargo tanks cold enough during the voyage to berth ready to load. Precautions shall
be in place in order that the spray pumps can be started at any time during the voyage, if necessary, to arrive at the pilot station of the loading port with average cargo tank
temperature of -130oC or lower.
On longer voyages, it is recommended that the majority of the heel is retained in one tank, and that other tanks are sprayed on passage to cool them down. Excess Boil Off
Gas on membrane ships is normally burned as fuel.
The following items shall be monitored during spraying.
Cargo tank pressure

Cargo tank temperature
Vapour header pressure
Cargo tank level
Barrier space pressure
Spray pump condition
Spray nozzle operating pressure
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16.2.4. Moss type vessels
Liquid is taken from the heel retained at the discharge port and sprayed into the cargo tanks using the in-tank spray pumps and nozzles. During the spraying additional
vapour is generated which shall be used as Boil Off Gas in the boilers. The following items shall be monitored during spraying.
Cargo tank pressure

Cargo tank temperature
Vapour header pressure
Cargo tank level
Equator temperature
Cargo hold pressure
Spray pump condition
Spray nozzle operating pressure
Once all equator temperatures are at the planned value or below, the spray pump shall be stopped. At least one spray valve shall be open at each tank to avoid pressure
increases in the line upon completion.
16.3. Condensate Management Plan (vessel-specific)

The condensate plan aims to achieve optimum operation for the reliquefaction system during the voyages and to maintain the cargo tanks levels within safe operational
range (98.5% of the tank volume/sloshing limits).
In this respect following operational consideration are relevant:
The volumetric expansion of cargo due to a rise in cargo temperature during transit.
Aggregation of surplus BOG from the reliquefaction plant throughout the voyage, leading to an increase in volume.
(only in case of a more extended stay on anchorage when only auxiliary engines are used, and there is no significant gas burning in main engines).
The plan to return the condensate into tanks using manual filling methods as there is no condensate return sequence on company vessel.
Margin to allow for level fluctuations that may be experienced during rough weather.
Cargo tanks sloshing limits.
Cargo rollover.
Safety precautions, like blocking certain condensate return valves in “close” status avoiding the introduction of the cold liquid into the warm tanks.
The Chief Officer shall prepare the Condensate Management Plan, and daily, shall check the tank volumes/levels/temperatures and divert condensate return via
condensate return line into the tanks with the sufficient volume availability (below 98.5% operational limit) and safe operational temperature status.
The Vessel will always burn the gas in the main engines in addition to the reliquefaction system, so the extra space in the Cargo tanks will be made available.
However, on the occasion of longer idle time (anchorage, drifting, waiting at berth) or cargo tanks partial loading, care should be taken to allow extra space as there will be
no gas-burning except in the auxiliary engines.
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The Condensate Management Plan shall as a minimum contain:
Operational status of the cargo system.

The sequence is agreed and prepared (in case of full cargo loaded at 98,5%, then 6 to 12 hrs interval of changing the Cargo Tanks, otherwise daily monitoring and
changeover when necessity arisen).
The Level Safety Margin to allow for level fluctuations that may be experienced during rough weather.
The cargo tanks level shall be checked for cargo tank sloshing limits.
The cargo liquid status to be examined for any possible rollover.
The cargo system safety precautions in place. Like for example prevention of the cold liquid introduction to the warm tank.
The record-keeping, the reading, and verification of the plan can be executed using the company booklet,Cargo Operation Order Booklet.
What can be expected during the cargo passage?
During the laden passage, the condensate return from reliquefaction will be through the condensate return line that goes into the filling line of CT's 3-4.
During the ballast passage, we have several options using the condensate return from reliquefaction could be through the condensate return line that goes into the filling
line of CT's 3-4 OR to spray system to cool down the cargo tanks.
Great care:
It should be taken during a period of drifting and anchorage after loading when there is minimum consumption of BOG not to overfill the cargo tanks or reach sloshing
limits.
To line up liquid system in line with planned operation.
To not introduce cold liquid into the warm tank.
16.4. Checks and Tests prior to arrival at Load port

Operational tests of control and monitoring equipment and systems as well as routine inspections shall be carried out prior to arrival at the loading port, and shall include, but
not be limited to:
Checking for leaks on the hydraulic systems, the satisfactory operation of cargo valves, ballast valves, cranes, and bow thrusters, if fitted.
Testing of HD compressors including controls and operation of the anti surge system.
Checking the condition of all communication equipment.
Checking of cargo and ballasting equipment and instrumentation.
Checking of the satisfactory operation of all ESD systems including but not limited to High Level and High High (Overfill) level in tanks.
Checking, testing and if required calibration of all gas detection systems including portable gas detectors so as to ensure their proper functionality.
The forms, OPS-502 Deck Pre-arrival Checklist and OPS-501 Ship-Shore Safety Check List, shall be used as a guide for the pre-arrival checks.
In order to allow sufficient time to rectify any defects found, these checks shall be carried out at least 48hours prior to arrival.
16.5. Records
The Chief Officer shall maintain a record of all voyage operations and inspections using the provided forms and shall maintain such records available for inspection by
Superintendents and / or inspectors.
16.6. Cargo Handling plans

For preparing cargo handling plans, reference shall be made to the following Tables 4 and 5, which provide guidance for the development of the appraisal and planning
phases, respectively.
Element Guidelines
All available information shall be

collected prior to the planning. Relevant information given in the charter party
Information such as:
Relevant information received from the Terminal
Relevant information regarding the cargo

carried
Information in the “SIGTTO” Guide
Relevant information from the “Cargo Manual”
Relevant information from the Ship Shore

Compatibility Study
Relevant information from ISPS and SSP Plans
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Relevant information from Vessels Contingency

Plan
Relevant information from SOPEP
Information received from Agent /Owner
Representatives (forecast, ramp up/down, arms

connection, etc.)
Terminal Regulations
Table 4: CARGO HANDLING PLANNING – APPRAISAL PHASE
Element Guidelines
“Worst-case”
Breakdown of vital equipment
Scenarios:
Meteorological conditions
Spills
Cargo pumps failure
Uncontrolled Venting
The operation should Keep within terminal, national and international rules and
be planned to: regulations
If, despite precautions, something should go wrong, the

officer in charge should be capable of taking the appropriate
counter-measures at the right time and in the correct order
Organize the staff involved in a safe and efficient way
The Cargo Handling General information (voyage Number, Cargo onboard, Port,
Plan should show: Date, departure heel required)
Stability, general information on arrival and departure (Draft,

GM, Displacement, Deadweight, Cargo, Ballast, F.O., D.O.,
and F.W.) having due regard to the specific vessel operating
manuals.
Cargo Tanks, information on arrival and departure (relevant

tank temperatures, tank pressures, pump to be used for
cooling down).
Detailed sequences of the whole operation from All-Fast to

Gangway Off including:
Shear forces and bending moments/frame
Draft Fwd/Aft and Trim
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Deadweight
Total Cargo (25%, 50%, 75%, 100%)
Total Ballast (25%, 50%, 75%, 100%)
Ballast tanks sounding and cargo tank levels.
Ramp Up and Ramp Down Calculations
List of documents to be
How to complete them
completed, including:
Who should complete them
When they should complete them
How they should be distributed
Table 5: CARGO HANDLING PLANNING – PLANNING PHASE
16.7. Before Arrival at a terminal (Loading and Discharging)

The safety of berthing/un-berthing operations and the safety of the Gas carrier at berth, including cargo transfer, are dependent on a good understanding of ship/shore
compatibility issues and a good knowledge of ship/shore loading and unloading procedures.
A ship/shore interference (SSCS) meeting will be attended by the Office qualified personnel, shipper, and terminal operator. Its purpose is to examine berth, ship-shore
interfaces, and safety and communications items. On completion, all gathered and agreed data from this meeting, including mooring analysis (Optimoor) it would be shared
with the onboard team.
The team on board is responsible for reviewing all received data during the Pre-arrival Operational Meeting and confirm readiness. Master is required to commence
exchanging information with Charterers/Owners agents regarding port/terminal restrictions according to ship specific characteristics using a form, OPS-548 Port
Information Questionnaire, if not provided earlier by the Marine Operations department during SSCS process.
During critical stages like ship delivery, gas-free/gassing up, first loading after the repair period attendance of a member of Marine Operational Department is
recommended. Marine Operational Department may request to review operational plans during critical operations mentioned above.
The Chief Officer is required to prepare the operational cargo plan before arriving at each port, per the ship specific Cargo Handling Manual and equipment manufacturer’s
procedures and terminal requirements. The plan shall include as a minimum the following items and, once drafted, shall be reviewed and approved by the Master.
1. An overview of the main objectives of the plan, comprising arrival and departure conditions, and estimated overall loading/discharge time.
2. Routine operations sequence, including helpful directions and comments to assist officers and crew
3. De-ballasting or ballasting operations sequence
4. Operation in emergency cases, such as failure of any part of the level gauging system, ESD operation, liquefied gas leakage, uncontrolled venting, etc. referring to the
relevant sections in the Cargo Handling Manual and other manuals.
5. Deployment of each crew member for each part of the operation.
6. Designated roles for each crewmember.
7. The working schedule for each crewmember.
8. Cargo Manifold and Mooring arrangements.
For the preparation of the plan, the ship's Master shall communicate with shippers and/or charterers’ appointed Agents and/or Terminal, requesting the following
information, as applicable:
The density of Cargo to be loaded

Cargo Temperature
Cargo Composition
Cargo Saturated Vapour Pressure.
Required Saturated Vapour Pressure by receiving terminal on the vessel's arrival.
Define the engine mode while in port (gas-only / dual / fuel only).
If the information provided results in any safety or commercial implications, the Master should advise the vessel operator accordingly.
If the discharging port is not known before loading, then the Master shall inform the charterers and commercial operators of the anticipated cargo characteristics any
possible safety and commercial implications.
The completed and approved cargo plan shall be reviewed and signed by all officers on board involved in the cargo operations and placed in the Cargo Control Room
(CCR). Any questions raised shall be clarified.
The Chief Officer and Cargo (Gas) Engineer shall liaise with the Chief Engineer and the Engine Department concerning requirements for services and availability of
machinery, such as the H/D Compressors, and the Cargo and Ballast Pumps. Besides secondary operations such as taking stores and arrangements for repairs or other
deliveries shall be planned to minimize any disruptions to normal shipboard working routines.
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The following items shall be verified before arrival:
Mooring lines, and tails.

Pedestal rollers and fairleads.
Mooring winch brakes.
Deck areas, Compressor and Motor Rooms and Sub-Cooler room (where applicable) shall be cleaned before arrival.
Manifold arrangements shall be prepared and in place.
Deck lighting shall be tested.
Fire Fighting equipment checked and condition verified.
All require cargo systems operationally tested, including ESDS and ship-shore communication equipment.
Cargo Transfer Measuring Systems (CTMS).
Gangway arrangement verified and prepared.
A pre-arrival meeting shall be held before arrival for all crewmembers to inform them of the intended operations. The port schedule and cargo plan shall be explained, and
the crew members shall discuss it to understand all aspects, including safety requirements. Junior officers shall be encouraged to participate actively.
Records of the above meeting shall be recorded using a form,MRS-504B Onboard meetings - Operational Meetings.
16.8. Minimum Safety checks prior Cargo operations

Before carrying out any cargo operations the following items require to be checked and completed.
Preparation of the approved Cargo plan; form, OPS-533 Cargo Loading Plan or OPS-534 Cargo Discharge Plan.
Calculation of vessel condition; drafts, stress and stability for the vessel throughout the cargo operation.
Preparation of Line up of the cargo system; the form,OPS-508 Cargo system Line-up Checklist; this should be checked and signed independently by the Chief Officer
and Cargo (Gas) Engineer.
Note: - Cargo lines shall be inspected and checked and particular attention shall be given to valves and blinds that are not to be used. After dry dock or maintenance
particular attention shall be given to blinds, flanges, etc that may not have been tightened correctly.
Cargo control equipment tests; hydraulics, pneumatics and instrumentation, including comparison of readings of remote gauging equipment with local readouts.
Remote and, if applicable, local valve operation shall be verified and remote indicators shall be checked for synchronisation.
Where appropriate, cargo pumps, spray/stripping pumps and compressor motors shall be Megger tested and the results recorded using form,OPS-528 Cargo
Machinery Insulation Record.
ESD valve closing times shall be verified and recorded on form,OPS-531 ESD Alarm Tests.
Operation of ballast valves and pumps to be verified.
Gas detection systems including portable gas detectors shall be calibrated, checked and tested and the results shall be recorded at the relevant calibration
form. Ballast water shall be exchanged in line with international, Port State/Terminal and company requirements and the operations shall be recorded in the Ballast
Record Book and on form, MRS-508 Ballast Water Reporting
Ballast water shall be exchanged in line with international, Port State/Terminal and company requirements and the operations shall be recorded in the Ballast Record
Book and on form, MRS-508 Ballast Water Reporting
Fire fighting equipment including hoses, dry powder units/guns and other appropriate safety equipment shall be in place and fully operational.
Deck water spray system shall be tested, if required.
HD compressors shall be ready for operation.
Sufficient Nitrogen shall be available for the cargo operation and forthcoming voyage.
Nitrogen equipment shall be operational and correctly lined up.
Cargo level Alarms shall be tested and verified as operational.
Overflow alarms and activation and timing of the ESD system shall be tested and recorded as operational using form, OPS-531 ESD Alarm Tests.
Check All Cargo and Ballast valves and verify their operational condition.
A check of the operating parameters of nitrogen generators and barrier space pressures (where applicable).
Barrier space water detection (where applicable).
Mast riser nitrogen snuffers.
Pre-arrival preparations for loading or discharging shall be documented using the form,OPS-502 Deck Pre-arrival Checklist.
Upon arrival, the Master and Chief Officer shall hold a pre-transfer meeting with terminal personnel to discuss the planned cargo operation, ship/shore communications,
safety regulations, pollution prevention, response measures, and emergency procedures, stores / spare parts to be loaded or landed, repairs to be carried out if applicable
and expected weather conditions.
During the pre-transfer meeting the form,OPS-503 Pre-Transfer Conference Checklist, and the form; OPS-501 Ship-Shore Safety Check List, shall be fully completed and
signed, by both the vessel’s and the terminal’s representatives.
Upon completion, all relevant forms and checklists shall be retained in the Chief Officer’s files.
16.9. ESD Testing

Gas vessels are required to conduct pre-arrival ESD system tests within 48 hours before cargo operations. This allows time for any defects to be investigated and rectified.
The pre-arrival test shall also confirm that ESDS configuration complies with Ship-Shore Compatibility System (SSCS) interface parameters.
These tests shall be in line with company regulated notes and VIQ applicable recommendations stated within the form,OPS-531 ESD Alarm Tests.
Cargo Manifold ESD valves operation must be tested and the closure time records kept available using formOPS-531 ESD Alarm Tests and OPS-532 Daily Cargo Log.
The closure time typically it should be 25-28 seconds but never longer than 30 second.
Precaution: On ships that are gas burning in the engine room, the ESDS switch shall be set first to “override mode” before ESDS test is carried out. This will prevent the fuel
gas system tripping during ESDS tests.
16.10. Laden Voyage

16.10.1. Routine procedures during voyage
Cargo tank pressures shall be maintained below 70% MARVS. Where the pressure increases to the maximum permitted excess pressure may be absorbed by using the
steam dump, gas combustible unit in order to avoid venting of boil off gas to atmosphere, which is a direct loss of cargo. Any venting to atmosphere must immediately be
notified to the Company stating the reason, duration and volume vented.
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Figure 14 shows schematically the boil-off operation during the laden voyage, where the boilers are supplied with natural boil off gas generated in the cargo tanks.
Figure 14: LADEN VOYAGE WITH NATURAL VAPORIZATION
Figure 15 shows schematically the boil-off operation during the laden voyage, where both natural and forced BOG is to supply to the boiler through the LD compressor and
LD heater.
Figure 15: LADEN VOYAGE WITH FORCED VAPORIZATION
Unless otherwise instructed by the charterer, the fuel gas burning shall be adjusted so that the vessel has the same tank pressure on arrival at the discharge terminal as at
the completion of loading.
The cargo tank pressure, temperature and any other useful information shall be measured at least every noon and be recorded using form,OPS-532 Daily Cargo Log. The
Chief Officer shall make any necessary adjustments taking into account any changes in the quantity of boil off gas which may be caused by the vessels rolling/pitching and
ambient air/sea temperatures.
Noon messages shall be sent to the Company and, if appropriate, to Charterers’ using standard formats.
It shall be noted that the tank pressures will increase in rough weather due to the motion of the cargo within the tanks, but will fall again in calm weather after the cargo has
settled.
In restricted waters or whenever normal energy requirements are limited for the boilers normal steam production and these limits are too low to maintain the required cargo
tank pressure it may be necessary to operate the steam dump system, gas combustible unit and decrease the cargo tank pressure to an allowable limit.
The company’s Environmental goal is to minimise the air pollution as far as practicable and therefore the boil off gas burning mode is preferred whenever allowed by the
charterer as the means of providing propulsion. If required, on certain permitted occasions, the forcing vaporiser may be used for maintaining fuel supply or reducing high
cargo tank pressure.
At the end of every voyage passage the records of voyage summary shall be completed and a copy shall be forwarded to the office.
16.10.2. Preparations for Discharging

Operational tests of control and monitoring equipment and systems as well as routine inspections shall be conducted during the voyage and before arrival at the discharging
port. In order to allow sufficient time to rectify any defects found, these checks shall be made at least 48 hours before arrival.
Routine inspections according to the vessels PMS during the voyage may include ballast tanks, void / hold spaces and any other equipment.
Emergency drills may be scheduled including crew briefings and training, as required.
The forms, OPS-502 Deck Pre-arrival Checklist and OPS-501 Ship-Shore Safety Check List, shall be used as a guide for the pre-arrival checks. Additional items may be
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included, as per the following list:
Checking for leaks on the hydraulic systems, the satisfactory operation of cargo valves, ballast valves, cranes, and bow thrusters, if fitted.
Testing of the sequence of cargo and spray pumps, and the insulation and phase resistance values of the motor circuits.
Checking the condition of all internal communication equipment.
General checking of cargo and ballasting equipment and instrumentation.
Testing the deck water spray system.
Emergency shut down (ESD) testing.
Testing ship shore communication link as appropriate.
Cargo manifold and mooring arrangements.
Cargo tank measuring system (CTMS).
16.10.3. Cooling down Ships lines

When requested by the terminal the ship cargo lines are to be cooled prior to arrival alongside. LNG will normally be supplied to the cargo liquid lines by one of the spray
pumps. It is required that the pipelines shall be cooled to the required temperature before custody transfer measurement is carried out.
The cooling down operation shall be commenced as early as possible, based on the vessels’ experience, prior to arrival.
Approximately 18 hours prior to arrival at the discharging berth the Chief Officer shall make a main line cool down lasting for approximately 90 minutes. All manifold valves
shall remain closed during this time and the liquid headers shall be inspected physically for tightness.
Upon completion of the cool down and ensuring that there are no leaks of gas on deck, the liquid headers shall be left full of cargo with only one appropriate valve open on
one or each tank as required to control the main line pressure.
Once the berthing pilot has boarded and about 2 hours before the vessel expects to be all fast, the loading valves shall be opened and the liquid header shall be drained. It
is important that the liquid headers are empty, (free of liquid) for the opening cargo gauging. The liquid headers shall ideally remain colder than -100oC. This procedure shall
be followed prior to all discharging operations.
To avoid accident the best procedure is to circulate cargo from the designated spray tank and drain back to the same spray tank, thus the possibility of cargo tank overflow
is avoided.
Figure 16 shows schematically the process of liquid line cooling.
Figure 16: LIQUID LINE COOLING
17. Pre and Post Dry docking Operations

17. PRE AND POST DRY DOCKING OPERATIONS
17.1. Pre Docking operation plans
The Chief Officer shall prepare a Pre-docking Operation Plan in accordance with the Cargo Handling Manual and Manufacturer’s Instructions, and shall submit it to the
Master and Chief Engineer for review and approval.
The Master in turn shall submit the plan to the company for approval at least one voyage prior to the expected pre-docking operation.
The plan shall comprise of a daily schedule and timetable, include potential cargo stripping, tank warming up, inerting, aeration and associated operations and work
schedules.
The following factors shall be considered:
The capacity of each related piece of machinery and equipment, so that an accurate estimate of time for each part of the operation can be made.
Assessment of equipment required, including portable measuring instruments, tools etc.
Assignment of the tasks and responsibilities of each responsible crewmember.
A meeting shall be held with the crewmembers involved to discuss the Pre-Docking Operation. The responsible crewmembers shall make themselves fully familiar with the
procedures and relevant points documented in the plan.
17.1.1. Cargo Stripping
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Efficient cargo tank stripping shall be carried out prior to warming up to ensure that maximum amount of pumpable cargo is discharged ashore for commercial reasons, and
to reduce the amount of liquid requiring to be vaporised thus reducing the overall time for the warming up operation.
The Chief Officer shall trim the vessel to ensure that the minimum required raw level for full gauging accuracy is achieved and that the stripping operation is stopped before
this level is reached so that a final liquid level can be obtained from the CTMS system.
17.1.2. Warming Up Cargo tanks
Cargo tank warming up is the first step in the gas freeing process carried out prior to dry-docking or when preparing cargo tanks for internal inspection purposes.
The aim of this operation is to vaporise the remaining liquid, and to prevent any water vapour contained in the Inert Gas from condensing in the cargo tanks during the
inerting and aerating operation.
OC, as
For Membrane vessels the cargo tanks shall be warmed up until the tank temperature on all temperature sensors in the secondary barrier is above or equal to +5
stated in the Cargo Handling Manual.
Warming up is accomplished by circulating heated vapour to all cargo tanks through the HD Gas Compressors and the HD Heater (BOG/Warming up Heater).
The excess vapour, generated from expansion due to the rise in gas temperature, is burnt in the boilers. According to company Environmental Policy any venting shall be
avoided. All excess warm LNG vapour shall be burned in the boilers for propulsion purposes or if required, as dumped steam.
When venting to the atmosphere cannot be avoided it may only take place in the “warm up” or “working area” which is agreed before the operation, and is usually located
clear of coastal areas and normal shipping lanes. If the vessel is warming up alongside a terminal the LNG vapour may be returned to shore.
Initially the tank temperatures will rise slowly as evaporation of the LNG proceeds, accompanied by high vapour generation and potential venting. On completion of
evaporation, tank temperatures will rise rapidly and the rate of venting will fall.
The warming shall continue until the vapour temperature within the tank is between +5 and +10OC. Heated vapour is led into the lower part of the cargo tanks to expedite
the evaporation of the remaining LNG.
Figure 22 shows schematically the process of warming up.
Figure 22: WARMING UP CARGO TANKS
While warming up the cargo tanks the Chief Officer shall ensure that the following are adhered to at all times:
The temperature of hot vapour should be 80oC or less because vapour warmer than 80oC may cause heat damage to the insulation.
It is important that the tank temperature is above the dew point of the Inert Gas to be introduced. Failure to ensure this will result in water condensing on the tank side on
introduction of the Inert Gas.
The tank pressure during the warming up operation shall be maintained between 70 and 90 mBars.
17.1.3. Inerting Cargo tanks

Cargo tank inerting is the second step in the gas freeing process carried out prior to dry-docking or when preparing cargo tanks for internal inspection purposes.
The cargo tank inerting operation aims to prevent the creation of an explosive atmosphere in the cargo tanks and systems.
Before the introduction of inert gas into cargo tanks it is recommended to initially blow inert gas through the manifold valves to atmosphere.
After the tanks have been sufficiently warmed, the LNG vapour will be displaced with inert gas. This operation reduces the methane contents in the cargo tanks before air is
introduced, thus avoiding the danger of a flammable atmosphere.
At the initial stage, combustion of the discharged gas in the boilers is possible because it consists of LNG vapour only, but finally the mixture of vapour and Inert Gas cannot
be burnt in the boilers. At this stage the tank atmospheres shall be vented to the atmosphere via the forward vent riser.
Inert gas will be introduced at the bottom of the tank through the liquid LNG filling line. Vapour from the tanks is vented through the vapour header. This operation shall be
continued until the methane content in all cargo tanks falls to <1.5% by volume. The progression of gas replacement shall be accurately checked by measuring the methane
content at the upper, middle and lower sampling points in the cargo tanks at least every 1 hour and adjusting the flow rate of Inert Gas as necessary. The Inert Gas
temperature shall be at maintained at around + 40oC throughout the entire inerting operation.
Figure 23 shows schematically the process of tank inerting.
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Figure 23: CARGO TANKS INERTING
While inerting cargo tanks the Chief Officer shall ensurethat the following factors are considered at all times:
When venting to atmosphere the vessel shall be in the “warm up” or “working area” which is agreed before the operation, and is usually located clear of coastal areas and
normal shipping lanes.
oC or less through the operation.
The methane content shall be reduced to below 1.5% by volume. The dew point of the Inert Gas shall be reduced to -40
Purging of LNG Vapour shall be carried out using the displacement method taking advantage of the difference in vapour density. Cargo tank pressures shall be as low as
possible in order to maximize the displacement.
In order to minimize the flow of Inert Gas into the cargo tanks the pressure adjustment of each cargo tank shall be performed by regulating the gas flow rate with the liquid
filling valve. The feed flow rate of Inert Gas into the cargo tanks shall be regulated so as not to disturb the interface between the LNG vapour and the Inert Gas. If the flow
rate is too high the interface is disturbed and prevents effective gas displacement through mixing of vapours. Individual tank flow rates shall be properly adjusted in
accordance with the tank size in order to complete inerting operations of all cargo tanks simultaneously. It is normal to inert all tanks simultaneously in order to complete the
overall operation in the minimum time.
During the time that the inert gas plant is in operation for gas freeing the tanks, the inert gas shall also be used to gas free all other liquid, spray cooling and vapour piping.
The various sections of piping are blown through with inert gas from the liquid header, or from the tanks after they have been gas freed.
Due to the corrosive characteristics of Inert Gas, it is not permitted to keep cargo tanks inerted for more than two weeks. The Chief Officer shall plan the Inerting and
aeration process in order not to exceed the permissible period of maintaining inerted cargo tanks.
17.1.4. Aeration of Cargo tanks

Cargo tank aeration is the third and final step in the gas freeing process carried out prior to dry-docking or when preparing cargo tanks for internal inspection purposes.
The cargo tank aeration operation aims to provide a gas free atmosphere to allow for the safe entry and repair in the cargo tanks and systems.
Aeration of cargo tanks is accomplished by introducing fresh dry air into the tank through the vapour header and discharging the inerted atmosphere from the filling line and
liquid header at the tank bottom. This process continues until a reading of 20.8% O 2 by volume is attained.
While aerating cargo tanks the Chief Officer shall ensure that the following factors are considered at all times:
Gas replacement shall be carried out by the displacement method using the difference in the density of dry air and Inert Gas.
The flow of dry air into the cargo tanks shall be regulated through the adjustment of the cargo tank vapour valve.
The flow rate of dry air into the cargo tanks is regulated so as not to disturb the interface between dry air and Inert Gas. If the flow rate is excessive the interface will be
disturbed and causing mixing and this will prevent effective gas displacement.
Vapour valves shall be adjusted in order to complete aeration of all cargo tanks at approximately the same time. Aeration of all cargo tanks shall continue until all cargo
tanks are aerated to maintain the correct flow rate of dry air to the final tank.
Figure 24 shows schematically the process of tank aeration.
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Figure 24: CARGO TANKS AERATION
The gas freeing operation is completed when all tanks are aerated and have a 20.9% O2 value, a methane content of <0.2% by volume (or whatever is required by the Local
Authority) and a dew point below –40oC.
Before tank entry is carried out the company tank entry requirements shall be followed. The atmosphere shall be tested for traces of noxious gases (CO
2 shall be <0.5% by
volume and CO shall be <50ppm) which are constituents of Inert Gas.
The Chief Officers plan shall include dry air purging of the complete cargo system piping.
During the time cargo tank will be open for inspection dry air shall be permanently blown through the vapour header in order to avoid the entry of humidity.
The insulation spaces are to be maintained in vacuum condition during cargo tank maintenance.
17.1.5. Atmosphere and Pressure of Insulation spaces
During aeration and gas freeing, continuous control and measurement of cargo tank and insulation spaces atmosphere shall be carried out. Even though there may be no
indication of methane on the fixed gas detection equipment located in CCR, the Chief Officer shall confirm this by double checking the insulation spaces using portable gas
detection instruments.
During dry docking periods when all equipment will be stopped, the nitrogen generators may not be available to produce the required amount of nitrogen to compensate for
the daily temperature and barometric pressure variations. In this event it is recommended to open communication piping between the two insulation spaces and leave both
at an equal pressure. While the communication piping is opened there is no danger to membranes.
During tank cool down or loading operations, it may not be possible to maintain the pressure in the inter barriers space, due to high consumption of nitrogen. If this occurs
the operation shall be slowed down or stopped and the communication valves between the insulation spaces shall be opened.
17.2. Post Docking Operation plans

The Chief Officer shall prepare a Post-docking Operation Plan in accordance with the Cargo Handling Manual and Manufacturer’s Instructions, and shall submit it to the
Master and Chief Engineer for review and approval.
The Master shall submit the plan for superintendent approval at least one week before the planned post-docking operation.
The plan shall contain a daily schedule and timetable, and include cargo tank drying, cargo tank inerting, gassing up, purging of insulation spaces, and thereto associated
operations such as initial tank cool down as well as the work schedule.
The following factors should be considered:
The capacity of each related piece of machinery and equipment, so that an accurate estimate of time for each part of the operation can be made.
Assessment of equipment required, including portable measuring instruments, tools, etc.
Assignment of the tasks and responsibilities of each crewmember.
A meeting shall be held with the crewmembers involved to discuss the Post-docking Operation. The crewmembers shall make themselves familiar with the procedures and
relevant points described in the plan.
17.2.1. Cargo Tank Drying

During a dry docking or inspection, cargo tanks which have been opened and may contain wet air must be dried to avoid the formation of ice when they are cooled down.
This may happen in the event that the dew point of the cargo tank atmosphere is higher than the temperature of the cargo tanks and may cause corrosion and problems
with the cargo and spray pumps and other equipment.
The atmosphere in the insulation spaces shall be dehumidified to prevent tank insulation damage due to condensation during the initial cool down. Drying also prevents the
formation of corrosive agents in the cargo system if the humidity combines with the Sulphur and Nitrogen Oxides which are present in Inert Gas.
For drying, normal humid air is replaced by dry air generated from running the Inert Gas Plant in Dry Air mode. Dry air is introduced to the bottom of the cargo tank through
the liquid filling pipe. The air is displaced from the top of each tank through the dome and vapour header and is discharged from the vent mast.
During this process all the cargo piping and equipment forming part of the cargo system is to be purged with dry air. The dew point in the cargo tanks, cargo lines, vapour
lines and associated piping shall be reduced to a dew point of at least -20°C (-25°C is preferred) before the introducing inert gas into the cargo system.
Figure 25 shows schematically the process for tank drying.
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Figure 25: CARGO TANKS DRYING
The Chief Officer shall take account of the following during a cargo tank drying operation:
The dew point meter has relatively wide error of about ±10oC, so it is important to understand the different indicated values between the portable and fixed meters. The fixed
meter on the Inert Gas Plant measures the output quality of the dry air, but the portable meter used for monitoring tank atmosphere will initially be measuring a mixture, and
will therefore be giving a different reading.
Both readings shall be monitored to ensure that a) the Inert Gas Plant output continues to produce dry air of the correct dew point throughout the whole operation; and b)
The cargo tank atmosphere final dew point condition is satisfactory.
The following items shall be considered when measuring the dew point:
Sampling time depends on the length of the sampling pipeline and the dew point meter pump
The existence of an atmosphere having an uneven dew point within the same space.
After the final inspection of the cargo tanks, the dew point shall be measured and recorded at each level utilising the sampling points fitted at the top of the tanks.
Cargo tank drying shall take place immediately after the final inspection and closing up of cargo tanks even if vessel will stay in dry dock or at the shipyard for a prolonged
period.
17.2.2. Re-Inerting Cargo tanks
The purpose of this operation is to replace all the air in the cargo system with inert gas, prior to the carrying out the gassing up operation. This is carried out to prevent the
creation of an explosive mixture during the change from dry air to LNG Vapour.
Re-inerting is started once the dew point of the cargo tank atmosphere has been reduced to -40oC through passing dry air from the Inert Gas Generator into the cargo
tanks, in accordance with the drying procedure. Inert Gas with an O2 content of less than 1% and a dew point of less than -45°C shall be introduced into the bottom of cargo
tank through the liquid filling pipe. The Inert Gas is displaced from the top of each tank through the dome and vapour header and is discharged from the vent riser. During
this process all the cargo piping and equipment forming part of the cargo system shall be purged with Inert Gas.
The following Figure 26 shows schematically the process of tank inerting.
Figure 25: CARGO TANKS INERTING PRIOR TO GASSING-UP
Inert gas is heavier than the dry air in the cargo tanks, therefore the Inert Gas shall be discharged into the bottom of each cargo tank. The discharged mixture of dry air and
Inert Gas is vented to the atmosphere via the forward vent riser. The Chief Officer shall ensure that the following items are taken into consideration during the cargo tank
inerting operation:
The O2 content shall be reduced to 2% or less by volume and the dew point shall be reduced to – 40 oC or less during this operation.
The purging of dry air shall be carried out with Inert Gas by the displacement method using the difference in density.
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The flow rate to each cargo tank shall be adjusted in order to complete the inerting of each tank simultaneously.
The progress of the inerting operation shall be accurately monitored by measuring the O2 content at the upper, middle and lower sampling points in the cargo tank at least
every hour.
The pressure adjustment of each cargo tank shall be performed by regulating the gas flow rate with the liquid filling valve. The flow rate into the cargo tanks shall be
regulated so as not to disturb the interface between Inert Gas and dry air. If the flow rate is too high it may disturb the interface and cause mixing which will prevent effective
gas displacement.
When using the portable gas measuring instruments, crewmembers shall be familiar with the methods of calibration and measurement.
During this process it is essential that the cargo system, including all liquid and vapour piping, is inerted.
17.2.3. Inerting Cargo tanks with Liquid Nitrogen

As an alternative to Inert Gas for cargo tank inerting, liquid nitrogen may be used for the same purpose. Where cargo tanks are inerted using liquid nitrogen, cargo tanks will
not require to be gassed up.The vessel will be ready to start cargo tank cool down immediately upon completion of Nitrogen-inerting. Gassing up is not required because
liquid nitrogen does not contain any humidity or CO 2.
Liquid nitrogen may be supplied at the end of dry dock period by trucks through the cargo manifolds and then be passed through the LNG/N
2 vaporizer prior to being
introduced into the cargo tanks in gas form.
Liquid nitrogen is more expensive than gas oil but has the advantage for the vessel of being able to by-pass the gassing up operations and save off hire time. This process
is applicable when the dry dock is very close to the loading port and passage time does not allow vessel to complete inerting.
It is important at the same time to check the O2 content and dew point of insulation spaces, to avoid the presence of O2. This is accomplished by purging the insulation
spaces (bleeding/venting) with nitrogen produced by the nitrogen generators, and this operation shall be performed for a prolonged period.
17.2.4. Gassing up Cargo tanks

This operation is carried out to purge the Inert Gas from the cargo tanks. After lay up or dry-dock, the cargo tanks are filled with Inert Gas or Nitrogen before filling with
vapour and eventually LNG. If the purging has been done with Inert Gas, the cargo tanks have to be purged and cooled down when the vessel arrives at the load terminal.
This is because unlike Nitrogen, Inert Gas contains about 15% Carbon Dioxide (CO2), which will freeze at around -60°C and produces a white powder. This powdery
substance can block valves, filters and nozzles.
Warm LNG vapour is used to purge the Inert Gas from the cargo tanks. This is done to remove any freezing gases, such as CO
2, and to complete the drying of the tanks.
Prior to commencing any gassing up operation all gas detection equipment (fixed and portable) shall be calibrated as per the manufacturers’ requirements.
LNG liquid is supplied from the terminal to the liquid manifold where it is passed into the stripping/spray header. It is then passed to the LNG vaporiser and the LNG vapour
produced is discharged at about +20°C to the vapour header and into each tank via the vapour domes. At the start of the operation the piping system and LNG vaporiser
may be vapour locked, care must be taken when bleeding the lines in order to get gas to the vaporiser.
The first step is to cool down the LNG supply lines to the LNG Vaporizer. Thereafter a small quantity of LNG is introduced to the vaporizer generating warm LNG vapour.
The Inert Gas in the cargo tanks, being heavier than warm LNG vapour, is discharged through the filling lines at the bottom of the cargo tank using the displacement
method, and is sent to a shore flare or vented to the atmosphere.
The LNG vapour is lighter than the inert gas, which allows the inert gases in the cargo tank to be exhausted up the tank filling line to the liquid header.
During the first phase of Gassing-up, the inert gas then vents to the atmosphere via the vent mast, as shown in the following Figure 26.
Figure 26: CARGO TANKS WITH IG VENTING FROM VENT MAST
When about 5% Methane (actual figure will be determined by the terminal or port authority) is detected at the vent mast the exhaust gas can no longer be vented and is
directed ashore via the HD compressors or to the boilers via the gas burning line. It may be possible to conduct this part of the operation without using compressors subject
to back pressure requirements.
Where possible it is preferred not to use the compressors in order to avoid turbulence in the tanks. Some terminals may require the operation to be completed with all
exhaust gas returned ashore.
The operation will be considered complete when the Methane content, as measured at the top of the cargo filling pipe, exceeds 80% by volume; however, more typically a
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figure close to 100% Methane is preferred.
The target value for N2 and CO2 is equal or less than 1%, the terminal requirements should be discussed when deciding upon the exact figures.
Figure 27 shows schematically the process of gassing-up with the vapour return option.
Figure 27: CARGO TANKS GASSING-UP WITH VAPOUR RETURN
The exact sequence of operation and burning is to be discussed and agreed with the terminal in advance of commencing operations. All agreed procedures shall be fully
documented and signed by both parties.
The Chief Officer shall ensure that the following steps are taken in proper time in a Gassing Up operation:
An acceptable flow rate of LNG depends on the capacity of the Gas Vaporizer.
The temperature of Gas Vapour to be loaded into the cargo tanks is controlled and shall be a minimum of 10 oC higher than the cargo tank temperature in order to
have gas vapour lighter and therefore make for better displacement of the Inert Gas from the tanks.
The CO2 and CH4 content in the cargo tanks is to be regularly monitored at the designated sampling points.
The tank pressure shall be maintained in the range between 50 and 90 mbars. The tank filling valves shall be adjusted periodically in order to complete all tanks
gassing up at the same time.
When Inert Gas/LNG vapour mixtures cannot be forced to flow to the flare stack on shore by the tank pressure alone, the HD Gas Compressor(s) shall be started to
force the gas to flow ashore.
Before the end of gassing up operation, the CO2 content in the cargo tanks shall be finally reduced to less than 1% by volume in order to prevent the formation of dry
ice in the cargo tanks after cooling down.
Note: CO2 contained in Inert Gas freezes at - 78.5oc.
The flow rate of LNG Vapour into the cargo tanks shall be regulated so as not to disturb the interface between the LNG Vapour and the Inert Gas. If the flow rate is too high
it will disturb the interface and prevent effective inert gas displacement.
When using the portable gas measuring instruments, crewmembers shall be familiar with the methods of calibration and measurement.
The liquid and vapour piping shall be included in the operation and be properly gassed up.
There are exceptional cases where it may be necessary to undertake the purging of cargo tanks at sea using LNG from another tank. In this case the liquid will be supplied
from a stripping/spray pump to the stripping/spray header, the operation will then proceed in a manner similar to the above.
The company’s authorization shall be requested (except in an emergency) before venting LNG vapour to the atmosphere. Methane is a greenhouse gas and detrimental to
the environment.
During the gassing-up operation, the Gas Vaporizer shall be carefully controlled by the Chief Officer and Cargo (Gas) Engineer, who shall ensure that the following steps
are taken during a Gassing Up operation:
The outlet temperature of the Vaporizer shall be closely monitored and controlled automatically, whenever possible.
The vaporiser flow valve shall be kept at about 40% open and in manual mode. It is easier to make all adjustments of pressure and thereby controlling the flow rate in
cooperation with the shore terminal. Once the vaporizer operation has been fully stabilized at optimal flow rate the valve command may be changed to auto.
17.2.5. Initial Cooling down of Cargo tanks

Following a period in dry-dock the cargo lines are normally presented to the terminal warm and the cool down operation of vessel’s main cargo line(s), terminal line(s) and
loading arm(s), as well as the gassing up are carried out in agreement with terminal by using cargo supplied from shore.
For further details refer to Chapter 9.3.5 of the present Manual.
18. USCG - LNG Cargo Transfer Procedures

18. USCG – LNG CARGO TRANSFER PROCEDURES
These LNG Transfer Procedures are written in compliance with the United States Code of Federal Regulations - CFR Title 33 Section 155.750, and they are intended to
supplement the Chief Officers Standing Orders.
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18.1. General
18.1.1. Product On board
i. Generic or Chemical Name - Methane /LNG
ii. Cargo Information - Please note Adjacent Cargo Information Card
iii. Applicability of LNG Transfer Procedures - The LNG Transfer Procedures below are applicable when discharging at any Port within the US or her territorial waters.
Specifically the transfer and discharge procedures for this port are laid down on the form prepared by the Chief Officer. A copy of which is available in the Cargo
Control Room. See the Chief Officer for further details.
18.1.2. LNG Transfer system

i. A line diagram of the transfer piping should be located on the Cargo Control Room.
ii. The vessel liquid and vapour headers are separate and can only be connected by means of movable bends which are currently not in place, with the ends blanked.
iii. The location of the shut off valve separating the Engine Room LNG burning line should be clearly indicated.
iv. The Inert Gas system is totally separated from the cargo system by means of removal bends pieces which are not in place and the lines are blanked.
v. The vessel ballast system is totally segregated from the cargo system.
18.1.3. Persons On Duty

The minimum requirement for persons to be on duty during the LNG transfer is as follows:
The Master and Chief Engineer must remain on board at all times while the vessel is in normal service. This includes all periods in port.
The Chief Officer, Cargo (Gas) Engineer and Electrical Engineer must remain on board at all times while cargo or associated operations are in progress or imminent.
This includes all periods in port.
Either the Chief Officer or the Cargo (Gas) Engineer will be in the Cargo Control Room at all times, andboth will be available for Start and Stop of LNG transfer
operations. In addition the Officer of the Watch and 3 Watch keeping sailors will be on duty at any time.
All the ships complement is available if the need should arise.
18.1.4. Duties
The duties of the personnel involved in any LNG transfer are as follows:
Chief Officer - Is in over-all charge of the operations and is available at all times. He will be in attendance at the start and stop of the LNG transfer and for the start
and stop of ballast operations. He can hand over operational responsibly to the Cargo (Gas) Engineer to allow rest periods etc. This is a formal handover and is
recorded in both the Deck and Cargo Log Books.
Cargo (Gas) Engineer - Works closely with the Chief Officer and takes over operational responsibility when the Chief Officer is resting. The handover of responsibility
is recorded in both the Deck and Cargo Log Books. He is also available at all times, and will be present in the Control Room at the start and stop of LNG transfer.
Other Watch Keeping Officers - To assist closely the Chief Officer and Cargo (Gas) Engineer during their periods of duty. To closely monitor and control the ballast
operations following the Chief Officers ballast plan as attached to the cargo operations plan. To assist and be aware of cargo operations, and to ensure that the Watch
keeping sailors are carrying out their duties correctly. They will be required to carry out periodic checks of the deck as directed by either the Chief Officer or the Cargo
(Gas) Engineer.
Sailors - Duties as required by ship’s operating requirements, as authorized by the Chief Officer.
18.1.5. Procedure to Tend Moorings

Moorings shall be tended and vessel movement with respect to loading arms closely monitored, if required additional persons are to be called to assist with the moorings.
The Watch keeping sailors will patrol the mooring and tend them as required, having due regard to the operation in progress, rise and fall of tides, the prevailing and
forecasted weather as well as any other changes in environmental conditions and traffic movements in order to prevent the Vessel breaking-out from her berth, and follows
any further instruction as directed by the Chief Officer. They will have been given the tidal information or have access to that information for the port. They will report to the
OOW, at regular intervals, that the moorings are correct. The Officer of the Watch is responsible for the security of the vessel and shall supervise the regular tending of
vessel moorings, including fire wires, having due regard to the operation in progress, rise and fall of tides, the prevailing and forecasted weather as well as any other
changes in environmental conditions and traffic movements in order to prevent the Vessel breaking-out from her berth.
Great care shall be taken to ensure that the shore arms are kept in alignment with the ships manifolds due to the restricted operating envelope. When the envelope limit is
reached an ESDS is automatically activated and this should be avoided.
When tending moorings during operations the Officer of the Watch shall ensure that mooring winch brakes are re-applied to the correct setting.
18.1.6. Emergency Shut Down and Communications (ESDS)
18.1.6.1. ESD System (ESDS)
The ESD system is an integral part of the cargo transfer operations and will be “on Line” throughout the operation. The ships ESD system will have been fully tested within
48hrs before arrival at the port to ensure that it is functional. Copies of the test procedure and records of the tests carried out are available for inspection.
The ESD system will have been tested with the shore before cargo transfer operations commence. This will involve a “trip” test either from the ship, the shore or both to
ensure that the ship and shore systems are correctly set. Cargo operations will only commence once this test has been carried out and the ship and shore are satisfied with
the results.
The ESD can be activated either automatically or manually, activation of the ESD system will trip all the ships cargo pumps and shut the manifold valves. It will also stop the
shore gas return blower if fitted. There are numerous tie in systems which will automatically activate the ESD system, these include:
Loss of Hydraulic Pressure

Loss of Electrical power
Loss of Air pressure
Movement of the ship out of the arm envelope.
Manual activation of the ESD system can also be carried out from the ESD button in the Cargo Control Room and Bridge and from various buttons placed round the deck.
18.1.6.2. Communications
At all times during the LNG transfer operations, the Officer of the Watch and the Deck watch keeping sailor will be in radio contact. Either the Chief Officer or the Cargo
(Gas) Engineer available at all times. Communications between the ship and shore will be as agreed at the pre-discharge meeting and as on the Ship/Shore Safety Check-
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The Cargo Control Room will be the vessels communications centre and will be manned at all times.
18.1.7. Cool Down, Ramp Up and Ramp Down

During these operations the Chief Officer and the Cargo (Gas) Engineer will be available in the Cargo Control Room. During Cool down and Ramp-Up the Officer of the
Watch will be on the deck and in communication with the Cargo Control Room.
18.1.7.1. Cool Down
Will be carried out using 1 Spray pump, from No 3 tanks, and will be closely monitored to ensure that the rate of cooling down the terminal hard arms is at a rate which is
satisfactory to the shore. This will require close liaison with the terminal and will take approximately 60-90 minutes.
18.1.7.2. Ramp Up
On completion of cool down the remainder of the cargo pumps will be started at 5 minute interval or as directed by the shore until all pumps are running. The gas vapour
pressure will be monitored during this time and shore RGB requested when required.
18.1.7.3. Ramp Down
Ramp Down is considered to commence when the first of the main tank pumps is stopped.
18.1.8. Closing of Valves

On Completion of the LNG Transfer all valves associated with the discharge operations, on the liquid line will be closed. Valves will be set to allow draining and purging of
the hard arms as required. On completion of this draining and purging operation all valves on the liquid line will be closed.
The vapour manifold valve will remain open until just before final gauging at which time it will be closed to allow disconnection of the hard arms.
It is good practice to disconnect the vapour arm(s) last.
18.1.9. Reporting Oil Spillage

Not applicable to this cargo. Bunker operations in a U.S. port will require a separate USCG Bunker Transfer plan to be completed.
18.1.10. Closing and Opening of hatches

The vessel operates a totally closed cycle for discharging operations and all cargo tank openings remain closed at all times.
Ballast tank hatches also remain closed, the air in the ballast tanks being vented via the winnel vents on each tank.
18.2. Exemption and Alternatives

Not Applicable - No exemptions or alternatives requested or granted
18.3. Addendums
Should the Chief Officer become indisposed, then the Master will assume Responsibility for the LNG Transfer Operation. He will be backed up by the Cargo (Gas) Engineer
and Chief Engineer.
At all times during the Cargo Transfer Operation sufficient material will be available in the vicinity of the Liquid domes to deal with any cargo leakage which may occur, and
will be used immediately to stem that leakage.
18.4. Vapour Control system

The vessel is capable of controlling the boil off vapour by utilizing the gas burning facility and the steam dump system.
During normal discharge operations vapour is returned to the ship by the shore facility, careful monitoring of the tank pressure is maintained throughout the discharge
operation.
Vapour lines are included in the diagram outlining the cargo system as described in section 13.1.2(i).
19. Glossary of Term Used

19. GLOSSARY OF TERMS USED
The following pages contain an explanation of most of the terms used in the carriage of liquefied natural gas.
Absolute Vapour Density – The mass of a unit volume of gas under stated conditions of temperature and pressure.
Adiabatic – Without heat transferring.
Administration – The government of the country in which the ship is registered (Flag Administration).
Approved Equipment – Equipment of a design that has been tested and approved by an appropriate authority such as an Administration or Classification Society.
Asphyxia – When a person is deprived of an adequate supply of oxygen a loss of consciousness will follow.
Asphyxiant – A gas or vapour which has no toxic properties but when present in sufficient concentration excludes oxygen and will cause asphyxia.
Auto-ignition Temperature – The lowest temperature to which a solid liquid or gas requires to be raised to cause self-sustained combustion without initiation by spark
or flame.
Bar Gauge – Pressure in bar.
BOG – Boil off gas, vapour produced above a cargo liquid surface due to evaporation caused by heat ingress.
Boil Off – Vapour produced above a cargo liquid surface due to evaporation caused by heat ingress.
Boiling Point – The temperature at which the vapour pressure of a liquid equals that of the atmosphere above its surface. This temperature varies with pressure.
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Bonding (Electrical) – The connecting together of electrically conducting metal parts to ensure electrical continuity.
Brittle Fracture – Fracture of a material caused by a lack of ductility in the crystal structure resulting from low temperature.
Cargo Area – That part of the ship, which contains the cargo containment system, cargo pumps and compressor rooms.
Cargo Containment System Independent Tanks – Independent tanks are self-supporting.
They do not form part of the ship’s hull and are not essential to the hull’s strength.
Type A – Are tanks, which are designed primarily using “Recognized Standards” of classical ship structural analysis procedures.
Type B – Are tanks which are designed using model tests, refined analytical tools and analysis methods to determine stress levels, fatigue life and crack propagation
characteristics.
Type C – Referred to as pressure vessels are tanks meeting pressure vessel criteria.
i. Cargo Operations – Any operation on board a gas carrier involving the handling of cargo liquid or vapour including cargo transfer, re-liquefaction, venting etc.
ii. Cavitation – Uneven flow caused by vapour pockets within a liquid.
iii. Certified Gas Free – Means that a tank, compartment or container has been tested using an approved instrument and proved to be sufficiently free at the time of the
test of toxic or explosive or inert gas for a specified purpose, such as hot work by an authorized person. E.g. shore chemist and that a certificate to this effect has been
issued.
iv. Chemical Absorption Detector – (e.g. Draeger Tubes) – Used for the detection and determining the concentration of gases or vapours based on the principle of a
reaction between the gas and a chemical agent, the gas discolours the agent.
v. Closed Gauging System – A system whereby the contents of a tank can be measured by means of a device which penetrates the tank but is part of a closed system
e.g. float system, electronic probe, magnetic probe.
vi. Combustible Gas Indicator – For detecting a combustible gas/air mixture.
vii. Critical Temperature – The temperature above which a gas cannot be liquefied by pressure alone.
viii. CTS – Custody Transfer System, this is the cargo measurement and level gauging instrumentation
ix. Explosion Proof Enclosure – One, which will withstand, without injury, any explosion of the prescribed flammable gas that may occur within it under practical
conditions of operation within the rating of the apparatus and will prevent the transmission of flame such as will ignite the prescribed flammable gas, which may be
present in the surrounding atmosphere.
x. Filling Limit (or Ratio) – That volume of a tank expressed as a percentage of the total volume, which can be safely filled, having regard to the possible expansion
(and change in density) of the liquid.
xi. Flame Arrestor – A device used in gas vent lines to arrest the passage of flame into enclosed spaces.
xii. Flammable – Capable of being ignited and burning in air. The term “flammable gas” is used to mean a vapour air mixture within the flammable range.
xiii. Flammable Range – The limits of the flammable (explosive) range, that is, the range between the minimum and maximum concentrations of vapour in air, which form
flammable (explosive) mixtures. Usually abbreviated to LFL (Lower Flammable Limit) and UFL (Upper Flammable Limit). These are synonymous with “Lower
Explosive Limit” (LEL) and Upper Explosive Limit” (UEL).
xiv. Flash Point – The lowest temperature at which a liquid gives off sufficient vapour to form a flammable mixture with air near the surface of the liquid or within the
apparatus used. This is determined by laboratory testing in a prescribed apparatus.
xv. Gas-Dangerous Space or Zone – A space or zone within the cargo area which is designated as likely to contain flammable vapours and which is not equipped with
approved arrangements to ensure that its atmosphere is maintained in a safe condition at all times.
xvi. Gas Free – Gas free means that a tank, compartment or container has been tested using appropriate gas detection equipment and found to be sufficiently free, at
the time of the test, of toxic or explosive or inert gases for a specific purpose.
xvii. Gas-Freeing – The introduction of fresh air into a tank, compartment or container to remove toxic, flammable or inert gas to such a level as is required for a specified
purpose (e.g. tank entry, hot work).
xviii. Gas-Safe Space or Zone – A space or zone not designated as a gas-dangerous space or zone.
xix. Gauze Screen (sometimes called Flame Screen) – A portable or fixed device incorporating
xx. one or more corrosion resistant wire meshes used for preventing sparks from entering an open deck hole, or for a SHORT PERIOD OF TIME preventing the passage
of flame, yet permitting the passage of gas.
xxi. Hot Space – The space enclosed by the ship’s structure in which a cargo containment system is situated (see Cargo Containment System).
xxii. Hot Work – Hot work is any work involving welding or burning, and other work including drilling, grinding, electrical work and the use of non-intrinsically safe electrical
equipment, which might produce an incendiary spark.
xxiii. Hot Work Permit – A document issued by an authorized person permitting specific work for specified time to be done in a defined area employing tools and
equipment which could cause ignition of flammable gases.
xxiv. Hydrates – The compounds formed at certain pressures and temperatures by the interaction between water and hydrocarbons.
xxv. IMO – International Maritime Organization: this is the United Nations specialized agency dealing with maritime affairs.
xxvi. IMO Codes – The IMO Codes for the Design, Construction and Equipment of Ships carrying Liquefied Gases in Bulk.
xxvii. IGC Code – The short title of the International Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk.
xxviii. Inert Gas – A gas or vapour, which will not support combustion and will not react
xxix. Inerting – The introduction of inert gas into a space to reduce and maintain the oxygen content to a level at which combustion cannot be supported.
xxx. Inhibited Cargo – A cargo, which contains an inhibitor.
xxxi. Inhibitor – A substance used to prevent or retard cargo deterioration or a potentially hazardous chemical reaction.
xxxii. Insulating Flange – An insulating device placed between metallic flanges, bolts and washers, to prevent electrical continuity between pipelines, sections of pipelines,
hose strings and loading arms or equipment/apparatus.
xxxiii. Intrinsically Safe – Intrinsically safe equipment, instruments, or wiring are such equipment, instruments or wiring that are capable of releasing sufficient
electrical or thermal energy under normal or abnormal conditions to cause ignition of a specific hazardous atmosphere mixture in its most easily ignited concentration.
xxxiv. Liquefied Gas – A liquid, which has an absolute vapour pressure exceeding 2.8kp/cm2 at 37.8° C, and certain other substances specified in the IMO Codes.
xxxv. LNG – Liquefied natural gas, principal constitute of LNG is Methane.
xxxvi. LPG – Liquefied Petroleum Gases – these are mainly propane and butane, shipped either separately or in mixtures. They may be refinery by product gases or may be
produced in conjunction with crude oil or natural gas.
xxxvii. MARVS – The maximum Allowable Relief Valve Setting of a cargo tank.
xxxviii. Peroxide – A compound formed by the chemical combination of cargo liquid or vapour with atmospheric oxygen, or oxygen from another source. These compounds
may, in some cases, be highly reactive or unstable and constitute a potential hazard.
xxxix. Polymerization – The phenomenon whereby the molecules or a particular compound can be made to link together into a larger unit containing anything from two to
thousands of molecules, the new unit being called a polymer. A compound may thereby change from a free flowing liquid to a viscous one or even a solid. A great deal
of heat may be evolved when this occurs. Polymerization may occur spontaneously with no outside influence, or it may occur if the compound is heated, or if a
catalyst or impurity is added. Polymerization may, under some circumstances be dangerous.
xl. Pressure – Force per unit area
xli. Purging – The introduction of nitrogen or suitable inert gas or suitable cargo vapour to displace an unacceptable tank atmosphere.
xlii. Relative Liquid Density – The mass of a liquid at a given temperature compared with the mass of an equal volume of fresh water at the same temperature or at a
different given temperature. Term Specific Gravity being discontinued in general.
xliii. Relative Vapour Density – The weight of the vapour compared with the weight of an equal volume of air, both at standard conditions of temperature and pressure.
Thus vapour density of 2.9 means that the vapour is 2.9 times heavier then an equal volume of air under the same physical conditions.
xliv. Reliquefaction – Converting cargo boil-off vapour back into a liquid by refrigeration.
xlv. Responsible Officer – The Master or any officer to whom the Master may relegate responsibility for any operation or duty.
xlvi. Responsible Terminal Representative – The shore supervisor in change of all operators
xlvii. and operations at the terminal associated with the handling of products, or his responsible delegate.
xlviii. Restricted Gauging System – A system employing a device, which penetrates the tank and which, when in use, permits a small quantity of cargo vapour or liquid to
be exposed to the atmosphere. When not in use the device is completely closed.
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xlix. RPT – Rapid Phase Transition - When LNG contacts water under specific conditions, it transforms explosively from the liquid to vapour state.
l. Secondary Barrier – The liquid resisting outer element of a cargo containment system designed to afford temporary containment of any envisaged leakage of liquid
cargo through the primary barrier and to prevent the lowering of the temperature of the ship’s structure to an unsafe level.
li. Self-Reaction – The tendency of a chemical to react with itself, usually resulting in polymerization or decomposition.
lii. Sloshing – Wave formations which may arise at the liquid surface in a cargo tank from the effects of ship motions.
liii. Span Gas – A vapour sample of known composition and concentration and concentration used to calibrate (or “span”) a ship’s gas detection equipment.
liv. Static Electricity – The electrification of dissimilar materials through physical contact and separation.
lv. Threshold Limit Value (TLV) – The TLV refers to the maximum concentration of gases, vapours, mists or sprays to which it is believed that nearly all persons on
board may be repeatedly exposed, day after day, without adverse effect assuming an 8 hours per day, 40 hours per week exposure. Because of the wide variation in
individual susceptibility, exposure of an occasional individual at, or even below, the TLV may not prevent discomfort or aggravation of a pre-existing condition.
lvi. Vapour Pressures – The pressure exerted by the vapour above the liquid at a given temperature.
lvii. Venting – The release of cargo vapour or inert gas from cargo tanks and associated systems.
lviii. Void Space – The enclosed space in the cargo area external to a cargo containment system, not being a hold space, ballast space, fuel oil tank, cargo pump or
compressor room, or any space in normal use by personnel.

Cargo & Ballast Operations Manual LNG (QA-033)

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Cargo & Ballast Operations Manual LNG (QA-033)

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Document: QA-033

Issue Date: 01.11.21

Cargo & Ballast Operations Manual LNG (QA-033)

Ch. 11.17 Draining of liquid cargo

Ch. 11.18 Heel Management

Ch. 15.9 Letter of Protest (LoP)

12.10 01.09.21 Ch. 3.7 Deck Ratings OPS QA

Ch. 13 Ship to Ship Transfer Operations (STS)

Ch. 9.4.1 Tank Pressure Control during Loaded Passage

Ch. 9.4.2 Tank Pressure Control during Ballast Passage

Ch. 13 Ship to Ship Transfer Operations (STS)

11.90 01.07.21 Ch. 6.3.16 Ship Shore link OPS QA

11.80 01.06.21 Ch. 10.13.3 Initial Loading rate - Ramp Up OPS QA

11.70 01.05.21 Ch. 6.3.16 Ship Shore link OPS QA

Ch. 9.8 Cargo Loading and Discharging plans

Ch. 9.13.2 Responsibilities

Ch. 10.6 Prior to Arrival at the Load port

Ch. 10.13.3 Initial Loading rate - Ramp Up

Ch. 11.6 Prior to Arrival at the Discharging port

Ch. 13 Ship to Ship Transfer Operations (STS)

11.60 01.03.21 Ch. 7.1 Notices OPS QA

Ch. 10.16.1 Topping Off (Ramp Down)

Ch. 11.14.1 Slow Down (Ramp Down)

Ch. 13 Ship to Ship Transfer Operations (STS)

11.50 01.02.21 Ch. 5.4.2 Emergency Departure OPS QA

Ch. 15.9 Letter of Protest (LoP)

Ch. 13 Ship to Ship Transfer Operations (STS)

11.40 01.01.21 Ch. 3.8 Watch composition in Port OPS QA

11.30 01.12.20 Ch. 3.2 Chief Officer OPS QA

Ch. 3.5 Cargo (Gas) Engineer

Ch. 7.3.5 Working with Nitrogen

Ch. 9.37.4 Working with Nitrogen

Ch. 13 Ship to Ship Transfer Operations (STS)

Ch. 16.7 Before Arrival at a terminal (Loading and Discharging)

11.20 01.10.20 Ch. 2.5 Ship's Readiness to move OPS QA

Ch. 3.3 Deck Officers

Ch. 6.3.14 Emergency Shut Down System (ESDS)

Ch. 9.16.5 Routine Checks

Ch. 10.4 Cool Down

11.10 01.08.20 Ch. 10.11.5 Inter-barrier Spaces & Cofferdams OPS QA

Ch. 13 Ship to Ship Transfer Operations (STS)

Ch. 16.2.1 Heel Management

Ch. 16.2.2 Cargo Tank Cool down

Ch. 16.3 Condensate Management Plan (vessel-specific)

11.00 01.07.20 Ch. 6.2.6.2 HHI-SHI Vessels OPS QA

Ch. 7.5.1 Loss of Gas Burning Capacity

Ch. 9.13.2 Responsibilities

Ch. 9.31 Emergency Shut Down System (ESDS)

Ch. 9.35.3 Procedure in the event of cargo tank overfilling

Ch. 10.11 Cool Down of Cargo System

Ch. 13 Ship to Ship Transfer Operations (STS)

Ch. 9.34.1 Short Distance Piece Handling procedure

10.00 01.03.20 Ch. 13 Ship to Ship Transfer Operatiosn (STS) OPS QA

9.00 01.12.19 Ch. 5.4.1.1 Cargo tank levels OPS QA

Ch. 5.4.2 Emergency Departure with Sloshing restrictions in tanks

Ch. 5.4.2.1 Vessel heading

Ch. 6.1.1 Membrane Cargo Containment system GTT NO 96

Ch. 6.1.3 Deterioration or Failure of Membrane Containment System (COLD SPOTS)

Ch. 6.2 Cargo Piping system

Ch. 6.2.1 Liquid Lines (headers)

Ch. 6.2.2 Vapor lines

Ch. 6.2.5 Vent line

Ch. 6.2.6 FWD Vent valve specific operational module