Abstract

The immense pressure to decarbonize the maritime industry has led to the Liquefied
Natural Gas (LNG) uptake as a marine fuel and the LNG fuelled ships design. As
LNG is stored in cryogenic conditions, the heat ingress from the ambient causes the
boil-off gas (BOG) production, which, if not controlled, results in the tank
overpressure with implications on the fuel storage system safe operation.

This study aims at investigating an LNG storage tank behavior for realistic operating
conditions of an LNG fuelled ocean-going ship, targeting to identify the
recommended control actions for avoiding tank overpressure.

A dynamic model is developed by considering the mass and energy conservation in

the liquid and vapour subsystems, the energy conservation in the tank walls, the
vapour to liquid equilibrium (VLE), and real gas properties.

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Cargo handling and monitoring equipment for Liquefied Gas carriers

Liquefied gas carriers fitted with cargo, booster, ballast and stripping pumps, lines,
eductors and their associated instrumentation and controls should be in good order
and evidence of regular testing should be kept. Instrumentation, valves and pipe work
should be clearly marked to indicate their service and where applicable the
compartment to which they relate.

Equipment used for Cargo Operations, varies with the type of vessel and its age.
Some of the equipment which may be found on board is listed below. Other items of
equipment will be found on board and the instruction manuals for the equipment and
Ship Specific Operating Manuals should be consulted for details.

 Inert Gas and Dry Air Generator

 Nitrogen Generator
 Cargo / Spray pumps
 Compressor (High & Low Duty)
 Cargo Heaters (High and Low Duty)
 LNG Vaporizer
 Forcing Vaporizer
 Mist Separator
 Vacuum Pumps
 Fixed Gas detection Systems
 Emergency shutdown system (ESD) and Cargo Tank Protection System
 Ship Shore Link
 Relief Systems
 Cargo Tank Gauging Systems

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Inert gas, dry air & Nitrogen generator.

Inert gas generator: Inert gas means a gas (e.g. nitrogen) or mixture of gases,
containing insufficient oxygen to support combustion. Many LNG vessels are
equipped with an inert gas generator which may also be used to produce dry air. The
inert gas and/or dry air is used for the inerting and gas freeing of cargo tanks, cargo
pipes and void spaces when required prior to and after a refit or inspection period.

Nitrogen generator: Most LNG vessels are equipped with nitrogen generators,
installed in the engine room, which produces gaseous nitrogen for:

1. The pressurisation of the barrier insulation spaces.

2. As seal gas for the HD and LD compressors.
3. For fire extinguishing in the vent mast risers.
4. For purging the fuel gas system and various parts of the cargo piping.
5. The operating principle is based on the hollow fibre membranes through
which compressed air flows and is separated into oxygen and nitrogen. The
oxygen is vented to the atmosphere and the nitrogen is stored in a buffer tank.

The nitrogen generators are equipped with an oxygen analyzer, which continually
monitors the oxygen content in the nitrogen output. If the level of oxygen rises above
1% of the design value, then an alarm is activated. If the level of oxygen rises further,
the high high alarm operates, redirecting the flow to atmosphere and closing the
discharge line to the buffer tank. The following precautions should be observed:

1. The whole system should be visually checked before starting up.

2. Temporary connections / spool pieces to the cargo system should be
connected.
3. The gas produced should be vented to atmosphere until it’s of sufficiently
good quality for use. The gas quality should be continually monitored while
the plant is in use.
4. After use, the temporary connections / spool pieces to the cargo system must
be disconnected and the flanges blanked securely.

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Nitrogen from shore

When vessels fitted with only an inert gas plant are to load oxygen-critical cargoes,
supply of pure nitrogen should be taken from shore as the quality of ship-generated
inert gas is inadequate. Supply of nitrogen is normally by road tanker or barge in
liquid form and therefore a nitrogen vaporiser is needed to inert the cargo tanks prior
to loading these cargoes

Inert Gas Systems

Inert gas has an important role in maintaining safety aboard a gas carrier and the inert
gas system should be kept in good working order. Regardless of frequency of use it
should be tested regularly to prevent deterioration and enable any faults to be detected
and rectified.

The following precautions should be observed:

1. The whole system should be visually checked before starting up, in particular
the deck no return valves.
2. The piping system to the vent outlet should be opened to release any pressure
and prevent back-flow, and the temporary connections to the cargo system
fitted.
3. The scrubber water supply should be started before beginning combustion.
4. The gas produced should be vented to atmosphere until it is of sufficiently
good quality for use.
5. The air supply should be adjusted to produce the best quality inert gas
possible: oxygen, carbon dioxide, carbon monoxide and soot levels should be
controlled (see paragraph 4.6.2). If the air supply is reduced in order to lower
the oxygen concentration the gas produced may often have a high soot content
which can clog driers, non-return valves etc.
6. The gas quality should be continually monitored while the plant is in use,
7. After use, the temporary connections to the cargo system must be
disconnected and the flanges blanked securely.

Cargo & spray pumps

LNG ships are typically fitted with submerged, electric, centrifugal cargo pumps. The
motor windings are cooled by the pumped LNG which also serves to lubricate and
cool the pump and motor bearings. As the LNG serves as both lubricant and coolant,
it is critically important that the pumps are never allowed to run dry, even for short
periods.

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In addition to main cargo pumps, each tank will also be served by a spray pump. This
pump is of limited capacity, typically around 50m3/hr, and will be used for the
following:

1. To cool down the liquid header prior to discharging.

2. To cool the cargo tank during a ballast voyage prior to arrival at the loading
terminal by discharging LNG to the spray nozzles in the tanks.
3. In exceptional circumstances, to pump LNG from the tanks to the vapourisers
when forced vaporisation of LNG to the boilers is required.
4. To enable the tanks to be stripped as dry as possible for reasons such as tank
entry.

In the case of total cargo pump failure, provision is made for Moss ships to discharge
under pressure.

On LNG vessels where cargo pumps are 440V supply, insulation test are to be carried
out before arrival in both the loading port and discharge ports. Also during insulation
test, air temperature and humidity must be recorded.

The insulation tests will establish that all pumps are operational and to allow time for
the preparation of emergency pumping arrangements should it be necessary.

On newer LNG vessels, the insulation test should be done before pump removal and
after pump’s re-installation in the tank during DD period and it is not necessary to
take readings monthly. However if cargo tanks are in a gas free condition and pumps
have not been operated for some considerable time, readings should be taken before
the pumps are brought into operation again. The preferred time may be when LNG is
being loaded.

Reference should be made to on board documentation for procedures for starting,

stopping and operating cargo and spray pumps, together with the specific
arrangements for rigging emergency cargo pumps.

Compressor (High & low duty)

High duty (HD) compressors are installed in the compressor room on deck and are
routinely used for compressing the LNG vapour for return to shore during cargo tank
initial cool down, cargo loading, tank purging and to circulate heated cargo vapour
through the tanks during warming up. Low duty (LD) compressors are installed in the
compressor room on deck and are routinely used for compressing the LNG vapour
produced by natural boil-off to a sufficient pressure to be used in the boilers as fuel.

The HD and LD compressors are normally driven by electric motors or steam,

installed in an electric motor room segregated from the compressor room by a gas
tight bulkhead. The drive shafts penetrate the bulkhead with a gas tight shaft seal

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Cargo heater (High & low duty)

Steam heated cargo heaters are provided for the following functions:

1. Heating the LNG vapour, delivered by the HD compressors, to the specified

temperature for warming up the cargo tanks before gas freeing.
2. Heating the boil-off gas, delivered by the LD compressors, or by free-flow,
prior to supplying it to the boilers or venting to atmosphere.

The heaters are typically heat exchangers of the shell and tube type. The number of
plugged tubes in cargo condensers, heaters or vaporizers should not exceed 25%.

LNG Vaporizer

The LNG vaporiser is a shell and tube type heat exchanger that is used for vaporising
LNG liquid for the following operations:

1. Exceptionally, when discharging cargo at the design rate without the

availability of a vapour return from the shore. If the shore is unable to supply
vapour return, liquid LNG is fed to the vaporiser by using one stripping pump
or by bleeding from the liquid header. The vapour produced leaves the
vaporiser at approximately –140 degree C and is then supplied to cargo tanks
through the vapour header.
2. Vapour pressure in the cargo tanks will normally be maintained at 110kPa abs.
(minimum 104 kpa) during the whole discharge operation. Additional vapour
is generated by the tank sprayer rings, the LNG being supplied by the
stripping/spray pump. If the back pressure in the discharge piping to shore is
not sufficient to have a minimum of 300kPa at the inlet to the vaporiser, a
stripping/spray pump will be used to supply liquid to the vaporiser.
3. Purging of cargo tanks with vapour after inerting with inert gas and prior to
cool down. LNG is supplied from the shore to the vaporiser via the
stripping/spray line. The vapour produced at the required temperature of +20
degree C is then passed to the cargo tanks.
4. Emergency forcing by manual operation. The LNG vaporiser can function as
the forcing vaporiser when the forcing vaporiser has failed.

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Forcing vaporizer

The forcing vaporiser is used for vaporising LNG liquid to provide gas for burning in
the boilers to supplement the natural boil-off. The LNG is supplied by a
stripping/spray pump. LNG flow is controlled by an automatic inlet feed valve which
receives its signal from the Boiler Gas Management System.

Each forcing vaporiser is equipped with a temperature control system to obtain a

constant and stable discharge temperature for various ranges of operation. The
temperature of the gas produced is adjusted by spraying a certain amount of bypassed
liquid into the outlet side of the vaporiser through a temperature control valve and
liquid injection nozzles.

Mist separator

The mist separator shall prevent liquid from entering the compressors. It receives
natural boil off from the cargo tanks and forced boil off gas from the forcing
vaporizer.

Vacuum pumps

On GT96 membrane cargo containment vessels, the vacuum pumps where fitted are
used to evacuate the atmosphere within the primary and secondary spaces in the
following cases:

1. To replace air with nitrogen for inerting.

2. To replace methane with nitrogen for gas freeing before dry docking after
there has been a leakage of cargo.
3. To test the tightness of the membranes at regular intervals or after membrane
repairs
4. When the associated tank is opened up.

It also helps pull the tank membrane on to the associated supports and insulation when
the cargo tank is not pressurised.

Care must be taken to ensure that the pressure within the primary space is not reduced
below that in the secondary space as there is a danger of distorting the secondary
barrier by lifting it off its supporting insulation. A maximum pressure difference of
3kPa should not be exceeded.

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Fixed gas detection systems

There are two types of gas detection system commonly used on board LNG carriers, a
sampling system and a gas detection system incorporating remote heads. The
sampling system draws gas samples from each monitored location into a central
analyser located in a ‘safe’ area. Typically, samples will be drawn from cargo areas in
a pre-programmed sampling sequence and will be passed through an infrared
analyser. The system alarms if pre-set limits are exceeded.

Remote detector heads may also be used to monitor gas concentrations. The signal
from flameproof infrared gas detectors will be passed to a central control unit having
visual and audible alarm functions.

Emergency shutdown ( ESD) and cargo tank protection

The emergency shutdown (ESD) system is a requirement of the IMO code for the
carriage of liquefied gases in bulk and is a recommendation of SIGTTO. It is fitted to
protect both the ship and terminal in the event of power loss, cryogenic or fire risks,
on either the ship or in the terminal. The system will stop the flow of LNG liquid and
vapour by shutting down the pumps and gas compressors as well as manifold and
shipside valves, by the activation of a single control. Shut down of the cargo system
can be initiated either manually or automatically if certain off-limit conditions occur.

Cargo emergency shutdown (ESD) system for Liquefied Gas carriers

The Emergency Shut Down (ESD) system is a requirement of the IMO Code for the
carriage of liquefied gases in bulk and is a recommendation of SIGTTO.

All members of the ship’s company must be aware of locations and the methods of
activating and testing the Emergency Shut Down System specific to their vessel. The
Emergency Shut Down System is a quick closing system, which may be activated
automatically or manually. It will close all deck valves and shut down all cargo
machinery

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ESD will be initiated by one of the following:

1. Manual activation by personnel using the ESD pushbuttons

2. Blackout of the ship
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:

1. All ESD manifold loading valves will close

2. The gas compressors will trip
3. The main discharge and spray pumps will trip
4. All shore pumps will trip
5. Master gas valve to engine room will close
6. Inert gas generator will trip

The requirement of the cargo Emergency Shutdown (ESD) system are to stop
cargo liquid and vapour flow in the event of an emergency and to bring the
cargo handling system to a safe, static condition. The earlier method of cargo
shut down comprise of manual trip points and automatic fire sensors that can
initiate remote closure of emergency shutdown valves "for shutting down
liquid and vapour cargo transfer between ship and shore”

This emergency trip, when activated, must also stop cargo pumps and
compressors. However, these provisions do not necessarily provide adequate
protection, particularly against overflow, during other operations involving the
transfer of liquid and vapour on board. It must be recognized that operations
such as reliquefaction or cargo tank spraying may be routine operations at sea.
These deficiencies eliminated by introducing cargo emergency shutdown
(ESD).

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The ESD system minimizes potential risks during the transfer of liquefied
gases between ship and shore loading and unloading installations. It provides a
quick and safe means of stopping the transfer of cargo and isolating ship and
shore cargo systems in a controlled manner, either manually or automatically,
in the event of fault conditions that affect the ability of the operator to control
safely the transfer of cargo. Most export terminals, and an increasing number
of import terminals, now have a second level of protection providing for the
rapid disconnection of the loading arms from the ship. These two levels of
cover are known as `ESD-1' and `ESD-2'.

The emergency shutdown (ESD) system is a requirement of the IMO code for
the carriage of liquefied gases in bulk and is a recommendation of SIGTTO. It
is fitted to protect both the ship and terminal in the event of power loss,
cryogenic or fire risks, on either the ship or in the terminal.

The system will stop the flow of LNG liquid and vapour by shutting down the
pumps and gas compressors as well as manifold and shipside valves, by the
activation of a single control. Shut down of the cargo system can be initiated
either manually or automatically if certain off-limit conditions occur.

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 DCS condition

Manual emergency shutdown push buttons are situated strategically around

the ship, at locations that include the wheelhouse, cargo control room, fire
control station, manifold platforms and tank liquid domes. In addition, manual
activation of the shore ESD system will, through the ship/ shore link, set off
the ship’s ESD.

Automatic shut down for fire is initiated by fusible plugs which are generally
located at each tank dome, manifold platform, and in the cargo compressor
and electric motor rooms. ESD1 may also be initiated automatically under
conditions such as the following:

1. Blackout of the ship.

2. Vapour header pressure falls below pre-set limit.
3. Individual tank pressure falls below pre-set limit.
4. Extreme liquid level in any cargo tank.
5. Low cargo valve hydraulic pressure.

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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.

Each ship must have procedures for testing the function of ESD systems which must
be tested prior to arrival in port and also immediately before commencing cargo
operations.

Emergency shutdown (ESD) blocking and override

The ESD system will have a facility to activate a “block” or “override”. Under normal
vessel operating procedures the ESD system will be fully active, there may be
occasions when it will be necessary to inhibit part or all of the system.

The “At Sea” condition” will be selected prior to the shore connection being
disconnected after the cargo operations have been completed. The “At Sea” condition
has the following effect:

1. Isolates the shore connection from the ESD logic

2. Locks the cargo pumps in the OFF condition
3. Positions the manifold valves in the CLOSED position
4. Positions the cargo tank filling valves in the CLOSED position
5. Allows the low duty compressors to run if the ESD or low duty system trips
are not activated
6. 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.

After any emergency shutdown of the cargo system, it may be necessary to

“Override” the system. Before the system is switched to “Override” the cause of the
shutdown must be determined. The “override” facility should only be used when
absolutely necessary to allow recovery from an emergency condition. As soon as the
emergency condition is corrected, the ESD should be returned to the normal condition
and the “override” facility switched off.

Before the ESD is overridden, the Master must be fully appraised of the situation, and
must give his approval for the “Override” to be switched on.

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It must be noted that on any occasion that the ESD is not in its normal operational
condition, any cargo related emergency situation on board the ship and or terminal,
will not result in activation of the ESD, and full shut down of the cargo system will
not take place.

ESD Testing

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:

1. Cargo Emergency Shutdown system test, including all push buttons and trips
(These may be tested in rotation).
2. All Cargo and Ballast valves operated.
3. Manifold valve timings checked.
4. Check the operating parameters of nitrogen generators and barrier space
pressures (where applicable).
5. Barrier space water detection (where applicable).
6. Mast riser nitrogen snuffers.
7. Ship-Shore interface connection operations.
Successful completion of these tests must be logged on form LNG02 and
recorded in the deck log book. Prior to loading / discharge operations in port,
additional ESD testing in both the warm and cold conditions will be carried
out as part of the pre-transfer ship-shore checklist.

Ship shore link

Linked ship/shore emergency shutdown systems have been recommended by

SIGGTO since the early days of LNG transportation and are now mandated by
IMO. The ship and terminal emergency systems are linked via a ship-shore
umbilical that carries ESD, telecommunications and data signals.

Relief systems
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As required by IMO, each cargo tank is fitted with two pressure/vacuum relief
valves. In addition, on membrane ships, the primary and secondary insulation
spaces around each tank are protected by two pressure relief valves. On Moss
Rosenberg ships, hold spaces around each tank are similarly protected.

The cargo tank relief valves vent to their associated vent mast riser. The valves
are of the pilot operated relief valve type. A cargo tank pressure sensing line
relays the pressure directly to the pilot operating valve. In this manner,
accurate operation is assured at the low pressures prevailing inside the tank.

It is extremely important that the vent mast is checked at regular intervals and
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings which would otherwise be altered if any water
were to accumulate in the vent mast and flow onto the valve assembly.

In addition to the cargo tank and hold or interbarrier space relief valves, each
section of the cargo pipework that can be isolated by two valves will be fitted
with an overpressure relief valve. Arrangements for safely relieving pressure
in the lines to the cargo tanks will vary from ship to ship.

Cargo tank gauging systems

All gauging systems used are specifically designed for the extreme low
temperatures experienced on LNG carriers. Various systems may be fitted to a
vessel dependent upon the owner’s specifications and cargo containment
system. There will generally be at least two independent gauging systems
fitted to each tank, in addition to low, high and high-high level alarms

 FLOAT ACTUATED GAUGES – these employ a float

connected by an invar tape to a tensator spring. This spring acts
as a counter balance system, maintaining a constant tape
tension at the float. This ensures that the float maintains the
same level of immersion irrespective of the amount and weight
of the tape paid out. The accuracy of this system is dependent
upon tank construction and on the operating conditions,
however the accuracy should remain within 1 cm.

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  CAPACITANCE TYPE GAUGES – these gauges operate
using the variation of electrical capacitance between two probes
when a liquid level changes. A coaxial sensor is installed
within a tank, and is constructed of a number of individual
segments, depending upon the height of the tank. As the liquid
level in the tank changes, the capacitance varies.

 RADAR TYPE GAUGES – these gauges operate by generating

and transmitting radar waves from a generating device mounted
externally on the tank. As the speed of the radar waves is
known, if the time needed by the signal to reach the cargo
liquid level, bounce back and be picked up by the antenna, can
be measured accurately, the cargo ullage can be calculated.

 ULTRASONIC TYPE GAUGES – these gauges operate in a

similar manner to an echo sounder, where the time taken for a
sound wave to be reflected back through the liquid is accurately
measured, and then used to calculate the liquid level.

All cargo measuring systems in use are highly accurate, and form part of the
Custody Transfer System, which is checked and verified by an independent
organization during vessel dry docking periods. A certificate of accuracy for
the system will be issued. Generally if any ship repairs are carried out on any
gauging system, it will be necessary for the gauge to be re-calibrated and a
new certificate issued.
The vessel will carry out and record comparison checks of the various gauging
systems in use during each cargo operation, to enable the early detection of
any problems with any of the systems. Where the completion of these tests
reveals any significant errors the Company is to be advised immediately with a
request for attention.

Cargo piping system

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 Cargo piping systems comprise of the following and to be kept in order:
1. Liquid lines ( or headers)
2. Vapour lines
3. Spray lines
4. Fuel gas line
5. Vent line
6. Inerting / Aeration line

Cargo piping system for LNG carriers.

LNG vessel cargo piping systems comprise of the following:

Liquid lines (or Headers),Liquid lines are comprised of butt welded, cryogenic
stainless steel pipeline connecting each of the cargo tanks to the cargo
manifolds by means of a common line.

At each tank, there is a manifold which connects to the loading and discharge
lines from the tank to allow for the loading and discharge of cargo. This
manifold connects to the cargo pump discharge lines, the loading line and the
spray line. All sections of the liquid line outside the cargo tanks are insulated
and covered with a moulded cover to act as a tough water and vapour tight
barrier.

Vapour lines

The vapour lines are comprised of cryogenic stainless steel pipeline connecting each
of the cargo tanks by means of a common line to the vapour manifold, the compressor
room and the forward vent mast. The line to the compressor room allows for the
vapour to be used in the following procedures:

1. Sent ashore during cargo loading by means of the HD compressors in

order to control pressure in the cargo tanks.
2. During voyages, the boil-off gas is sent to the engine room via the LD
compressor and heater for use as fuel in the boilers.
3. During repair periods, the gas may be vaporized and used to purge-dry
the cargo tanks, if required.

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 Spray lines

The spray lines are comprised of cryogenic stainless steel pipeline connecting the
spray pump in each tank to the stripping/spray header and serves the following
functions by supplying LNG to:

1. The spray rails in each tank, used for cool down and gas generation.
2. The main liquid line, used for cooling down lines prior to cargo
operations.
3. Priming of discharge lines in the cargo tanks to prevent line surge
when starting cargo pumps.
4. Supply of LNG to the vapourisers for gas generation to the
compressors and heaters. All sections of the spray line outside the
cargo tanks are insulated and covered with a moulded cover to act as a
tough water and vapour tight barrier.

Fuel gas line

During transportation of LNG at sea, gas vapour is produced due to the transfer of
heat from the outside sea and air through the tank insulation. In addition, energy is
absorbed from the cargo motion due to the vessel’s movement. Under normal power
conditions, the boil-off is used as fuel in the ship’s boilers.

The gas vapour is taken from the vapour header and passed on into the LD
compressor. It then passes through the LD heater before going to the boilers.

The main gas isolating valve is located immediately forward of the accommodation
block and a nitrogen purging connection will also be located at this point. From the
point of entry into the machinery space, the pipe runs through a ventilated duct which
is served by vent fans situated on the open deck to draw the surrounding air to the
atmosphere. The vent duct is fitted with gas detection.

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 Vent line

During normal operations, the pressure in the tanks is controlled by the use of the
boil-off gas in the boilers as fuel, or controlled via the forward vent mast and the
common vapour line.

Each cargo tank is also fitted with an independent means of venting, comprising of
two lines exiting the tank top into their own pilot operated relief valve. From here the
gas passes through a line into a vent mast where it is vented to atmosphere.

All vent masts are protected by the N2 purge and fire smothering system. At certain
points along the vent line, sample points are fitted to facilitate inerting and aeration of
the system during refit. Sections of the vent line outside the cargo tanks are insulated
with rigid polyurethane foam covered with a molded GRP cover to act as a tough
water and vapour tight barrier.

Inerting / Aeration line

The system comprises of a flanged line which supplies inert gas or dry air to the cargo
tanks and pipelines for inerting and drying during refit periods.

The line is connected to the gas header and the liquid header by means of a spool
piece. By selective use of the spool pieces and flexible hoses, it is possible to inert or
aerate all tanks or a single cargo tank.

Within 5 days of the ship’s estimated time of berthing, the following checks and tests
shall be carried out, and the results recorded. These records are to be made available
to the terminal upon request.

(1) Deck water spray line

(2) Water curtain

(3) Gas free condition of hold space

(4) Alarm function of fixed gas detection equipment

(5) Cargo gauging system and alarm set points.

(6) Operation of the emergency shutdown system (ESD) the permitted operation
period for emergency shut-down equipment of up to 30 seconds

(7) Operation of cargo system remote control valves and their position indicating
systems.

(8) Confirm Cargo transfer emergency stops fully operational and date of last test.

(9) Confirm tank high level and pressure alarms operational.

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(10) Confirm that remotely operated manifold valves have been operated through a
complete open/closed cycle, functioning and advice valve type (ball, gate, etc.)And
actual closing time. The corresponding records shall be produced by the master on the
ship arrival at berth. Any defects or deficiencies must be reported to the terminal as an
addendum to the Pre-Arrival information notice

(11) Deep well cargo pump and booster pump mechanical seals are free of oil leaks.

Gas carrier required cargo information and handling documents

The transportation of liquefied gases is subject to the same commercial

documentation as applies to oil cargoes. The master should request the correct
technical name of the cargo as soon as possible and before loading. The master must
only load a cargo which is listed on his certificate of fitness. Data sheets for these
cargoes should be on board. Documents accompanying a liquid gas cargo will
generally include the following:

 Bill of Lading: This is the most important document. It is a receipt for the
cargo on board and is normally signed by the Master on behalf of the ship-
owner or time charterer. It will state the quantity of cargo shipped, that it was
received onboard in apparently good order and condition and will indicate the
terms and conditions under which the ship will carry the cargo to its
destination. In some ports which operate early departure procedures the
Agents will sign the Bills and the Master will be required to furnish the agents
with a letter authorizing them to do this.

 The Bill of Lading is usually issued in three “originals” of equal standing,

each separately stamped and signed. One of these goes to the shipper, one to
the carrier (ship-owner or time charterer) and one to the intended receiver of
the cargo. A copy will be retained onboard and normally the Master will only
deliver the cargo on presentation of the receivers “original”

 Certificate of Quantity: This is issued by the loading terminal and is the cargo
quantities declared as loaded usually established by an independent surveyor.

 Certificate of Quality: This provides the product specification and quality in

terms of physical characteristics and component constituents. It is again issued
by the loading terminal.

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  Certificate of Origin: This is a document issued by the manufacturer or
shipper, countersigned by the customs authorities and attesting to the country
in which the cargo was produced.

 Time Sheet: This records all timing details of the ship’s movements and
operations from the ships entry to its final departure from the port. This is
usually prepared by the vessel’s agents and is countersigned by the Master. Its
purpose is to provide an agreed statement of facts relating to timing of events
and any delays.

 Cargo Manifest: This document is again usually prepared by the vessel’s

agents at the loading port and lists the cargo according to the Bill of Lading(s)
and the disposition of the cargo within the ship. Its purpose is to provide
readily available data for Customs authorities etc., at the discharge port.

 Certificate of Tank Fitness: This is issued by independent chemists or

surveyors where particular tank conditions are required prior to loading.

 Certificate of Inhibitor Addition: Certain gases require an inhibitor added for

transportation and the certificate will show the quantity added and the length
of time the inhibitor will last for.


The IMO Codes require the following information to be available to every ship and
for each cargo:

 A full description of the physical and chemical properties necessary for the
safe containment of the cargo
 Action to be taken in the event of spills or leaks
 Counter-measures against accidental personal contact
 Fire-fighting procedures and fire-extinguishing agents
 Procedures for cargo transfer, gas freeing, ballasting, tank cleaning and
changing cargoes
 Special equipment needed for the safe handling of the particular cargo
 Minimum inner hull steel temperatures
 Emergency procedures
 Compatibility
 Details of the maximum filling limits allowed for each cargo that may be
carried at each loading temperature, the maximum reference temperature and
the set pressure for each relief valve.
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The master and all those concerned should use the data sheet and any other relevant
information to acquaint themselves with the characteristics of each cargo to be loaded.
If the cargo to be loaded is a mixture (e.g. LPG), information on the composition of
the mixture should be sought; the temperature and pressure readings in the shore tank
can be used to verify this information.

Special notes should be made of any contaminants that may be present in the cargo,
e.g. water.

Rapid phase transitions of LNG cargo -associated hazards & safety technology

Liquefied natural gas (LNG) compresses to a small fraction of its original volume
(approximately 1/600) under liquefaction. With the amount of flammable material
that LNG contains, it has the potential to be an extremely dangerous chemical, if
handled improperly. The liquefaction of natural gas raised the possibility of its
transportation to many destinations.

The LNG fleet delivers more than 110 million metric tons annually to ports around
the world. Accidental spillage of liquefied natural gases is rare with no significant
cargo losses. . This safety record is attributable to continuously improving tanker
technology, tanker safety equipment, comprehensive safety procedures, training,
equipment maintenance, and effective administration oversight.

The most severe accident that may realistically occur to a loaded LNG tanker is the
breach of one or more storage tanks, with consequent discharge of liquefied natural
gas outboard. No accidents leading to loss of cargo have occurred over the history of
maritime liquefied natural gas transportation. This safety record is at least partially
due to the double-hulled construction of LNG tankers and the separation between the
LNG cargo tank and the inner hull, which effectively makes the cargo tank's wall a
third safety barrier to outside penetrations.

Rapid phase transitions are physical explosions caused by rapid vaporization of

liquefied natural gas that do not involve combustion or burning. When liquefied
natural gas flows on water, it forms a thin vapor film that separates it from the water.
In locations of vigorous mixing, this film can be breached and LNG can come into
direct contact with water. Under those conditions the LNG can undergo rapid
evaporation, causing a rapid phase transition. In past spill experiments, rapid phase
transitions have been observed at the first point of mixing with water and at the
leading edge of a spill.

Mixing is known to be the most vigorous at these two locations. Rapid phase
transitions are much less energetic than combustion explosions. Unconfined rapid
phase transitions are generally not considered hazardous; however, these can cause
structural damage if they were to occur in a confined space.

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LNG Incidents and LNG safety

LNG Incidents Started with the first vessel load of LNG by marine vessels. The
number of LNG accidents is remarkably small.It is Consequence of a “Culture of
Safety.” Culture must transfer to bunkering segment of the industry.

LNG safety: Bunkering operations considered LNG transfers. It is not simply a

fueling operation. SAFETY is of primary importance & specialty business with a
limited number of participants and an impeccable safety record. Recent growth has
added a number of new participants with limited LNG experience.

LNG as a marine fuel requires that all industry participants adopt the LNG safety
culture. To the media any incident is not a bunker spill – “IT IS AN LNG
ACCIDENT!!”

For transferring LNG as a cargo IMO type B (Moss Maritime spherical tanks) and
membrane tanks (Gaz Transport and Technigaz) mainly are used. New developments
use IMO type A tanks and IMO type C tanks. For LNG propulsion on ship other than
LNG carriers, IMO type C tank are preferable.

 Potential LNG Fuel Accidents

 Spills from
 Transfer piping
 Storage tank
 Vessel holding tanks
 LNG explosive vapor: visible or flameless
 Fire from spills: ranges beyond accident area
 Terrorism

Terminal-Related LNG Accidents and Incidents:

Recent safety issues for LNG terminal siting, Safety exclusion zones, Remote siting,
Security: Around and on terminals.

Vessel-Related LNG Accidents and Incidents:

Mostly due to breach of one or more storage tanks, with resulting discharge of LNG
overboard. No accidents leading to loss of LNG cargo. Due largely to double-hulled
construction of LNG vessels and separation between the LNG cargo tank and the
inner hull.

The number of LNG-related accidents is relatively small when compared with the
storage, handling and transportation of LNG. This is due to very strict international,
national, and regional safety regulations and standards

Training is the key. Meanwhile, advances in technology and handling equipment

keeps on improving.

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 Reference list

 International Safety Guide for Oil Tankers and Terminals (ISGOTT 6)

6th Edition

 http://www.liquefiedgascarrier.com/cargo-handling-equipment.

 CARGO OPERATING MANUAL LNG 145,000 cu.m VERsion 1 / October

201/ GasLog LNG Services Ltd

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