ADVANCED GAS TANKER TRAINING

STUDENT HANDOUT

REV 00/05TH OCTOBER 2015

 AUTHOR’S NOTE
This student handout has been written by Capt.Conrad John
Aranjo for Sir Derek Bibby Maritime Training Centre
Gas Training Department.

Liquefied Gas

“A liquid which has a saturated vapour pressure exceeding 2.8 bar absolute at
37.8 deg C and certain other substances as listed in Chapter 19 of the IGC Code”

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 INDEX
TOPIC Page No

General Definitions 5

Chapter 1: Physical and Chemical Properties of Gases 15

Chapter 2 : Hazards of Gas Cargoes 37

Chapter 3 : Safety on board Gas Carriers 49

Chapter 4 : Gas Codes , Types of Gas Carriers , Cargo Containment 53

Systems on board gas tankers and types of Gas carriers
According to Hazard potential of the cargo being carried.

Chapter 5 : Cargo Instrumentation 64

Chapter 6 : Gas Detection Instruments 78

Chapter 7 : Cargo Calculations 83

Chapter 8 : Cargo Operations on board Gas Tankers 87

Chapter 9 : Documentation 103

Chapter 10 : Care of Cargo during carriage at sea 106

Chapter 11 : ESD – Emergency Shut Down 108

Chapter 12 : Occupational Health and Safety Precautions 116

Chapter 13: The effect of bulk liquid on trim and stability and structural 125
Integrity

Chapter 14 : Emergency Procedures 127

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 INDEX
TOPIC Page No

Chapter 15 : Fixed Fire Fighting Systems on gas carrier 131

Chapter 16 : Pre-Cargo operations Meeting on board gas tanker 136

Chapter 17: Importance of training on board gas tanker 137

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 General Definitions
1) Absolute Pressure: The Absolute Pressure is the total of the gauge pressure plus the pressure of the
surrounding atmosphere.

2) Absolute Zero: The temperature at which the volume of the gas theoretically becomes zero and all
thermal motion ceases. It is generally accepted as being -273.16deg C

3) Absolute Temperature: The fundamental temperature scale with its zero at absolute zero and
expressed in degrees Kelvin.

4) Adiabatic: Describes an ideal process undergone by a gas in which no gain or loss of heat occurs.

5) Aerating: Means the introduction of fresh air into a cargo tank with the objective of removing toxic
hazardous and inert gases and increasing the oxygen content to 21 percent by volume.

6) Airlock: A separation area used to maintain adjacent areas at a pressure differential. For
example the airlock to an electric motor room on a gas carrier is used to maintain a pressure
differential between a gas hazardous zone on the open deck and the gas – safe motor room
which is pressurized.

7) Auto Ignition Temperature: It is the lowest temperature to which the gas or liquid requires to be
raised to cause self – sustained spontaneous combustion without ignition by a spark or a flame.

8) Approved Equipment: Equipment of a design that has been type – tested by an appropriate
authority or governmental agency or classification society. Such an authority will have certified the
particular equipment safe for use in a specified hazardous atmosphere.

9) Bar (G) – is the reading of pressure taken from the pressure gauge attached to a closed
container which is not open to atmosphere.

10) Bar (A) – is the total of the gauge pressure plus the pressure of the surrounding atmosphere.

Standard value of Atmospheric Pressure at sea level is 1.01325 bar.

11) Bar (A) = Bar (G) + 1.01325 bar

12) BLEVE: This is the abbreviation for Boiling Liquid Expanding vapour Explosion. It is associated with
the rupture, under fire conditions, of a pressure vessel containing liquefied gas.

13) Bubble Point: The bubble point of a liquid mixture, at a given pressure, is defined as that
temperature at which the liquid will begin to boil as the temperature rises.

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14) Boil Off: Boil Off is the vapour produced above the surface of a boiling cargo due to heat ingress or a
drop in pressure.

15) Boiling Point : The temperature at which the vapour pressure of the liquid is equal to the pressure
on its surface (The boiling point varies with pressure)

16) Booster pump : A pump used to increase the discharge pressure from another pump ( such as a
cargo pump )

17) Bulk cargo: Cargo carried as a liquid in cargo tanks and is not shipped in containers, drums or
packages.

18) Canister Filter Respirator: A respirator consisting of a mask and replaceable canister filter through
which air mixed with toxic vapour which is inhaled by the wearer and in which the toxic elements
are absorbed by the activated charcoal or other material. A filter for that specific toxic gas must be
used by the wearer. These filters are replaceable and are only effective for that particular toxic gas.

19) Carbamates: A white powdery substance produced by the reaction of ammonia with carbon dioxide.

20) Carcinogen: A substance capable of causing cancer.

21) Cargo Area: That part of the ship which contains the cargo containment system , cargo pumps, and
compressor rooms and includes the deck area above the cargo containment system. Where fitted,
cofferdams ballast tanks and void spaces at the after end of the aftermost hold space or the forward
end of the forward most hold space are excluded from the cargo area.

22) Cascade Reliquefaction Cycle: A process in which the vapour boil off from the cargo tanks is
condensed in a cargo condenser in which the coolant is a refrigerant gas such as R22 or equivalent.
This refrigerant gas is condensed and then passed through a conventional sea water cooled
condenser.

23) Cavitation: A process occurring within the impeller of a centrifugal pump when the pressure at
the inlet of the impeller falls below that of the vapour pressure of the liquid being pumped. The
bubbles of vapour which are formed collapse with impulsive force in the higher pressure regions
of the impeller. This effect can cause significant damage to the impeller surfaces and
furthermore pumps may loose suction.

24) Certificate of Fitness: A Certificate issued by the Flag Administration confirming that the structure ,
equipment , fittings , arrangements and materials used in the construction of the gas carrier are in
compliance with the relevant Gas Codes.

25) Certified Gas Free: A tank or atmosphere is certified to be gas free when its atmosphere has been
tested with an approved instrument and found in suitable condition by an independent chemist.
This means that it is not deficient in oxygen and sufficiently free of toxic or flammable gas for a
specified purpose.

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26) Coefficient of Cubical Expansion : The increment in volume of a unit volume of solid, liquid, or gas
for a rise of temperature of 1° at constant pressure. Also known as coefficient of expansion;
coefficient of thermal expansion; coefficient of volumetric expansion; expansion coefficient;
expansivity.

27) Compatibility of Gas Cargoes: Compatible cargoes are those substances which can be loaded
consecutively without prior need to gas free the tanks. However, care must be taken to fully
comply with Charter Party, shippers or other stated requirements for the cargo changeover, as
these may require more stringent procedures.

28) Compression Ratio: The ratio of the absolute pressure at the discharge from a compressor divided by
the absolute pressure at the suction.

29) Condensate: Reliquefied gas which is sent back to the cargo tank is called condensate.

30) Critical Pressure: The Pressure at which a substance exists in its liquid state at its critical
temperature.

31) Critical Temperature: The temperature above which the gas cannot be reliquefied by pressure alone.

32) Cryogenics: The study of the behavior of matter at very low temperature.

33) Dangerous Cargo Endorsement : Endorsement issued by a Flag State administration to a Certificate
of Competency of a ships officer allowing service on dangerous cargo carriers such as oil tankers ,
chemical carriers or gas carriers.

34) Deepwell Pump: A type of pump commonly found on gas carriers. The prime mover is usually an
electric or hydraulic motor. The motor is usually mounted on top, outside of the cargo tank and
drives via a long transmission shaft through a double seal arrangement, the pump assembly located
at the bottom of the tank. The cargo discharge pipeline surrounds the drive shaft and the bearings
are cooled and lubricated by the liquid being primed.

35) Density: The mass per unit volume of a substance at specified conditions of temperature and
pressure.

36) Dew point: The temperature at which condensation will take place within a gas if further cooling
occurs.

37) Diffusion and mixing of gases: Molecular diffusion, often simply called diffusion, is the thermal
motion of all (liquid or gas) particles at temperatures above absolute zero. The rate of this
movement is a function of temperature, viscosity of the fluid and the size (mass) of the particles.

38) Enthalpy: Enthalpy is a thermodynamic measure of the total heat content of a liquid or vapour at a
given temperature and is expressed in energy per unit mass (k Joules per 1 kg) from absolute zero.

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 Therefore for a liquid /vapour mixture it will be seen that it is the sum of the enthalpy of the liquid
plus the latent heat of vaporization. Enthalpy is defined as the total energy content of the system. It
is denoted by the letter H

39) Entropy: Entropy is the measure of a system's thermal energy which is not available for conversion
into mechanical work.

40) Explosion- Proof/Flameproof Enclosure: An enclosure which will withstand an internal

ignition of flammable gas and which will prevent the transmission of any flame able to
ignite a flammable gas which may be present in the surrounding atmosphere.

41) Flammable: Capable of being ignited.

42) Flame Arrestor: A device fitted in gas vent pipelines to arrest the passage of flame into
enclosed spaces.

43) Flame Arrestor: A device fitted in gas vent pipelines to arrest the passage of flames into
enclosed spaces.

44) Flame screen: A device incorporating corrosion resistant wire meshes. It is used for
preventing the inward passage of sparks (or for a short period of time the passage of flame)
yet permitting the outward passage of gas.

45) Flammable: Capable of being ignited.

46) Flammable Range: The range of gas concentrations in air between which the mixture is
flammable. This describes the range of concentrations between the LFL (Lower Flammable
Limit) and the UFL (Upper Flammable Limit). Mixtures within this range are capable of being
ignited.

47) Flash Point: The lowest temperature at which the liquid gives off sufficient vapour to form a
flammable mixture with air near the surface of the liquid. The flash point temperature is
determined by laboratory testing in a prescribed apparatus.

48) Gas Codes: The Gas Codes are the Codes of construction and equipment for ships carrying
liquefied gases in bulk. These standards are published by the IMO

49) Gas – Dangerous Space or Zone : A space or zone ( defined by the Gas Codes ) within a ship’s
cargo area which is designated as likely to contain flammable vapour and which is not
equipped with approved arrangements to ensure that its atmosphere is maintained in a safe
condition at all times.

50) Gas – free Certificate: A gas – free certificate is most often issued by an independent chemist
to show that the tank has been tested, using approved equipments, and is certified to contain

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 21 percent oxygen by volume and is sufficiently free from toxic, chemical and hydrocarbon
gases for a specified purpose such as tank entry and hot work.

51) Gas – free Condition: Gas- free condition describes the full gas- freeing process carried out in
order to achieve a safe atmosphere. It therefore includes two distinct operations: Inerting and
Aeration.

52) Gas – Freeing : The removal of toxic and flammable gas from a tank or enclosed space
followed by the introduction of fresh air

53) Gassing – up : Gassing up means replacing an inert atmosphere in a cargo tank with cargo
vapour of the next cargo to a suitable level in order to allow cool down of the cargo tank in
order to load the next cargo in that cargo tank.

54) Gas – Safe Space: A space on a ship not designated as a gas – dangerous space.

55) Hard- Arm: An articulated metal arm used at terminal jetties to connect shore pipelines to the
ships manifold.

56) Heel: The amount of liquid retained in a cargo tank at the end of discharge. It is used in order
to maintain the cargo tanks cooled down during ballast voyages by recirculating through the
spray lines.

57) Hold Space: The space enclosed by the ship’s structure in which a cargo containment system
is fitted.

58) Hydrates: The compounds formed by the reaction of water and hydrocarbons. They are
crystalline substances similar in appearance to slush ice.

59) Hydrate Inhibitors: An additive to certain liquefied gases which reduce the temperature at
which hydrates are formed. Typical hydrate inhibitors are methanol, ethanol and isopropyl
alcohol.

60) Ignition Temperature: The lowest temperature at which a combustible substance when
heated catches fire in air and continues to burn.

61) Incendive Spark: A spark of sufficient temperature and energy to ignite a flammable gas
mixed with the right proportion of air.

62) Inert Gas: A gas such as nitrogen, or a mixture of non flammable gases containing insufficient
oxygen to support combustion.

63) Inerting: Inerting means the introduction of inert gas into a cargo tank in order to reduce
hydrocarbon content in order to avoid entering the flammable range before aeration of that
tank for man entry.

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64) Insulation Flange: An insulating device inserted between metallic flanges, bolts and washers
to prevent electrical continuity between pipelines, sections of pipelines, hose strings and
loading arms or other equipment.

65) ISGOTT: International Safety Guide for Oil Tankers and Terminals.

66) Isothermal: Descriptive of a process undergone by an ideal gas when it passes through
pressure or volume variations without a change in temperature.

67) Latent Heat: The heat required to cause a change in state of a substance from solid to liquid
(Latent heat of Fusion) or from liquid to vapour (Latent heat of Vaporisation). These phase
changes occur without a change in the temperature at the melting and boiling point.

68) Latent Heat of Vaporization: Quantity of heat required to change the state of a
substance from liquid to vapour state (or vice versa) without a change in temperature.

69) Latent Heat of Fusion : Quantity of heat to change the state of a substance from solid state to
liquid state without change of temperature

70) LNG: This is the abbreviation for Liquefied Natural Gas. The principal constituent is Methane.

71) Lower Flammable Limit: The concentration of hydrocarbon gas in air below which there is
insufficient hydrocarbon gas to support combustion.

72) LPG: This is the abbreviation for Liquefied Petroleum Gas. This group of products includes
propane and butane which can be shipped separately or as a mixture.

73) MARVS: This is the abbreviation for Maximum Allowable Relief Valve Setting on a ship’s cargo
tank – as stated on the ship’s Certificate of Fitness.

74) Mlc: This is the abbreviation for metres liquid column and is a unit of pressure in some cargo
pumping operations.

75) Mole: The mass that is numerically equal to the molecular mass. It is most frequently
expressed as the gram molecular mass (gmole) but may also be expressed in other units such
as the kg/mole. At the same pressure and temperature the volume of one mole is the same
for all ideal gases. It is practical to assume that all petroleum gases are ideal gases.

76) Molecular Weight: Molecular mass or molecular weight is the mass of a molecule. It is
calculated as the sum of the mass of each constituent atom multiplied by the number of
atoms of that element.

77) Mollier diagram: A graphic method of representing the heat quantities contained in, and the
conditions of a liquefied gas (or refrigerant) at different temperatures.

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78) NGLs: This is the abbreviation for Natural Gas Liquids. These are the liquid components found
in association with natural gas. Ethane, Propane, Butane, Pentane, and Pentanes-plus are
typical natural gas liquids.

79) NPSH: This is the abbreviation for Net Positive Suction Head. This is an expression used in
cargo pumping calculations. It is the pressure at the pump inlet and is the combination of the
liquid head plus the pressure in the vapour space.

80) OCIMF: Oil Companies International Marine Forum

81) Oxygen Analyser: It is an instrument used on ships and gas carriers to measure the
concentration of oxygen gas in percentage by volume.

82) Oxygen – Deficient Atmosphere: An atmosphere containing less than 21 percent oxygen by
volume.

83) Partial – Pressure: The individual pressure exerted by a gaseous constituent in a vapour
mixture as if the other constituents were not present. This pressure cannot be measured
directly but is obtained firstly by analysis of the vapour and then by calculation using Dalton’s
Law.

84) Peroxide: A compound formed by the chemical combination of a cargo liquid or vapours with
atmospheric oxygen or from another source. In some cases these compounds may be highly
reactive or unstable and a potential hazard

85) Polymerisation: The chemical union of two or more molecules of the same compound to
form a larger molecule of the same compound is called polymerisation. The new molecule is
called a polymer. By this mechanism the reaction can be self - propogating causing liquids to
become more viscous and the end result may even result in a solid substance. Such chemical
reactions usually give off a great deal of heat.

86) Primary Barrier: This is the inner surface designed to contain the cargo when the cargo
containment system contains a secondary barrier.

87) R22: R22 is a refrigerant gas whose full name is monocholrodifluromethane and whose
chemical formula is CHClF2.It is colourless odourless and non – fllammable.It is virtually non-
toxic with a TLV of 1000 ppm.

88) Reactivity : Reactivity in chemistry refers to the chemical reactions of a single substance as
well as the chemical reactions of two or more substances that interact with each other

89) Reference temperature: The temperature at which the density has been calculated. The
International Union of Pure and Applied Chemistry (IUPAC) now defines the standard
reference conditions as 0 °C and 100 kPa (rather than 0 °C and 101.325 kPa) .

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90) 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.

91) Refrigeration of Gases: The process of keeping a gas cargo below room temperature by
storing the gas cargo in a system designed to cool.

92) Reliquefaction: The procedure by which the boil off vapour is converted into liquid and then
returned to the cargo tank on a gas carrier is known as Reliquefaction.

93) Relative Vapour Density: The mass of vapour compared with the mass of an equal volume of
air, both at standard conditions of temperature and pressure.

94) Restricted Gauging: 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 expelled to the atmosphere.
When not in use, the device is kept completely closed.

95) Rollover : The phenomenon where the stability of two stratified layers of liquid of differing
relative density is disturbed resulting in a spontaneous rapid mixing of the layers
accompanied in the case of liquefied gases , by violent vapour evolution.

96) Saturated Vapour Pressure: The pressure at which the vapour is in equilibrium with its liquid
at a specified temperature.

97) Secondary Barrier: The liquid - resisting outer element of a cargo containment system
designed to provide temporary containment of a 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.

98) Sensible Heat: Heat energy given to or taken from a substance which raises or lowers its
temperature.

99) SI ( Systeme International) Units : An International accepted system of units modeled on the
metric system consisting of units of length ( meter ) , mass ( kilogram) , time ( second) ,
electric current ( Ampere ) , temperature ( degrees Kelvin) and amount of substance (mole)

100) SIGTTO: Society of International Gas Tanker and Terminal Operators Limited.

101) Span Gas: A vapour sample of known composition and concentration used to calibrate gas
detection equipment.

102) Specific Gravity: The ratio of the density of a liquid at a given temperature to the density
of fresh water at a standard temperature.

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Temperature will affect volume and the comparison temperature must therefore be stated. E.g.:
Specific Gravity 15/4 deg C – Substance at 15 deg C , water at 4 deg C .
Specific Gravity 60/60 deg F – Substance and water at 60 deg F.

103) Specific Heat: This is the quantity of heat in Kilo Joules required to change the
temperature of 1 kg mass of a substance by 1 deg C. For a gas the specific heat at constant
pressure is greater than the specific heat at constant temperature.

104) Spontaneous Combustion: The ignition of a material brought about by a heat- producing
chemical reaction within the material itself without exposure to an external source of ignition.

105) Static Electricity: Static Electricity is the electric charge produced on dissimilar materials
caused by relative motion between each when in contact.

106) Submerged Pump: A type of centrifugal pump commonly installed on gas carriers and in
terminals at the bottom of the cargo tank. It comprises a drive motor, impeller and bearings
totally submerged by the cargo when the tank contains bulk liquid.

107) Superheated Vapour: Vapour removed from contact with its liquid and heated beyond its
boiling temperature.

108) Surge Pressure: A phenomenon generated in a pipeline system when there is a change in
the rate of flow of liquid in the line. Surge pressures can be dangerously high if the change
flow rate is too rapid and the resultant shock waves can damage the pumping equipment and
cause rupture of pipelines and associated equipment.

109) Toxicity Detector: An instrument used for the detection of gases or vapours . It works on
the principle of a reaction occurring between the gas being sampled and a chemical agent in
the apparatus.

110) TLV: This is the abbreviation for Threshold Limit Value. It is the concentration of gases in air
to which personnel may be exposed 8 hours per day or 40 hours / week exposure throughout
their working life without any adverse effect to the nervous system. The basic TLV is a Time
Weighted Average (TWA). This may be supplemented by a TLV-STEL (Short Term Exposure
Limit) or TLV-C (Ceiling Exposure Limit) which should not be exceeded even instantaneously.

111) Upper Flammable Limit: The concentration of hydrocarbon gas in the air above which
there is insufficient air to support combustion.

112) Vapour Density: The density of a gas or vapour under specified conditions of temperature
and pressure.

113) Void Space :An enclosed space in the cargo area external to a cargo containment system
other than a hold space, ballast space, fuel oil tank, cargo pump room or compressor
room or any space in normal use by personnel.

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114) Vapour Pressure : Vapour pressure is the pressure exerted by the molecules of vapour on
the liquid surface at a given temperature

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 Chapter 1: PHYSICAL AND CHEMICAL PROPERTIES OF GASES

STATES OF MATTER

Most substances can exist in either the solid, liquid or vapour state. In changing from solid to
liquid (fusion) or from liquid to vapour (vaporization), heat must be given to the substance.

Similarly, in changing from vapour to liquid (condensation) or from liquid to solid (solidification),
the substance must give up heat.

The heat given to or given up by the substance in changing state is called latent heat. For a given
mass of the substance the latent heats of fusion and solidification are the same.

Similarly, the latent heats of vaporization and of condensation are the same, although of different
values from the latent heat of fusion or solidification.

What are Physical and Chemical Properties?

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 Sounds like a complicated question! It's not if you break it down. What are properties?
Properties are attributes, qualities or characteristics of something. Properties are used to identify
elements. Properties are the characteristics of a substance which distinguishes it from another
substance.

In chemistry these properties are called Physical properties and Chemical properties. Most
common substances exist as solids, liquids and gases which have diverse physical and chemical
properties. Matter can undergo physical and chemical changes .

What are Physical Properties?

Physical properties are those characteristics that can be observed without changing the
substance into another substance.

Physical properties of matter are usually those that can be observed using our senses. The
observations usually consist of some type of numerical measurement. Examples of Physical
properties include Color, Freezing point, Boiling point, Melting point, Density and Smell.

What are Chemical Properties?

Chemical properties are the characteristics that determine how it will react with other substances
or change from one substance to another.

Chemical properties, or characteristics, which are exhibited as one substance and then chemically
transformed into another.

Chemical properties are only observable during a chemical reaction.

Examples of chemical properties are: Flammability (the ability to catch on fire), Toxicity (the
ability to be poisonous), Radioactivity (giving off ionizing radiation), Heat of combustion (amount
of heat released when the substance is completely burned), Reactivity with water (what happens
when a substance reacts with water), Reactivity with acids (what happens when a substance
reacts with an acid), Oxidation (the combination of a substance with oxygen).

Propane

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 =======
At normal temperature and pressure Propane is a gas vapour that boils at -42 Deg C.
As a liquid it looks a lot like water. It is colourless and odourless in its natural state.
In its natural state Propane is an odourless gas. Caution should be exercised when handling
Propane because it is very cold and causes severe cold burn on exposed skin.
Unlike water the specific gravity of Propane is about half that of water at 0.51. Propane expands
to about 270 times when it goes from liquid to Gas. In the presence of sufficient amount of
oxygen Propane burns to form water vapour and carbon dioxide.

Ammonia
========
Ammonia is a colourless odourless liquid with a pungent odour. The vapours of ammonia are
flammable and burn with a bright yellow flame, forming water vapour and nitrogen. The
flammable range for ammonia is much higher and the concentration of ammonia vapour in air
concentration or flammable range is between 14 – 28 percent.
Ammonia is toxic and highly reactive it can form explosive compounds with mercury, chlorine,
bromine, iodine, silver oxide, calcium, and silver hypochlorite.

Ammonia vapor is extremely soluble in water. One volume of water will absorb 200 volumes of
ammonia vapour and can very easily result in a vacuum situation in a cargo tank. Hence care
must be taken at all times to not introduce water vapour into cargo tank containing ammonia
vapour at all costs. Ammonia is alkaline in nature and hence ammonia / air mixtures can cause
stress corrosion cracking. (Stress corrosion cracking is defined as cracking in a cargo containment
system where typically fine cracks maybe formed in many directions)
Because of ammonia’s highly reactive nature, copper alloys, aluminium alloys, galvanized
surfaces, phenolic resins, polyvinylchloride, polyesters and viton rubbers are unsuitable for
ammonia service. Mild steel, stainless steel, neoprene rubber and polythene are however
suitable.

Chlorine
=======
Chlorine is a much less carried cargo and is restricted to special ships. It is a yellow liquid which
evolves a green vapour. It has a pungent and irritating odour and is highly toxic. It is non-
flammable but it can support combustion of other flammable materials in much the same way as
oxygen. It is soluble in water forming a highly corrosive acidic solution and can form dangerous
reactions with all other liquefied gases. In moist conditions because of its corrosivity it is difficult
to contain. Dry Chlorine is compatible with mild steel, stainless steel, and copper. Chlorine is very
soluble in caustic soda solution which can be used to absorb chlorine vapour.

Physical Properties of a few Liquefied Gases (Summarised in a Tabular Form)

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Gas Atmosph Critical Critical Liquid relative
eric temperatur pressure density Vapour relative
boiling e (bars, at Atm. Boiling density
point (°C)
Methane -161.5 -82.5 44.7 0.427 0.554

Ethane - 88.6 32.1 48.9 0.540 1.048

Propane - 42.3 96.8 42.6 0.583 1.55

n-Butane - 0.5 153 38.1 0.600 2.09

Vinyl
- 13.8 158.4 52.9 0.965 2.15
chloride
Ethylene
10.7 195.7 74.4 0.896 1.52
oxide
Propylene
34.2 209.1 47.7 0.830 2.00
oxide

Ammonia -33.4 132.4 113.0 0.683 0.597

Chlorine - 34 144 77.1 1.56 2.49

Liquefied Gas Vapour Pressure at 37.8 Deg C Boiling Point at Atmospheric Pressure
(Bars absolute) ( Deg C )
1) Methane Gas -161.5
2) Propane 12.9 -42.3
3) n-Butane 3.6 -0.5
4) Ammonia 14.7 -33.4
5) Vinyl Chloride 5.7 -13.7
6) Butadiene 4.0 -5
7) Ethylene Oxide 2.7 +10.7

CHEMICAL STRUCTURE OF GASES

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Hydrocarbons are those substances that contain only hydrogen and carbon atoms.

The arrangement of the atoms can vary and the resultant substance may be either a solid liquid
or gas at ambient temperature and pressure, depending upon the number of carbon atoms in the
molecular structure.

Generally substances with up to four carbon atoms are gaseous at ambient temperature and
pressure. As the number of carbon atoms increase from five to about twenty the substance is in a
liquid state and when more than twenty carbon atoms are present in the arrangement the
substance is a solid.

A Carbon atom has four valence electrons and hence can form four bonds with other atoms. A
Hydrogen atom however has only one valence electron and can only form one bond with another
atom. The bonds that can be formed between the two atoms in such cases are either single or
double bonds.

When one single carbon atom forms four single bonds with four hydrogen atoms we call this a
“saturated hydrocarbon”. In this case the resultant gas is methane.
The formula for a saturated hydrocarbon is CnH (2n + 2) where n is the number of carbon atoms.
Examples of other saturated hydrocarbons besides Methane (CH4) are: - Ethane (C2H6) and
Propane (C3H8)

However when there is less than the full complement of hydrogen atoms as given by the above
formula then two or more carbon atoms become interlinked by double and triple bonds. For this
reason they are called unsaturated hydrocarbons. In this case the links between the carbon
atoms are weaker than the single bonds with the result that the compounds are chemically more
reactive than the single – bonded compounds. Examples of unsaturated hydrocarbons are
Ethylene (C2H4), Propylene (C3H6) and Butadiene (C4H6).

The third group of liquefied gases is the chemical gases. These are characterized by additional
atoms other than carbon and hydrogen. Examples are Propylene Oxide (C3H6O) and Vinyl
Chloride (C2H3Cl). Most Compounds in this group are chemically reactive.

Saturated Hydrocarbons:

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======================
The saturated hydrocarbons methane, ethane, propane and butane are all colorless odorless
liquids. They are all flammable gases and will burn in air to produce carbon dioxide and water
vapour. They do not present chemical compatibility problems when in contact with construction
materials commonly encountered in gas handling. In the presence of moisture the saturated
hydrocarbons form hydrates.

Un - Saturated Hydrocarbons:
===========================
The unsaturated hydrocarbons like ethylene, propylene, butylene, butadiene and isoprene are
colorless liquids with a faint sweetish odour. Like the saturated hydrocarbons they are all
flammable in air or oxygen producing carbon dioxide and water vapour. They are more reactive
from a chemical viewpoint than the saturated hydrocarbons and may react dangerously with
chlorine. Ethylene, propylene and butylenes do not present chemical compatibility problems with
materials of construction whereas butadiene and isoprene each having two pairs of double bonds
are the most reactive in this family. They may react with air to form unstable peroxides which
tend to induce polymerization

Chemical Gases:
==============
The third group of liquefied gases consists of the chemical gases. These are characterized by
additional atoms other than carbon and hydrogen. Most compounds in this group are
chemically reactive.

REV 00 / 05 OCT 2015 20

 Molecular structure of saturated hydrocarbons – Single bond

Molecular structure of Unsaturated Hydrocarbons – Double bond

Molecular structure of some Chemical gases.

REV 00 / 05 OCT 2015 21

 Chemical Properties of some Liquefied Gases.

Vinyl chloride
Butadiene
Propylene

Propylene
Ammonia
Methane

Ethylene
Butylene

Isoprene

Chlorine
Ethylene
Propane

Butane
Ethane

oxide

oxide
Flammable X x x X X x X X x X x x X

Toxic X x x x X x

Polymerisable x x x x

Reactive with
Magnesium X X X X

Mercury X X X X X X
Zinc X x
Copper X X X X X
Aluminium X X X X X X x
Mild carbon X X
l
Stainless steel X
Iron X X
PTFE* X
PVC+ X
Polyethylene X X X X X
Ethanol x
Methanol x

REV 00 / 05 OCT 2015 22

 Chemical compatibilities of liquefied gases X = incompatible

Ethylene oxide

Carbon dioxide
Oxygen or Air
Vinyl chloride

Water vapour
Propylene
Ammonia
Propylene

Butadiene
Ethylene

Chlorine
Butylene
Methane

Isoprene
Propane
Ethane

Butane

oxide
Methane X
Ethane X
Propane X
Butane X
Ethylene X
Propylene X
Butylene X
Butadiene X X X
Isoprene X X X
Ammonia X X X X
Vinyl X X
hl id
Ethylene X X
Propylene
X
oxide
Chlorine X X X X X X X X X X X X
Water X X X
Oxygen or X X X X
Ai
Carbon X
di id

Positive Segregation of Gas Cargo: When common pipeline systems are provided for various
cargo-related operations, contamination will occur when different grades of cargo are carried
simultaneously. If segregation is needed to avoid cargo contamination, shippers’ instructions and
regulatory requirements must be observed. If a common piping system has to be used for
different cargoes, great care should be taken to ensure complete drainage and drying of the
piping system before purging with new cargo. Wherever possible, separate reliquefaction
systems should be used for each cargo. However, if there is a danger of chemical reaction, it is
necessary to use completely segregated systems, known as positive segregation, at all times,
utilizing removable spool pieces or pipe sections. This restriction should apply equally to liquid,
vapour and vent lines as appropriate. Whilst positive segregation may be acceptable for most
cargoes, some substances may require totally independent piping systems.

REV 00 / 05 OCT 2015 23

 FLAMMABILITY OF LIQUEFIED GASES

All liquefied gases are Flammable. Every Liquefied Gas has a unique Flammable Range.

It is the vapour given off by a liquid and not the liquid itself which burns. A mixture of vapour and
air cannot be ignited unless the proportions of vapour and air lie between two concentrations
known as the Lower Flammable Limit (LFL) and the Upper Flammable Limit (UFL). The limits vary
according to the cargo. Information about the Flammable Range for a particular gas cargo can be
found out from the Material Safety Data Sheets (MSDS) for that gas cargo. Concentrations below
the lower limit (too lean) or above the upper limit (too rich) cannot burn.

However, it is important to remember that concentrations above the upper limit can be made to
burn by diluting them with air until the mixture is within the flammable range, and that pockets
of air may exist in the system, leading to the creation of a flammable mixture.

A liquid has to be at a temperature above its flash point before it evolves sufficient vapour to
form a flammable mixture. Many liquefied gas cargoes are flammable, and since they are
shipped at temperatures above their flash points flammable mixtures can be formed.

Fire is prevented by ensuring that at least one of these three elements is excluded.

In the presence of a flammable substance, sources of ignition or oxygen should be excluded.

Oxygen can be restricted to a safe level within the cargo system by keeping the pressure above
atmospheric pressure with cargo vapour or inert gas. Many sources of ignition are eliminated
during the design stage and care should be taken to ensure that design features are not impaired
in any way.

Where sources of ignition and oxygen are likely to be present, such as in accommodation, engine
and boiler rooms, galley, motor rooms etc., it is vital to exclude flammable vapour. Particular
care is necessary if there is a direct connection between the engine room the cargo system (e.g.
when cargo vapour is burnt as fuel), or if the inert gas plant is located in the engine room.

REV 00 / 05 OCT 2015 24

 Flammability Diagram

The purpose of the Flammability Diagram is to enable procedures to be developed for avoiding
flammable mixtures in the cargo system at all times.

Diagram no 1

Every point on the diagram represents a mixture of air, flammable vapour and inert gas, specified
in terms of its flammable vapour and oxygen content. Air and flammable vapour mixtures
without inert gas lie on the line AB, the slope of which reflects the reduction in oxygen content as
the flammable vapour content increases (i.e. at 50% air and 50% cargo vapour, oxygen is 10.5 %
of tank atmosphere). Points to the left of the line AB represent mixtures in which the oxygen
content is further reduced by the addition of inert gas.

The lower and upper flammability limits for mixtures of flammable vapour and air are
represented by the points C and D. As the inert gas content increases so the flammable limits
change, as indicated by the lines CE and DE, which finally converge at the point E. Only those
mixtures represented by points in the shaded area within the loop CED are capable of burning.

REV 00 / 05 OCT 2015 25

It is evident from Diagram no 1 that as inert gas is added to flammable vapour and air mixtures
the flammable range decreases until the oxygen content reaches a level at which no mixture can
burn.

On such a diagram, changes in the composition of the tank atmosphere are represented by
movements along straight lines. When adding air the line is directed towards point A, at which
only pure air is left in the tank. When adding inert gas the line is directed towards a point on the
x-axis corresponding to the oxygen content of the inert gas, at which only inert gas is left in the
tank (and in the case of nitrogen will be 0%). These lines shown in Diagram no 1 are for an
inerted mixture with concentrations corresponding to point F. When such an inerted mixture is
diluted by air its composition moves along the line FA and therefore enters the shaded area of
flammable mixtures.

Diagram no 2 shows that a point G can be established from which a line GA will separate all
mixtures (above and to the right, including point F) which will pass through a flammable
condition as they are mixed with air during a gas-freeing operation, from those mixtures which
will not become flammable on dilution with air (those below and to the left of line GA, including
point H). The line GA is called a line of critical dilution. Note that it is possible to move from
mixtures such as at point F to one such as at point H by dilution with additional inert gas.
Likewise there is a line of critical dilution when inerting a cargo vapour atmosphere or purging a
tank with cargo vapour and this line is JB; mixtures above and to the right of the line JB go
through a flammable condition, mixtures below and to the left of the line JB do not.

REV 00 / 05 OCT 2015 26

 Diagram no 2

It can be seen that an initial oxygen content of less than J% will ensure that no flammable
mixtures are formed when purging with cargo vapour and an initial cargo vapour content of less
than C% will prevent the formation of flammable mixtures when gas-freeing with air.

In practice a safety factor of 2 is adopted to account for less than perfect mixing, equipment error
etc. Therefore, the cargo vapour concentration in the cargo system after inerting should not
exceed (G/2) % before gas-freeing begins and the oxygen concentration should be below (J/2) %
after inerting before purging with cargo vapour.

Although a safety factor of 2 is adopted, every effort should be made to ensure that the inerting
and purging operations are carried out properly using correct equipment and procedures, and
accurately calibrated gas detection equipment.

We must always refer to the Material Safety Data Sheet of the Cargo to find out the Flammable
Range of that cargo.

REV 00 / 05 OCT 2015 27

 Polymerisation

The chemical union of two or more molecules of the same compound to form a larger molecule of a new
compound called a polymer. By this mechanism the reaction can become self-propagating causing liquids
to become more viscous and the end result may even be a solid substance. Such chemical reactions
usually give off a great deal of heat

Polymerisation of Vinyl Chloride

Polymerisation may be prevented, or at least the rate of polymerisation may be reduced, by

adding a suitable inhibitor to the cargo. However, if polymerisation starts, the inhibitor will be
consumed gradually until a point is reached when polymerisation may continue unchecked. In the
case of butadiene, tertiary butyl catechol (TBC) is added primarily as an anti-oxidant but, in the
absence of oxygen, it can also act, to a limited extent, as an inhibitor. Inhibitors can be toxic.
Those most commonly used are hydroquinone (HQ) and TBC. Care should be taken when
handling inhibitors and cargoes with inhibitor added.

Ships' personnel should ensure that an Inhibitor Information Form is received from the cargo
shipper before departure from the loading port.

REV 00 / 05 OCT 2015 28

 This certificate should provide the information shown in the figure below:-

In addition, the quantity of inhibitor required for effective inhibition and the toxic properties of
the inhibitor should be advised.

A similar but more difficult reaction to control is known as dimerisation. This cannot be stopped
by inhibitors or any other means. The only way to avoid or slow down dimerisation is to keep the
cargo as cool as possible and such cooling is recommended, especially during longer voyages.

REV 00 / 05 OCT 2015 29

 IDEAL GAS
An ideal gas is one which obeys the gas laws by virtue of its molecules being so far apart that
they exert no force on one another.

In fact, no such gas exists, but at room temperature and at moderate pressures many non-
saturated gases approach the concept for most practical purposes.

The ideal gas laws govern the relationships between absolute pressure, volume and absolute
temperature for a fixed mass of gas. The relationship between two of these variables is
commonly investigated by keeping the third variable constant.

IDEAL GAS LAWS

Boyle’s Law: Boyle's Law states that, at constant temperature, the volume of a fixed mass of
gas varies inversely with the absolute pressure.

This relationship can be written as PV = Constant or P1V1 = P2V2

Charles' Law: Charles' Law states that, at constant pressure, the volume of a fixed mass of
gas increases by 1/273 of its volume at 0°C for each degree Centigrade rise in temperature.

This law can be written as V/T = Constant or V1/T1 = V2/T2

The Pressure Law: The Pressure Law states that, at constant volume, the pressure of a fixed
mass of gas increases by 1/273 of its pressure at 0°C for each degree Centigrade rise in
temperature.
This law can be written as P/T = Constant or P1/T1 = P2/T2

Diagrammatically the laws can be described as follows:

BOYLE’S LAW CHARLES LAW PRESSURE LAW

REV 00 / 05 OCT 2015 30

 THERMODYNAMIC GAS LAWS

The Zero (th) Law: It introduces the concept of thermal equilibrium between bodies.
It states that, if a body “A” is in thermal equilibrium with body “B” and body “B” is also in
thermal equilibrium with body “C”, then body “A” is also in thermal equilibrium with body “C”.

The First Law: It states that, the heat lost from a source is equal to the total heat gained and
work done on the bodies. ΔU = Q + W (j)

The Second Law: It states that, heat always flows from a hot body to a cooler one.

RELIQUEFACTION

CRITICAL TEMPERATURE and CRITICAL PRESSURE

“Critical Temperature” of a gas is the temperature above which the gas cannot be reliquefied no
matter how great the pressure. The “Critical Pressure” of a gas is the pressure required to
compress the gas to its liquid state at the critical temperature.

Critical Temperatures of some of the common liquefied gases carried at sea are listed below
along with their critical pressures.

REV 00 / 05 OCT 2015 31

Name of gas Critical Temperature Critical Pressure
(°C) (Bars, absolute)

Methane -82.5 44.7

Ethane 32.1 48.9
Propane 96.8 42.6
N-Butane 153 38.1
I-Butane 133.7 38.2
Ethylene 9.9 50.5
Propylene 92.1 45.6
Vinyl Chloride 158.4 52.9
Ethylene Oxide 195.7 74.4
Propylene Oxide 209.1 47.7
Ammonia 132.4 113.0
Chlorine 144 77.1

As will be seen from the data above, with the exception of methane gas, all the gases can be
liquefied by pressure alone within the normal ambient range.

In the case of LNG carriers, boil off is seldom an option, although presently LNG carriers are being
constructed with partial reliquefaction of boil off. The rest of the boil off is burnt off in the ships
boilers and is used as a fuel.

As liquefied gases are carried at or near their boiling point there is always a build up of cargo
vapour inside the cargo tank. In order to maintain the tank pressures below the MARVS of the
safety relief valves the cargo vapour is reliquefied and the cold low temperature liquid
condensate is returned back to the cargo tank. This process is called “Reliquefaction”.
Reliquefaction of the cargo needs to be carried out depending upon the properties of that gas
cargo.

REV 00 / 05 OCT 2015 32

 Single-Stage Compression

Schematic Mollier Chart – Single Stage Direct

Compression Cycle

(Diagram courtesy – Tanker Safety Guide – Liquefied Gases )

Boil-off vapour (1) is taken from the cargo tank to the compressor (2) via a liquid separator; any
liquid in the vapour would damage the compressor. The compressor is used to increase the
temperature of the vapour so that a sea-water condenser can be used. The superheated vapour
from the compressor (3) is condensed to an ambient temperature liquid in a sea-water cooled
condenser (4), and is collected in a collecting vessel, known as a condensate receiver, before
being passed through an expansion valve (5) to cool it. The flow through the expansion valve is
controlled by a level switch in the collecting vessel to prevent back-pressure from the cargo tank
reaching the condenser and compressor. The
throttling (expansion) valve is designed to ensure that there is sufficient pressure to press the
liquid into the cargo tank.

This simple system can be used aboard semi-pressurised ships for high boiling point cargoes.

REV 00 / 05 OCT 2015 33

 Two-Stage Compression

If the compressor discharge-to-suction pressure ratio in a single stage system exceeds about 6:1
the efficiency of the machine is reduced and two stage compression is necessary. This can take
place in two separate machines or in one two-stage compressor.

The first part of the two-stage cycle is the same as the single-stage cycle. Boil-off (1) is taken
from the tank via a liquid separator to the first-stage compressor (2) where it is superheated (3).
The vapour can then be cooled in an interstage cooler (or "intercooler") (4) before passing to the
second stage compressor. The purpose of the intercooler is to reduce the suction pressure of th
second stage and increase efficiency; it is essential for a cargo such as fully refrigerated
ammonia.

The second compression further superheats the vapour (5) which is then cooled and condensed
in a sea- water cooled condenser (6). The ambient temperature liquid is then collected and
passed through the expansion valve (8) as in the single stage cycle. Before the expansion valve,
the condensed liquid can be used as the intercooler coolant (7).

This system can be used for semi-pressurised and fully refrigerated LPG ships.

Two Stage Compression Cycle

(Diagram courtesy – Tanker Safety Guide – Liquefied Gases )

REV 00 / 05 OCT 2015 34

 Hydrate Formation
Propane and Butane may form hydrates under certain conditions of temperature and pressure in
the presence of free water.

This water may be present in LPG as an impurity or may be extracted from cargo tank bulkheads
if rust is present. Rust which has been dehydrated in this way by LPG loses its powers of adhesion
to tank surfaces and may settle to the tank bottom as a fine powder.

LPG hydrates are white crystalline solids which may block filters and reliquefaction regulating
valves. Furthermore they may damage cargo pumps. Hydrate inhibitors such as methanol or
ethanol may be added at suitable points in the system but nothing whatsoever should be added
without the consent of the shipper and ship operator. It should be noted that in some countries
the use of methanol is banned.

In addition, some chemical gases may be put off specification by the addition of methanol. Care
must be taken if a hydrate inhibitor is added to a polymerisable cargo as the polymer inhibition
mechanism may be negated.

Since methanol is toxic, care should be taken regarding its safe handling.

LUBRICATION OF COMPRESSORS

Liquefied hydrocarbon gases can dissolve in lubricating oil and, for certain applications, such
admixture can result in inadequate lubrication of pump seals and compressors. The solvent action
of liquefied gases on grease can cause the degreasing of mechanical parts with similar loss of
lubrication in fittings such as valves.

In addition to low viscosity, liquefied gas has relatively poor cooling properties and liquids are not
able to carry heat away from a shaft bearing very effectively. Any excessive heat will result in a
relatively rapid rise in temperature of the bearing. (Specific heat of propane is about half that of
water). Under these circumstances, the liquid will vaporise when its vapour pressure exceeds the
product pressure in the bearing.

The vapour will expel liquid from the bearing and result in bearing failure due to overheating. This
is the cause of compressor lubricating problems.

It should also be noted that the lubricating oil used in a compressor must be compatible with the
grade of cargo being carried.

REV 00 / 05 OCT 2015 35

 Factors affecting lubrication

Liquid Lub oil Water Propane

(temperature) (at +70°C) (at +100°C) (at-45°C)

Viscosity (centipoise) 28.2 0.282 0.216

Specific Heat (k cal/kg °C) 0.7 1.0 0.5

Latent Heat of Vaporisation

35 539 101
(k cal/kg)

REV 00 / 05 OCT 2015 36

 Chapter 2: HAZARDS OF GAS CARGOES
The Hazards associated with Liquefied Gas Cargoes can be grouped into the following main
categories:

1) EXPLOSION AND FLAMMABILITY

2) HEALTH
3) TOXICITY
4) REACTIVITY
5) CORROSIVITY
6) SPILLAGE
7) POLYMERISATION
8) INERT GAS COMPOSITION
9) STATIC ELECTRICITY.

We shall discuss each one more in detail but in dealing with any hazard on board the gas carrier
the general approach is as follows:
1) Hazard Control
2) Hazard Removal and finally
3) Reliance on Personal Protective Equipment.

HAZARD DUE TO FLAMMABILITY AND EXPLOSION

==================================================
All Gas cargoes are “flammable”, they are capable of being ignited .Every Gas Cargo has a unique
“Flammable Range” . The Flammability data for a particular gas cargo is stated in the “Cargo
Data Sheet” for that particular gas cargo.

For example as shown below the “Flammable Limits” for Propane LPG are 2- 10% by volume as
obtained from the MSDS sheet for this Gas Cargo.

REV 00 / 05 OCT 2015 37

The concept of a flammable range gives a measure of the proportions of flammable vapour to air
for combustion to occur. The flammable range is the range between the minimum and maximum
concentrations of vapour (per cent by volume) in air which form a flammable mixture. The lower
and upper limits are usually abbreviated to LFL (lower flammable limit) and UFL (upper
flammable limit).

All the liquefied gases, with the exception of chlorine, are flammable but the limits of the
flammable range vary depending on the particular vapour. These are listed in the table. The
flammable range of a vapour is broadened in the presence of oxygen in excess of that normally
found in air.

Ignition properties for liquefied gases

Liquefied Gas Flash Point (°C) Flammable range (% Auto-ignition
by vol. in air) temperature (°C)

Methane -175 5.3-14 595

Ethane -125 3.0-12.5 510

Propane -105 2.1-9.5 468
n-Butane - 60 1.5-9.0 365
i-Butane - 76 1.5-9.0 500
Vinyl Chloride - 78 4.0-33.0 472
Ethylene oxide - 18 3.0-100 429
Propylene oxide - 37 2.1-38.5 465
Ammonia - 57 14-28 615
Chlorine Non-flammable

Flammability range in air and oxygen for some liquefied gases

Flammable range (% by volume)
(in air) (in oxygen)
Propane 2.1-9.5 2.1-55.0
n-Butane 1.5-9.0 1.8-49.0
Vinyl Chloride 4.0-33.0 4.0-70.0

REV 00 / 05 OCT 2015 38

Flash Point
The flash point of a liquid is the lowest temperature at which that liquid will evolve sufficient
vapour to form a flammable mixture with air.

Auto-ignition Temperature
The auto-ignition temperature of a substance is the temperature to which its vapour-in-air
mixture must be heated to ignite spontaneously.

Flammability within Vapour Clouds

Should a liquefied gas be spilled in an open space, the liquid will rapidly evaporate to produce a
vapour cloud which will gradually disperse downwind. The vapour cloud or plume is flammable
only over part of its area.

Flammable vapour zones — a liquefied gas spill

The region (B) immediately adjacent to the spill area (A) is non-flammable because it is over-rich.
It contains too low a percentage of oxygen to be flammable. Region (D) is also non-flammable
because it is too lean; containing too little vapour to be flammable. The flammable zone lies
between these two regions as indicated by (C).

SUPPRESSION OF FLAMMABILITY BY INERT GAS

Whereas increasing the oxygen concentration in a flammable mixture causes a broadening of the
flammable range and a lowering of the energy necessary for ignition, decreasing the oxygen
causes the flammable range to be narrowed and the minimum ignition energy to be increased. If
the oxygen availability is reduced to a sufficient extent, the mixture will become non-flammable
no matter what the combustible vapour content may be. Figure below illustrates this concept for
typical hydrocarbon gas mixtures with air and nitrogen. The mixtures are represented on the
horizontal axis by the percentage oxygen content in the total mixture. The diagram provides
much useful information. The narrowing of the flammable range as the oxygen is reduced

REV 00 / 05 OCT 2015 39

 Flammable limits of gas mixtures in air and nitrogen

REV 00 / 05 OCT 2015 40

 Example of Flammable Range Diagram of Propane LPG gas cargo.

REV 00 / 05 OCT 2015 41

It must be remembered that for any gas to catch fire the three elements in the correct
proportions must be present. The three elements are Air, Fuel and Heat. In the context of this
discussion Fuel can be interpreted as that concentration of Cargo Vapour in Air which lies within
the Flammable range.

So in order to avoid a Fire or Explosion Hazard we must always ensure that any one side of the
Fire Triangle is missing or eliminated completely. In the context of this discussion the percentage
concentration of flammable vapour in air must always be below the Lower Flammable Limit for
that gas cargo.

HEALTH HAZARD
==================

Gas cargoes are toxic in nature. For every gas cargo carried on board at sea, the TLV or Threshold
Limit value of that gas is known. This data is available in the “Cargo Data Sheet” which is required
to be exchanged between the ship and the shore prior loading and discharging of the cargo.

The 'time-weighted average' (TWA) also known as TLV Threshold Limit Value of the gas is the
concentration of gas cargo vapour to which it is believed workers may be repeatedly exposed,
for a normal 8-hour working day and 40-hour working week, day after day, without adverse
effect.
It may be supplemented by a 'short-term exposure limit‘

TLV of Propane gas Cargo as obtained from the MSDS sheet.

If the concentration of the gas inhaled by the crew member exceeds this number (measured in
parts per million) then following side effects occur.

1) Eyes start burning / watering

2) Feeling of drowsiness or stupor or sleepy feeling
3) Unconsciousness
4) In extreme cases death can even occur

The immediate remedy is to move away from the concerned area and go to an area of fresh air.

Chemical gases like VCM (Vinyl Chloride Monomer) have been proven to cause lung and liver
cancer. In cases where there is a higher risk crew members are provided with special canister
filter respiratory masks that have a filter specifically unique to that particular gas. They must be
worn by the crewmember while working in such an area. It is important to stress at this point
that Canister Filter respirators must NEVER be worn in an area of reduced oxygen concentration

REV 00 / 05 OCT 2015 42

as they only serve to filter out the toxic gas because of the specific filter that is attached for that
toxic gas.

Some liquefied gas cargoes are toxic because their chemical properties can cause a temporary or
permanent health hazard such as irritation, tissue damage or impairment of faculties.
The effect may be caused by skin or skin - wound contact or inhalation.

Gas cargoes if inhaled can cause asphyxia. This is a condition in which the brain is deprived of
oxygen leading to unconsciousness and even death.

Certain cargoes can also attack human tissue creating chemical burns, due to their corrosivity.
Liquefied gas cargoes are shipped at very low temperatures and this can present a hazard to
personnel.

HAZARD DUE TO TOXICITY

======================

Some cargoes are toxic and can cause a temporary or permanent health hazard, such as irritation,
tissue damage or impairment of faculties. Such hazards may result from skin or open-wound
contact, inhalation or ingestion.

Contact with cargo liquid or vapour should be avoided. Protective clothing should be worn as
necessary and breathing apparatus should be worn if there is a danger of inhaling toxic vapour.
The toxic gas detection equipment provided should be used as necessary and should be properly
maintained.

Asphyxia : Asphyxia occurs when the blood cannot take a sufficient supply of oxygen to the
brain. A person affected may experience headache, dizziness and inability to concentrate,
followed by loss of consciousness. In sufficient concentrations any vapour may cause
asphyxiation, whether toxic or not.

Asphyxiation can be avoided by the use of vapour and oxygen detection equipment and
breathing apparatus as necessary.

Anaesthesia: Inhaling certain vapours (e.g. ethylene oxide) may cause loss of consciousness due
to effects upon the nervous system. The unconscious person may react to sensory stimuli, but
can only be roused with great difficulty.

Anaesthetic vapour hazards can be avoided by the use of cargo vapour detection equipment and
breathing apparatus as necessary.

Frostbite: Many cargoes are either shipped at low temperatures or are at low temperatures
during some stage of cargo operations. Direct contact with cold liquid or vapour or uninsulated
pipes and equipment can cause cold burns or frostbite. Inhalation of cold vapour can
permanently damage certain organs (e.g. lungs).

Ice of frost may build up on uninsulated equipment under certain ambient conditions and this
may act as insulation. Under some conditions, however, little or no frost will form and in such

REV 00 / 05 OCT 2015 43

cases contact can be particularly injurious.

Appropriate protective clothing should be worn to avoid frostbite, taking special care with drip
trays on deck which may contain cargo liquid.

Example of MSDS sheet of Ammonia which shows the Main Hazard as “TOXIC”

REACTIVITY HAZARD
=================
Some hydrocarbon cargoes may combine with water under certain conditions to produce a
substance known as “hydrate”. This looks like crushed ice also called slush ice. The water for the
hydrate formation can come from purge vapours with an incorrect dew point, water in the cargo
system or water dissolved in the cargo. Care must always be taken to ensure that the dew point
of any purge vapour used is suitable for the cargo concerned and that water is excluded from the
cargo system.

Hydrates can cause pumps to seize and equipment to malfunction; care must be taken to see that
this is prevented from forming.

In case hydrate formation does occur these hydrates can be dissolved using deicing chemicals
such as methanol, ethanol and isopropyl alcohol. For LPG cargoes a small dose of antifreeze
chemical is normally permitted but for chemical cargoes like ethylene even a very small amount
like one litre per two hundred tons can make the cargo valueless.

As anti freeze is a chemical in itself, it is also toxic and flammable in nature. Great care must be
taken when handling them.

Some cargoes react with air to form unstable oxygen compounds which could cause an explosion.
The Gas codes require that these cargoes are either inhibited or carried under inert gas.

Certain cargoes can react dangerously with one another and these should be provided from
mixing. This is normally prevented by using separate piping and vent systems for each cargo and
separate refrigeration equipment for each cargo. Care must be taken to ensure that this
segregation is maintained.

To establish whether or not two cargoes will react with each other the material data sheets for
both cargoes must be consulted. The data sheets list materials which should not be allowed to
come in contact with the cargo. The materials used in the cargo system are required to be
compatible with the cargoes to be carried and care should be taken to ensure that no
incompatible materials are used.

REV 00 / 05 OCT 2015 44

Reaction can occur between cargo and purge vapours of poor quality (eg: inert gas with high Co2
content can cause carbamate formation with ammonia) .Reaction can also occur between
compressor lubricating oils and some cargoes which can cause blockage and damage.

Example of the “REACTIVITY DATA” as is obtained from the Propane LPG MSDS sheet.

HAZARD DUE TO POLYMERISATION

============================
Some LPG cargoes react with themselves in the presence of a small amount of heat and undergo
a reaction known as polymerization.

This is a very exothermic or heat generating reaction which causes further amount of cargo to
polymerize.
The best example is that of Vinyl Chloride Monomer or VCM which in the presence of a very small
amount of heat undergoes this reaction, and liquid VCM polymerizes into a thick viscous rubber.

This reaction can be prevented by adding a small amount of inhibitor (for example Hydroquinone
or TBC – Tertiary Butyl Catechol)

This is permitted as per the Gas Codes and is the normal practice carried out prior shipment of
cargo that can polymerize en route. A Certificate of Inhibition is provided by the shipper to the
Master to be handed over to the receiver at the discharge port. This certificate clearly states the
amount of inhibitor added and the validity of the inhibitor. Very important to note that the
inhibitor is not effective once the validity period or life period ends. Normally sufficient inhibitor
is added by the shipper at the load port to cover the duration of the ship’s voyage.

HAZARD DUE TO SPILLAGE

======================
Care should be taken to prevent the spillage of low temperature cargo because of the hazard to
personnel and the danger of brittle fracture. In the event of spillage the source must be first
isolated and the spilt liquid dispersed. The presence of vapour will require the use of breathing

REV 00 / 05 OCT 2015 45

apparatus. If there is a danger of brittle fracture then a water hose could be used both to
vaporize the liquid as well as reduce the extent of brittle fracture damage.

The cargo manifold drip trays are made from low temperature steel. Normally during manifold
connection and disconnection a very small amount of cargo liquid does spill over into the drip
trays.

Great care must be taken during manifold connection and disconnection as any cargo liquid that
comes in contact with human tissue will cause severe cold burn.

If the liquefied gas spills into the sea, large quantities of vapour will be generated by heating
effect of the water. This vapour may create a fire or health hazard or both. Great care must be
taken to ensure that such spillage does not occur, especially when disconnecting cargo hoses.

HAZARD DUE TO STATIC ELECTRICITY (ELECTROSTATIC GENERATION)

=======================================================
Static Electricity can cause sparks capable of igniting a flammable gas. Some routine operations
can cause electrostatic charging, and precautions to minimize the hazard are given below.

All materials whether solid, liquid or vapour can generate and retain a charge to some extent. The
level of charge depends on the electrical resistance of the material; if it is high then charge can
build up. It is possible for charge to build up in a system with low resistance. The cargo system on
a gas carrier is electrically bonded to the ship’s hull to prevent charge build up and it is important
that these bonding systems are maintained in an efficient condition.

Hoses are normally bonded to the flanges by the metal reinforcement, and this provides a
continous path to the earth through the ship’s manifold and the hull.

In an unbonded system, static electricity could be generated by

1) Flow of liquid through the pipes.
2) Flow of liquid /vapour mixtures through the nozzles
3) Flow of vapour containing particles (eg: rust) through piping.

The danger of ignition by static electricity is reduced if the system is correctly bonded or if
flammable mixtures are not formed.

In order to provide protection against static electrical discharge at the manifold when connecting
and disconnecting cargo hose strings and metal arms, the terminal operator should ensure that
they are fitted with an insulating flange or a single length of non-conducting hose, to create
electrical discontinuity between the ship and shore.
All metal on the seaward side of the insulating section should be electrically continuous to the
ship. And that on the landward side should be electrically continuous to the jetty earthing
system.

Simply switching off a cathodic protection system is not a substitute for the installation of an
insulating flange or a length of non-conducting hose.

REV 00 / 05 OCT 2015 46

Cargo hoses with internal bonding between the end flanges should be checked for electrical
continuity before they are taken into service and periodically thereafter.

A ship / shore bonding cable is not effective as a safety device and may even be dangerous.

Clarification
===========
Although the potential dangers of using a ship/shore bonding cable are widely recognized,
attention is drawn to the fact that some national and local regulations may still require a bonding
cable to be connected.

If a bonding cable is demanded, it should first be visually inspected to see that it is mechanically
sound. The connection point for the cable should be well clear of the manifold area. There should
always be a switch on the jetty in series with the bonding cable and of a type suitable for use in a
hazardous area

It is important to ensure that the switch is always in the “off” position before connecting or
disconnecting the cable.

Only when the cable is properly fixed and in good contact with the ship should the switch be
closed.
The bonding cable should be attached before the cargo hoses are connected and removed only
after the hoses have been disconnected

Carbon Dioxide

When liquid carbon dioxide under pressure is released at high velocity, rapid evaporation causes
cooling and particles of solid carbon dioxide may form.

The solid particles in the cloud of CO2 may become electrostatically charged. For this reason
carbon dioxide should not be released into spaces containing a flammable mixture.

REV 00 / 05 OCT 2015 47

 HAZARD DUE TO INERT GAS COMPOSITION
============================================
Inert Gas Composition
Nitrogen
Component Inert Gas Membrane
by combustion Separating
Nitrogen 85 to 89% up to 99.5%
Carbon dioxide 14% —
Carbon monoxide 0.1% (max) —
Oxygen 1 to 3% >0.5%
Sulphur oxides 0.1% —
Oxides of Nitrogen Traces —
Dew point -45°C -65°C
Ash & Soot Present —
Density (Air = 1.00) 1.035 0.9672

Carbon particles in the form of ash and soot can put many chemical gases off specification.

Carbon dioxide will freeze at temperatures below -55°C thus contaminating the cargo if carriage
temperatures are particularly low, such as in the case of ethylene or LNG. Carbon dioxide will also
contaminate ammonia cargoes by reacting to produce carbamates. Both solid carbon dioxide and
carbamate formation result in cargo contamination and operational difficulties, such as clogging
of pumps, filters and valves. Carbon dioxide can also act as a catalyst in complicated chemical
reactions with sulphur compounds in some LPG cargoes.

Carbon monoxide, if generated in sufficient quantities, can cause difficulties during any
subsequent aeration operation. When aeration is thought complete, the levels of toxic carbon
monoxide may still be unacceptable from the aspect of personal safety. (It should be noted that
carbon monoxide has a TLV-TWA of 50 parts per million.)

Moisture in inert gas can condense and in so doing hydrates can form in cargoes and inerted
spaces can suffer from severe corrosion. When cold cargo is to be loaded, it is therefore
important that the inert gas in cargo tanks has a sufficiently low dew point to avoid any water
vapour freezing out and other operational difficulties. Furthermore, moisture can create
difficulties particularly with butadiene, isoprene, ammonia and chlorine cargoes.

REV 00 / 05 OCT 2015 48

 Chapter 3: SAFETY ON BOARD GAS CARRIERS
Carrying and handling liquefied gas cargo on board poses significant potential hazards including
risk of injury or death, threats to environment and each person working on a gas carrier and
terminal ashore needs to understand the risks involved, obtain the necessary training and take all
the needed precautions.

The procedures outlined here should be considered as general guidance only; there is considerable
variation in the design of cargo containment and cargo handling systems, and specific instructions should
be prepared for inclusion in the cargo operations manual for individual ships.

These instructions should be carefully studied by all personnel involved in cargo handling operations.

There is always the possibility of the presence of gas in the atmosphere, particularly: during loading and
discharging of liquefied gases
 when the ship is gassing-up or being gas-freed
 when a pipeline or cargo pump is opened up for maintenance
 in compressor rooms
 within ballast tanks and void spaces and double bottom tanks adjacent to cargo tanks.

The handling of liquefied gas cargoes requires that everyone on board exercise a maximum degree of
safety.
The overall safety of personnel , machinery and ship demands that everyone on board is thoroughly
familiar with the hazards involved.

It is the duty of every personnel on board to know the hazards of the cargo carried and the emergency
procedures that must be followed in the event of an emergency.

Order of Gas Densities

Ammonia (Lightest )
Nitrogen
Air
Inert Gas
Lpg Vapour (Heaviest )

(In short we can remember the Acronym ANAIL)

In windy conditions vapours rapidly disperse (that is to say they dilute, to below LFL or TLV). Where there
is little air movement, there is a greater danger of flammable or toxic mixtures accumulating and
possibly being drawn into machinery spaces or the accommodation. Many cargo vapours are heavier
than air and will accumulate in bilges and other low areas . An area or space that is considered gas free
for hot work or entry should be frequently re-tested.

REV 00 / 05 OCT 2015 49

In still air conditions, flammable or toxic gases may accumulate in potentially hazardous areas. In the
event of large accumulations of gas, cargo work will be stopped immediately until the vapour has
dissipated and the hazard removed.

Under these circumstances you must

 ensure all portholes and doors are closed

 carry out orders regarding ventilation openings and air intakes
adhere to your ship's rules and procedures

GAS DANGEROUS ZONE: Is any zone or space on a gas carrier that “MAY” contain flammable vapour and
is
not being “Continuously” monitored by gas instruments is called a Gas – Safe Zone.

GAS SAFE ZONE: Is any zone or space on a gas tanker that is not Gas dangerous is called a Gas – safe
zone.

Air flowing rapidly past a ship's superstructure swirls around it especially on the lee side.
Some of the moving air is drawn into swirling currents, which are known as eddies.

During cargo operations flammable or toxic gases can eddy and sometimes these can cause pockets
of gas to be present in the most unexpected places. Where they form depends on wind speed and
direction; a wind blowing from forward may cause gases to accumulate aft of the superstructure.

REV 00 / 05 OCT 2015 50

 Air flow over the accommodation deck.

Precautions to be followed
 Smoking is STRICTLY “NOT PERMITTED” on deck.
 Smoking is only permitted “INSIDE ACCOMODATION” in “ Designated Smoking Areas”
 Care must be taken to avoid sparks when using tools in the cargo tank area .
Note: Experiments have shown that sparkless tools can cause sparks with sufficient energy to ignite
explosive mixtures.
 Only explosion proof torches must be used on decks and cargo area.
 Shoes must not be fitted with steel reinforcements that cause sparks.
DESIGNATED SMOKING AREAS

On board Gas Carrier smoking is only permitted “INSIDE” the Accommodation in “ Designated
Smoking Areas”

There SHOULD be a placard / notice informing all crew of the designated smoking areas for that
vessel . This Placard / Notice must be approved by the Master.

Crew Smoke Room, Officers Smoke Room, Duty Mess Room, Ship’s Office, Coffee shop are
examples of Designated Smoking areas on board Gas Carrier.

REV 00 / 05 OCT 2015 51

 Precautions during cargo operations
 Be vigilant at all times
 No smoking permitted on deck and no using mobile phones on deck
 Frequent rounds to be made on deck to check for leaks on cargo lines and also to check the
condition of mooring lines and where necessary careful adjustment of the mooring lines and fire
wires done to ensure that they are rigged as per terminal requirements
 Ensure that personnel in charge of Manifold watch are wearing Personal Protective Equipment.
 Ensure that personnel keeping a manifold watch are keeping a watch on the manifold connection
from a safe distance.
 In case of any leaks or in case of any doubt inform the Duty Officer immediately.
 Radio Batteries must only be changed in the accommodation (Gas safe zone).
 All scuppers should remain closed while the vessel is alongside the terminal.

Please do read the following Publications.

1) Your Personal Safety Guide – SIGTTO

2) Tanker Safety Guide – Bulk Liquefied Gases – ICS

 ALWAYS REMEMBER “SAFETY FIRST”

 IF IN DOUBT PLEASE DON’T HESITATE TO ASK

 GAS CARRIERS HAVE AN EXCELLENT SAFETY RECORD. THIS IS DUE TO

THE EFFORTS OF EVERYONE INVOLVED.

REV 00 / 05 OCT 2015 52

 Chapter 4: Gas Codes, Types of Gas Carriers, Cargo
Containment Systems on Gas Carriers and the types of Gas
Carriers according to hazard potential of cargo being carried.

Gas Carrier Codes: The Gas Codes, developed by International Maritime Organization apply to all gas
carriers regardless of size.

Existing Ship Code

Gas carriers built before 1976 must comply with the Existing Ship Code. This Code
is not mandatory but is applied by some countries for ship registration and in other countries as a
necessary fulfillment prior to port entry.

The GC Code
This code is applicable to gas carriers built between 1976 and 1986.Although this Code is not mandatory,
many countries have implemented it into national law.

International Code for the Construction and Equipment of Ships

Carrying Liquefied Gases in Bulk (IGC Code)
The Code which applies to new gas carriers (built after 30 June 1986).The IGC Code, under
Amendments to International Convention for the Safety of Life at Sea(SOLAS), is mandatory
for all new gas ships. As proof that a ship complies with the Code, an International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk should be on board. In 1993, the IGC Code was amended and
the new rules came into effect on 1 July 1994. Ships on which construction started on or after 1 October
1994 should apply the amended version of the Code but ships built earlier may comply with previous
editions of the IGC Code.

(IGC Code – 1993 Edition)

Note : Kindly ensure you have the latest Supplements included – 1993 Supplement and June 2013
Supplement )

REV 00 / 05 OCT 2015 53

 Types of Gas Carriers
Gas Carriers can be grouped into the following Types

1) FULLY PRESSURISED GAS CARRIER

2) SEMI-PRESSURISED GAS CARRIER
3) FULLY REFRIGERATED GAS CARRIER
4) ETHYLENE GAS CARRIER
5) LIQUEFIED NATURAL GAS CARRIER

FULLY PRESSURISED GAS CARRIER

Most fully pressurised LPG carriers are fitted
with two or three horizontal, cylindrical or
spherical cargo tanks and have capacities up
to 6,000 m3.

They carry the gas cargo at ambient

temperature and pressure

No reliquefaction plant is fitted on board.

Cargo tank safety relief valves have a

MARVS of 18 barg

Fully pressurised ships are still being built in

numbers and represent a cost-effective,
simple way of moving LPG to and from
smaller gas terminals.

REV 00 / 05 OCT 2015 54

 SEMI- PRESSURISED GAS CARRIER
These ships carried gases in a semi-
pressurized/semi-refrigerated state.

These gas carriers have cargo tanks which are

cylindrical, spherical or bi-lobe in shape, and
are able to load or discharge gas cargoes at
both refrigerated and pressurised storage
facilities.

Reliquefaction plant may be fitted on board.

Cargo tanks MARVS between 5-10 barg

FULLY REFRIGERATED GAS CARRIER

These ships are built to carry liquefied
gases at low temperature and atmospheric
pressure between terminals equipped with
fully refrigerated storage tanks. However,
discharge through a booster pump and
cargo heater makes it possible to
discharge to pressurized tanks too.

Mostly fitted with Prismatic Type Tanks.

Reliquefaction plant is a MUST

Cargo tank MARVS 0.250 barg

.
Today, fully refrigerated ships range in
capacity from 20,000 to 100,000 m3. LPG
carriers in the 50,000 - 80,000 m3 size
range are often referred to as VLGCs
(Very Large Gas Carriers).

REV 00 / 05 OCT 2015 55

 ETHYLENE GAS CARRIER

Ethylene carriers are the most

sophisticated of the gas tankers and have
the ability to carry not only most other
liquefied gas cargoes but also ethylene at
its atmospheric boiling point of −104 °C.

These ships feature cylindrical, insulated,

stainless steel cargo tanks at
temperatures ranging from a minimum of
−104 °C to a maximum of +80 °C and at a
maximum tank pressure of 4 bars.

LIQUEFIED NATURAL GAS CARRIER

Built to transport Liquefied Natural Gas

(Mainly Methane) at -162 Deg C

The majority of LNG carriers are between

125,000 and 135,000 m3 in capacity.

Partial Reliquefaction is possible but Boil

off gas is also used as fuel for propulsion

Cargo Tank Safety Relief Valves MARVS

set at 0.250barg

Cargo Calculations are based on the

quantity of Energy Content delivered.

Cargo is carried in Membrane Type Tanks

or Type C Tanks.

REV 00 / 05 OCT 2015 56

 Cargo Containment Systems on board Gas Carrier

TYPES OF CARGO CONTAINMENT SYSTEMS ON BOARD GAS CARRIERS.

I) INDEPENDENT TYPE TANK – TYPE A / TYPE B / TYPE C

II) INTEGRAL TYPE TANK
III) MEMBRANE TYPE TANKS
IV) SEMI – MEMBRANE TYPE TANKS
V) INTERNAL INSULATION TYPE TANK

Types of Insulation used in the construction of Cargo Tanks on gas carriers

INDEPENDENT TANK TYPE A

The main design pressure for this type of

cargo tank is 0.7 barg

This is a self supporting prismatic tank and has

internal stiffening.

It does not depend on the ships hull for

support.

Mainly used for the carriage of LPG Cargoes

( as low as -55 Deg C )

In case the ship is designed to carry cargoes

below -10 Deg C, then a secondary barrier
(normally ventilated with Inert Gas) must be
fitted.

REV 00 / 05 OCT 2015 57

 INDEPENDENT TANK TYPE B
The tank design can be either cylindrical or
prismatic shape. This type of tank was mainly
designed to carry LNG cargoes. There are LNG
carriers with the prismatic type of cargo tank
design having design pressure of 0.7 barg.

The most common type is however the

spherical type or Kvaerner Moss design type
of cargo tank.

Hold space is normally filled with dry inert

gas. In case air ventilated then a provision
must be made to allow the space to be
inerted in case the vapour detection system of
the hold space detects cargo leakage.

INDEPENDENT TANK TYPE C

Single Lobe Tank Bi – Lobe Tank

In the case of a fully pressurized ship the design pressure is 18 barg.

In the case of semi pressurized ships the design pressure is between 5 and 10 barg.

No secondary barrier is required for Type C cargo tanks and the hold spaces may be
either filled with dry air or inert gas.

As the gas cargoes are carried at ambient temperature and pressure the cargo tanks
are not made from carbon manganese low temperature steel but ordinary steel

REV 00 / 05 OCTVery
2015poor utilization of hull volume
58 unless bi- lobe tanks are fitted.
 INTEGRAL TYPE TANK
These tanks which form a structural part of the ship’s hull and are influenced in the same manner and by
the same loads which stress the adjacent hull structure. These are used for the carriage of LPG at or near
atmospheric conditions, butane for example, where no provision for thermal expansion and contraction
of the tank is necessary. Integral tanks form part of the ship’s hull and are influenced by the same loads
which stress the hull structure. Integral tanks are normally not allowed for the carriage of liquefied gas
cargoes below – 10 deg C. Certain tanks on a limited number of Japanese built LPG carriers are of the
integral design. Because of the temperature restriction (cannot carry cargoes below – 10 Deg C) these
tanks were used for the dedicated carriage of butane cargoes only. (Butane is normally carried at - 4 Deg
C ) and this design was not a commercial success. The void space is always filled with Inert gas and is
always pressurized.

MEMBRANE TYPE TANK

The cargo containment system consists of a

very thin membrane normally between
0.7mm to 1.5 mm thick which is supported
through the insulation

Such tanks are not self supporting and the

inner hull forms the load bearing structure.
Tank containment system consists of Primary
barrier and Secondary barrier.

There are primarily two types of Membrane

systems in use , the TECHNIGAZ Membrane
type and the GAZ TRANSPORT Membrane
type tanks both named after the companies
designed primarily for the carriage of LNG.

MARVS for this cargo containment system is

0.7 barg.

Cargo in these types of tanks is carried at -163

Deg C

REV 00 / 05 OCT 2015 59

 SEMI - MEMBRANE TYPE TANK

 Tank containment system consists of Primary barrier and Secondary barrier.

 The containment system is not independent but supported by wooden chocks made
of balsa wood all around the tank and located in the Void space.
 The INSULATION that covers the outer wall of the cargo tank is normally made of Poly
urethane foam.
 The Secondary barrier or Void space also called the IBS Space (Inter Barrier Space) is
always pressurized with inert gas only.
 This type of containment system has proved very efficient for the carriage of the full
range of LPG cargoes upto -55 Deg C.
 Commercially a very successful design.

INTERNAL INSULATION TYPE TANK

Internally insulated tanks are similar to integral tanks. They utilize insulation materials to contain
the cargo. The insulation is fixed inside the ships inner hull or to an independent load bearing
surfaceThe non – self – supporting system obviates the need for an independent tank and
permits the carriage of fully refrigerated cargoes at temperatures as low as -55 Deg C .

REV 00 / 05 OCT 2015 60

Internal Insulation type tanks have been incorporated in a very limited number of fully
refrigerated LPG tankers but this concept has not proved satisfactory for continued use in service.
It has become OBSOLETE.

SURVIVAL CAPABILITY REQUIREMENTS FOR GAS CARRIERS

Ship Type 1G
A gas carrier intended to transport products indicated in Ch.19 which require
the maximum preventive measures to preclude the escape of such cargo.

REV 00 / 05 OCT 2015 61

 Ship Type 2G
A type 2G ship is a gas carrier intended to carry products indicated in Chapter 19 of the
IGC Code which require significant preventive measures to preclude the escape of such
cargo.

Ship Type 2PG

A Type 2PG ship is a gas carrier of 150m in length or less intended to carry products in
Chapter 19 of the IGC Code which require significant preventive measures to preclude the
escape of such cargo and where the products are carried in independent Type C tanks for
a MARVS of at least 7 bar gauge and a cargo containment system design temperature of -
55 Deg C or above.

Ship Type 3G
A Type 3G ship is a gas carrier indicated to carry products indicated in Chapter 19 which
require moderate preventive measures to preclude the escape of such cargo.

REV 00 / 05 OCT 2015 62

The ship type required for individual products is indicated in column c in the table of Chapter 19 of the
IGC Code.

If a gas ship is intended to carry more than one product listed in Chapter 19 the survival
capability should correspond to that product having the most stringent ship type
requirement.

REV 00 / 05 OCT 2015 63

 Chapter 5: CARGO INSTRUMENTATION
In this chapter we will discuss about the following:
1) Cargo pumps
2) Pump Efficiency curves
3) Pressure Relief System
4) Cargo Vaporiser / Heater
5) Cargo Compressors
6) Cargo Gauging systems

Cargo Pumps: Cargo pumps on board the Liquefied Gas Carrier are normally of the Centrifugal
design and may be either Deepwell type or Fully Submerged type. They normally operate alone or
in series with one another. They may also operate in series with a deck mounted Booster pump
and a cargo heater normally used when discharging to pressurized storage of LPG.

Whatever the type of cargo pump in use great care must be taken in following the manufacturers
instruction regarding, starting, stopping and care of cargo pumps.

REV 00 / 05 OCT 2015 64

 Deepwell cargo pump

 In this type of cargo pump design the pump assembly is located inside the cargo tank and
the electric motor is located outside the cargo tank.
 The drive shaft is held in carbon bearings inside the cargo discharge tube and these
bearings are lubricated and cooled by the cargo flow.
 The centrifugal impeller is mounted at the bottom of the cargo tank and frequently
comprises two or three stages together with a first stage inducer.
 Shaft sealing at the cargo tank dome consists of a double mechanical seal flushed with
lubricating oil. This stops cargo leakages to the atmosphere.
 The accurate alignment of the motor coupling , thrust bearing and mechanical seal is very
important
 Mostly used in handy max LPG tankers between 30000 m3 to 50000 m3 capacity
 The larger gas carriers like VLGC’s of capacity in excess of 50000 m3 mostly are fitted with
Fully Submerged Cargo pumps.

REV 00 / 05 OCT 2015 65

REV 00 / 05 OCT 2015 66
 Fully submerged motor pump for LPG

Typical LNG submerged motor pump assembly

REV 00 / 05 OCT 2015 67

  In this type of pump design, the pump assembly, electric motor and pump bearings are all
located inside the cargo tank at the bottom of the cargo tank.
 They are fitted on all the LNG carriers and on the larger LPG Carriers.
 Power is supplied to the motor through specially sheathed cables.
 Electric cabling is passed through a hazardous area junction box in the tank dome and
then by flexible stainless steel armoured insulated power cables to the motor terminals.
 These pumps are cooled and lubricated by cargo flow and are prone to damage should the
cargo flow be lost.
 In order to prevent the pump from dry running there are safety devices such as under -
current relay, low discharge pressure switch, or a low tank level switch.
 Submerged cargo pumps need to designed and only are used for the intended grades of
cargo that are being carried on board as stated in the Ship’s Certificate of Fitness.

Booster pumps
 Booster pumps are usually of the Centrifugal type.
 They may be vertically or horizontally mounted. In these positions they will be driven by
an increased safety (E Exe) electric motor.
 They could also be fitted in the cargo compressor room, and in such an arrangement they
are driven by a shaft which passes through a gas – tight bulkhead which connects the
electric motor located in the motor room.
 These cargo pumps are fitted with double mechanical seals.

REV 00 / 05 OCT 2015 68

 Vertical Booster Pump

REV 00 / 05 OCT 2015 69

 Horizontal Booster Pump

Precautions when using booster pumps

1) Before starting, check (manually if possible) that the pump is free to turn and doze with
antifreeze if necessary. If the pump is submersible types check the electrical resistance.
2) Start in accordance with the manufacturer’s instruction; pay special attention to pump
priming, discharge valve setting and what to do if the pump does not “catch” first time.
3) When running, valves should be opened slowly. Cavitation should be avoided.
4) Towards the end of pumping, discharge valves should be throttled to maintain suction and
improve drainage. Manufacturer’s instructions must always be followed.
5) During maintenance, particular attention should be given to keeping filters clean and to
the condition of the seals, bearings and pressurizing circuits.

REV 00 / 05 OCT 2015 70

 Pressure Relief Systems on Ship

The Gas Codes require at least two pressure relief valves of equal capacity to be fitted on any
cargo tank of greater than 20 cubic metres capacity. Below this capacity one valve is sufficient.
The type of valves fitted may be either spring - loaded or pilot – operated. Pilot – operated relief
valves may be found on all tank types whereas spring - loaded relief valves are usually used on
Type “C” tanks.

Cargo tank relief valves exhaust via the vent header. From there the vapour is led to the
atmosphere via one or more vent risers. Vent riser drains are provided and these should be
checked regularly to ensure any rain water collected is drained out. Any accumulation of water
has the effect of altering the relief valve operation due to increased back pressure.

The Gas Codes require all pipelines which may be isolated, when full of liquid, to be provided with
relief valves to allow for thermal expansion of the liquid. These valves usually exhaust back into
cargo tanks. Alternatively the exhaust may be taken to a vent riser via liquid collecting pots, in
which case means for detecting and disposing of liquid in the vent system must be provided.

Cargo Heater / (can also be used as Cargo Vaporiser)

We use the cargo heater normally when discharging refrigerated cargo into a pressurized storage.
This is because at some gas tanker terminals, the shore pipelines are not able to carry low

REV 00 / 05 OCT 2015 71

temperature cargoes and damage to the shore pipelines will result. During the Pre – Discharge
meeting which is mandatory between ship and shore PRIOR discharge , the terminal loading
master will inform the ship’s Cargo Officer ( normally the Chief Officer ) the temperature
acceptable to the shore during discharge. This must be strictly adhered to as any damage to
shore pipelines will be payable by the ship for non compliance.
In order to heat up the cargo prior discharge, gas carriers are provided with Cargo heaters, which
are normally of the shell and tube type. Most often they are mounted in the immediate vicinity of
the manifold area, on the open deck in open air.

We use Sea Water as a heating medium as it is very economical and freely available. However if
the temperature of the sea water falls below 4 deg C , there is a risk of damage to the shell of the
heater due to the abnormal expansion of water and also a very real risk of freezing . Sea Water is
normally not used below temperatures of 4 Deg C. In this case we use Glycol as a very suitable
alternative which has the facilty of being heated by steam from the engine room.

By using the cargo heater we can effectively warm up refrigerated cargo from as low as – 55 Deg
C to + 15 Deg C. It is an absolute must that the heating medium is much warmer than the cargo as
a cargo heater is only a “heat exchanger”

Great care must be taken when using the cargo heater. Before sending any cargo to the heater it
is an absolute MUST that the sea water or glycol is running through the heater and is sufficiently
warmer than the cargo (Normally temperatures of + 20 Deg C are sufficient). It is only once the
sea water or glycol is running through the heater that we start sending cargo to the heater,
initially at a slow rate. Great care must be taken to ensure that terminal requirements on
temperature of cargo during discharge are maintained during the entire operation.

Once we have finished using the heater, we initially stop the cargo to the heater and allow any
residual cargo in the line to be sent ashore. This can be easily checked by the temperature gauges
at the suction and discharge end of the heater.

It is only after this that we stop the sea water or glycol to the heater. The sea water or glycol
system to the heater is always the last system to be stopped. It is a good practice to drain the
remaining sea water and fill the shell with fresh water in case there will be a long sailing or
interval of time between the next use of the heater. This is done to avoid corrosion of the
titanium tubes inside the cargo heater, thus prolonging the life of the heater

During Grade change operations on board the gas tanker, we require very large amounts of cargo
vapour in order to gassup a cargo tank. This cab be achieved by using the cargo heater as a
vaporizer. Normally a connection from the condensate line is connected to the suction or cargo
inlet of the cargo heater. At the discharge end there is another connection provided to the
vapour line. By selecting the appropriate lines and valves we are able to effectively use the cargo
heater also as a Vaporiser. In some designs an automatic level controller switch is provided on
the condensate line to control the amount of condensate being fed into the cargo heater.

REV 00 / 05 OCT 2015 72

 Cargo Compressors
The Cargo Compressor is the heart of the LPG Ship. There are mainly two types of Cargo
Compressors on board LPG Ships namely the Reciprocating Compressors and the Screw type
Compressors.

RECIPROCATING COMPRESSORS:
The reciprocating compressors found mainly on board gas carriers are the Oil free type.

Illustrated below are the salient features regarding these compressors:

1. The piston’s surface is machined with labyrinth grooves, forming a succession of throttling
points for gas blow-by.
2. The cylinder is water cooled or heated and is similarly provided with grooves in the bore.
3. The gland consists of a system of graphite rings forming a labyrinth seal. Gas leakage at
this gland is usually returned to the intake side of the compressor.
4. The distance piece gives clear segregation between the compression space and crank gear
and prevents the part of the piston rod (with a molecular oil film) from entering the gland
5. The oil wiper prevents oil creeping up the piston rod into the neutral space and
thence into the gland.
6. The piston rod is guided very accurately by a guide bearing and crosshead.
7. The guide bearing is lubricated and water cooled.
8. The crank shaft is lubricated.
Note: Although being an oil free compressor, it is a common practice to change the lubricating oil
during grade changes to meet with the compatibility requirements.

PRECAUTIONS

If the compressor is fitted with a capacity control, automatic unloading devices require
careful routine maintenance.
Pressure – Temperature switches should be checked and calibrated as a routine: set
points should be adjusted for certain grades of cargoes (for e.g. temperature limit for
Butadiene is 60*C. After this temperature the danger of polymerization exists.)
Suction valves should be opened slowly when starting the compressor, as this will
vaporize any liquid present by pressure reduction.
Damage can be caused if liquids enter the compressor, and therefore the performance of
level switches in the separator is of importance.

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SCREW COMPRESSORS:

These are positive displacement high speed compressors with mated screw motors.

They can be of either of Dry Oil Free type or the Oil Flooded Screw Compressor type

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DRY OIL FREE TYPE
In this type the screw rotors do not make physical contact but are held in-mesh and driven by
external gearing. Due to leakage through the clearances between the rotors, high speeds are
necessary to maintain good efficiency (typically 12,000 rpm). The above diagram is a typical rotor
set with the common combination of four and six lobes. The lobes intermesh and gas is
compressed in the chambers numbered 1,2,3, in the diagram which are reduced in size as the
rotors turn. The compressor casing carries the suction and the discharge ports.

OIL FLOODED SCREW COMPRESSOR

The oil flooded machine relies on oil injection into the rotors and this eliminates the need for
timing gears. Drive power is transmitted from one rotor to the other by the injected oil. This also
acts as a lubricant and coolant. Because the rotors are sealed with oil, gas leakage is much less
and, therefore, oil flooded machines can run at lower speeds (typically 3,000 rpm). An oil
separator on the discharge of the machine removes oil from the compressed gas

PRECAUTIONS WITH COMPRESSORS

Filters must be kept in good condition because internal clearances are vary fine and the
passage of solids (e.g. rust or weld slag) will cause damage.
Liquids should not be allowed to pass through compressors ( as they are designed to
handle vapours only).
Compressors should not be operated with the discharge valve closed

CARGO GAUGING SYSTEMS ON GAS CARRIER

Float gauges
Float gauges have been used widely on all types of tankers.
Their construction is very simple, consisting of a float attached by a tape to an indicating device.
The indicating device can be arranged so that the reading can be read out remotely or locally as
desired.

These are also fitted with isolation valves so that the float alone can be taken out and be serviced
if required

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Radar gauges
This is another type of gauging equipment that operates on the principle of radar.
This type of gauge is used on all modern tankers now-a-days for their accuracy and reliability.
Radar gauges operate at very high frequencies (11 gigahertz).
In case of gas carriers, the setting of the transmitter on the tank dome is very important for the
most accurate operation.

Advantages of Radar gauges

Since the antenna is the only moving part inside the tank, it is highly accurate and highly reliable.
Radar waves are most suitable because they are not affected by the atmosphere above the cargo
in the tank.

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REV 00 / 05 OCT 2015 77
 Chapter 6: GAS DETECTION INSTRUMENTS
Gas analyzing equipment includes oxygen monitors, detectors for combustible gases, compressed
breathing air monitors, and systems for detection of an array of toxic gases.

Available equipment ranges from single-gas and four-gas portables to multi-channel stationary
gas detection systems.

Vapour detection equipment is required by IMO codes for a number of reasons.

 Cargo vapour in air, inert gas or the vapour of another cargo.
 Concentrations of gas in or near the flammable range.
 Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.

OXYGEN ANALYSER

1) An instrument used to measure oxygen concentrations, expressed as a percentage by volume.

2) A typical indicator draws the sample through a Teflon membrane into a potassium chloride
solution and activates a chemical cell. When the switch is closed current flows round the circuit
and deflects the ammeter needle.

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 3) The more oxygen absorbed by the solution the greater the current and needle deflection
indicating the percentage oxygen in the sample.

4) The instrument described above operates without batteries and is relatively insensitive.
5) Other types of analyzers include the polarographic and paramagnetic-type instruments. These
are much more sensitive and require batteries.
6) It should be noted that batteries should never be changed in a gas dangerous zone.
7) Such instruments have dual scales, each having a separate function.
Scale 1 — oxygen deficiency in air — zero to 25 per cent oxygen by volume;
Scale 2 — oxygen in nitrogen — zero to 1 per cent oxygen by volume.

Oxygen indicator — plan view

These instruments should be regularly spanned (calibrated) with fresh air

(21 per cent oxygen) and test-nitrogen (a virtual zero per cent oxygen content).

Liquid contamination, pressure or temperature effects will result in incorrect

instrument response.

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The basic electric circuit consists of a Wheatstone bridge.

Sample gas to be measured is aspirated over the specially treated sensor filament which is heated
by the bridge current. Although the gas sample may be below the lower flammable limit, it will burn
catalytically on the filament surface.

In so doing it will raise the temperature of the filament and thereby increase its electrical resistance
and so unbalance the bridge. The resultant imbalance current is shown on the meter and is related
to the hydrocarbon content of the sample gas.

The meter scale commonly reads from zero per cent to 100 per cent of the lower flammable limit (LFL).
On instruments having a dual range, a second scale indicates zero to 10 per cent of the LFL.
Instruments of this type contain batteries which must be checked prior to use and it is a recommended
practice to check the instrument using a calibration gas at frequent intervals.
When calibrating the instrument, the meter reading should fall within the range indicated on the
calibration graph which is provided by the manufacturers.

Since the action of the catalytic gas indicator depends upon combustion with air, it cannot be used for
inerted atmospheres because of oxygen deficiency.

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Instruments (Tank scope) suitable for such use, while operating on a similar Wheatstone Bridge
principle, contain a filament sensitive to variations in heat conductivity of the sample which varies
with its hydrocarbon content.

Such meters usually register over the range 0 to 25 per cent hydrocarbon vapour by volume and
are useful for monitoring inerting operations.

Toxic gas indicator

Toxic gas detectors usually operate on the principle of absorption of the toxic gas in a chemical tube
which
results in a colour change.

Immediately prior to use, the ends are broken from a sealed glass tube. This is inserted into the bellows
unit and a sample aspirated through it. The reaction between the gas being sampled and the chemical
contained in the tube causes a colour change.

Usually, readings are taken from the length of the colour stain against an indicator scale marked on the
tube. These are most often expressed in parts per million (ppm).

Some tubes, however, require the colour change to be matched against a control provided with the
instruction manual. As tubes may have a specific shelf life, they are date-stamped and are accompanied
by an instruction leaflet which lists any different gases which may interfere with the accuracy of the
indication.
When using this type of instrument, it is important to aspirate the bulb correctly if reliable results are to

REV 00 / 05 OCT 2015 81

be obtained. Normally, the bellows are compressed and the unbroken tube inserted. By this means the
instrument is checked for leaks prior to breaking the tube. If found to be faulty, it should be replaced.

Personal Gas Instruments

REV 00 / 05 OCT 2015 82

 Chapter 7: CARGO CALCULATIONS
Liquefied Gas cargoes are carried at sea at or near their boiling points in equilibrium with their
vapours. Unlike other cargo calculations involving bulk liquids when we calculate the cargo
quantity of any given tank we consider both the LIQUID and VAPOUR states. We calculate the
quantity of cargo in each state separately and in order to obtain the total quantity we add the
weight of cargo both in vapour and liquid state to finally obtain the final weight.

On discharge it is common practice on gas carriers to retain on board a small amount of cargo
liquid usually called “heel”. This is done to maintain the tank temperature during the ballast
voyage while the ship is en route to the load port.
Without this minimum amount of heel it would be very difficult to maintain tank shell
temperatures.
The quantity of heel already present in the cargo tank is always calculated in the intial
calculations prior loading as the final quantity of cargo loaded is obtained after deducting this
same amount from the total cargo on board ship after completion of loading.

There are two parts of the cargo calculation. In each calculation we calculate the quantites of
cargo in the liquid and vapour state.

Initial calculation is always done PRIOR any operation either at load port or discharge port.
Final Calculation is carried out on completion of the cargo operation either loading or discharging
to obtain the quantity of cargo either LOADED or DISCHARGED.

Before proceeding further it is very important to understand the difference between “Weight”
and “Mass”.
Mass: It is the amount of matter in any given object. Mass is characteristic of an object. It would
be the same anywhere, either on earth or in space (zero gravity)
Mass is the only SI unit not based on fundamental atomic properties or the speed of light. The
reference standard is a small platinum cylinder of exactly 1 kilogram made in the late 1880’s and
kept under inert conditions at the Bureau International des Poids et Measures near Paris.

Weight: Weight is the gravitational force exerted on a given mass of a body. It would differ
depending on the location. The same mass would have a different weight on earth and in space
because unlike on earth where the gravitational force is 9.8 kgm/s2 , in space there is zero gravity
so its weight would be much less as compared to earth.

On similar lines we have two terms used in the Cargo Calculations called “Weight in Air” and
“Weight in Vacuum”. Cargo quantities calculated on board gas carriers are weights in vacuum .
To convert this weight obtained in vacuum to weight in air we have to multiply by a factor which
is obtained from ASTM Table 56 corresponding to the Density at 15 deg C

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Relative Density (Specific Gravity): The “relative density” or “specific gravity” of a liquid is defined
as the ratio of the weight in vacuum of a given volume of that liquid at a specified temperature to
the weight in vacuum of an equal volume of pure water at a specified temperature.
It is very important that when this ratio is reported the reference temperatures must also be
stated. For example, relative density 15°C/20°C means the ratio of the true density of the liquid
at 15°C to the true density of water at 20°C.
LOADING / DISCHARGING
PART A --- Gauging
BEFORE AFTER
A Trim m
B Sounding m
C Corrected Sounding m
READINGS

D Temperature of Liquid (Avg) Deg C

E Temperature of Vapour (Avg) Deg C

F Tank Pressure

G Full Tank Volume m3

Part B - Calculation of Liquid Mass BEFORE AFTER
H Liquid Volume m3
K Shrinkage Factor
L Corrected Liquid Volume (HxK) m3
Volume Reduction Factor
LIQUID

M (Astm Table 54B)

N Volume at 15 Deg C ( L x M ) m3

P Density (at 15 Deg C ) kg/m3

Q Liquid Mass ( Nx P ) kg
Part C - Calculation of Vapour Mass BEFORE AFTER
R Vapour Volume m3
Shrinkage Factor ( for obs
S temp)
VAPOUR

Corrected Vapour Volume (R x

T S ) (at obs temp) m3
Density of vapour ( at obs
V temp) (*** formula below) kg/m3

W Mass of vapour ( Tx V ) kg

Total Mass ( Weight in Vacuum) = (Q + W) (kg)

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 (To convert weight in vacuum to weight in air we must multiply the factor obtained from ASTM
Table 56 to the Total Mass to get the Total Weight in Air)

Case 1
A fully pressurised ship loading propane at 20°C with relief valves set at 16 barg.
ρR
LL = FL
ρL
Reference temperature +49°C (corresponding to SVP of 16 + 1 =17 bar for propane)
Density of liquid propane at 49°C = 452 kg/m3
Loading temperature +20°C
Density of liquid propane at 20°C = 502 kg/m3

452
LL = 98 × = 88.2
502
Therefore, the tank can be filled to 88.2 per cent of tank volume.

Case 2
A semi-pressurised ship loading propane at-42°C with relief valves set at 5 barg and having no
additional pressure relieving facility fitted.
Here, since no additional pressure relief is fitted in accordance with the Gas Codes, the reference
temperature must be taken as the temperature corresponding to vapour pressure at set pressure
of relief valves, i.e. a temperature corresponding to an SVP of 5+1=6 bar.
Reference temperature = + 8°C
Density of liquid propane at 8°C = 519 kg/m3 Loading
temperature = -42°C
Density of liquid propane at -42°C = 582 kg/m3

519
LL = 98 × = 87.4
582
Thus, the tank can be filled to 87.4 per cent of tank volume.

Case 3
A fully refrigerated ship loading propane at -42°C with relief valves set at 0.25 barg.
Reference temperature = -37.5°C
Density of liquid propane at -37.5°C = 577 kg/m3
Loading temperature -42°C
Density of liquid propane at -42°C = 582 kg/m3

577
LL = 98 × = 97.1
582

Thus, the tank can be filled to 97.1 per cent of tank volume.

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To determine the Vapour Density at Vapour Space Conditions we use the following
formula:

D(vt) = T(s) x P(v) x M (m) kg/m3

---- ---- ------
T (v) P(s) I

Where: T (s) is the Standard Temperature of value 288K (15°C)

T (v) is absolute temperature of vapour in degrees Kelvin
P (v) is the absolute pressure of vapour space in bar
P (s) is the standard pressure of 1.013 bar
M (m) is the molecular mass
I is the ideal gas molar volume at Standard Temperature of 288K and Standard pressure of 1.013
bar of value = 23.645m3/ kmol.

REV 00 / 05 OCT 2015 86

 Chapter 8: CARGO OPERATIONS ON BOARD GAS CARRIERS

When a gas carrier is delivered from a shipyard and is on its maiden voyage from the shipyard to
the first load port generally to load the initial coolant stock which will later be used to cool down
the cargo tanks all cargo tanks and pipelines are in an inerted condition.

At the first load port normally, gassing up of one cargo tank is done alongside the terminal and
after this tank has been gassed up and cool down is completed a very minimal amount of coolant
stock is loaded in this cargo tank so that the remaining cargo tanks are gassed up at sea.

During the commercial life of a gas carrier at sea there are several key operations routinely
carried out when carrying out a 100% gas change.
These are 1) Warming up also called Hot gassing of the cargo tank
2) Inerting of the cargo tank
3) Gassing up with cargo vapour of the next grade of cargo to be loaded
4) Cool down in order to cool down the tank shell as close as is practically possible prior
loading the next grade prior loading.

In case man entry has to be done in a cargo tank after Warming up and inerting the cargo tank we
will aerate the cargo tank with air so as to increase oxygen content to 21% which is mandatory.

Before we can actually discuss the procedures involved it is very important to first understand
two things
1) Order of gas densities
2) Location of suction / discharge of cargo pipelines inside a cargo tank on board a gas
carrier.

ORDER OF GAS DENSITIES

From Lightest gas to heaviest the order is as follows:

Ammonia ( Lightest)
Nitrogen
Air
Inert Gas
Lpg Vapour ( Heaviest )

In short (“ANAIL” is an easy way to remember)

During the various procedures always remember to introduce the lighter gas from the top and
the heavier gas at the bottom.

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 Diagrammatic representation of cargo pipelines inside a gas carrier cargo tank

The vapour line suction is located at the top of the cargo tank. The main function of this line is to
take vapour suction (also called boil off) from the cargo tank to the cargo compressor room.
Normally it is colour coded yellow on gas carriers and valves attached to this pipeline have the
notation “V”.

The Liquid line (also known as Loading / Discharging line) has its end at the bottom of the cargo
tank , located in the pump sump normally about 0.3 metres above the tank top. This cargo
pipeline is used for loading and discharging the cargo. It is colour coded red on gas carriers and all
valves attached to this pipeline have the notation “ L ”.

The Condensate line has the main function of returning the reliquefied gas called condensate
from the cargo compressor room back to either the same cargo tank or another cargo tank
having the same grade. There are two spray rails called “top spray” and “bottom spray” The
selection for the type of spray rail to be used would depend on the cargo operation and is made
outside the cargo tank on the tank dome. The valves attached to this pipeline have the notation
“C”.

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Prior to explaining the various procedures in detail let us take a moment to revisit the definitions
of the procedures about to be discussed.

Drying operation: A procedure carried out on new building ship deliveries after delivery from the
shipyard and prior to loading the first cargo either coolant stock or main cargo. It is a procedure
carried out to remove any traces of water vapour remaining in the cargo tank as lpg cargoes react
with water to form hydrates which is very bad for the cargo system. Drying operation is normally
carried out using inert gas either from shore or from the ships Inert Gas Plant on board.

Warming Up: It is a procedure carried out in order to remove any traces of heel or liquid cargo
along the tank floor after discharging the entire cargo and in order to prepare the cargo tank to
carry the next grade of cargo. This is normally done by hot gassing the cargo tank.

Inerting of cargo tank: This is a procedure followed on gas carriers in order to reduce the
hydrocarbon content in the cargo tank from 100 pct LEL to 2 pct LEL.

Aerating of cargo tank : If we need to make man entry in the cargo tank after the cargo tank has
been inerted we aerate the cargo tank or introduce air inside the cargo tank with the main goal of
increasing oxygen content from 2pct ( after inerting the cargo tank) to 21 pct .

Gassing up: This is a procedure carried out on gas carriers after inerting (except in the case of
ammonia) by which we introduce cargo vapours of the next grade of cargo to be loaded.

Cool down: In order to load LPG cargo which is at a very low temperature the tank shell must be
cooled down to as near as is practically possible to the temperature of the next cargo to be
loaded. This is known as Cool down.

Tank inspection
Before any cargo operations are carried out it is essential that cargo tanks are thoroughly
inspected for cleanliness; that all loose objects are removed; and that all fittings are properly
secured. In addition, any free water must be removed. Once this inspection has been completed,
the cargo tank should be securely closed and air drying operations may start.

Drying
Drying the cargo handling system in any refrigerated ship is a necessary precursor to loading. This
means that water vapour and free water must all be removed from the system. If this is not done,
the residual moisture can cause problems with icing and hydrate formation within the cargo
system. (The reasons are clear when it is appreciated that the quantity of water condensed when
cooling down a 1000m3 tank containing air at atmospheric pressure, 30°C and 100% humidity to
0°C would be 25 litres.)
Whatever method is adopted for drying, care must be taken to achieve the correct dew point
temperature. Malfunction of valves and pumps due to ice or hydrate formation can often result
from an inadequately dried system. While the addition of antifreeze may be possible to allow
freezing point depression at deep-well pump suctions, such a procedure must not substitute for
thorough drying. (Antifreeze is only used on cargoes down to -48°C; propanol is used as a de-icer
down to -108°C but below this temperature, for cargoes such as LNG, no de-icer is effective.)

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Drying of tank atmosphere can be accomplished in several ways. These are described below.

Drying using inert gas from the shore

Drying may be carried out as part of the inerting procedure when taking inert gas from the shore
and this is now commonly done. This method has the advantage of providing the dual functions
of lowering the moisture content in tank atmospheres to the required dew point and, at the
same time, lowering the oxygen content. A disadvantage of this and the following method is that
more inert gas is used than if it is simply a question of reducing the oxygen content to a particular
value.

Drying using inert gas from ship's plant

Drying can also be accomplished at the same time as the inerting operation when using the ship's
inert gas generator but satisfactory water vapour removal is dependent on the specification of
the inert gas system. Here, the generator must be of suitable capacity and the inert gas of
suitable quality — but the necessary specifications are not always a design feature of this
equipment. The ship's inert gas generator is sometimes provided with both a refrigerated dryer
and an adsorption drier which, taken together, can reduce dew points at atmospheric pressure
to -45°C or below

Warming up (Also known as hot gassing of the cargo tank)

In order to remove the residual heel or traces of cargo liquid of the previous grade of LPG cargo
warming up the cargo tank is carried using the hot gas ( by passing expansion valve) and then via
the condensate line and bottom condensate rail inside the cargo tank. Initially as the liquid cargo
vaporizes the tank pressure increases and this can be again led via the vapour line to the cargo
compressor room for reliquefaction. Normally one compressor would be lined up on
reliquefaction and the condensate would be sent to ANOTHER tank and NOT the SAME cargo
tank having the same grade of cargo. In very rare cases do we vent off this at sea. Normally the
reliquefied gas is stored in another cargo tank or in the deck tank.

As we warm up the tank the bottom tank temperatures will slowly start increasing from negative
towards zero and eventually become positive. When the bottom temperature of the cargo tank
crosses zero from negative to positive and is say +1 deg C we call the tank “liquid free”. Ideally we
continue hot gassing the cargo tank till the temperature of the bottom reaches +10 to + 15 deg
C. We continue running the reliquefaction compressor and take out as much cargo vapour
suction as is possible and generally stop at low tank pressure alarm (normally 20mb) and before
the compressor trips or cargo tank goes into vacuum.

Proper planning, good management of cargo compressors will ensure a quick and efficient
warming up operation. Remember the tank bottom needs to be liquid free or positive
temperature and the tank pressure must be as low as is possible before you can proceed further.

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 Diagrammatic representation of “Warming up” the Cargo Tank

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 Inerting of Cargo Tank

Inerting of a cargo tank is carried out mainly to reduce the Hydrocarbon content and Oxygen
content in an existing cargo tank mainly for any one of the two reasons.

We need to inert the cargo tank and then aerate the cargo tank so that we can make man entry
later.
We need to carry out a 100 pct gas change or grade change of previous cargo grade as specified
in the Charter Party Agreement. Some charter parties are not very insistent on a 100 pct grade
change in which case inerting is only carried out prior man entry in that tank.

Prior inerting any cargo tank we need to make sure that the dew point of the I.G entering the
cargo tank is minimum below -45 deg C and secondly that the oxygen content is not more than 2
pct.
When inerting a cargo tank at sea which is the normal practice, the ship’s Inert Gas plant is
designed to supply inert gas meeting this requirement.
Some ships are fitted with even more advanced Inert gas plants which can deliver dew point as
low as -75 deg C.
Once the Inert gas is meeting this requirement it is introduced from the top of the cargo tank
(normally from the aeration line) as it is LIGHTER than lpg cargo vapour.
From the liquid line, suction is taken to the manifold where a flexible elbow is connected to the
vapour line and led to the cargo compressor room for reliquefaction.

The MANUAL VAPOUR VALVE on the tank dome in question is kept FULLY SHUT or else Inert gas
will enter the cargo system and cause severe high temperatures and problems for the cargo
compressors as cargo compressors on ship are designed to only reliquefy LPG vapour and not
inert gas.
As this is a “Displacement” method it is very important to maintain a pressure differential
throughout without causing mix up due to turbulence. Simultaneously readings with a portable
Hydrocarbon meter or HC detector are taken for top , middle and bottom vapour sampling points
located on the tank dome.
Initially as the tank has hydrocarbon vapour all readings will be 100 pct. As the tank gets inerted
these readings will start to decrease from the top downwards and finally settle at 2 pct LEL.
When the bottom reading shows 2 pct LEL we call that cargo tank Inerted. On completion all
readings from top, middle and bottom must show 2 % LEL HC Vapour.

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 Diagrammatic representation of “Inerting” the Cargo Tank

INERT GAS
TO MANIFOLD
AERATION / IG LINE CROSSOVER
ON TANK DOME

CARGO VAPOUR

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 Gassing up of Cargo Tank

After inerting the cargo tank, the next step in a 100 pct gas change operation involves gassing up
the cargo tank with cargo vapour of the next grade of cargo to be loaded.

In order to carry out this operation successfully we need to initially have the cargo vaporizer
running and ready. Depending on the temperature of the sea water either seawater or glycol will
be chosen as the heating medium. Sea water is not used below 4 deg C as there is a great risk of
damage due to the abnormal expansion of water below 4 deg C.

At sea the cargo vapour is generated from either coolant stock stored in the deck tank or stored
in another cargo tank sufficient to gassup the required number of cargo tanks. In extremely rare
cases is the gassing up operation of an entire cargo tank carried out alongside terminal as it is a
very costly affair.
Prior to starting careful attention must be given to line up. Normally a briefing would be carried
out by the Cargo Officer with the personnel involved just to make things clear and leave no room
for doubt.

The most efficient way to get a very good vapour generation is by keeping the cargo rate of inlet
to the cargo vaporizer as low as is practically possible and by having the sea water or glycol which
serves as the heating medium as warm as is practically possible.

Cargo is bled into the cargo vaporizer using the condensate line (which has a very low rate of
about 4 mt / hr, depending on the make and model of cargo compressor fitted on board). As this
liquid condensate passes through the cargo heater it gets heated up by the glycol or seawater
passing on the outside of the tubes and causes the cargo to vaporize. By the time it reaches the
discharge end of the cargo vaporizer it is completely vaporized.
This cargo vapour of the next grade of cargo to be loaded is then led via the vapour line to the
manifold where a flexible elbow connects it to the liquid line.
Being heavier than inert gas, the LPG vapour is introduced into the cargo tank from the bottom
via the liquid line.

From the top of the cargo tank in question, via the aeration line, the Inert Gas is vented to the
atmosphere. Throughout this operation we need to maintain a constant release of inert gas
vapour from the top of the cargo tank via the aeration line and simultaneously introduce LPG
vapour to the bottom of the cargo tank via the liquid line. This will ensure a very good
displacement of inert gas by the LPG vapour. Any stoppages in between will cause the interface
between the two gases existing to be lost.

Continuous monitoring with a portable Hydrocarbon meter will enable to very easily identify the
level in the cargo tank at which the LPG vapour is. Initially as the tank was inerted, all three
readings obtained from top, middle and bottom sampling points will be 2 pct LEL.

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As the LPG vapour rises in the cargo tank by displacement method the readings with the same
instrument will slowly start increasing from the bottom. On completion of gassing up, all three
readings obtained from top , middle and bottom will show 100 pct LEL HC Vapour. Once all three
readings are 100 pct we call the cargo tank “Gassed up”.

Diagrammatic representation of “Gassing up” a cargo tank.

CARGO VAPOUR IN
IG VAPOUR TO VENT MAST

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 Cooling Down
Cooling down is very necessary in order to lower the tank shell temperature to as close as is
practical to the temperature of loading the next cargo. Generally most terminals only permit a
maximum tolerance of not more than 5 deg C from the tank shell bottom temperature obtained
on completion of cooling down the cargo tank and that of the loading temperature of the next
cargo to be loaded in that same cargo tank.

This is mainly because after inerting and gassing up a cargo tank which can take almost 36 hours,
the tank shell becomes warmer than the temperature of the next cargo to be loaded. If we
attempt to load a very cold LPG cargo in an uncooled tank shell besides causing severe brittle
fracture (cracking of tank shell) there will tremendous boil off produced inside the cargo tank
which will definitely cause the safety relief valves to lift resulting in very severe fines by the
terminal and definite blacklisting of ship.

Cooling down the tank shell is the last stage in a complete gas change and it is only once this is
completed that we come to know how good or bad the gassing up of cargo tank has been.

With the cargo compressors lined up (definitely not more than 2 cargo compressors on any one
cargo tank) vapour suction of the next grade of cargo to be loaded is taken from the top and the
reliquefied gas or condensate is led to the same tank dome via condensate lines and sprayed into
the cargo tank using the TOP SPRAY RAIL only.

Initially as the tank shell is warm; spraying cold condensate will result in more vapour generation
in the same tank which is again taken out via the vapour line to the cargo compressor room for
reliquefaction.
The cargo condensate is again returned to the same cargo tank and sprayed via the top rail. This
process is done repeatedly.
After a while the tank shell starts cooling down which is measured by the temperature sensors
located at various positions of top, middle, and bottom inside the cargo tank.
The thumb rule is not to cool down the tank shell faster than 4 deg C / hr. This is a standard
practice at sea recommended by all gas shipping companies and charterers in order to avoid
excessive thermal stresses of the tank shell.

Once the tank has been successfully cooled , it follows simultaneously that the cargo tank
pressure of that particular cargo tank starts to fall as there is no more vapour generation in that
cargo tank.
If the entire gas change operation is done carefully the tank bottom shell temperature will
automatically arrive as close as is possible to the temperature of the next cargo to be loaded.

REV 00 / 05 OCT 2015 96

 Diagrammatic representation of “Cooling down a cargo tank”
FROM CARGO
COMPRESSOR ROOM
TO CARGO COMPRESSOR
ROOM

REV 00 / 05 OCT 2015 97

 LOADING Operation

Prior starting the Loading Operation on board a gas tanker ensure that the Cargo Tank Safety
Relief Valves MARVS have been changed to 450 barg.

Confirm that the condensate return is set to bottom.

Cross check that the Line Up is correct for the operation at hand.
Ensure that Cargo Strainers have been fitted in the Liquid line.
Test communication with all key personnel on board and also with the shore. Ensure back-up
shore radio is also working satisfactorily.

Ensure that all required Generators are started and that the Gas Engineer and Deck Crew of the
watch are standby . Duty Officer must be standby at the Cargo Manifold area .
Confirm all key personnel are in position . Test communication.
Confirm that the Filling valve of the first tank to be loaded is Fully Open.

Commence loading at a slow rate . Usually this is around 100 m3 / hr unless specifically instructed
by the terminal.

Once the cargo liquid reaches the cargo tank in question there will be a rapid increase in the boil
off as the cold liquid comes in contact with the warmer tank shell.

Cargo Compressors to be started as required and the condensate return must be sent back to the
“bottom” of the tank. Once the tank pressure has stabilised / reduced the rate of loading may be
progressively increased till max rate for that terminal and vessel’s capabilities.

Always remember that increasing the rate must only be done once you are satisfied that the tank
pressures are under control. There is no fixed time given to achieve MAX rate from starting cargo.

Always remember “ Safety First ”

Important
During any cargo operation on a gas tanker whether it be loading or discharging
continuous rounds on deck to check for leaks , to tend to the moorings as required ,
to check manifold position , to check the position of the fire wires , to check
position of the Shore Gangway must be stressed upon.

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 DISCHARGING Operation

Prior starting any discharge operation on a gas tanker ensure that there is sufficient power
supply.

Normally the terminal would give the vessel about 10-15 minutes notice prior starting cargo.
Once this notice is received the Duty Engineer can be contacted to start the Generators. As a
precaution we normally start all Generators. If they are not required they can be unloaded at a
later stage with the knowledge of the Chief Engineer and Chief Officer.

Ensure that the Line – Up is correct. Check , check and recheck (using the strainer by pass route to
manifold)
Ensure that the manifold arms are connected and leak tested.
Ensure that all deck watch personnel are standby.
If using Deepwell pumps for discharging ensure that the pumps are “free to turn ”

Test communication with all key personnel and also with the terminal.
Once the terminal is ready to accept the cargo start one cargo pump at minimum rate ( Keep
filling valve open at least 75-80 pct ) .
Ask the Gas Engineer to verify that the cargo is following the intended line up.

This is done by placing the hand under the bottom side of the liquid line and following the line –
up till the manifold. At very low rates it is almost impossible to get the line iced up but the line
will feel cool to touch and is easily recognizable.

Ask the Duty Officer to report the manifold temperatures and pressures.
A drop in manifold temperature accompanied by verbal confirmation from the Gas Engineer and
Duty Officer that the liquid lines are cool to touch confirms the cargo liquid is travelling from the
cargo tank via the manifold ashore.

Deck Duty watch keepers to make rounds on deck to check for leaks.
Ensure that Gangway is manned at all times.
Remind the Manifold Watch to maintain a safe distance from the cargo arms.

Once the terminal requests to increase the rate gradually start one cargo pump at a time always
following all “safety” precautions.

Always remind the deck watch to stand clear when “starting” cargo pumps.
If requested by the Duty Engineer inform the Duty Engineer if more than 2 cargo pumps are
started as they may need to start additional Generators .

Once the vessel is on Max Discharge Rate as declared inform the terminal accordingly.
Hourly record keeping of all cargo parameters is essential.

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Once the Chief Officer is satisfied that the operations are underway safely he must rest non-
essential personnel.
The Gas Engineer and Chief Officer must leave their Written instructions for the Duty Officer and
once he / she has understood the same must sign the same.

LOADING Operation
(With / without Vapour return)

Loading with Vapour Return

At some gas terminals there is a possibility of connecting the vapour return line to shore.
When the vapour return line to shore is connected to the ship’s vapour line then the vapours in
the ship’s system and shore system become common.

Advantages of Vapour Return Line

 Higher discharge rate as shore cargo compressors assist in reliquefaction of cargo vapour.
 Vessel generally would not need to run Cargo Vaporiser.
 Savings in terms of Vessel’s reliquefaction machinery may not be required during the
discharge operation.

Disadvantages of having vapour return line

× High shore tank pressures will also affect the ship system.
× From experience it has been found that the promised vapour return rate is actually much
less and as a result vessel has to start cargo vaporiser.
× Shore incondensibles can contaminate the ship system.

Loading without Vapour Return

At some gas terminals there is NO possibility of connecting the vapour return line to shore.
Therefore this means that now the vessel must maintain positive tank pressure using her own
Reliquefaction Plant.

Advantages of NO Vapour Return Line

 Ship system cannot be contaminated by shore incondensibles. Remember the

Reliquefaction Plant is the heart of a gas carrier. So the healthy and proper working of cargo
compressors is important to maintaining cargo tank pressures below the MARVS.
 No need to connect Vapour Return Line at Manifold.

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Disadvantages of having NO vapour return line

X Ship will need to maintain positive tank pressures. So at higher discharge rates it will be
necessary to start the Cargo Vaporiser.

X Maximum discharge rate would in a sense be also restricted by the amount of cargo vapour
generated. The efficiency of Sea Water as a heating medium drops as the sea water temperature
drops and if the Sea Water Temperature falls below 4 Deg C it may also be required to run the
Glycol system to the Cargo Heater.

Discharging using Booster Pump

At some gas terminals it may be required to discharge the cargo against a high back pressure .
Usually this is declared in the Pre Discharge Meeting between the Ship and the Terminal.
This could be because maybe the shore tanks are already partly full or maybe they are located
very far away and at a higher level than the ship’s tanks.

As a thumb rule if in doubt, observe the manifold outboard pressure gauge prior starting the
discharge operation and if the manifold outboard pressure gauge reads a pressure > 6 barg
contact the terminal and confirm the shore tank pressure. Sometimes they could be preparing
their system.

Once it is confirmed that the back pressure is very high > 6-7 barg then it will be needed to start
the booster pump on board as the normal discharge pressure of a cargo pump is about 5.5 – 6
barg . You will also need to inform the Duty Engineer to start additional Generators and inform
the Gas Engineer.

Starting and stopping the Booster Pump requires special care and it is very
important to stress here that the manufacturers' instructions must ALWAYS be
complied with.

Before starting the Booster Pump we must first ensure that the requirement for minimum
pressure on the suction side of the booster pump ( usually about 6 barg ) is met .
In order to achieve this we may need to start two cargo pumps.
Once the minimum discharge pressure has been obtained on the suction side of the booster
pump , start the booster pump keeping the discharge valve of the booster pump fully shut.

As soon as we start the booster pump there will be a very high pressure on the discharge side of
the booster pump. The manual valve can be now gradually opened and at the same time the
manual manifold valve can be simultaneously opened thus allowing the liquid to be sent ashore.
Normally in this type of a discharge operation we also will require to use the Cargo Heater.

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We must not throttle any valves on the Cargo Heater inlet or outlet and only control the entire
operation by opening or closing the discharge valve on the booster pump.
Remember that while you open the discharge valve on the booster pump do it very very slowly as
careful attention must be paid to the suction side of the booster pump.

Opening the manual valve on the booster pump very fast may result in the inlet pressure on the
suction side of the booster pump to fall below the minimum required pressure which will result in
tripping the Booster pump.

It is also very important to note that once the system is stabilised we should not throttle the
discharge valves on the cargo pump as this could affect the inlet pressure to the suction side of
the booster pump which may trip the entire system.

Booster Pumps in series or in parallel

At some terminals it may be required to run Booster pumps in series to overcome High Back
pressure ( > 13-14 barg ) or it may be required to run booster pumps in parallel to increase the
discharge rate as requested by the terminal.

Proper planning and constant monitoring remain the keys to a

safe operation.

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 Chapter 9: Documentation
The transport of liquefied gas is subject to similar commercial documentation as found for oil
cargoes. The documents accompanying cargoes of liquefied gas normally include those
described in this section.

Bill of Lading

Considering the documents covered below, the Bill of Lading is the most important and is the
basis against which the cargo receiver can assess if the proper quantity has been discharged.

The shipmaster, before departure from the loading terminal, should ensure that the Bill of
Lading quantities accurately represent the cargo loaded.

The shipmaster should also be sure that cargo calculation records made at loading and
discharge are properly prepared.

A Bill of Lading is a document signed by the shipmaster at the port of loading. It details the
type and quantity of cargo loaded, the name of the ship and the name of the cargo receiver.

The cargo quantity written on the Bill of Lading can be the shore tank figure or the quantity as
given by shore-based custody transfer meters.

However, in many gas trades it is commonly found that the ship's figure is used and this is
calculated after completion of loading, usually with verification from an independent cargo
surveyor.

The Bill of Lading has three functions.

 The shipmaster's receipt for cargo loaded.
 A document of title for the cargo described in it.
 Evidence that a Contract of Carriage (such as a voyage charter party) exists

As such, the Bill of Lading is a vital document in the trade. By signing the document, the
shipmaster attests to the apparent good order and condition of the cargo loaded.
By signing the Bill of Lading, the shipmaster agrees to the quantity of cargo loaded and any
subsequent claim for cargo loss will hinge on the quantity stated on the document.

In some circumstances, where the Bill of Lading quantities do not match the ship's figure,
the shipmaster may be expected to issue a Letter of Protest at the loading port.

The most important function of a Bill of Lading is as a document of title.

Whoever possesses the Bill of Lading rightfully owns the cargo and can demand a
shipmaster to discharge that cargo to him.

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 Should a cargo be sold on the water — that is before it reaches its destination — the Bill of
Lading must be endorsed by the original cargo buyer to show the new cargo owner.

Accordingly, as an alternative to presenting the original Bill of Lading to the ship master, a
receiver may issue a Letter of Indemnity (LOI) to the ship. The terms of the Letter of Indemnity
should be agreed between the ship charterer and the ship owner. As the name suggests, such
a letter indemnifies the ship-owner against any subsequent claims to the cargo and against
wrongful discharge.

Certificate of Quantity

A Certificate of Quantity is issued by the loading terminal as, or on behalf of, the shipper and
the cargo quantities declared as loaded may be verified by an independent cargo surveyor.

The certificate is of assistance to the shipmaster in determining the quantities to be inserted

in the Bill of Lading. However, the quantities as stated on the Bill of Lading remain the official
record of the cargo as loaded.

Certificate of Quality

A Certificate of Quality provides the product specification and quality in terms of physical
characteristics (such as vapour pressure and density) and component constituents.

It is issued by the loading terminal as, or on behalf of, the shipper or may be issued by an
independent cargo inspection service.

The data contained in the document assists the shipmaster in signing the Bill of Lading.

Certificate of Origin

A Certificate of Origin is a document issued by the manufacturer or shipper, countersigned by

the customs authorities, which attests to the country in which the cargo was produced.

It may be required by financial authorities in the importing country so that they may assess
import taxes or grants.

Time Sheet

The Time Sheet records all salient port-times, from a ship's port entry until final departure.

The Time Sheet is usually prepared by an independent cargo surveyor or the ship's agent and
is checked and countersigned by the shipmaster and the shore terminal.
Its purpose is to provide an agreed statement of facts relating to the timing of events and
delays during the ship's port call and is used to facilitate demurrage claims.

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 Cargo Manifest

A Cargo Manifest is usually prepared by the ship's agent at the loading port or by the
shipmaster and lists all cargoes according to the Bills of Lading.
Its purpose is to provide readily available data for customs authorities and ships' agents in the
discharge port.

The appropriate preparation of the Cargo Manifest is controlled by the SOLAS convention.

Certificate of Tank Fitness

A Certificate of Tank Fitness is usually issued by a specialist chemist from a cargo surveying
company and is issued where particular tank cleanliness conditions are required prior to
loading.

Certificate of Inhibitor Addition

An Inhibitor Information Form is issued by the loading terminal or by the cargo manufacturer.

Letter of Protests
Letter of Protest can be issued by ship and also by shore.

Examples:
1) Slow Loading Rate by Ship / Shore
2) Slow Discharge Rate by Ship due to High Shore Tank Pressures restricting increase in rate
by ship
3) Warm Cargo
4) Difference in Cargo quantity obtained from ship and shore.

Thumb Rule : If in Doubt – Issue a Letter of Protest

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 Chapter 10: Care of Cargo during Carriage at sea

For all refrigerated and semi-pressurised gas carriers, it is necessary to maintain strict control of
cargo temperature and pressure throughout the loaded voyage.

This is achieved by reliquefying cargo boil-off and returning it to the tanks.

During these operations, incondensibles must be vented as necessary to minimise compressor

discharge pressures and temperatures if necessary

In LNG ships, the boil-off is burned as fuel in the ship's main boilers.

Frequently, there are occasions when it is required to reduce the temperature of an LPG cargo on
voyage.

This is necessary so that the ship can arrive at the discharge port with cargo temperatures below
that of the shore tanks.

Depending on the cargo and reliquefaction plant capacity, it can often take several days to cool
the cargo by one or two degrees centigrade, but this may be sufficient. The need for this will
often depend on the contractual terms in the charter party.

RELIQUEFACTION DURING CARRIAGE AT SEA

In this respect, poor weather conditions can sometimes present problems. Although most
reliquefaction plants have a suction knock-out drum to remove liquid, there is a risk, in gale
conditions, that entrained liquid can be carried over into the compressor.

REV 00 / 05 OCT 2015 106

For this reason, it is preferable not to run compressors when the ship is rolling heavily, if there
is risk of damage

In calm weather conditions, if the condensate returns are passed through the top sprays, because
of the small vapour space and poor circulation in the tank, it is possible that a cold layer can form
on the liquid surface.

This enables the compressors to reduce the vapour pressure after only a few hours running,
when in fact the bulk of the liquid has not been cooled at all.

To achieve proper cooling of the bulk liquid, the reliquefaction plant should be run on each tank
separately and the condensate should be returned through a bottom connection to ensure
proper circulation of the tank contents.

After the cargo has been cooled, reliquefaction capacity can be reduced to a level sufficient to
balance the heat flow through the tank insulation.

If the reliquefaction plant is being run on more than one tank simultaneously, it is important to
ensure that the condensate returns are carefully controlled in order to avoid the overfilling of
any one tank.

Precautions to prevent Polymerisation !!!!

Where butadiene cargoes are being carried, the compressor discharge temperature must not
exceed 60°C.

Similarly, in the case of vinyl chloride, compressor discharge temperatures should be limited to
90°C to prevent polymerisation.

Condition inspections
Throughout the loaded voyage, regular checks should be made to ensure there are no defects in
cargo equipment.

On LNG ships, it may be necessary to carry out visual cold-spot inspections of cargo tank
surrounds even when the ships are fitted with temperature monitoring of the inner hull surfaces.

Such inspections must comply with all relevant safety procedures for entry into enclosed spaces
and due regard must be given to hazardous atmospheres in adjacent spaces.

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 Chapter 11: ESD – Emergency Shut down

The main purpose of the ESD system is to stop cargo flow in the event of an emergency and to
return the system to a safe, static condition so that any remedial action can be taken.

At a number of locations around the ship (bridge front, gangway, compressor room and cargo
control room, emergency control station), pneumatic valves or electric push buttons are
provided.

When operated, these controls close remotely activate valves and stop cargo pumps and
compressors (where appropriate). This provides an emergency-stop facility for cargo handling.

Such emergency shut-down (ESD) is also required to be automatic upon loss of electric control or
valve actuator power.

Furthermore, if a fire should occur at tank domes or cargo manifolds (where fusible elements are
situated), the ESD system is automatically actuated. Individual tank filling valves are required to
close automatically upon the actuation of an overfill sensor in the tank to which they are
connected.

ESD valves may be either pneumatically or hydraulically operated but in either case they must be
fail-safe; in other words they must close automatically upon loss of actuating power.
A vital consideration, particularly during loading, is the possibility of surge pressure generation
when the ship's ESD system is actuated.

The situation varies from terminal to terminal and is a function of the loading rate, the length of
the terminal pipeline, the rate of valve closure and the valve characteristic itself.

The phenomenon of surge pressure generation is complex and its effects can be extreme, such as
the rupture of hoses or hard arm joints.

Precautions are, therefore, necessary to avoid damage and sometimes, loading jetties are fitted
with surge pressure drums.

Terminals should confirm ship's ESD valve closure times and adjust loading rates accordingly or
place on board a means to allow the ship to actuate the terminal ESD system and so halt the flow
of cargo before the ship's ESD valves start to close.

In this respect consultation between the ship and shore must always take place, to establish the
parameters relevant to surge pressure generation and to agree upon a safe loading rate.

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 Pneumatic ESD Link System

The earliest ship/shore links used in gas tanker projects were simple pneumatic
umbilical links, an air hose coupled directly into the ship’s air security system.
Such systems are inherently slow in operation, suffer from problems caused by dirt
or moisture and it is difficult, if not impossible, to achieve accurate and repeatable
timing. The designer must be aware that the diameter of the pipe work and dump
valve can significantly influence the closing time. These drawbacks have led to the
development of electronic ESD systems with fibre optic or various intrinsically-safe
electric systems providing the ship/shore link.

However, despite its disadvantages, having a pneumatic link is better than having
no ESD link at all.

In the majority of terminals, pneumatic links are only now provided as a backup
in the event of failure of the main optical fibre or electrical link.

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 Electric Ship/Shore Link System
The first intrinsically-safe electric ship/shore link was installed at the LNG stern loading berth at
Lumut, Brunei, in 1972. This unique system provided both ESD-1 and ESD-2 as well as telephone
signals. It was later replaced by a fibre-optic link when the original berth was replaced by a
conventional loading berth.

ESD-1 emergency shutdown stage 1: Shuts down the cargo transfer operation in a quick
controlled manner by closing the shutdown valves and stopping the transfer pumps and other
relevant equipment in ship and shore systems.

ESD-2 emergency shutdown stage 2: Shuts down the transfer operation (ESD-1) and uncouples the
loading arms after closure of both the ERS (Emergency Release System) isolation valves.

ESD2 is normally 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.ESD2 may be initiated manually, for
example, in the event of a terminal emergency, or automatically, for example, if the ship moves
outside the movement envelope of the chicksans.

The automatic disconnection of shore arms can be a violent and potentially dangerous
operation and it is important that personnel at the manifold are warned to leave the area
before ESD2 activation.

Four types of Electric ESD

1) Pyle National Electric System
2) ITT-Cannon Telephone Link System
3) Miyaki Electric System
4) SIGTTO Electric Link System

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SIGTTO Electric Link System : This system was the result of a collaborative effort by SIGTTO
members to produce a standardised, intrinsically safe delay-free ESD link using standard
components as described in ‘Recommendations and Guidelines for Linked Ship/Shore Emergency
Shut-down of Liquefied Gas Cargo Transfer’

The advantages of the system are that it provides an ESD-1 signal in both directions; ‘arming’ the
link requires resetting in a particular sequence. The whole system is designed and certificated to
ensure its intrinsic-safety is not compromised and it incorporates features for testing and fault
indication.

They are generally used in LPG and chemical gas transfer operations where many LPG carriers in
the international trades are so fitted.

Although the system has been installed in a few LNG carriers to maximise spot trading
advantages, none of the major international LNG projects has adopted the SIGTTO link as the
primary system and, to date, the use of this system within the LNG sector has been limited to the
Norwegian LNG coastal network, operating small LNG carriers.

Fibre-Optic Ship/Shore Link System: The first optical fibre link system was developed by
Sumitomo in association with Furukawa, and came into commercial use in 1989.

The system uses a 6-core fibre-optic cable; two used for an ESD-1 signal in each direction; two
cores used with a multiplexer to provide four data channels; two cores spare. One of the data
channels is normally reserved for mooring load monitoring and the other three for telephones.

REV 00 / 05 OCT 2015 111

ESD will be initiated by any of the following:
1) Manual activation by personnel using the ESD pushbuttons
2) Loss of ship’s power
3) Shore activation of their ESD system
4) Fusible links around each tank domes, manifold and compressor house in case of fire
5) Cargo tank Very High level alarm
6) Low tank pressure
7) Hold/cargo tank differential pressure
8) Low cargo valves hydraulic pressure
9) Low control air pressure
10) Fire extinguisher system released.

The initiation of ESD will lead to the following:

All ship manifold valves that are open will close
All ship’s cargo pumps that are running will trip
All ship’s cargo compressors that are running will trip.
All shore pumps that are running will trip
The shore manifold valves will shut down
Audible and visual alarm will be generated on the Main deck , Cargo Control Room and Bridge
On LNG tankers, Master gas valve to engine room will close

The ship's ESD system is active at all times, whether at sea or in port.

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 an ESD is initiated.

The shore ESD input is blocked in the “At Sea” condition.

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.

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 Testing of the ESD
According to the IGC Code ESD must be tested before cargo transfer operations.

LNG vessels must always conduct pre-arrival ESD system tests 48 hours before arrival at any load
or discharge port. Additionally in the event of an extended voyage, the ESD system should again
be tested at intervals of not more than 30 days from the previous test.

These tests must include, but not be limited to:

 Cargo Emergency Shutdown system test, including all push buttons and trips (These may
be tested in rotation).
 All Cargo and Ballast valves operated.
 Manifold valve timings checked.
 Check the operating parameters of nitrogen generators and barrier space pressures
(where applicable).
 Barrier space water detection (where applicable).
 Check of Flame Screens on Mast Risers.
 Ship-Shore interface connection operations.
Successful completion of these tests must be logged and recorded in the deck log book.

Typical Gas Carrier Loading Arm

Loading arm operating envelope

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 Quick connect / disconnect coupling (QCDC)

Powered Emergency Release Coupling (PERC)

REV 00 / 05 OCT 2015 114

 Bursting Disc & Surge Drum

REV 00 / 05 OCT 2015 115

 Chapter 12: OCCUPATIONAL HEALTH & SAFETY PRECAUTIONS

The important criteria to remember at all times are that Safety always comes FIRST.

Never ever compromise on Safety. Never take short cuts!!! Always follow safety procedures.

In order to help us do the job safely companies have developed Checklists that serve as a useful
reference before starting any particular task.

These Checklists must be used and all safety precautions taken BEFORE we carry out the Task.
In case of any doubt we should not hesitate to ask for help.

It is also very important to remember that the safety of the crew member that is going to carry
out this task is also accounted for in this checklist.

Crew members undertaking any task on board should always wear the Appropriate PPE
(Personal Protective Equipment) for the task at hand.

Tool box Talks must be carried out among persons concerned with the task.

The Master of the vessel must ensure that all Safety Precautions are followed at all times.

Enclosed space hazards

There are four main types of hazards:
• Hazardous atmosphere
• Configuration hazard
• Changing and hazardous conditions
• Engulfment hazard

Hazardous atmosphere
There are seven types of hazardous atmospheres:
• Oxygen depleted or oxygen enriched
• Presence of toxic gases or liquids
• Flammable atmosphere
• Temperature extremes
• Presence of dust
• Absence of free flow of air

Oxygen enriched or depleted atmosphere

Man can live: • three weeks without food
• three days without water
• only three minutes without oxygen!

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 The acceptable range of oxygen inside an enclosed space is between 19.5% and
23.5%. Normal air contains 21% oxygen.

Have you done a Risk assessment?

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 IS THE PERMIT TO WORK SIGNED BY THE MASTER?

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 CHECK OXYGEN CONTENT!!!

CHECK THE SHIP’S PLANS BEFORE ENTERING THE ENCLOSED SPACE FOR THE FIRST TIME !!!

REV 00 / 05 OCT 2015 119

 CHECK THAT ALL PIPELINES TO THE SPACE ARE ISOLATED!!!

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 PRECAUTIONS FOR ELECTRICAL SAFETY
 Ensure that the power supply to the equipment being repaired is off and
isolated with warning signs posted informing all concerned that repair work is going
on with the electrical equipment and it is not to be switched on.
 Loose clothing must not be worn near moving machinery. Particular
attention should be paid to ties and other forms of neckwear. Suitable footwear
must be worn
 Long hair must be protected from contact with machinery by wearing
suitable headgear.
 Goggles must be worn when using grinding wheels or any other process
where there are flying particles.
 The use of dust masks is recommended where there is prolonged exposure
to dust or particles.

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 Rings should not be worn when using machinery.
 Ensure that Company procedures are followed and that all necessary permits
to work are duly signed and authorized by the Master.
 Do not use machinery without the appropriate guards and be sure that
guards are replaced after a machine has been re-set. Report any defects in
guards or interlocks immediately.
 Suitable guards should be provided for destructive testing machines to
prevent injury from any flying particles.
 Hearing protection must be made available.

PRECAUTIONS FOR HOT WORK

 Condition of pipes/fittings checked?
 Enclosed fabrications (e.g. tanks, pipes) checked for hazardous contents?
 Combustible materials in area removed or covered?
 Combustible floors protected?
 Bulkhead / Openings protected?
 Smoke/ heat detectors protected?
 Master informed?
 Fire Watch maintained?
 All fire firefighting equipment and safety equipment needed are standby?
 Permit to work signed by Master?
 Check for signs of fire after work completed

Code of Safe Working practices for merchant SEAFARERS – 2015 Edition in force

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 How many copies to have on-board?
 The Master, Safety officer and any members of the safety committee must each
have their own copy.

 There must be one available for general reference

A copy must be made available to any seaman in the ship who requests it.
This is in line with the Merchant Shipping Regulations 1998.

Changes from the previous Code of Safe Working Practices for Merchant Seamen
(2011 consolidated edition) include:-
1. New title which reflects the terminology used in the Code.
2. Increased emphasis on practical guidance rather than legislation.
3. Improved guidance on risk assessment.
4. Simplified advice on permits to work.
5. Dangerous (Enclosed) Space chapter updated.
6. New content on good safety culture, fatigue and ergonomics.
7. Revised chapter on vessels serving offshore oil and gas.
8. Streamlined format – sections removed and now A4.
It is intended to revoke the prescriptive requirements for the number of copies of
the Code to be carried on UK ships and replace this with a duty to ensure that the
Code is easily accessible and readily available to all seafarers on board. This change
is expected to come into force in October 2015.

POLLUTION PREVENTION

General requirements for pollution prevention in the marine environment.

Most international regulations on marine pollution come from the 1973

International Convention for the Prevention of Pollution from Ships (MARPOL),
which was updated in 1978. MARPOL was developed by the International Maritime
Organization (IMO) and is aimed at preventing and minimizing pollution from ships
- both accidental and from routine operations.

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There have been a number of amendments to the Convention since it was first
produced, and MARPOL now has six technical annexes covering marine pollution
by:
 oil
 noxious liquid substances carried in bulk
 harmful substances carried in packaged form
 sewage from ships
 garbage from ships
 air pollution from ships

The disposal of garbage and sewage from ships is a major environmental issue, and
Annexes IV and V of the International Convention for the Prevention of Pollution
from Ships were developed to address this.

Within the UK, Merchant Shipping (Prevention of Pollution by Garbage) Regulations

1998 were developed to address this and were updated in 2008 to reflect changes
made to the system internationally.

MGN 385 (M+F) Guidance on the Merchant Shipping (Prevention of Pollution by

Sewage and Garbage from Ships)

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 Chapter 13: The Effect of bulk liquid cargoes on trim, stability
and structural integrity

Depending upon ship design, it may be necessary to undertake loading / de-ballasting or

discharging / ballasting operations simultaneously.

The distribution of cargo and ballast on board should at no time create excessive stress on the
ship’s hull.

If this is the case, consideration should be given to the stability of the ship, especially to free
surface effect in tanks, correct use of cargo tank centerline bulkhead valves, and cargo and ballast
distribution to ensure adequate stability.

Care should also be taken to ensure that the weight distribution does not lead to excessive trim,
list or stress in transverse and longitudinal directions.

Concern about the introduction of alien organisms into environmentally sensitive waters and
adjacent areas has prompted some national administrations to establish controls on the
discharge of ballast water from ships.

If it is necessary to change ballast at sea, the same care and attention must be paid to trim,
stress and stability.

On the ballast passage, in addition to dealing with excess vapour produced as the remaining
cargo boils, the temperature of the tanks also has to be controlled so that on arrival at the
loading terminal, the vessel berths in a ready to load condition.
Boil of gas creating pressure rises is dealt in the same way as on the loaded passage i.e. burned as
fuel in the boilers.

As part of the statutory requirements gas tankers are provided with stability data , including the
effects of free surface and sloshing damage to the tanks.
Guidance should also be taken from the Cargo Handling Information Booklet which must be
available on board.

Information to be provided to Master

According to the IGC Code the maximum allowable loading limits for each cargo tank should be
indicated for each product which may be carried, for each loading temperature which may be
applied and for the applicable maximum reference temperature, on a list to be approved by the
Administration. Pressures at which the pressure relief valves have been set should also be stated
on the list. A copy of the list should be permanently kept on board by the Master.

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 The Damage Stability booklet
The Damage stability booklet of the vessel which must be given to the Master of the ship lists the
damage stability calculations for various damaged conditions for that type of gas tanker and the
stability information for that damaged condition.

Training should be carried out using assumed damaged compartments and cross checking the
data that is provided in the manual with the information that is obtained from the Loadicator.

Stress considerations are critical on a gas tanker and hourly checks alongside terminal during
loading / discharging operations should include the observation and recording of shear forces ,
bending moments , draft and trim and any other relevant stability requirements particular to
the tanker.

Cargo Handling Manual

The purpose of this manual is to give necessary basic information to ensure a correct operation of
the ship’s cargo handling plant. In this respect, a general description of the more common
processes is given. Since these processes are dependent on the relevant cargoes that will be
carried on board that gas ship , the shore installation equipment , the requirements from the
shipping agents and harbour regulations , the aim of this manual is to give certain guidelines and
service conditions.

This demands that the operators have a thorough understanding of the relevant cargoes under
different conditions. The manual is written in a format that makes it suitable for private studying.

The Cargo Handling Manual contains information on the following:-

 Safety Aspects
 General Theory
 Plant Description
 Control and Measuring Equipment
 Operation and Functioning
 Maintenance
 Cargo Description
 Describes the more common processes for which the cargo handling plant is used.

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 Chapter 14: EMERGENCY PROCEDURES

What is an Emergency?

An emergency is a situation that poses an immediate risk to health, life, property, and /or the
environment.

If an emergency occurs on board a ship it is extremely important that

the whole crew of the ship know exactly what they should do.

Shipboard Emergency Management

SHIP EMERGENCY RESPONSE PLAN

An emergency can occur at any time and in any situation.

Effective action is only possible if pre-planned and practical procedures have been developed and
are frequently exercised.

The Contingency Plan provides guidelines and instructions that assist in making an efficient
response to emergency situations onboard ships.

These Ship Specific Emergency Response Plans must also deal with various possible situations
that occur on a gas tanker during emergencies such as :
 Cargo Operations Emergency Shutdown
 Emergency Cargo Valve Operations
 Actions to be taken in the event of failure of systems or services
essential to cargo operations
 Fire Fighting Operations on Liquefied gas carriers
 Enclosed Space Rescue
 Jettisoning of Cargo
 Medical First Aid Procedures and use of Antidotes with reference to the MFAG Table for
use in accidents involving dangerous goods.

It is worth stating that an abnormal condition need not necessarily be cargo related, it might be in
the engine room, or involve deck machinery such as a mooring winch failure for instance.
Most emergencies require urgent intervention to prevent a worsening of the situation, although
in some situations, mitigation may not be possible and shore agencies may only be able to offer
palliative care for the aftermath.

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Planning and preparation are essential if personnel are to deal successfully with emergencies on
board tankers. The Master and other officers should consider what they would do in the event of
various types of emergency.

They will not be able to foresee in detail what might occur in all such emergencies, but good
advance planning will result in quicker and better decisions and a well organized reaction to the
situation.

These plans should be used actively during emergency drills. The objective of an emergency plan
is to make the best use of the resources available. This will be the shipboard personnel whilst the
ship is at sea but may include resources from shore when the ship is in harbour or passing
through coastal waters.

The plans should be directed at achieving the following aims:

 rescue and treatment of casualties
 safeguarding others
 minimising damage to property and the environment
 bringing the incident under control.

All these plans must be practised during emergency drills and exercises.
Make sure you know what to do and how to use the safety equipment if in doubt ask an officer.
In any emergency situation, you MUST CONTINUE using the DPA or alternate contact number you
have already used when advising of the emergency.

YOUR SHIP HAS CONTINGENCY PLANS YOU MUST BE FAMILIAR WITH THEM AND THE
EQUIPMENT YOU MAY HAVE TO USE.

During a serious incident many telephone calls may be made to the ship. The Master must clearly
identify the caller before passing any information.

Unauthorized callers must be referred to the Company for information. The media in particular
will persist in trying to obtain as much information as possible. Only the Master must speak to
them.

Information passed to the media must only be the minimum necessary and is to be factual.
Information, which is found to be misleading, can be very damaging to the management of the
incident. Whenever possible the Master must refer any caller to the Company for information
and official media release.

The Safety Management System requires that the Company establishes procedures to identify
describe and respond to potential emergency shipboard situations.

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 The following information should be readily available:
 Type of cargo, amount and disposition.
 Location of other hazardous substances.
 General arrangement plan.
 Stability information.
 Fire-fighting equipment plans.

Emergency Cycle

In the event of a serious incident many different parties will require statements from the Master
and Crew. It is important that statements are not given until the Company arranges for a lawyer
representing the Owners/Company to be present.

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Additional recommended reading

Contingency Planning and Crew Response Guide for Gas Carrier Damage at Sea and in Port
Approaches, 3rd Ed. – SIGTTO Publication.

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 Chapter 15: Fixed Fire Fighting Systems on Gas Carrier

On board Gas Tanker we have the following Fixed Fire Fighting Systems
1) Fixed Water Spray System
2) Fixed DCP ( Dry Chemical Powder ) System
3) Fixed CO2 System

FIXED WATER SPRAY SYSTEM

The Fixed Water Spray System on board gas tankers is given for cooling, fire prevention and crew
protection.

The Fixed Water Spray system should be installed to cover:-

 Exposed cargo tank domes and any exposed parts of cargo tanks.
 Exposed on-deck storage vessels for flammable or toxic products
 Cargo Liquid and Vapour Manifolds
 Boundaries of superstructures and deckhouses normally manned, cargo compressor
rooms, cargo pump-rooms, store-rooms containing high fire risk items and cargo control
rooms all facing the cargo area.
 Boundaries of unmanned forecastle structures not containing high fire risk items or
equipment do not require water spray protection.

The system should be capable of covering all areas with a uniformly distributed water-spray of at
least 10l/m2 per minute for horizontal projected surfaces and 4l/m2 per minute for vertical
surfaces. Stop valves should be fitted at intervals in the spray system for the purpose of isolating
damaged sections.

The capacity of the fixed water-spray pumps should be sufficient to deliver the required amount
of water to all areas simultaneously.

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A connection should be made between the fire main and the water spray main outside the cargo
area. Subject to the Approval of the Administration water pumps normally used for other services
may be arranged to supply the water-spray main.

Remote starting of pumps supplying the water spray system and remote operation of any
normally closed valves in the system should be arranged in suitable locations outside the cargo
area, adjacent to the accommodation spaces and readily accessible and operable in the event of
fire in the areas protected.

FIXED DCP SYSTEM

For Firefighting on the deck in the cargo area and bow or stern cargo handling areas if
applicable.

The system and the dry chemical powder should be adequate and satisfactory to the
requirements of the Administration. The system should be capable of delivering powder from at
least two hand hose lines or combination monitor / hand hose lines to any part of the above-deck
exposed cargo area including above-deck product piping. The system should be activated by an
inert gas or nitrogen used exclusively for this purpose and stored in pressure vessels adjacent to
the powder containers.

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The system for use in the cargo area should consist of at least two independent self-contained
dry chemical powder units with associated controls.

For ships with cargo capacity of less than 1000 m3 only one such unit may be provided.

A monitor should be provided and so arranged as to protect the cargo loading and discharge
manifold areas and be capable of actuation and discharge locally and remotely.
The monitor is not required to be remotely aimed if it can deliver the necessary powder to all
required areas of coverage from a single position.

All hand hose lines and monitors should be capable of actuation at the hose storage reel or
monitor. At least one hand hose line or monitor should be situated at the after end of the cargo
area.

A fire-extinguishing unit having two or more monitors, hand hose lines or combinations thereof
should have independent pipes with a manifold at the powder container, unless a suitable
alternative means is provided and Approved by the Administration.

The length of a hand hose line should not exceed 33 metres. A sufficient quantity of dry chemical
powder should be stored in each container to provide a minimum of 45 s discharge time for all
monitors.

Ships fitted with low bow or stern loading and discharge arrangements should be provided with
an additional dry chemical powder unit complete with at least one monitor and one hand hose
line complying with the requirements of the IGC Code.

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 EXAMPLE – DCP OPERATION DIAGRAM

System Operation.

Nitrogen passing through a reduction valve pressurizes the tank and nozzles fitted in the bottom
atomise the contents.

When a pressure of 0.9-1 MPa bar has been achieved, a pilot valve opens the main discharge
valve and the dry powder flows through the distribution manifold to the monitor or hand hose
line in question.

The pressure during discharge is kept constant by means of a reduction valve placed upstream of
the dry powder unit.

Release of the system may be remotely operated from the release boxes utilising a nitrogen pilot
cylinder or alternatively manually operated at the dry powder unit.

The propellant gas system is designed to contain sufficient nitrogen to maintain the pressure
during release as well as to clean the pipes and hand hose lines after discharge.

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 On board Gas Carriers the Fixed CO2 System is given mainly for
1) Engine Room
2) Cargo Compressor Room
3) Motor Room

According to the IGC Code, Chapter 11, the amount of carbon dioxide gas carried should be
sufficient to provide a quantity of free gas equal to 45 % of the gross volume of the cargo
compressor and pump-rooms in all cases.

Important
A notice should be exhibited at the controls stating that the system is only to be used for fire
extinguishing and not for inerting purposes, due to electrostatic ignition hazard.

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 Chapter 16: Pre- Cargo Operations Meeting on board a Gas Tanker –
With Ship’s Staff

Why???

Cargo Operations on a gas tanker require that all personnel involved in the cargo operations are
on the “same page”.

This means that each and every crew member on board the gas tanker must understand what is
required of him / her, what are the operations being carried out and what are the precautions to
be followed when operations are being carried out.

Who should attend?

This meeting MUST be attended by all Officers and Crew that would be directly involved in the
cargo operations namely:-
Master
Chief Engineer
Chief Officer
Gas Engineer
Junior Deck Officers

Ratings (Deck) – must attend

Bosun (If Applicable)
Able Seamen
Ordinary Seamen
If required then Engine Ratings would also need to attend.

What is discussed????

 Cargo Operation that is to be carried out at the Port / Terminal.

 Quantity of cargo being loaded / discharged at the Port / Terminal.
 Any special requirements for Generators.
 Hazards of the Cargo being loaded / discharged.
 Precautions to be followed by Deck Crew on watch during cargo operations.
 Master’s additional instructions as required.
 Chief Engineers comments.
 Past Experience at terminal if available.
 Any additional information relevant and important for the safety of the operation by the
Master.

Always always always remember “SAFETY FIRST”

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 Chapter 17: Importance of training on board a gas carrier.

An emergency situation on ship must be handled with confidence and calmness. Hasty decisions
and “jumping to conclusions” can make the matters even worse. Efficient tackling of emergency
situations can be achieved by continuous training and by practical drills onboard vessel.

However, it has been seen that in spite of adequate training, people get panic attacks and
eventually do not do what they should in an emergency situation.

What can we do?

• Contingency plans should be prepared for all possible types of Emergencies that can occur
onboard a gas tanker
• These plans be practiced through onboard drills that must be carried out as realistically as
possible
• Plans must be amended if needed to incorporate any missing elements
• The plan should be approved by the Master and the Company.

Regular training carried out on board definitely improves the confidence level of all on board in
the event of a “real” emergency.

TRAIN!

TRAIN!

RETRAIN!!!!!!

AUTHOR’S NOTE :

This Student Handout was written by Capt.Conrad John Aranjo for Sir Derek Bibby Maritime
Training Centre – Gas Training Department.

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