Entire LNG Manual PDF

V.
SHIPS MANAGEMENT SYSTEM (VMS)
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LNG VESSEL ED
OPERATING
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INSTRUCTIONS
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Page 1 of 7 LNG Vessel Operating Instructions – Table of Contents

Created: October 2007 Revision Number: 02
V.SHIPS MANAGEMENT SYSTEM (VMS)
REVISION SHEET
1. When it becomes necessary to revise this manual revision will be made by the issue of the new
relevant section.
2. All sections will bear the next successive Revision Number and the individual revised sections are
listed below. The changes within these sections are clearly highlighted.
Document Section Revision Date Issued Date Office or

Number Number Installed Vessel Issue
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Code
VMS/LNG/02 All sections –
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introduction of 00 October 2007
electronic version
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VMS/LNG/02 No Sections 01 March 2009
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VMS/LNG/02 All Sections 02 December ADL
2009
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1.0 GENERAL
1.1 Definitions ................................................................................................................1
1.2 Introduction..............................................................................................................3
1.3 Departure from these procedures ............................................................................3
1.4 VMS Manuals.............................................................................................................4
1.5 Reference publications .............................................................................................4
1.6 Checklists ……………………………………………………………………………………………..4
1.7 Gas Tanker Forms …………………………………………………………………………………..5
2.0 RESPONSIBILITY
2.1. General Requirements for LNG Vessels ....................................................................1
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2.2 Master .......................................................................................................................1
2.3 Chief Officer ..............................................................................................................2
2.3.1 Chief Officer's Cargo Plans and Standing Orders ............................................3
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2.3.2 Loading / Stress Computers ............................................................................3
2.4 Deck Officers.............................................................................................................4
2.5 Chief Engineer ..........................................................................................................4
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2.6 Cargo Engineer .........................................................................................................5
2.7 Electrical Engineer ....................................................................................................5
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2.8 Deck Crew Members .................................................................................................5
2.9 In Port Watchkeeping Procedures ………………………………………………………….…..6
2.10 In Port Watch Handover Procedures .……………………………………….………………...7
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3.0 PROPERTIES OF LNG

3.1 Physical Properties, Composition and Characteristics of LNG .................................1
3.2 Composition of LNG ..................................................................................................2
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3.3 Physical Properties of LNG .......................................................................................2

3.4 Properties of Methane ..............................................................................................2
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3.5 Variation of Density with Temperature ....................................................................3

3.6 Variation of Boiling Point of Methane with Pressure ...............................................3
3.7 Boiling Point Methane with Pressure .......................................................................4
3.8 Flammability of Methane, Oxygen and Nitrogen Mixtures.......................................5
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3.9 Characteristics of LNG ..............................................................................................5

3.10 Using the Diagram ....................................................................................................6
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3.11 Supplementary Characteristics.................................................................................7

3.11.1 When spilled on Water:................................................................................7
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3.11.2 Vapour Clouds ..............................................................................................7

3.12 Reactivity ..................................................................................................................8
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3.13 Cryogenic Temperatures...........................................................................................8

3.14 Behaviour of LNG in the Cargo Tanks.......................................................................8
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3.15 Properties of Nitrogen and Inert Gas .......................................................................9

3.15.1 Nitrogen .......................................................................................................9
3.15.2 Physical Properties of Nitrogen ...................................................................9
3.15.3 Properties of Nitrogen..................................................................................9
3.15.4 Chemical Properties ...................................................................................10
3.15.5 Hazards ......................................................................................................10
3.16 Inert Gas .................................................................................................................10
3.17 Avoidance of Cold Shock to Metal ..........................................................................11
3.17.1 Structural Steel Ductile to Brittle Transition Curve ....................................12
3.18 Spillages..................................................................................................................12
3.19 Vapour Pressure, Specific Gravities and Heat of Vaporization of Methane............14

4.0 LNG VESSEL CONSTRUCTION

4.1 Cargo Containment Systems ....................................................................................1
4.2 Membrane cargo Containment .................................................................................1
4.2.1 Deterioration or Failure of the Insulation System.........................................3
4.2.2 Inner Hull Inspections (Membrane Containment) ........................................4
4.3 Moss Rosenberg Containment ..................................................................................5
4.4 Leak Detection ..........................................................................................................6
4.5 Cargo Piping System ……………………………………………………………………………….7
4.5.1 Liquid Lines ...................................................................................................7
4.5.2 Vapour Lines ..................................................................................................7
4.5.3 Spray Lines ....................................................................................................7
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4.5.4 Fuel Gas Line..................................................................................................8
4.5.5 Vent Line ........................................................................................................8
4.5.6 Inerting / Aeration Line.................................................................................8
4.6 Ship and Berth Compatability...................................................................................8
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5.0 LNG VESSEL CARGO EQUIPMENT
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5.1 Inert Gas and Dry Air Generator...............................................................................1
5.2 Nitrogen Generator...................................................................................................2
5.3
5.4
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Cargo/Spray Pumps..................................................................................................3
Compressor (High & Low Duty)................................................................................3
5.5 Cargo Heater (High & Low Duty)..............................................................................4
5.6 LNG Vaporizer ...........................................................................................................4
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5.7 Forcing Vaporizer......................................................................................................4
5.8 Mist Separator ..........................................................................................................4
5.9 Vacuum Pumps .........................................................................................................5
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5.10 Fixed Gas Detection System .....................................................................................5

5.11 Emergency Shut Down (ESD) and Cargo Tank Protection .......................................5
5.11.1 Emergency Shut Down (ESD) - Blocking and Override .................................6
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5.12 Ship Shore Link .........................................................................................................7

5.13 Relief Systems ..........................................................................................................7
5.14 Cargo Tank Gauging System.....................................................................................7
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6.0 SAFETY
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6.1 Fire Fighting..............................................................................................................1

6.1.1 Dry Powder....................................................................................................1
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6.1.2 Water Extinguishing......................................................................................1

6.1.3 CO2................................................................................................................1
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6.2 Access .......................................................................................................................1

6.2.1 Means of access (gangways or accommodation ladders).............................1
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6.2.2 Lighting .........................................................................................................2

6.2.3 Un-authorized persons..................................................................................2
6.2.4 Persons smoking, intoxicated or drugged ....................................................2
6.3 Notices ......................................................................................................................2
6.3.1 Permanent.....................................................................................................2
6.3.2 Temporary .....................................................................................................2
6.4 Craft Alongside .........................................................................................................2
6.5 Dispersal of Vented Cargo Vapours ..........................................................................3
6.6 Air Conditioning, Ventialtion and Openinga in Deckhouses and Superstructures ...3
6.7 Weather Precautions ................................................................................................4
6.7.1 Wind Conditions ............................................................................................4
6.7.2 Electrical storms............................................................................................4
6.8 Engine and Boiler Room Precautions .......................................................................4

6.8.1 Combustion Equipment .................................................................................4

6.8.2 Blowing Boiler Tubes ....................................................................................5
6.8.3 Flammable Liquids ........................................................................................5
6.8.4 Oil Spillage and Leakage ...............................................................................5
6.8.5 Fuel and Lubrication Oil ................................................................................5
6.8.6 Cargo Vapour.................................................................................................5
6.8.7 Galley Precautions ........................................................................................5
6.8.8 Cargo Machinery Room Precautions .............................................................6
6.9 Trim, Stability, Stress and Readiness to Move .........................................................7
6.10 Helicopters................................................................................................................7
6.10.1 Types of Operating Areas .............................................................................7
6.10.2 Design Limitations ........................................................................................7
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6.10.3 Vapour Emission Control ...............................................................................8
6.11 MSDS Nitrogen and Methane....................................................................................8
6.12 Hazards Associated with Natural Gas Vapours ........................................................8
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6.13 Personnel Protection ................................................................................................9
6.14 Exposure ...................................................................................................................9
6.15 Overriding of ship safety systems ..........................................................................10
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7.0 COMPANY STANDING ORDERS – DECK/CARGO OPERATIONS ED
8.0 PLANNING CARGO OPERATIONS
8.1 Cargo Handling Planning – Appraisal Phase ............................................................1
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8.2 Cargo Handling Planning – Planning Phase .............................................................2

8.3 Cargo Planning – Loading Operation Guidelines ......................................................3
8.4 Cargo Planning – Unloading Operation Guidelines ..................................................4
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8.5 Cargo Planning – Cargo Operation Guidelines .........................................................5

8.6 Cargo Handling – During Operations........................................................................6
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8.7 Cargo Handling - Recording......................................................................................6
9.0 CARGO OPERATIONS

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9.1 Drying Tanks.............................................................................................................1

9.2 Inerting Prior to Gassing Up.....................................................................................2
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9.3 Gassing Up Cargo Tanks ...........................................................................................3

9.4 Cooling Down Cargo Tanks.......................................................................................5
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9.5 Before arrival at a Terminal (Both Loading and Discharging)..................................7

9.5.1 ESD Testing ....................................................................................................7
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9.6 Preparation for Loading............................................................................................8

9.7 Loading Cargo.........................................................................................................10
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9.7.1 Cooling Cargo Lines.....................................................................................10

9.7.2 Bulk Loading................................................................................................11
9.7.3 Topping off ..................................................................................................11
9.7.4. Deballasting ................................................................................................12
9.8 Loaded Passage ......................................................................................................13
9.9 Preparation for Discharging ...................................................................................15
9.10 Discharging Cargo ..................................................................................................17
9.10.1 Discharging Without Vapour Return ...........................................................19
9.10.2 Cargo Heel...................................................................................................19
9.10.3 Draining/Purging ........................................................................................20
9.11 Ballast Passage .......................................................................................................21
9.12 Warming up Cargo Tanks .......................................................................................23
9.13 Inerting Cargo tanks ..............................................................................................24

9.14 Aerating Cargo Tanks .............................................................................................25

9.15 Sloshing and the partial Filling Filling of Cargo Tanks. ..........................................26
9.15.1 Design, Modifications and Improvements ...............................................26
9.15.2 Filling Limits.............................................................................................27
10. EMERGENCY PROCEDURES

10.1 Emergency Procedures ...........................................................................................1
10.1.1 Communications ...........................................................................................1
10.1.2 Emergency response Room numbers ...........................................................2
10.1.3 Dealing with the Media.................................................................................2
10.2 Firefighting Procedures ...........................................................................................5
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10.2.1 General Information ..................................................................................5
10.2.2 Liquid Fires.................................................................................................6
10.2.3 Solid Fires ..................................................................................................6
10.2.4 Electrical Fires............................................................................................7
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10.3 Fire Involving Liquefied Natural Gas Cargo.............................................................8
10.4 Procedure to Follow in the Event of a Fire ...........................................................11
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10.5 Procedure to Follow in event of Compressor / Motor Room Fire .........................14
10.6 Procedure Following a Collision - General Information ........................................15
10.6.1 Collision - No Apparent Rupture of Cargo Tank (Membrane)..................19
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10.6.2 Collision - Involving Uncontrollable Escape of LNG Cargo (Membrane) .21
10.7 Grounding ..............................................................................................................23
10.8 Uncontrolled Emission of Gases and Vapours .......................................................27
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10.9 LNG Vapour Leakage to Barrier (Membrane) ........................................................30
10.10 LNG Liqiud Leakage to Primary Barrier (Membrane) ............................................32
10.11 Water Leakage to Barrier (Membrane) .................................................................33
10.12 LNG Liquid Leakage to Drip Pan (Moss) ................................................................33
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10.13 Water Leakage to Cargo Hold Space (Moss) .........................................................34

10.14 Leakage of Liquefied into Hold Space ..................................................................34
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10.15 Emergency Discharge ............................................................................................35

10.16 Jettisoning of Cargo...............................................................................................36
10.17 Ship to Ship Transfer .............................................................................................37
10.18 Evacuation of Personnel from an Enclosed Space / Tank .....................................41
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10.19 Other Emergency Procedures ................................................................................42

10.19.1 Cargo Leak from Piping Flange..............................................................42
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10.19.2 Foreign Matter Stuck in Cargo Valve .....................................................42

10.19.3 Cargo Pump Failure ...............................................................................42
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10.19.4 Primary Membrane Integrity Falure ......................................................42

10.19.5 Abnormal Rise of Tank Pressure............................................................43
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10.19.6 Abnormal Drop of Tank Pressure...........................................................43

10.19.7 Mast Riser Fire .......................................................................................44
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11. TESTING AND CALIBRATION OF SHIPS EQUIPMENT

11.1 Gas Measuring Instruments ....................................................................................1
11.2 Operational Checking and Calibration .....................................................................2
11.3 Instruments carried on board .................................................................................2
11.4 Combined Function Meters .....................................................................................2
11.5 Personal Monitoring Meters.....................................................................................3
11.6 Toxic Gas Detectors .................................................................................................3
11.7 Sample Lines ...........................................................................................................3
11.8 Supply, Service and Maintenance Procedures.........................................................3
11.9 Care, Maintenance and Replacement of Mooring Ropes, Wires and Equipment.....4
11.10 Mooring Winches .....................................................................................................5

11.11 Guide for Mooring Winch Brakes.............................................................................5

11.12 Tonsberg and Mandel Shackles ...............................................................................6
11.13 Review of Mooring Practices ...................................................................................7
11.13 Testing and examination of Lifting Applianaces and Loose Gear............................7
12. REFERENCE PUBLICATIONS
13. GLOSSARY OF TERMS
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APPENDICES (in this manual)
A. GAS MEASURING INSTRUMENTS
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B. MATERIAL SAFETY DATA SHEETS – NITROGEN AND METHANE (LNG)
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C. UNITED STATES PROCEDURES
C.1
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U.S.C.G Certificate of Compliance............................................................................1
C.1.1 Introduction .............................................................................................1
C.1.2 Arrangements for an Inspection..............................................................1
C.1.3 Inspection ................................................................................................2
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C.1.4 Marine Chemist Certificate ......................................................................5

C.2 U.S.C.G Cargo and Bunker Transfer Procedures......................................................5
C.2.1 Introduction .............................................................................................5
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C.2.2 USCG Cargo transfer Procedures - LNG ...................................................6

C.3 U.S.C.G Drug and Alcohol Policy ............................................................................10
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C.3.1 Introduction ...........................................................................................10

C.3.2 USCG Policy ............................................................................................10
C.3.3 Standard of Intoxication........................................................................10
C.3.4 Evidence of Intoxication ........................................................................10
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C.3.5 Reasonable cause for Testing ................................................................10

C.3.6 Refusal to Submit to Testing .................................................................10
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C.3.7 Company Policy......................................................................................11

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D. LNG LETTERS OF PROTEST

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D.1 Letters of Protest .....................................................................................................1

D.2 Other Letters ..........................................................................................................1
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D.2 Operational Reporting .............................................................................................1

D.4 Notice of Readiness .................................................................................................1
D.5 LNG Vessel Forms ....................................................................................................2
E. LNG OPERATIONAL FORMS (Refer to Forms)

1. GENERAL
1.1 DEFINITIONS
V Ships
VMS V Ships Management System

V.Ships Refers to the group of V Ships Companies.
Client The Company or individual to whom V Ships is providing a
service (i.e. the Purchaser of the Service).
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“The Company” Refers to V.Ships
“The Group” Refers to the group of V Ships Division i.e.
Ship Management Division
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Leisure Division
Commercial Division
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Management Office Refers to the company office which manages the relevant
vessel.
Crew Manning Office Refers to the Company office which supplies the ship staff to
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the relevant management office for the managed vessel.
Manual A compilation of VMS procedures, instructions and
information within a V Ships identified Binder.
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Vendor/Supplier A Company or individual who is supplying Subcontractor
material or a service to V Ships.
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Auditing
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Audit A method of checking that procedures (as written down) are

being followed, and that any amendments required have
been carried out to maintain a quality service.
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Controlled Copy A copy of the manual or procedures which will be issued for
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working to, and will be updated with all the modifications,

corrective actions and revisions of the procedure.
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Corrective Action Actions taken to correct non-compliances

DTF Document Transmittal Form.
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Non-Compliance A deviation from a procedure i.e. a part of the [procedure

part of which is not being operated accordingly.
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Classification Society
BV Bureau Veritas
DNV Det Norske Veritas.
LR Lloyds register
Page 1 LNG Vessel Operating Instructions – Section 1

Created: October 2007 . Revision Number: 02
Standards
IMO International Maritime Organisation

ISM International Safety Management Code
ISO 9001:2000 International Standards Organisation
Standards for Quality Systems in a Service Industry
ISO 14001 International Standards Organisation
Environmental and Emissions Standard.
System
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he The use of the term “he” is to be interpreted as meaning
“he” or “she”.
“NTVRP” Non-Tank Vessel Response Plan
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“SEP” Safety Environmental Plan
“SOPEP” Shipboard Oil Pollution Emergency Plan
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“SMPEP” Shipboard Marine Pollution Emergency Plan
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1.2 INTRODUCTION
This Manual is issued in accordance with the Company's VMS and contains specific
instructions etc. based on V Ships operating experience.
The subject matter was selected where the Company considered that emphasis had to be
placed on the relevant operational procedures, precautions, instructions etc.
It is the policy of V.Ships, that all cargo operations are carried out in a controlled and safe
manner in accordance with Company operating procedures as laid down in the V.Ships
Safety Management System. These procedures are based on industry best practices as
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referenced in the publications listed in this manual.
The following procedures are intended to lay down minimum standards and to serve as
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guidelines for the safe operation of the vessel. Should there be any conflict between the
procedures and diagrams in this manual, and those in the ship specific cargo operating
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manuals, then the cargo operating manual is to take precedence.
This manual is controlled under the Company's VMS and will be revised as required. Copying
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of the relevant sections of this manual is permitted, for operational purposes, but all copies
are to be considered as “uncontrolled” documents, and must be destroyed following use.
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Revisions will be issued annually and the date of insertion of the revised section is to be
recorded with the Manager or Master’s initials. The pages of the section rendered obsolete,
are to be immediately destroyed.
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An updated CD Rom will be issued in conjunction with the above mentioned revision and is
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to be entered into the relevant on board computer on receipt. The obsolete CD Rom is to be
immediately destroyed.
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When referencing the VMS manuals, the Document and Revision numbers must always be
used.
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It is the Master's responsibility to ensure that any amendments received, are inserted within
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this manual and the appropriate electronic entries made. Any procedure which he considers
cannot be adhered to must be brought to the Company’s attention.
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This manual remains the property of the Company and in the event of the ship leaving the
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Company's Management, all copies of this manual and the relevant CD Rom are to be
destroyed, unless instructions are received to the contrary.
1.3 DEPARTURE FROM THESE PROCEDURES
Where a deviation from the Company's Instructions and Procedures is found to be necessary
the Master will report this to the Company at the first opportunity.
Wherever the Managing Office consider that a deviation from the Company’s Instructions
and Procedures, as contained in the VMS Manuals is required, then an
RSQ09 – “DEVIATION TO COMPANY INSTRUCTIONS” will be issued to the vessel, detailing

the alternative requirements.

1.4 VMS MANUALS
Reference is to be made to the following VMS system “core” manuals which are issued to all
vessels in CD format:
Fleet Operations Manual

Crewing Instructions
Safety and Environmental Procedures
Forms Manual
1.5 REFERENCE PUBLICATIONS
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The Company recognises the importance of certain reference publications and these are
listed as appropriate. These publications are to be made available to all on board.
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The recommendations and procedures given in the following publications are to be adopted
as standard procedures, and are to be read in conjunction with this manual.
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• V.Ships Safety Management System Manuals
• Shipboard Oil Pollution Emergency Plan (SOPEP)
• Tanker Safety Guide (Liquefied Gases)
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• A Guide to Contingency Planning for the Gas Carrier at Sea and in Port Approaches
• International Safety Guide for Oil Tankers and Terminals
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• Guide to Helicopter/Ship Operations

• Ship to Ship Transfer Guide
• Liquid Gas Handling Principles on Ships & in Terminals SIGGTO.
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• USCG – Non-Tank Vessel Response Plan

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Each publication is to be given a Company Reference Number, and is to be kept in the

recommended location.
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Reference publications will be updated through the Company’s Chart and Publication New
Edition scheme. Superseded publications are to be removed and destroyed.
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1.6 CHECKLISTS
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The Company recognises the importance of operational checklists to assist the Master, Chief
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Engineer and all Officers in the routine operation of the ships concerned. The Operations
checklists fully embrace the Company's Instructions, Procedures and Documentation for the
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safe technical operation of the vessel, the safety of the crew, the cargo and the
environment.
These checklists are to be used when required, and whenever completed, an entry made in
the deck log book, which must include the checklist number, description and completing
officer’s signature.
It is emphasised that the checklists are to assist the relevant Officer, and do not detract from
his responsibility towards the safety of the vessel, her crew, her cargo and the environment.
The checklists are in addition to any other checklist required by the terminal.

1.7 GAS TANKER FORMS
Various Company Forms are applicable to this manual. Many of these forms are ship type
specific and are contained in the relevant Forms Manual, which will accompany this
Operating Manual.
It should be noted that many Charterers specifically require their own forms to be used on a
Charter. Where this is a requirement, the vessel will be advised accordingly. Should any form
not be required by a Charterer, then there is still a requirement for the V.Ships Form to be
completed.
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2. RESPONSIBILITY
2.1. GENERAL REQUIREMENTS FOR LNG VESSELS

Vessels involved in the LNG trade are generally recognised as integral parts of the overall
projects in which they serve. This means that their safety and security feature very prominently
in the minds of the LNG sellers and buyers who believe that the vessels also carry their
individual reputations. This concern is most evident when the vessels are alongside loading or
discharging terminals where any type of incident could reflect adversely on the terminal owner's
business.
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Consequently we have made it our policy that certain key personnel must remain on board.
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Our specific requirements are as follows:
• The Master and Chief Engineer must remain on board at all times while the vessel is in
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normal service. This includes all periods in port.
• The Chief Officer, Cargo Engineer and Electrical Engineer must remain on board at all
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times while cargo or associated operations are in progress or imminent. This includes
all periods in port.
• The Master must ensure that there is adequate manning on board at all times,
including cargo operations.
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The above requirements can and will be relaxed in specific circumstances where individuals are
required to leave the vessel for medical attention, at the request of regulatory authorities, or
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for company business. Any such cases must be advised to and agreed in advance by shore
management who will advise on any necessary countermeasures.
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It is fully recognised that senior staff may leave the vessel temporarily in the execution of their
duties, for example, to carry out inspections from a work boat or jetty.
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The foregoing policy is in addition to, and in no manner substitutes for, V.Ships general
requirements concerning the numbers and qualification of personnel required to be on board at
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any specific time.

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The following sections are particularly relevant to the LNG vessels and are in addition to their
duties and responsibility which are clearly stated in the Safety Management System Manuals.
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2.2 MASTER
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The Master has the overall responsibility for loading, stowage, cargo conditioning during
voyage, and discharge of the cargo. He shall ensure that the terms in the agreed Charter Party
are adhered to, in addition to all relevant laws and regulations. In practice the responsibility for
day-to-day cargo operations is delegated to the Chief Officer.
The Master must clearly state his requirements with regard to cargo and ballast operations by
issuing written instruction to the Chief Officer.
The Master must confirm and formally approve the detailed cargo plan covering all cargo,
ballast and related operations as prepared by the Chief Officer.
The Master should be familiar with, and also ensure that all deck and engineer officers are
totally familiar with, the content of: the cargo operations and procedures manuals, emergency
procedures, pollution prevention plans, and relevant port and terminal procedure guides.

The Master, or a delegated alternative, should ensure that all cargo handling equipment and
associated alarm systems are fully functional at all times and periodically tested according to
the planned maintenance schedule. Where fitted, emergency shutdown systems are to be
tested prior to the commencement of cargo transfer operations in accordance with the agreed
loading or discharging procedures.
The Master must not, under any circumstances, allow the vessel to become overloaded or over-
stressed and should ensure that the vessel, at all times, satisfies stability criteria by being kept
informed of the stability and stress condition.
Prior to the commencement of cargo operations, it is essential that there is a full interchange of
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information between shipboard and terminal personnel at a formal ship/shore pre-discharge
meeting. The Master must ensure that all parties are in full agreement on all aspects of the
cargo operation to be performed.
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Similarly, a formal post-discharge meeting should be held at the completion of cargo operations
to confirm that operations were conducted to plan and to provide the opportunity to bring to
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the attention of the vessel or terminal any problems that were encountered and the need for
corrective action.
2.3 CHIEF OFFICER

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In practice the responsibility for day-to-day cargo operations is delegated to the Chief Officer.
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The Chief Officer is responsible to the Master, for the planning and the safe and proper
operation of the vessel for all cargo and ballast operations. Additionally he is responsible for the
planning and progressing of all cargo tank atmosphere changes.
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He must ensure the Master is fully informed of all Cargo, Ballast and Tank Atmosphere
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operations including the status of the vessel with regard to Stress, Stability and Drafts.
He must prepare a detailed cargo plan in advance of all cargo, ballast and related operations.
He should hold a cargo pre-planning meeting with his Cargo Engineer and Deck Officers, to
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ensure that all aspects of the operation are included in the plan, and to establish any potential
areas of concern. The input of these officers, at the planning stage, can be of some value, and
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is additionally an essential part of their training. After the plan is approved by the Master he
must ensure that all officers and crew involved in the operations fully understand the plan, and
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that the plan is endorsed by them. When conducting operations at, or with, a terminal the Chief
Officer is to ensure that the terminal understands and agrees to the cargo plan.
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The Chief Officer is responsible for the setting of cargo and vapour lines before starting any
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cargo or cargo related operation. The Chief Officer may delegate this line setting to the Cargo
Engineer. The OOW is to check and confirm all lines are set correctly.
The Chief Officer is responsible for the operation and control of Cargo and Spray pumps. He
must ensure that adequate notice regarding the starting of pumps is given to the Engineer on
duty.
The Chief Officer must keep the Master, Deck Officers and Cargo Engineer aware of the
progress of cargo and ballast operations, and in particular any changes to the original plan. Any
changes must be written and attached to the original plan.
The Chief Officer must ensure that the deck officers maintain a proper and efficient deck watch.
When leaving operations temporarily in the care of the Cargo Engineer, or a junior Deck Officer,

he must prepare clear and precise written instructions for all cargo, ballast and related
operations, and make sure those instructions are clearly understood, and endorsed.
The Chief Officer is responsible to the Master for ensuring that the Ship Shore Safety Checklist
is properly and jointly completed before the start of transfer operations and that procedures for
the conduct of repeat checks are agreed with terminal staff. The maximum interval between
repeat checks should be 4 hours and the time and results of the checks should be recorded in
the Deck Log, in addition to the signing of the Checklist itself.
2.3.1 CHIEF OFFICER’S CARGO PLANS AND STANDING ORDERS
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The detailed cargo plans prepared by the Chief Officer for all cargo, ballast and related
operations, must be checked and formally approved by the Master. They must be signed by all
deck officers and the cargo engineer to indicate their acceptance and understanding.
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All completed signed cargo plans should be retained with the port paperwork, and are subject to
inspection during internal audits of the vessel. They should also be available for inspection by
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any third party carrying out safety inspections if so requested.
The Chief Officer's standing orders should cover the general requirements for safe port
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operations, and must be supplemented by more specific written instructions covering operations
in progress. Both the standing orders and the supplementary instructions should be written to
ensure full compliance with the Safety Management Manual, the written instructions from the
Master and the accepted industry procedures contained in ISGOTT or SIGTTO guidance,
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whichever is applicable. All officers and cadets involved in port operations should sign the orders
to acknowledge their full understanding.
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2.3.2 LOADING/STRESS COMPUTER

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This instrument is provided to supplement the stability booklet for the vessel. It allows the
Officer responsible, to carry out the various complex calculations required to ensure that the
ship is not overstressed or damaged during the carriage of the nominated cargoes. It will also
permit the assessment of damage stability. The Master and Chief Officer will make themselves
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aware of the worst case damage stability condition within the stability booklet.
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It must be remembered that a loading computer, as with navigation aids, is only an aid to the
operator.
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It relies on human input of data, and more importantly the human interpretation of the output
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data. If the input data is incorrect, the output data will also be incorrect. Used correctly it will
ensure the safe operation of the ship for all conditions of loading, discharging, ballasting and at
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all stages of the voyage.
It is a requirement that where such equipment is provided to a ship, test conditions must also
be supplied for use in verifying the accuracy of the equipment. It is Company policy that test
conditions must be run and records of results maintained as soon as possible after a change of
Chief Officer and at least every three months and in any case prior to the vessel proceeding to
drydock. The frequency and records of such tests are to be recorded in the vessel’s planned
maintenance system. Where the running of these reveals significant errors, the Company is to
be advised immediately with a request for attention.
Where online gauging of tank contents is not fitted the loading computer must be regularly
updated in order that stresses, draft and trim can be monitored throughout the discharging
operations.

2.4 DECK OFFICERS

Deck Officers (OOW) are responsible to the Chief Officer and Master for ensuring that a proper
deck watch is maintained and that the Chief Officer’s instructions and Company Standing orders
are followed at all times. They must sign the cargo plan to show their acceptance and
understanding. In addition, they must enter a proper and accurate account of all operations
into the movement book and/or cargo log. They must ensure that the deck records are
maintained with particular attention to moorings, safety, security rounds and gangway watches.
In the event of any subsequent dispute or investigation, it is essential that a complete record of
events was maintained at the time.
They should become involved with cargo operations at the planning stage with a view to
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becoming totally familiar with any forthcoming operations at a very early stage. This
additionally will help in their career development.
The relevant procedures regarding cargo handling shall be observed and followed at all times to
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ensure the safety of the crew, vessel and cargo.
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All cargo operations must be personally supervised by an Officer who is fully conversant with
the pipeline and valve configuration of the cargo, ballast and gas systems.
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The OOW is responsible for ensuring the Chief Officer’s requirements concerning the setting of
valves and the conduct of operations are maintained during his watch. Following any valve or
line alterations it is essential that the action taken is monitored and confirmed as having the
desired effect and, in particular, that the flow of cargo / ballast into fully loaded tanks has
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ceased.
2.5 CHIEF ENGINEER

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The Chief Engineer is responsible to the Master, for the planning and the safe and proper
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operation, and monitoring of the engine department and the safety of the crew, machinery and
environment directly within his control. The implementation of the company's policies, which
are, contained within the company manuals and other official company instructions on all
machinery related operations, safety and environmental protection.
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The Chief Engineer is responsible for the accurate monitoring and control of the vessel's fuel
(FO and BOG) and lubricating oil consumption, and the status of fuel and lubricating oil bunker
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quantities. Ensuring sufficient heel is retained for the ballast passage to maintain tank
temperature ready for loading with minimal delay at the load port.
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The Chief Engineer is responsible to the Master for the maintenance of cargo, ballast, inert gas
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and nitrogen generating systems, and is to fully support the Gas Engineer with cargo machinery
maintenance.
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2.6 CARGO ENGINEER

The Cargo Engineer is responsible to the Chief Engineer and Chief Officer, for the
maintenance, checking and testing of all main, auxiliary and emergency systems and units
related to the cargo systems, including nitrogen generators, inert gas generators and driers,
gas compressors, gas detection equipment and instrumentation. He is also responsible for the
day to day operation of the BOG system (Spraying and Force Vaporising) when necessary.
The Cargo Engineer is responsible to the Chief Officer for the preparation of the cargo systems
prior to loading / discharging and other cargo operations during voyage, and for meeting the
Charterers’ requirements as indicated in the Charter Parties, with regard to the cargo
conditioning on passage.

The Cargo Engineer must sign the cargo plan to show his acceptance and understanding. He
must be on watch during critical cargo operations such as commencement of loading /
discharging and completion of loading / discharging.
The Cargo Engineer shall inform the Chief Engineer regarding the maintenance program,
technical matters or malfunctions.
The Cargo Engineer shall attend Pre-arrival Meetings, Work Meetings, Safety Meetings and to
assist in the cargo planning process by giving any advice or help that is required to assist this
process.
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2.7 ELECTRICAL ENGINEER
The Electrical Engineer is responsible to the Chief Engineer for The maintenance of the vessel's
electrical and electronic equipment, and calibration of all electrical equipment.
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The Electrical Engineer will assist with the testing and maintenance of cargo related equipment
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as requested by the Chief officer and / or Cargo Engineer.
The Electrical Engineer shall remain on board during cargo operations and will assist to Chief
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Engineer, Chief Officer and Cargo Engineer as requested.
2.8 DECK CREW MEMBERS

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Ratings are to maintain a watch according to instructions laid down by the Chief Officer and the
Officer of the Watch and in accordance with ISGOTT or SIGTTO guidance, whichever is
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applicable.
2.9 IN PORT WATCHKEEPING PROCEDURES

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The following is a brief summary of requirements:

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A Cargo Plan approved by the Master should be displayed in the CCR, the Cargo Engineer and
each watchkeeping officer should study and sign the plan. The Chief Engineer should also sign
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the bunker section as appropriate.

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The Chief Officer, and/or Cargo Engineer, will be on duty at critical points during cargo
operations. Throughout the entire cargo handling period, either the Chief Officer, or the Cargo
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Engineer, has to be immediately available.

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The Cargo Engineer assumes operational responsibility for the cargo during certain in-port
periods. The handover between the Chief Officer and the Cargo Engineer should be a formal
procedure to avoid any ambiguity over who is in operational control and is to be recorded in the
Deck Operations Log.
The Officer of the watch is to be on duty at all times.
Two seamen are also on cargo duty and their duties should be fully explained to them. They
should immediately report any of the following:
a. Cargo vapour or liquid leakage.

b. Fire.
c. Unusual phenomena.
d. Mooring deficiencies.
e. Indications of overside pollution or any potential source of pollution on deck.

To conform to the requirements of the ISPS Code, a third seaman is to be on security /

gangway duty at all times. All visitors to the vessel are logged on and off the vessel. This
includes terminal representatives.
Seamen should be trained to operate cargo safety trips in given circumstances. It is also
strongly recommended that seamen are given basic instruction in the local operation of loading
& discharge valves should it be necessary to adjust these valves, when the duty OOW is
temporarily unavailable for this task due to other duties.
All outside areas of the vessel are to be regularly patrolled, including accommodation decks,
bridge deck, upper deck and trunk deck. Refer also to Company, Industry publications and
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terminal regulations.
For safety reasons a minimum of 2 P.O. and 6 sailors should remain onboard at all times during
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discharge.
All scuppers should normally remain closed while the vessel is alongside the terminal. It is
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permissible to open scuppers to drain excess water that accumulates due to heavy rain or spray
water. Prior to opening a scupper the water to be drained should be confirmed as pollutant free
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and the terminal should be informed. Usually a terminal representative will board the vessel to
witness the draining. Scuppers must be closed as soon as the draining of surface water is
completed, and must never be left unattended when in the open position.
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Oil absorbent pads should be placed close to the scupper to collect any oily substances which
may be carried by the out-flowing water.
Where necessary careful adjustment of the moorings must be made throughout the discharge
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operation to ensure the vessel does not move position. The terminal operator must always be
advised before any moorings are adjusted. Generally the terminal will monitor mooring line
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tensions and will advise when any mooring requires adjustment. Prior to adjustment
consideration should be given to the prevailing current and wind directions. Two watch keepers
must be available, and wires should never be slackened on the brake, the clutch must always
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be engaged, and winches turned in gear. After wires are adjusted and brakes re-applied the
clutch must be disengaged. If necessary additional man power should be used to adjust
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moorings to ensure that the cargo area is continuously monitored throughout.

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2.10 IN PORT WATCH HANDOVER PROCEDURES

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Cargo watch handovers must be comprehensive and in accordance with the Chief Officer's
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standing orders. The Officer of the Watch (OOW) must complete any critical operation and
handover to his relief should be postponed until completion of any such operation. The relieving
officer should, prior to taking over the watch, check the cargo plan and the Chief Officer's
written instructions for accuracy, sign where not already done so and, by doing so, accept the
instructions given and the responsibility for the operations carried out during the forthcoming
watch period.
The Officer of the Watch must ensure that he has sufficient personnel, capable of performing
their duties, available to meet the operational requirements of his watch.

3.0 PROPERTIES OF LNG
3.1 PHYSICAL PROPERTIES, COMPOSITION AND CHARACTERISTICS OF

LNG
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear colourless and
odourless liquid; this LNG is usually transported and stored at a temperature very close to its
boiling point at atmospheric pressure (approximately – 160oC).
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The actual composition of LNG will vary depending on its source and on the liquefaction
process, but in all cases the major constituent will be methane with small percentages of the
heavier hydrocarbons such as ethane, propane, butane and pentane. In addition, small
quantities of nitrogen may be present.
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A typical composition of LNG from various sources is given in “3.2 Composition of LNG” and the
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physical properties of the major constituent gases are given in “3.3 Physical Properties of LNG”
For the most engineering calculations (e.g. piping pressure loses) it can be assumed that the
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physical properties of pure Methane given in “3.4 Properties of Methane”, represent those of
LNG. However for custody transfer purposes when accurate calculation of the heating value
and density is required the specific properties based on actual component analysis must be
used.
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During a normal sea voyage, heat is transferred to the LNG cargo through the cargo tank
insulation, causing vaporization of part of the cargo, i.e. boil-off.
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The composition of the LNG is changed by this boil-off because the lighter components, having
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lower boiling points at atmospheric pressure, vaporize first. Therefore the discharged LNG has
a lower percentage content of Nitrogen and Methane than the LNG as loaded, and a slightly
higher percentage of Ethane, Propane and Butane, due to Methane and Nitrogen boiling off in
preference of the heavier gases.
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The flammability range of Methane in air (21% Oxygen) is approximately 5.3 to 14% (by
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volume). To reduce this range, the air is diluted with Nitrogen until the Oxygen content is
reduced to 2% prior to loading after dry-dock. In theory, an explosion cannot occur if the O2
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content of the mixture is below 13% regardless of the percentage of Methane, but for practical
safety reasons, purging is continued until the O2 is below 2%. This safety aspect is explained
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in details later in this section.
The boil-off vapour from LNG is lighter than air at vapour temperature above –110oC or higher
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depending on LNG composition (see figure 3.6) Variation of Density with Temperature,
therefore when vapour is vented to atmosphere, the vapour will tend to rise above the vent
outlet and will rapidly disperse. When cold vapour is mixed with ambient air the vapour air
mixture will appear as a readily visible white cloud due to the condensation of the moisture in
the air. It is normally safe to assume that the flammable range to vapour-air mixture does not
extend significantly beyond the perimeter of the white cloud.
The auto-ignition temperature of Methane, i.e. the lowest temperature to which the gas needs
to be heated to cause self-sustained combustion without ignition by spark or flame is 595oC.

3.2 COMPOSITION OF LNG
Ras Laffan Das Islands Standard

Methane CH4 90.28% 84.5% 89.63%
Ethane C2H6 6.33% 12.9% 6.32%
Propane n-C3H8 2.49% 1.5% 2.16%
Butane n-C4H10 0.49% 0.5% 1.20%
Iso-Butane i-C4H10 0.00% 0.00% 0.00%
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Pentane n-C5H12 0.02% 0.00% 0.00%
Iso-Pentane i-C5H12 0.00% 0.00% 0.00%
Nitrogen N2 0.41% 0.6% 0.69%
Average Mol. Weight 17.88 18.56 18.12
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Boiling Point at Atmospheric Pressure -160.8 -161.0 -160.9
Density kg/m3 461.8 456.8 459.4
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Higher Specific Energy kJ/kg 54.414 54.031 54.090
3.3 PHYSICAL PROPERTIES OF LNG

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Methan Ethan Propan Butane Pentan Nitrogen
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e e e e
CH4 C2H6 C3H8 C4H10 C5H12 N2
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016
o
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Boiling Point at 1 bar absolute C -161.5 -88.6 -42.5 -5 36.1 -196

Liquid Density at Boiling Point Kg/m3 426.0 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15oC and 1 bar 0.554 1.046 1.540 2.07 2.49 0.97
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absolute
Gas Volume/liquid volume 619 413 311 311 205
Ratio at Boiling Point and 1 bar
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absolute
Flammable Limits in air by % 5.3 to 14 3 to 2.1 to 2 to 9.5 3 to Non-
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Volume 12.5 9.5 12.4 flammable

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Auto – Ignition Temperature C 595 510 510/583 510/583
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Gross Heating Value at 15oC

Normal – KJ/kg 55559 51916 50367 49530 49069
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Iso - 49404 48944

Vaporization Heat at Boiling KJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
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Point
3.4 PROPERTIES OF METHANE

Boling point at 1 bar absolute -161.5oC
Liquid density at boiling point 426.0 kg/m3
Vapour SG at 15oC and 1 bar absolute 0.554
Gas volume/liquid volume ratio at –161.5oC at 1 bar absolute 619
Flammable limits in air by volume 5.3 to 14%
Auto-ignition temperature 595oC
Higher Specific Energy (Gross Heating Value) at 15oC 5550 kJ/kg
Critical temperature -82.5oC
Critical pressure 43 bar a

3.5 VARIATION OF DENSITY WITH TEMPERATURE
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Methane
Vapour
Temperature
°C
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C
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Ratio = Density of Methane Vapour

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Density of Air
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(Density of air assumed to be 1.27 kg/m3 at 15°C)

N
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3.6 VARIATION OF BOILING POINT OF METHANE WITH PRESSURE

C
See figure 3.7 Boiling Point of Methane with pressure variation.

N
The boiling point in Methane increases with pressure and this variation is shown in the diagram
for pure Methane over the normal range of pressure on board the vessel. The presence of the
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heavier components in LNG increases the boiling point of the cargo for the given pressure.
The relationship between boiling point and pressure of LNG will approximately follow a line
parallel to that shown for 100% Methane.

3.7 BOILING POINT METHANE WITH PRESSURE
130
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125
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120
C
115
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mbar 110
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105
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100
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95
N
90
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.0
.5
.0
.5
.0
.5
.0
.5
62
61
61
60
60
59
59
58
C
-1
-1
-1
-1
-1
-1
-1
-1
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Temperature DegC
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3.8 FLAMMABILITY OF METHANE, OXYGEN AND NITROGEN MIXTURES
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O
C
ED
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O
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N
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3.9 CHARACTERISTICS OF LNG

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Flammability of Methane, Oxygen and Nitrogen Mixtures

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

For example, at point D:
Methane: 6.0% (read on axis A-C)
Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (reminder)
The diagram consists of three major sectors:
1. The Flammable Zone Area EDF. Any mixture whose composition is

represented by a point which lies within this area is flammable
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2. Area HDFC. Any mixture whose composition is represented by a point which
lies within this area is capable of forming a flammable mixture when mixed
with air, but contains too much Methane to ignite.
3. Area ABEDH. Any mixture whose composition is represented by a point which
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lies within this area is not capable of forming a flammable mixture when with
air.
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3.10 USING THE DIAGRAM ED
Assume that point Y on the Oxygen-Nitrogen axis is joined by a straight line to point Z on the
Methane-Nitrogen axis. If an Oxygen-Nitrogen mixture of composition Y is mixed with a
Methane-Nitrogen mixture of composition Z, the resulting mixture will, at all times, be
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represented by point X, which will move from Y to Z as increasing quantities of mixtures Z are
added.
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(Note In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the Methane content of the mixture is between 5.5% at
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point M, and 9.0% at point N.)
Applying this to the process of inerting a cargo tank prior to cool down, assume that the tank is
initially full of air at point B. Nitrogen is added until the Oxygen content is reduced to 13% at
N
point G. The addition of Methane will cause the mixture composition to change along the line
GDC that, it will be noted, does not pass through the flammable zone, but is tangential to it at
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point D. If the Oxygen content is reduced further, before the addition of Methane, to any point
between 0% and 13%, that is, between point A and G, the change in composition with the
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addition of Methane will not pass through the flammable zone.

N
Theoretically, therefore, it is only necessary to add Nitrogen/IG to air when inerting until the
Oxygen content is reduced to 13%. However, the Oxygen content is reduced to 2% during
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inerting because, in practice, complete mixing of air and Nitrogen may not occur.
When a tank full of Methane gas is to be inerted with Nitrogen prior to aeration, a similar
procedure is followed. Assume that Nitrogen is added to the tank containing Methane at point
C until the Methane content is reduced to about 14% at point H. As air is added, the mixture
composition will change alone line HDB, which as before, is tangential at D to the flammable
zone, but does not pass through it. For the same reasons as when inerting from a tank
containing air, when inerting a tank full of Methane it is necessary to go well below the
theoretical figure to a Methane content of 5% because complete mixing of Methane and
Nitrogen may not occur in practice.
The procedures for avoiding flammable mixtures in cargo tanks and piping are summarized as
follows:

• Tanks and piping containing air are to be inerted with Nitrogen/IG before
admitting Methane until all sampling points indicate 5% or less Oxygen content;
• Tanks and piping containing Methane are to be inerted with Nitrogen/IG before
admitting air until all sampling points indicate 5% Methane.
It should be noted that some portable instruments for measuring Methane content are based on
oxidizing the sample over heated platinum wire and measuring the increased temperature from
this combustion. This type of analyzer will not work with Methane-Nitrogen mixtures that do not
contain Oxygen. For this reason, special portable instruments of the infrared type have been
developed and are currently available on the market.
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3.11 SUPPLEMENTARY CHARACTERISTICS
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3.11.1 WHEN SPILLED ON WATER:
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Boiling of LNG is rapid, due to the large temperature difference between the product and water.
• LNG continuously spreads over an indefinitely large area, it results in a magnification of its
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rates of evaporation until vaporization is complete.
• No coherent ice layer forms on the water.

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• Under particular circumstances, with a Methane concentration below 40%, flameless

explosions are possible when the LNG strikes the water. It results from an interfacial
phenomenon in which LNG becomes locally superheated at a maximum limit until a rapid
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boiling occurs. However, commercial LNG is far richer in Methane than 40% and would
require lengthy storage before ageing to that concentration.
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• The flammable cloud of LNG and air may extend for large distances downwind (only
Methane when warmer than 100oC is lighter than air) because of the absence of
topographic features, which normally promote turbulent mixing.
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3.11.2 VAPOUR CLOUDS

• If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour
C
cloud is long, thin, cigar shaped and, under certain meteorological conditions, may travel a
considerable distance before its concentration falls below the lower flammable limit. This
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concentrate is important, for the cloud ignite and burn, with the flame travelling back
towards the originating pool. The cold vapour is denser that air and thus, at least initially,
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hugs the surface. Weather conditions largely determine the cloud dilution rate, with a
thermal inversion greatly lengthening the distance travelled before the cloud becomes non-
flammable.
• The major danger from an LNG vapour cloud occurs when it is ignited. The heat from such
a fire is a major problem. A deflagration (simple burning) is probably fatal to those within
the cloud and outside buildings but is not a major threat to those beyond the cloud, though
there will be burns from thermal radiations.
• When loaded in the cargo tanks, the pressure of the vapour phase is maintained as
substantially constant, slightly above atmospheric pressure.
• The external heat passing through the tank insulation generates convection currents within
the bulk cargo, heated LNG rises to the surface and boils.

• The heat necessary for the vaporization comes from the LNG and long as the vapour is
continuously removed by maintaining the pressure as substantially constant, the LNG
remains at the boiling temperature
• If the vapour pressure is reduced by removing more vapour than generated, the LNG
temperature will decrease. In order to make up the equilibrium pressure corresponding to
its temperature, the vaporization of LNG is accelerated, resulting in an increase heat
transfer from LNG to vapour.
3.12 REACTIVITY
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Methane is an asphyxiant in high concentrations because it dilutes the amount of Oxygen in the
air below that necessary to maintain life. Due to its inactivity, Methane is not a significant air
pollutant although it is not a significant greenhouse gas and, due to it insolubility, inactivity,
and volatility, it is not considered a water pollutant.
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3.13 CRYOGENIC TEMPERATURES
Contact with LNG chilled to its temperatures of about –160oC will damage living tissue.
ED
Most metals lose their ductility at these temperatures; LNG may cause the brittle fracture of
many materials. In case of LNG spillage on the ship’s deck, the high thermal stresses
generated can result in the fracture of the steel.
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3.14 BEHAVIOUR OF LNG IN THE CARGO TANKS

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

3.15 PROPERTIES OF NITROGEN AND INERT GAS
3.15.1 NITROGEN
Nitrogen is used for the pressurization of the insulation spaces, for purging of cargo pipelines,
fire extinguishing in the vent mast and for the sealing of the gas compressors. It is produced
either by the vaporization of liquid Nitrogen supplied from shore, or by generators whose
principle is based on hollow fibre membranes to separate air into Nitrogen and Oxygen.
3.15.2 PHYSICAL PROPERTIES OF NITROGEN
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Nitrogen is the most common gas in nature since it represents 79% in volume of the
atmospheric air.
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At room temperature, Nitrogen is a colourless and odourless gas. Its density is near that of air,
1.25kg/m3 under ambient conditions.
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When liquefied, the temperature is –196oC under atmospheric pressure, density of 810kg/m3
and a vaporization heat of 199kj/kg
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3.15.3 PROPERTIES OF NITROGEN
Molecular weight: 28.016
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Boiling point at 1 bar absolute: -196oC

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Liquid SG at boiling point: 1.81

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Vapour SG at 150C and 1 bar absolute 0.97
Gas volume/liquid volume ration at –1960C: 695

N
Flammable limits: Non

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Dew point of 100% pure N2: Below –80oC

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3.15.4 CHEMICAL PROPERTIES

N
Nitrogen is considered as an inert gas: It is non-flammable and without chemical affinity.

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3.15.5 HAZARDS
WARNING - NITROGEN IS AN ASPHYXIANT.
At liquid state its low temperature will damage living tissue and any spillage of liquid
Nitrogen on the ship’s deck will result in brittle fractures as for LNG
3.16 INERT GAS

Inert Gas is used for changing tank atmospheres to enable the reduction of the Oxygen content
so that the atmosphere will not support combustion. Inert gas is produced on board using an

inert gas generator, burning low sulphur content gas oil, which produces inert gas with an
approximate dew point –45°C The inert gas composition is as follows:
Oxygen: <0.5% in vol.
Carbon dioxide: <14% in vol.
Carbon monoxide: <100 ppm by vol.
Sulphur oxides (SOx): < 2 ppm by vol.
Nitrogen oxides (Nox): < 65 ppm by vol.
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Nitrogen: balance
Dew point: < -45oC
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Soot: complete absence
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The inert gas is slightly denser than air: approximately 1.35kg/m3 at 0oC.
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WARNING - DUE TO ITS LOW OXYGEN CONTENT, INERT GAS IS AN ASPHYXIANT
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3.17 AVOIDANCE OF COLD SHOCK TO METAL
Structural steels can suffer brittle fracture at low temperatures. Such failures can be
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catastrophic because, once the steel has become brittle, little energy is required to propagate a
fracture once it has been initiated.
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Plain carbon structural steels have a ductile to brittle behaviour transition which occurs
generally in the range +30oC to –50oC. This precludes their uses as LNG material (carriage
temperature –162oC).
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The ductile to brittle transition is usually monitored by measuring the energy absorbed in
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breaking a notched bar and the transition curve, as shown in illustration “Structural Steel
Ductile to Brittle Transition Curve”, is typical for plain carbon steels.
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For this reason, materials which do not show such sharp transition from ductile to brittle
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fractures as the temperature is lowered, have found obvious application for use in cryogenic
situations such as liquid Methane carriers. Examples are Invar (36% nickel-iron alloy),
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austenitic stainless steel, 9% nickel steel and some aluminium alloys such as 5083 alloy.
All of these materials behave in a ductile manner at –162oC, so that the chance of an unstable
brittle fracture propagating, even if the materials were overloaded, is negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure that LNG and
liquid Nitrogen do not come into contact with the steel structure of the vessel. In addition,
specialist equipment is provided to deal with any leakages, which may occur.
The manifold areas are equipped with a stainless steel drip tray, which collects any spillages
and drains it overboard. The ship, in way of the manifolds, is provided with a water curtain,
which is supplied by the deck fire main. The fire main must always be pressurized and the
manifold water curtain in operation when undertaking any cargo operations. Additionally, fire
hoses must be laid out to each liquid dome to deal with any small leakages, which may

develop, at valves and flanges. Permanent drip trays are fitted underneath the items most
likely to cause problems and portable drip trays are provided for any other needs.
During any type of cargo transfer, and particularly whilst loading and discharging, a constant
patrol must be conducted on deck to ensure that no leakages have developed.
In the event of a spillage or leakage, water spray should be directed at the spillage to disperse
and evaporate the liquid and to protect the steelwork. The leak must be stopped, suspending
cargo operations if necessary.
In the event of a major leak or spill, the cargo operations must be stopped immediately, the
general alarm sounded and the emergency deck water spray system put into operation.
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3.17.1 STRUCTURAL STEEL DUCTILE TO BRITTLE TRANSITION CURVE
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Brittle Fracture transition Ductile
Fracture range (mixed fracture Fracture
appearance) ED
Notched For a typical mild steel
Bar test T1 might be -30
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Energy T2 might be +15°C

Absorbed Although this
depends on
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composition, heat
treatment e.t.c.
The curve can shift
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to left or right.
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T1 T2
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3.18 SPILLAGES
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Any spillage of LNG on any steelwork, unless stainless steel or wood-sheathed, will cause
stresses and it is most likely serious brittle fractures will occur.
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As soon as any leak or spill of LNG is exposed to ambient temperatures, the liquid will vaporise
or ‘boil-off’. This vaporisation will occur in two phases. Initially, for a period of from 20-30
seconds, there will normally be a high rate of boiling as the heat for vaporisation is taken from
the liquid spill itself and the immediate surrounding areas. Secondly, the cold vaporised gas
begins to insulate the liquid surface and the evaporation rate will level off at a lower steady rate
depending on how quickly heat can be transferred to the LNG from the surrounding area. This
vaporisation rate may be increased by:
• Continuing leakage, i.e. greater volume exposed to atmosphere.
• Wind.
• Application of water.

• Ignition, i.e. greater heat flow to the liquid.
• Agitation of the surface.

Thus, spraying an un-ignited spillage of LNG with water will speed up the vaporisation and
reduce the hazards of cold fractures, fire or ignition. Alternatively, spraying with water on to
LNG which has been ignited will increase the vaporisation rate and hence the burning rate. The
use of solid water jets on LNG spills may cause splashing, leading to cold fractures or frost
burns or, if ignited, may seriously aggravate the fire.
Immediately after vaporisation, natural gas is 1·4 times heavier than air. As the gas warms, its
density will decrease, becoming the same as air at approximately –120°C and reaching the
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value of 0·55 at 15oC. There may, therefore, be a tendency for cold vapours to form a layer
around the spill in a similar manner to other hydrocarbon gases. Fortunately, this layering will
normally be visible due to the condensation of atmospheric moisture. However, unlike other
hydrocarbon gases, natural gas quickly becomes buoyant and, except in enclosed spaces, will
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rise and disperse rapidly as it warms. This dispersion is further aided by the very rapid diffusion
properties of methane in air. Where spills may have entered enclosed spaces, it is important to
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recognise that gas pockets may become trapped near deckhead structures, etc.
In the case of a leakage or spillage of LNG, the following general procedure should be followed:
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• Isolate source of LNG. If loading/discharging, the ESD system should be activated.
• Summon assistance.
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• Protect the hull from risk of cold fracture.
• Speed vaporisation to minimise ignition risk.

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The exact procedure will depend upon the nature of the incident, inclusive of size of spill,
location, ambient conditions and ignition risks.
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Where LNG spills onto water, Rapid Phase Transition may occur causing loud bangs similar to
ones that may be heard during an explosion. However, there are no flames or explosion when
this occurs.
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3.19 VAPOUR PRESSURE, SPECIFIC GRAVITIES AND HEAT OF

VAPORIZATION OF METHANE
F = Heat of Vaporization (kJ / kg) V = Specific gravity of saturated vapour (kg

/ dm3)
P = Saturated Pressure (absolute – bars) G = Specific gravity of boiling liquid (kg / dm3)
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540
20
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28
520
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18 0.48
ED 24
500 16 0.46
20
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14 0.44
480 16
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12 0.42
12
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460
10 0.40
8
N
440 8 0.38
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4
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6 0.36
42 0
N
V
4 G 0.34
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400
2 0.32
P F
380 0
-180 -170 -160 -150 -140 -130 -120 -110

Temperature °C

4.0 LNG VESSEL CONSTRUCTION
4.1 CARGO CONTAINMENT SYSTEMS

There are two basic types of cargo containment systems which are generally referred to as
incorporating either membrane or Moss Rosenberg technology. In both cases, the containment
system is designed to serve two purposes:
• To contain LNG cargo at cryogenic temperatures (-160ºC).
• To insulate the cargo from the hull structure.
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The materials used for the hull structure are designed to withstand varying degrees of
temperature. At temperatures below their specified limits, these steels will crystallise and
become brittle. The materials used for the containment system are required to reduce the heat
transfer from the hull structure to minimise boil-off gas from the cargo, as well as to protect the
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hull structure from the effects of cryogenic temperatures.
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4.2 MEMBRANE CARGO CONTAINMENT
The cargo containment system consists of insulated cargo tanks encased within the inner hull
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and situated in-line from forward to aft. The spaces between the inner hull and outer hull are
used for ballast and will also protect the cargo tanks in the event of an emergency situation,
such as collision or grounding.
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The cargo tanks are separated from other compartments, and from each other, by transverse
cofferdams which are dry compartments.
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The following description is of a Gaz Transport GT96 double membrane system design.
Although the principal design features will be similar in other systems, e.g. Technigaz, there will
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be differences in membrane construction and insulation structure.
In the Gaz Transport GT96 design, the inner hull, that is, the outer shell of each of the cargo
tanks, is lined internally with the patent tank containment and insulation system. This consists
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of the following:
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• A thin flexible membrane, called the primary membrane, which is in contact with the
cargo. This is fabricated from Invar and has a typical thickness of 0.7mm.
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• A layer of plywood boxes filled with Perlite, called the primary insulation, typically of
approximately 230 mm thickness.
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• A second flexible membrane similar to the first one, called the secondary
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membrane. Also of Invar and having a typical thickness of 0.7mm.
• A second layer of boxes, also filled with Perlite, and in contact with the inner hull,
called the secondary insulation. This layer is typically of approximately 300 mm thickness.
The tank lining thus consists of two identical layers of membrane and insulation, so that in the
event of a leak in the primary barrier, the cargo will be contained by the secondary barrier.
The secondary barrier is only designed to contain any envisaged leakage of cargo for a period
of 15 days. ( IGC Chapter 1V 4.7.4). This system ensures that all the hydrostatic loads of the
cargo are transmitted through the membranes and insulation to the inner hull plating of the
ship.
The function of the membranes is to prevent leakage, while the insulation supports and
transmits the loads and, in addition, minimises heat exchange between the cargo and the inner
hull. The secondary membrane, sandwiched between the two layers of insulation, not only
provides a safety barrier between the two layers of insulation, but also reduces convection
currents within the insulation.
The primary and secondary insulation spaces are maintained under a pressure-controlled
nitrogen atmosphere. The pressure of nitrogen within the primary space must never exceed the
cargo tank pressure, in order to prevent the membrane from collapsing inwards.
The insulation design should ensure that:
• The heat flow into the tank is limited to such an extent that the evaporation, or boil-
off rate, is about 0.15% per day based on sea surface temperature of 32 degrees and air
temperature 45 degrees Celsius.
• The inner hull steel does not attain a temperature below its minimum design value,
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even in the case of failure of the primary barrier.
• Any deflections resulting from applied strains and stresses are acceptable by the
primary barrier.
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In addition to the above, the insulation acts as a barrier to prevent any contact between ballast
water and the primary barrier, in the event of leakage through the inner hull.
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ED
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MEMBRANE DESIGN – GAS TRANSPORT TECHNIGAZ (GTT) –GT96

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MEMBRANE DESIGN – GAS TRANSPORT TECHNIGAZ (GTT) –GT96

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4.2.1 DETERIORATION OR FAILURE OF THE INSULATION SYSTEM

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The insulation system is designed to maintain the boil-off losses from the cargo at an
acceptable level, and to protect the inner hull steel from the effect of excessively low
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temperature. If the insulation efficiency should deteriorate for any reason, the effect may be a
lowering of the inner hull steel temperature, i.e. a cold spot and an increase in boil-off from the
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affected tank. If necessary, increased boil-off gas may be vented to the atmosphere via the
vent riser and gas heater. The inner hull steel temperature must, however, be maintained
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within acceptable limits to prevent possible brittle fracture.

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Thermocouples are normally distributed over the surface of the inner hull, but unless a cold
spot occurs immediately adjacent to a sensor, these can only serve as a general indication of
steel temperature. To date, the only reliable way of detecting cold spots is by frequent visual
inspections of the ballast spaces on the loaded voyage.
In addition to failure of the membrane, local cold spots can occur due to failure of the
insulation.
While the inner hull steel quality has been chosen to withstand the minimum temperature likely
to occur in service, prolonged operation at steel temperatures below 0°C will cause ice build-up
on the plating, which in turn will cause a further lowering of steel temperature due to the
insulating effect of the ice. To avoid this, heating coils may be fitted in the cofferdam spaces, of
sufficient capacity to maintain the inner hull steel temperature at 0°C under the worst
conditions.

If a cold spot is detected, either by the inner hull temperature measurement system, or by
visual inspection, the extent and location of the ice formation should be recorded. Small local
cold spots are not critical and, provided a close watch and record are kept as a check against
further deterioration and spreading of the ice formation, no further action is required. If the
cold spot is extensive, or tending to spread rapidly, salt water spraying should be carried out.
In the unlikely event that this remedy is insufficient and it is considered unsafe to delay
discharge of cargo until arrival at the discharge port, the final recourse will be to jettison the
cargo via a spool piece fitted at the cargo liquid manifold, using a single main cargo pump. This
action should only be taken after full consultation with the Managing Office and relevant
authorities.
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4.2.2 INNER HULL INSPECTIONS ( Membrane Containment)
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It is a requirement that all spaces around the cargo tanks are inspected at least once in every
six month period. To meet this requirement the inner hull around a nominated cargo tank is
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inspected from the ballast tank, cofferdam, and whaleback areas (including the whaleback
areas external to the ballast tank), each alternate passage. This frequency ensures every space
is inspected within the required period.
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These inspections should commence approximately 48 hours after a cargo is loaded. The
following points are to be covered and recorded.
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1. The position and temperature of cold spots or absence of cold spots.
2. Condition of anodes.
3. Condition of paintwork - a reference sheet is provided for this.
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4. Extent of corrosion on both the inner and outer hulls, particularly under the suction strums, in
the way of striking plates and behind heating coils in the ballast and cofferdams.
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5. Position and amount of sediment.

6. Any damage, fractures etc. Particular attention to be paid to the external portion of the inner
hull for evidence of fractures, and to the turn of the bilge areas of the inner hull within the
midships section of the vessel.
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7. Hydraulic or heating coil leaks and the condition of scupper pipes.

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The duct keel is to be inspected every six months and must be well ventilated by fan before
entry.
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All spaces should be inspected on the first cargo after a drydock period.
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The void space around each of the liquid domes should be included in the inspection of the
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spaces around the nominated cargo tank.
NOTE: It is a Classification requirement for the granting of a valid Certificate of Fitness for ships
carrying liquefied gases in bulk that routine cold spot inspections are carried and recorded. The
results of the inspection should therefore be recorded on form TEC25.

4.3 MOSS ROSENBERG CONTAINMENT

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

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The basis of the design philosophy is the ‘leak before failure’ concept. This presumes that the
primary barrier will fail progressively, not suddenly and catastrophically.
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In the case of a crack occurring in the tank material, a small leakage of LNG within the
insulation will be detected at an early stage by the gas detection system fitted at the equatorial
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ring area and at the drip pan. The drip pan, installed directly below each cargo tank, is fitted
with temperature sensors to detect the presence of LNG.
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Any leakage of LNG liquid will drain by gravity from between the tank plating and the insulation
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to the southern hemisphere and will collect in the drain tube at the bursting disc, then to the
drip pan. The drain tube at the bottom of the insulation space is sealed in normal service by a
bursting disc which is designed to fail at cryogenic temperatures.
4.5 CARGO PIPING SYSTEMS

Cargo piping systems comprise of the following:
4.5.1 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.
4.5.2 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.
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The line to the compressor room allows for the vapour to be used in the following procedures:
• Sent ashore during cargo loading by means of the HD compressors in order to control pressure
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in the cargo tanks.
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• 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.
•
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During repair periods, the gas may be vaporised and used to purge-dry the cargo tanks, if
required.
The line to the forward vent mast acts as a safety valve to all tanks and is used to control the
tank pressure during normal operations.
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All sections of the vapour line outside the cargo tanks are insulated and covered with a
moulded cover to act as a tough water and vapour tight barrier.
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4.5.3 SPRAY LINES

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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:
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• The spray rails in each tank, used for cooldown and gas generation.
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• The main liquid line, used for cooling down lines prior to cargo operations.
• Priming of discharge lines in the cargo tanks to prevent line surge when starting cargo
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pumps.
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• 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
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moulded cover to act as a tough water and vapour tight barrier.
4.5.4 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.
4.5.5 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.
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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
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passes through a line into a vent mast where it is vented to atmosphere.
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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. ED
Sections of the vent line outside the cargo tanks are insulated with a rigid polyurethane
foam covered with a molded GRP cover to act as a tough water and vapour tight
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barrier.
4.5.6 INERTING / AERATION LINE

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The system comprises of a flanged line which supplies inert gas or dry air to the cargo
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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
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aerate all tanks or a single cargo tank.

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4.6 SHIP AND BERTH COMPATIBILITY

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It is required that a compatibility study must have been completed for any
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terminal/berth that an LNG vessel is required to attend. The compatibility study will be
undertaken by the Managing Office or Charterers and will be berth specific. For
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terminals with more than one berth, a compatibility study is required for each berth
that the vessel may be required to use.
The compatibility study is to ensure suitability of a vessel for the berth in question and
considers issues such as fender arrangements, gangway position, cargo arm working
envelope, ESD arrangements, communication arrangements, tidal information and
ships draft etc.
The compatibility study will include an Optimoor mooring analysis report. This
identifies the requisite mooring plan and the limiting weather conditions for this
mooring configuration. Except under exceptional circumstances at the Master's
discretion, the agreed mooring configuration should not be deviated from without prior
approval from the managing office.
Prior to arrival in the port, all deck officers should take time to study the plan. The
mooring plan should also be reviewed as part of the Master/Pilot pre-mooring
discussion when the pilot can be appraised of ship's requirements.
On receipt of new voyage orders, Masters should verify that a compatibility study has
been completed for the proposed terminal/berth and appraise themselves of these
studies prior to arrival to ensure that all berth specific limitations or anomalies are
understood. The managing office should be contacted immediately should this
information be unavailable.
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5.0 LNG VESSEL CARGO EQUIPMENT

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
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• Cargo / Spray pumps
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• Compressor ( High & Low Duty)
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• Cargo Heaters (High and Low Duty)
• LNG Vaporizer ED
• Forcing Vaporizer
• Mist Separator
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• Vacuum Pumps
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• Fixed Gas detection Systems

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• Emergency shutdown system (ESD) and Cargo Tank Protection System
• Ship Shore Link

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• Relief Systems
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• Cargo Tank Gauging Systems

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5.1 INERT GAS AND DRY AIR GENERATOR

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Many LNG vessels are equipped with an inert gas generator which may also be used to produce
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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.
The operating principle is based on the combustion of a low sulphur content fuel and the cleaning
and drying of the exhaust gases. The inert gas plant includes an inert gas generator, a scrubbing
tower unit, two centrifugal fans, an effluent water seal, a fuel injection unit, an intermediate dryer
unit (refrigeration type), a final dryer unit (adsorption type) together with an instrumentation /
control system.
Inert gas is produced by the combustion of gas oil supplied by the fuel oil pump with air provided
by blowers, in the combustion chamber of the inert gas generator. Good combustion is essential
for the production of a good quality, soot free, low oxygen inert gas.

The products of the combustion are mainly carbon dioxide, water and small quantities of oxygen,
carbon monoxide, sulphur oxides and hydrogen. The nitrogen content is generally unchanged
during the combustion process and the inert gas produced consists mainly of 86% nitrogen and
14% carbon dioxide. Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases mainly occurs in the
scrubber section of the generator where the sulphur oxides are washed out. The sea water for the
inert gas generator is supplied by one of the ballast pumps.
Before delivery out of the generator, water droplets and trapped moisture are separated from the
inert gases by a demister. Further removal of water occurs in the intermediate dryer stage, where
the refrigeration unit cools the gas to a temperature of about 5°C. The bulk of the water in the gas
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condenses and is drained away with the gas leaving this stage via a demister. In the final stage,
the water is removed by absorption process in a desiccant dryer.
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The oxygen level controls the ratio of the air/fuel mixture supplied to the burner. The oxygen
content must be below 1% by volume and the inert gas must have an acceptable dewpoint and
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minimal levels of soot. These minimum levels can be found in the ship specific cargo information
book.
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The inert gas generator can produce dry-air instead of inert gas with the same capacity. For the
production of dry-air:
• There is no combustion in the generator.
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• There is no measure of oxygen content.

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• The oxygen signal is overridden when the mode selector is on dry-air production
After the processes of cooling and drying and, subject to satisfactory dew point, the dry air is
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supplied to the cargo system.
5.2 NITROGEN GENERATOR

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

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• As seal gas for the HD and LD compressors.

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• For fire extinguishing in the vent mast risers.
• For purging the fuel gas system and various parts of the cargo piping.
The operating principle is based on the hollow fibre membranes through which compressed air
flows and is separated into oxygen and nitrogen. The oxygen is vented to the atmosphere and the
nitrogen is stored in a buffer tank.
The nitrogen generators are equipped with 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.

5.3 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.
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:
• To cool down the liquid header prior to discharging.
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• 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.
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• In exceptional circumstances, to pump LNG from the tanks to the vapourisers when forced
vaporisation of LNG to the boilers is required.
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• 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
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pressure.
On LNG vessels where cargo pumps are 440V supply, insulation test are to be carried out before
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arrival in both the loading port and discharge ports. Also during insulation test, air temperature and
humidity must be recorded.
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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.
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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.
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However if cargo tanks are in a gas free condition and pumps have not been operated for some
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considerable time, readings should be taken before the pumps are brought into operation again.
The preferred time may be when LNG is being loaded.
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Reference should be made to on board documentation for procedures for starting, stopping and
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operating cargo and spray pumps, together with the specific arrangements for rigging emergency
cargo pumps.
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5.4 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.
5.5 CARGO HEATERS (HIGH & LOW DUTY)

Steam heated cargo heaters are provided for the following functions:
• Heating the LNG vapour, delivered by the HD compressors, to the specified temperature for
warming up the cargo tanks before gas freeing.
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• 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.
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5.6 LNG VAPORIZER
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The LNG vaporiser is a shell and tube type heat exchanger that is used for vaporising LNG liquid
for the following operations: ED
• 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
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vapour produced leaves the vaporiser at approximately –140 °C and is then supplied to
cargo tanks through the vapour header. Vapour pressure in the cargo tanks will normally be
maintained at 110kPa abs. (minimum 104 kpa) during the whole discharge operation.
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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
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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.
• Purging of cargo tanks with vapour after inerting with inert gas and prior to cool down. LNG
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is supplied from the shore to the vaporiser via the stripping/spray line. The vapour
produced at the required temperature of +20°C is then passed to the cargo tanks.
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• Emergency forcing by manual operation. The LNG vaporiser can function as the forcing
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vaporiser when the forcing vaporiser has failed.

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5.7 FORCING VAPORIZER

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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.

5.8 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.
5.9 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:
• To replace air with nitrogen for inerting.
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• To replace methane with nitrogen for gas freeing before dry docking after there has been a
leakage of cargo.
• To test the tightness of the membranes at regular intervals or after membrane repairs
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• When the associated tank is opened up.
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• It also helps pull the tank membrane on to the associated supports and insulation when the
cargo tank is not pressurised. ED
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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5.10 FIXED GAS DETECTION SYSTEMS

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There are two types of gas detection system commonly used on board LNG carriers, a sampling
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system and a gas detection system incorporating remote heads.
The sampling system draws gas samples from each monitored location into a central analyser
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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
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limits are exceeded.

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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
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alarm functions.
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5.11 EMERGENCY SHUT DOWN (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.
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 shut down push buttons are situated strategically around the ship, at locations
that include the wheelhouse, cargo control room, fire control station, manifold platforms and tank
liquid domes. In 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:
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• Blackout of the ship.
• Vapour header pressure falls below pre-set limit.
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• Individual tank pressure falls below pre-set limit.
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• Extreme liquid level in any cargo tank.
• 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
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example, in the event of a terminal emergency, or automatically, for example, if the ship moves
outside the movement envelope of the chicksans.
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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
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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.
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5.11.1 EMERGENCY SHUT DOWN (ESD) - BLOCKING AND OVERRIDE

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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
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necessary to inhibit part or all of the system.

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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.
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.
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5.12 SHIP SHORE LINK
Linked ship/shore emergency shut down systems have been recommended by SIGGTO since the
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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.
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5.13 RELIEF SYSTEMS

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As required by IMO, each cargo tank is fitted with two pressure/vacuum relief valves. In addition,
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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.
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The cargo tank relief valves vent to their associated vent mast riser. The valves are of the pilot
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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
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inside the tank.

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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
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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.
5.14 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.
CAPACITANCE TYPE GAUGES – these gauges operate using the variation of electrical capacitance
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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.
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RADAR TYPE GAUGES – these gauges operate by generating and transmitting radar waves from a
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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.
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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
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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
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System, which is checked and verified by an independent organisation during vessel dry docking
periods. A certificate of accuracy for the system will be issued.
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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.
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The vessel will carry out and record comparison checks of the various gauging systems in use
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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
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advised immediately with a request for attention.

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6.0 SAFETY
6.1 FIRE FIGHTING

Fire fighting is unique on this type of vessel where the best option is not always to extinguish the
fire immediately. See Section 10 – Emergency Procedures for more information, and also the
“Emergency Contingency Plan”
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6.1.1 DRY POWDER
Dry powder is provided both in large fixed installations and portable “bombs” / extinguishers.
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Any part of the deck can be reached by at least two hoses from the fixed installations.
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6.1.2 WATER EXTINGUISHING
Water is not a suitable medium for fighting an LNG fire directly as it will cause a massive expansion
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of the fire, through an increase in the rate of vaporisation of the liquid to gaseous state.
Water is however essential as a cooling medium for the area surrounding an LNG fire and to
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protect personnel who may need to approach the site.
Water is also essential for protecting steel work from the effects of extreme cold in the event of a
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liquid spill.
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6.1.3 CO2
A CO2 extinguisher system is available for cargo compressor rooms, electric motor rooms, inert gas
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dryer room and on some ships cargo control room.

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Ships plans should be consulted for what is applicable to the concerned vessel.
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6.2 ACCESS
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6.2.1 MEANS OF ACCESS (GANGWAYS OR ACCOMMODATION LADDERS)

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When a ship is berthed or at anchor, the means of access is to be located away from the manifold
area if possible. If possible two means of access are to be provided. Gangways or other means of
access are to be provided with safety net where appropriate.
The ISPS Code requires that a continuous security watch is maintained at the point of access to
the vessel at all times a vessel is alongside. All visitors are to be checked against a boarding list
completed by the vessel. The degree of security measures maintained will be dependent upon the
Security level of the port, installation and vessel, and full details of the specific requirements for
each level of security are given in the Ship Security Plan.
Page 1 of 11 LNG Vessel Operating Instructions – Section 6

6.2.2 LIGHTING
During darkness the means of access and all working areas are to be well lit.
6.2.3 UN-AUTHORIZED PERSONS

Persons who have no legitimate business on board, or who do not possess the Master’s special
permission, are to be refused access.
For full details refer to the SSP manual.
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6.2.4 PERSONS SMOKING, INTOXICATED OR DRUGGED
Personnel on watch should ensure that no one boards while smoking. Special precautions are to
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be taken if apparently intoxicated or drugged persons attempt to board.
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For full details refer to the appropriate manual
6.3 NOTICES
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6.3.1 PERMANENT
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Permanent notices or internationally accepted signs are to be displayed in conspicuous places on

board, indicating where smoking and naked lights are prohibited, and where ventilation is
necessary before entry.
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6.3.2 TEMPORARY
On arrival in port, temporary notices are to be displayed near points of access to the ship stating
as appropriate:
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WARNING
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NO NAKED LIGHTS
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NO SMOKING
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NO UNAUTHORISED PERSONS
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NO MOBILE PHONES OR PAGERS
Local regulations may require additional notices and such requirements are to be observed.
6.4 CRAFT ALONGSIDE

Unauthorised craft are to be prohibited from securing alongside the ship.
No tugs or other self-propelled vessels are to be allowed alongside during operations which involve
the venting of cargo vapours. Regulations against smoking and naked lights are to be strictly
enforced on any craft permitted alongside and on shore if applicable. Operations are to be

stopped if these rules are violated and are not to be restarted until the situation has been made
safe.
6.5 DISPERSAL OF VENTED CARGO VAPOURS

Any cargo vapour, whether toxic or flammable, is to be vented to atmosphere with extreme
caution, taking account of regulations and weather conditions. In some cases venting may be
prohibited.
If the vapour vented is at a temperature below the atmospheric dewpoint clouds of water vapour
will form and these are heavier than air. The cargo vapour may or may not be heavier than air,
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depending on temperature. It is never to be assumed that the cargo vapour is contained entirely
within the boundaries of the water vapour cloud. The cargo vapour cloud is likely to be Oxygen-
deficient and is only to be entered by personnel wearing breathing apparatus.
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If the cargo vapour is heavier than air it may accumulate on deck and enter the accommodation.
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In some cases it may be possible to heat vapour before venting to reduce its vapour density and
assist dispersion, if such facilities are provided they are to be used.
ED
6.6 AIR CONDITIONING, VENTILATION SYSTEMS AND OPENINGS IN
DECKHOUSES AND SUPERSTRUCTURES
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It is essential that the accommodation is kept under positive pressure to prevent the entry of
hydrocarbon vapours. Intakes for air conditioning units are normally positioned in gas safe areas,
and under normal conditions vapour will not be drawn into the accommodation.
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A positive pressure will only be maintained if air intakes are open, and if all doors, portholes and
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other openings (including all those in the poop front first tier) are kept closed during cargo
operations. Regulations require that certain portholes are fixed shut and openings positioned to
minimise the possibility of vapour entry. The design features are not be impaired in any way.
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Doors are to be clearly marked if they have to be kept closed. It is particularly important that air
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lock doors are opened one at a time only, opening both doors together will activate an alarm and
cause shutdown of equipment.
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The air conditioning system should not be operated with intakes fully closed, that is in 100%
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recirculation mode, as the operation of extraction fans in the galley and sanitary spaces will reduce
the pressure inside the accommodation to less than that of the ambient pressure outside.
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There is a benefit from having a gas detection and/or alarm system fitted to air conditioning
intakes. In the event that hydrocarbon vapours are present at the inlets, the ventilation system
should be shut down and cargo operations suspended until such time as the surrounding
atmosphere is free of hydrocarbon vapours.

6.7 WEATHER PRECAUTIONS
6.7.1 WIND CONDITIONS

If there is little wind movement, vapour may persist on deck. When there is a wind it may, in
crossing a deckhouse or structure, create a low pressure on the lee side thereby causing vapour to
be carried towards the deckhouse or structure.
Either of these wind conditions may result in high local vapour concentrations and, if so, it may be
necessary to stop cargo handling or gas-freeing while the conditions persist.
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6.7.2 ELECTRICAL STORMS
Cargo operations involving the venting of flammable cargoes should be stopped during electrical
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storms in the immediate vicinity of the ship.
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If a vent mast is struck by lightning during venting operations, ignition can occur. To extinguish
the flame the source of fuel should be isolated and, if possible, inert Nitrogen gas should be
injected into the vent mast. Venting should not be resumed until the temperature at the mast
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head has returned to normal.
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6.8 ENGINE AND BOILER ROOM PRECAUTIONS
6.8.1 COMBUSTION EQUIPMENT

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Boiler tubes, uptakes, exhaust manifolds and combustion equipment are to be maintained in good
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condition as a precaution against funnel fires and sparks. In the event of a funnel fire, or if sparks
are emitted from the funnel, cargo operations are to be stopped and, at sea, the course is to be
altered as soon as possible to prevent sparks falling onto the deck.
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When flashing a boiler or starting to burn gas all purging operation to be carried out as per the
manufacturer’s instructions.
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At Finished with Engines the propeller shaft is to be stopped, Main Stop Valves closed, Auto Spin or
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Steam Blasting to be switched off and M.E. Turning Gear engaged. The action of engaging the
Turning Gear will trip the Main Turbine but it is good practice to manually trip the Main Turbine
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before attempting to engage the Turning Gear.

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At completion of discharge or loading the M.E. Turning Gear is not to be disengaged until the hard
arms are disconnected from the vessel. It is the responsibility of the deck OOW to ensure this has
been carried out before giving the engine room one hours notice of departure from the berth. This
is to ensure no rotation of the propeller occurs with subsequent movement along the berth with
the hard arms still connected.
Prior to manoeuvring or operation in restricted waters both boilers should be coupled and two
turbo alternators should be running and in parallel on the Main Switchboard. All plant affecting
propulsion, steering, power generation and safety should be in good order. Where appropriate
stand bye machinery should be in the stand by condition.

6.8.2 BLOWING BOILER TUBES

Funnel uptakes and boiler tubes are not to be blown in port. At sea they are only to be blown in
conditions where soot will be blown clear of the tank deck.
Prior to soot blowing the engine room is to seek permission from the bridge. The navigating OOW
should ensure soot will be blown clear of the deck.
6.8.3 FLAMMABLE LIQUIDS

Flammable liquids or other volatile liquids for cleaning or other purpose are to be kept in closed,
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unbreakable and correctly labelled containers and in a suitable compartment when not in use.
Direct skin contact with cleaning liquids is to be avoided. Cleaning liquids should preferably by
non-flammable and non-toxic.
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6.8.4 OIL SPILLAGE AND LEAKAGE
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Oil spillage and leakage are to be avoided and the floor plates are to be kept clean.
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6.8.5 FUEL AND LUBRICATION OIL
Fuel or lubricating oils can be ignited by contact with hot surface even in the absence of the
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external flame or spark. Care is to be taken to ensure that fuel or lubricating oil does not touch
hot surfaces; if leakage causes oil to spray or fall on to a hot surface, the source of oil is to be
isolated immediately.
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6.8.6 CARGO VAPOUR

Care is to be taken to ensure that cargo vapour (other than boiler fuel) does not enter the engine
or boiler room from any source. Particular care is necessary when LNG cargo vapour is used as a
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fuel.
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If, as a result of malfunction of equipment, explosion, collision or grounding damage, cargo vapour
is likely to enter the machinery space, immediate consideration is to be given to its possible effect
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on the operation of any equipment. Any necessary action is to be taken; e.g. isolating the source,
closing access doors, hatches and skylights, shutting down auxiliary and main machinery,
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evacuation.
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Diesel engines are liable to over-speed and destroy themselves if flammable vapour is present in
the air supply and boiler control systems rendered ineffective, even at concentrations well below
the lower flammable limit (LFL). The closing of dampers in the air supply or blocking off of the air
inlet is to be considered if this situation is suspected.
6.8.7 GALLEY PRECAUTIONS

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

• Flues and grease filters are to be cleaned at regular intervals,
• Oily rags and fat are not to be allowed to accumulate in galleys or in their vicinity,
• The trunking of extractor fans are to be kept clean,
• Appropriate fire extinguishers are always to be available in galleys.
While berthed, galley stoves and cooking appliances with non-immersed elements, such as electric
hot-plates and toasters, may be used in galleys, pantries and accommodation subject to the
agreement of the Master and the terminal representative that no hazard exits. Any doors or ports
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opening directly onto or overlooking the deck to be kept shut.
6.8.8 CARGO MACHINERY ROOM PRECAUTIONS
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Cargo vapour may be present in the compressor room and a gas detection system is installed to
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warn of its presence. Some ships can carry LPG whose vapours are heavier than air; in such a
case gas detectors are fitted at high and low levels and the relevant detectors should be used for
the cargo carried. ED
Ventilation systems are provided to disperse any vapour that may collect in the compressor room.
The supply and exhaust ducts are fitted with supply openings at high / low levels and the
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respective flaps are to be open/closed depending on the cargo carried. The space is to be
ventilated for at least ten minutes before cargo operations begin and throughout their duration and
also if liquid or vapour leakage is suspected. Ventilation systems are to be maintained carefully; if
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the fans fitted are of a non-sparking design it must be ensured that their design features are not
impaired in any way.
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Lighting systems in the cargo machinery room may be certified safe and it is essential to ensure
that these are properly maintained. If additional lighting is required this is to be of a suitable safe
type.
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Means such as gas-tight bulkhead glands, seals and air lock doors are provided to ensure that
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cargo vapour does not enter cargo machinery electric motor rooms. Care is to be taken to ensure
that these function correctly and are maintained properly.
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Electric motors for driving cargo compressors are normally separated for those spaces by a gas
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tight bulkhead or deck.

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However, the IMO code permits where operational or structural requirements are such as to make
it impossible to fit gastight bulkheads then electric motors of the following certified safety type may
be installed.
• Increased safety type with flame proofed enclosure, and
• Pressurized type
6.9 TRIM, STABILITY, STRESS AND READINESS TO MOVE

During discharge, loading and ballasting operations the ship must, at all times, be adequately
stable and in good trim to allow for departure at short notice in the event of an emergency.

The information contained in the ship’s Loading and Stability Booklet is to be taken into account.
Care is to be taken to ensure that the distribution of cargo and ballast at no time creates excessive
stress on the hull; stress measuring devices, if fitted are to be used to verify this. While berthed at
a terminal the ship’s boilers, main engines, steering machinery and other essential equipment is
normally to be kept ready to permit the ship to move from the berth at short notice.
Repairs and other work which may immobilize the ship must not be undertaken at a berth without
prior written agreement of the terminal. It may also be necessary to obtain permission from the
local port Authority before carrying out such repairs or work.
All vessels are contracted with an approved Damage Stability Provider, who is able to quickly
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assess the vessel stability and advise suitable actions in the event of an emergency resulting in the
stability of the vessel being compromised. Full contact details are contained in Appendix III of the
SMPEP. All vessels are required to submit a copy of the stability and stress printout to the DPA,
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after any cargo, ballast or bunker operations which result in a change of vessel trim, draft and
stability.
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6.10 HELICOPTER OPERATIONS ED
Reference should be made to the latest edition of the International Chamber of Shipping
publication, Guide to helicopter / Ship Operations”.
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6.10.1 TYPES OF OPERATING AREAS

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Ships operating areas fall into two distinct types:

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a) Landing Area – defined as an operating area suitable for landing helicopters. The landing
area may consist of a purpose built structure located above the ship’s deck located on or
over the stern of the ship. A landing area may also be used for winching operations.
b) Winching Area – defined as an operating area which may only be used for winching
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operations.
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6.10.2 DESIGN LIMITATIONS

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The potential hazards associated with helicopter operations involving LNG vessels must be clearly
recognised by all concerned. Before any helicopter operations are allowed to take place permission
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must be obtained from the Managing Office.
The major problem with helicopter operations on gas carriers is the lack of clear space available for
an operating area, coupled with the high risk of damage to the deck installations and the difficulty
in controlling any resulting fire. As most gas carriers are unable to provide a suitable clear space in
the cargo area or on the forecastle for helicopter operations, the only suitable and safe place
where operations may be carried out is on the poop deck.
This area has advantages for helicopter operations due to its remoteness from the cargo tank area,
but it has some disadvantages.
a) The lack of clear deck space because of mooring equipment

b) The requirement to protect the accommodation against the potential hazards of a

helicopter accident.
c) Problems such as excessive pitch, roll and heave
d) Turbulent air flow above the accommodation block and funnel which may make control of
the helicopter difficult.
The ideal solution is for the gas carrier to have a purpose built platform, specially designed to
alleviate the problems (a) and (b) above. It may also be helpful, if the ship is manoeuvered so that
the wind is within 35 degrees of the beam, preferably on the port side, although final instructions
and requests regarding this will be given by the helicopter pilot prior to final approach. On receipt
of this advice, the Master must consider the request having due regard to his obligations for safe
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navigation and collision avoidance. If the Master is unable to comply fully with these obligations for
safe navigation and collision avoidance, then this fact must be communicated to the helicopter pilot
and operations delayed until the Master is able to comply with these obligations.
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It is recommended that routine helicopter operations should not take place unless a platform is
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provided. Winching operations at a designated winching area away from the poop deck, may
however be permitted on occasions, and a full Risk Assessment must be carried out before the
permission is given for the operation to proceed.
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6.10.3 VAPOUR EMISSION CONTROL
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The venting of cargo vapours to atmosphere under normal operating conditions should not occur,
unless there has been some malfunction or mal-operation of the cargo system. The only possible
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sources of vapour on deck should therefore be minor, such as leakage from valve glands, pipeline
joints or improperly seated pressure relief valves.
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In order to eliminate any possibility of a major escape of vapour during helicopter operations due
to the lifting of safety valves, cargo tank pressures should be reduced prior to the arrival of the
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helicopter. However due to the design function and safety procedures inherent in the gas burning
system, there is no requirement for these operations to be suspended during helicopter operations.
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All tank lids and other openings must be closed securely to restrict the effects of any accident.
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Currently no LNG vessels under V.Ships management are fitted with reliquefaction plants, however
should this situation change, amendments to this chapter will be made.
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6.11 MSDS - NITROGEN AND METHANE

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Material Safety data Sheets for Nitrogen and Methane are contained in the Appendix section of this
manual.
6.12 HAZARDS ASSOCIATED WITH NATURAL GAS VAPOURS
As per the MSDS contained in the ICS Tanker Safety Guide (Liquefied Gas) Data Sheet, at ambient
temperatures , the flammable range of methane in air is 5% to16% (see Appendix. B). In open
spaces, the visible condensation cloud provides a safe estimate of the flammable vapour mixture.
Although the visible condensation cloud may also include some zones where the gas is either too
rich or too lean and is safe so far as risk of frost burn is concerned, it is prudent to consider the
whole visible cloud as potentially flammable and to avoid entry into the cloud, which may also be
deficient in oxygen content.
When natural gas vapours have warmed sufficiently to rise out of the visible condensation cloud,
they will have diffused to below the lower flammable limit.
6.13 PERSONNEL PROTECTION

All vessels designated for the carriage of Liquefied Natural Gas should have on board suitable
protective equipment and clothing for the protection of crew involved in cargo handling operations.
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The types and quantities of protective equipment as well as additional safety equipment should be
in strict compliance with recommendations in ICS.
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All ships carrying dangerous cargoes should have on board first aid equipment including oxygen
resuscitation in compliance with recommendations listed in IMO-MFAG (Medical First Aid) and
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WHO-IMGS (International Medical Guide for Ships).
Since LNG is carried at cryogenic temperatures, physical contact will produce frost burns. Such
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contact may occur either from a spillage or a leak, or from frosted pipes and flanges. Personnel
having to work in the manifold area, or in other areas where leakage or contact with frosted pipes
could occur, must wear clothing to cover the whole body, i.e. long-sleeved boiler suits, gloves,
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goggles or safety glasses and safety helmet and shoes, in order to minimise the risk of frost burn.
Personnel not directly involved in cargo operations should keep well clear of operational areas.
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6.14 EXPOSURE
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Contact with liquid, or even cold vapour, will result in cold burns that, if extensive, could prove
fatal. The symptoms of ‘cold burns’ are similar to ‘hot burns’, there is extreme pain in the affected
area with attendant confusion, agitation and possibly fainting of the victim. If the area of the burn
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is large, shock will inevitably develop.

While the rapid evaporation of LNG will minimise the extent of chemical burning on the skin, cold
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vapour can be dangerous to the eyes. If liquid or cold vapour enters the eyes, they must be
immediately bathed with running clean sea or fresh water for at least 15 minutes.
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If liquid or cold vapour comes into contact with the skin, the patient should be treated urgently,
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but with great care, and the affected area immersed in tepid water until it is defrosted.
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Methane has a Threshold Limit Value (TLV) of 1,000 ppm. Above this level, it acts as an
anaesthetic to an increasing extent as the exposure increases. It is generally less harmful than
most hydrocarbons at lower levels, but safe working practices dictate that all deliberate exposure
should be avoided.
If a person is exposed to natural gas, they should be moved into fresh air immediately. Care must
be taken that the rescuer is not also exposed. Since methane has an anaesthetic effect, a person
exposed to an excessive amount of vapour will become uncoordinated and not necessarily realise
the dangers. If breathing has stopped or is weak or irregular, mouth to mouth resuscitation should
be given without delay and the resuscitation equipment brought into use as quickly as possible.
In all cases of exposure to either liquid or gas, medical advice should be sought.

Since natural gas is both colourless and odourless in both liquid and vapour forms, it may not
always be realised that a hazard exists, so extra vigilance must be exercised when approaching an
area where free methane could be present.
6.15 AUTHORITY TO OVERRIDE SAFETY SYSTEMS
In the event that any safety device, which includes the ESD system, is required to be overridden,
the Master must first carry out a full Risk Assessment of the situation and possible consequences.
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Before any operations can proceed with any part of the safety system overridden, approval must
be sought from the Technical Managers and where appropriate the terminal operators must be
consulted and advised of the situation.
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Any safety system which is overridden must be re-instated as soon as repairs are completed.
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6.16 HELICOPTER OPERATIONS ED
Reference should be made to the latest edition of the International Chamber of Shipping
publication, Guide to helicopter / Ship Operations”, currently 4th Edition.
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6.16.1 TYPES OF OPERATING AREAS

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Ships operating areas fall into two distinct types:

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c) Landing Area – defined as an operating area suitable for landing helicopters. The landing
area may consist of a purpose built structure located above the ship’s deck located on or
over the stern of the ship. A landing area may also be used for winching operations.
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d) Winching Area – defined as an operating area which may only be used for winching
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operations.
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6.16.2 DESIGN LIMITATIONS

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The potential hazards associated with helicopter operations involving LNG vessels must be clearly
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recognised by all concerned. Before any helicopter operations are allowed to take place permission
must be obtained from the Managing Office.
The major problem with helicopter operations on gas carriers is the lack of clear space available for
an operating area, coupled with the high risk of damage to the deck installations and the difficulty
in controlling any resulting fire. As most gas carriers are unable to provide a suitable clear space in
the cargo area or on the forecastle for helicopter operations, the only suitable and safe place
where operations may be carried out is on the poop deck.
This area has advantages for helicopter operations due to its remoteness from the cargo tank area,
but it has some disadvantages.
Page 10 of 11 LNG Vessel Operating Instructions – Section

6
e) The lack of clear deck space because of mooring equipment

f) The requirement to protect the accommodation against the potential hazards of a
helicopter accident.
g) Problems such as excessive pitch, roll and heave
h) Turbulent air flow above the accommodation block and funnel which may make control of
the helicopter difficult.
The ideal solution is for the gas carrier to have a purpose built platform, specially designed to
alleviate the problems (a) and (b) above. It may also be helpful, if the ship is manoeuvered so that
the wind is within 35 degrees of the beam, preferably on the port side, although final instructions
and requests regarding this will be given by the helicopter pilot prior to final approach. On receipt
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of this advice, the Master must consider the request having due regard to his obligations for safe
navigation and collision avoidance. If the Master is unable to comply fully with these obligations for
safe navigation and collision avoidance, then this fact must be communicated to the helicopter pilot
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and operations delayed until the Master is able to comply with these obligations.
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It is recommended that routine helicopter operations should not take place unless a platform is
provided. Winching operations at a designated winching area away from the poop deck, may
however be permitted on occasions, and a full Risk Assessment must be carried out before the
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permission is given for the operation to proceed.
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6.16.2 VAPOUR EMISSION CONTROL
The venting of cargo vapours to atmosphere under normal operating conditions should not occur,
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unless there has been some malfunction or mal-operation of the cargo system. The only possible
sources of vapour on deck should therefore be minor, such as leakage from valve glands, pipeline
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joints or improperly seated pressure relief valves.
In order to eliminate any possibility of a major escape of vapour during helicopter operations due
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to the lifting of safety valves, cargo tank pressures should be reduced prior to the arrival of the
helicopter. However due to the design function and safety procedures inherent in the gas burning
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system, there is no requirement for these operations to be suspended during helicopter operations.
All tank lids and other openings must be closed securely to restrict the effects of any accident.
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Currently no LNG vessels under V.Ships management are fitted with reliquefaction plants, however
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should this situation change, amendments to this chapter will be made.

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7.0 COMPANY STANDING ORDERS – DECK/CARGO OPERATIONS

The watchmen involved in cargo operation shall know about the location and operation procedures of
pollution prevention, fire-fighting, and safety equipment available, including the location of thermal suites
and other safety equipment.
During cargo operation, a continuous watch shall be maintained on the cargo deck and at the manifold. The
watchmen attending such duties shall look for and report hydraulic oil or control air leaks within the cargo
pipes/system and advise the OOW of any abnormalities concerning the cargo transfer system. In addition,
the deck watchmen shall continuously check water surface around the vessel for signs of oil that may
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originate from own ship, other ships, or the terminal. All such abnormalities shall, without delay, be reported
to the Cargo Control Room.
The duty officers and deck watchmen shall be equipped with a radio and regular radio checks shall be
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performed.
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The deck watchmen shall wear safety helmets, safety shoes, boiler suits, gloves and goggles as per
Company’s standard. Additionally arm bands shall be worn if required by the port.
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The duty officers and watchmen assigned the mooring watch shall be aware of the mooring arrangements,
either as agreed with the terminal or as outlined in any “Terminal Rules and Standing Instructions” and fully
understand the consequences should the vessel move. The duty officer shall frequently monitor the
moorings during the cargo operation, while the watchman shall continuously check all moorings and report
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any abnormalities to the Cargo Control Room.
The duty officer shall be aware of the tide changes during the period of cargo operation and observe the
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weather forecast.
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The duty officer shall assist the Chief Officer in ballast operations, keep all relevant records throughout the
cargo operation and assist as required.
The duty officer and Cargo Engineer shall call the Chief Officer in case of any abnormalities regarding cargo
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operation, ballasting / deballasting, weather/sea conditions, moorings or any other relevant operation errors
that might interfere with the safe operation of the vessel.
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The Chief Officer shall call the Master, Charterer’s representative when one or more of the conditions
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mentioned in the above paragraph do occur. If the Master is in any doubt, or considers that the safety of
the vessel, crew, cargo or environment is at risk, then he must call the vessel DPA.
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Any kind of maintenance/repair work to be done onboard during port stay shall be discussed with the vessel
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superintendent, and agreed with the terminal before arrival. To do maintenance work outside this
agreement is strictly prohibited.
The content of the “Terminal’s Cargo Handling Regulations” shall be familiar to the officers, Cargo Engineer,
and crew.
Operators of mooring winches, anchor windlass, cranes and portable lifting gear shall be qualified in the use
of such equipment.
Paint thinner, detergents, chemicals and other products that might be harmful to the health and
inflammable shall be treated with care. The bosun shall ensure he and the crew using such products are
familiar with the hazards involved.

The bosun and the crew involved in work aloft shall observe the procedures outlined for such work and be
fully aware of the dangers involved. (see Work Permit Procedures & Risk Assessment).
All crew shall be aware of the dangers involved with the:
Handling/operation of power tools, portable and fixed
Handling of wires and rope
Portable ladders
Staging and bosun’s chair
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The required protective equipment shall be used and relevant safety measures taken. For further
information, see Forms Manual.
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On board the Company vessels, at beginning of Loading and Discharge operations, the officers involved in
cargo operations should be positioned on Manifold, on cargo deck and in CCR. They will remain in these
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stations until full loading/discharge rate and steady flow conditions have been reached.
If any cargo monitoring instruments or control safety devices are overridden, due to operational
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circumstances, it must be verified by both the Chief Officer and the Cargo Engineer and it must be recorded,
the Master and management office are to be informed. The instrument or device must be returned to its
normal operational state as soon as it is no longer necessary to override the function. The return to normal
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function must also be recorded.
If there is a necessity to override such devices on a regular or frequent basis then the Company office must
be notified of the circumstances.
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Preparation for dry-docking must follow the instruction and sequence set up in the vessel’s Cargo Handling
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Manual. This is especially important with warming up, gas freeing, inerting, aerating, hold space drying,
gassing up and initial cool down after dry-docking. Prior to each of the above operations, the line up must
be checked by Cargo Engineer and verified by Chief Officer, and logged down.
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All cargo operations related checklists must be initialled by both Chief Officer and Cargo Engineer. The
verification needs to be done by both senior officers participating in the cargo operations, to ensure that all
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systems have been cross-checked.

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Prior to taking over watch during cargo operations, all Deck Officers and ratings must read and be familiar
with any additional standing orders that the Chief Officer has issued.
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8.0 PLANNING CARGO OPERATIONS

The purpose of this plan, based on known parameters, is to evaluate the operation,
in order to minimize the possibility of encountering unexpected and critical
operational situations. If unforeseen situations develop, the plan shall help the
Operator to find alternative operational methods at short notice and avoid being
taken by surprise.
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The plan must be prepared and presented in a suitable layout and include the main
details of the operation from beginning to end. The loading/discharging computer
must be used during the planning.
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Reference documentation such as the vessel’s cargo handling manual, the SIGTTO
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guide, MARPOL etc must be consulted as necessary.
8.1.
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CARGO HANDLING PLANNING – APPRAISAL PHASE
Element Guidelines
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All available information • Relevant information given in the charter party
should be
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Collected prior to the

planning.
Information such as:
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• Relevant information received from the Terminal

• Relevant information regarding the cargo carried
• Information in the “SIGTTO” Guide
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• Relevant information from the “Cargo Manual”

• Relevant information from ISPS and SSP
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Plans
• Relevant information from Vessels Contingency
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Plan
• Relevant information from SOPEP
• Information received from Agent /Owner
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representatives (forecast, ramp up/down, arms

connection, etc.)
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• Terminal Regulations

8.2. CARGO HANDLING PLANNING – PLANNING PHASE
Element Guidelines
“Worst-case” Scenarios: • Breakdown of vital equipment

• Spills
• Meteorological conditions
• Cargo pumps failure
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The operation should be • Keep within terminal, national and international rules
planned to: and regulations
• If, despite precautions, something should go wrong,
the officer in charge should be capable of taking the
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appropriate counter-measures at the right time and in
the correct order
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• Organize the staff involved in a safe and efficient way
The Cargo Handling Plan • General information (voyage Number, Cargo on-
should show: board, Port, Date, departure heel required)
•
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Stability, general information on arrival and departure
(Draft, GM, Displacement, Deadweight, Cargo, Ballast,
F.O., D.O., and F.W.) having due regard to the specific
vessel operating manuals.
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• Cargo Tanks, information on arrival and departure
(Equator temperature, bottom temperature, vapour
temperature, liquid heater temperature, tank
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pressures, pump to be used for cooling down

• Detailed sequences of the whole operation from
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vessel-All-Fast to Gangway-Off
The Graphic Discharge
plan should include • Bending moments/frame
• Shear forces/frame
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• Draft Fwd/Aft
• Trim
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• Deadweight
• Total Cargo (hourly)
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• Total Ballast (hourly)

• Ballast tanks sounding and cargo tanks levels.
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List of documents to be
completed, including: • How to complete them
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• Who should complete them

• When they should complete them
• How they should be distributed

8.3. CARGO PLANNING – LOADING OPERATION GUIDELINES
Element Guidelines
Check-ups after arrival • Moorings properly stored on working drums

• Fire wire in place
• Sign boards in place
• Water tight doors closed
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Other preparations • Pre-discharge meeting
• CTS
• Stop firing boilers with LNG
• Stop spray pump
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• Start manifold curtain
• Fix in position manifold camera
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• Ensure vessel is upright prior to gauging
Warm ESD • Ensure cool down valves are set.
• Switch over pneumatic/optical to ‘ON’
Arm Cooldown
Arm Cooldown •
•
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Trip and note valve closing time.
Line up and specify sequence of valves to open
and close
Prepare for cold ESD
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Completed
• Stop cooling down arms
• Specify valves to open and close
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• Cold ESD test

Start Loading • Specify valves to open and close
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• Sequence of pumps indicating amps, etc.

Full Rate • Sequence amps in cargo pumps and sequence of
ramp up
• Ballasting detail gravity by pump sequence etc.
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N
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8.4 CARGO PLANNING – UNLOADING OPERATION GUIDELINES
Element Guidelines
Check-ups after arrival • Moorings properly stored on working drums

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• CTS
• Stop firing boilers with LNG
• Stop spray pump till CTS completed
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• Ensure vessel is upright prior to gauging
Warm ESD • Ensure cool down valves are shut
Arm Cooldown
Arm Cooldown •
•
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Trip and note valve closing time.
Line up spray pump and specify sequence of
valves to open and close
Prepare for cold ESD
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Completed
• Stop cooling down arms
• Specify valves to open and close
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• Cold ESD test

Start Discharge • Specify valves to open and close
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• Sequence of pumps indicating amps, etc.

Full Rate • Sequence amps in cargo pumps and sequence of
ramp up
• Ballasting detail gravity by pump sequence etc.
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N
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8.5 CARGO PLANNING – CARGO OPERATION GUIDELINES
Element Guidelines
Check-up before arrival • Tanks cooled to the required temperature to allow

bulk loading
• All lines correctly lined up and checked by two
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senior officers
• Function and indication of valves checked and
recorded operational
Check-ups after arrival • Moorings properly stored in working drums
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• CTS
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• Stop dual firing
• Stop spray pump till CTS completed
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Warm ESD • Ensure cooldown valves are shut
• Open ESD valves
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• Trip and note valve closing time

• Anti-surge test
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• Cold ESD test

• Lines cool down
• Lines cool down completed
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8.6 CARGO HANDLING – DURING OPERATIONS
Element Guidelines
The factors to be taken • Reliability of the equipment

into
account include: • S.F. and B.M. condition throughout the operation
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• Tank pressures and temperatures.
• METEOROLOGICAL CONDITIONS
• Current/tide conditions
• Sufficient staff employed during the various
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stages of the operations
• Maintaining good communications between ship
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staff, Officer in charge and the shore terminal
Officer in charge
• Monitoring the safe mooring of the vessel
Continuous monitoring of
the operations:
•
•
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Restrictions regarding the under-keel clearance
Restrictions regarding the under-keel clearance.
This is essential, matching the operation with
the prepared plan, for the safe and efficient
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conduct of the operation. If the Officer on watch
or any other staff involved is in any doubt as to
how the operation is proceeding, he shall
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immediately call the officer in charge or his

superior and, if necessary, take whatever steps
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required to safeguard the operation.

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8.7 CARGO HANDLING – RECORDING

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C
Element Guidelines
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Typical factors to be • Communications with the terminal, cargo owner,

recorded include: charterer, agent.
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• Start/stop of cargo, ballast, stripping pumps and

reason, if applicable
• Draft and trim
• Equipment error, breakdown
• Extreme meteorological conditions
• Unexpected current/tide conditions
• Mooring related conditions

9.0 CARGO OPERATIONS

During normal operations the vessel’s tank pressure is not to exceed 90% of the pressure at which the
safety valve lifts. Should the tank pressure increase to above this pressure then you are to use all possible
methods to reduce the pressure to below the 90% level. This may include stopping operations such as ESD
tests, burning gas in the boiler or sending ashore. When agreeing the plan of operation with the terminal
you are to ensure that we have in place a 10% safety factor. Should the vessel be pressured at any time to
exceed the 90% pressure you are to discuss the matter with the office first.
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9.1 DRYING TANKS

During a dry docking or inspection, cargo tanks which have been opened and may contain wet air must be
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dried to avoid primarily the formation of ice when they are cooled down and secondly the formation of
corrosive agents if the humidity combines with the Sulphur and Nitrogen Oxides which may be present in
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the Inert Gas. Normal humid air is replaced by dry air generated from running the Inert Gas Plant in Dry Air
mode.
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Dry air is introduced to the bottom of the cargo tank through the filling pipe. The air is displaced from the
top of each tank through the dome and vapour header and is discharged from the vent mast. During this
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process all the cargo piping and equipment forming part of the cargo system is to be purged with dry air.
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The dew point in the cargo tanks, cargo lines, vapour lines and associated piping should be reduced to dew
point of at least -20°C (although -25°C is preferred) before the introduction of inert gas into the cargo
system.

9.2 INERTING PRIOR TO GASSING UP
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Inert Gas with an Oxygen content of less than 1% and a dewpoint of less than -45°C is typically
introduced into the bottom of cargo tank through the filling pipe. The Inert Gas is displaced from
the top of each tank through the dome and vapour header and is discharged from the vent mast.
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During this process all the cargo piping and equipment forming part of the cargo system is to be
purged with Inert Gas.
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Warning - Inert Gas will not sustain life. Great care is to be taken to ensure the safety of all
personnel involved with any part of the operation including those working with the Inert Gas plant.
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O
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N
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9.3 GASSING UP CARGO TANKS
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Prior to commencing any gassing up operation you are to ensure that all gas detecting equipment
(fixed and portable) is operating correctly and has been calibrated as per the manufacturers’
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requirements.
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After lay up or dry-dock, the cargo tanks are filled with Inert Gas or Nitrogen before filling with
vapour and eventually LNG. If the purging has been done with Inert Gas, the cargo tanks have to
be purged and cooled down when the vessel arrives at the load terminal. This is because unlike
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Nitrogen, Inert Gas contains about 15% Carbon Dioxide (Co2), which will freeze at around -60°C
and produces a white powder, which can block valves, filters and nozzles.
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During purging, the Inert Gas in the cargo tank is replaced with warm LNG vapour. This is done to
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remove any freezable gases such as Carbon Dioxide, and to complete the drying of the tanks.
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LNG liquid is supplied from the terminal to the liquid manifold where it typically passes to the
stripping/spray header via the appropriate valves. It is then fed to the LNG vaporiser and the LNG
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vapour thus produced is passed at about +20°C to the vapour header and into each tank by the
vapour domes. At the start of the operation the piping system and LNG vaporiser may be vapour
locked, care must be taken when bleeding the lines in order to get LNG to the vaporiser.
The LNG vapour is lighter than the inert gas, which allows the inert gases in the cargo tank to be
exhausted up the tank filling line to the liquid header. The inert gas then vents to the atmosphere
via the vent mast.

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When about 5% Methane (actual figure will be determined by the terminal or port authority) is
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detected at the vent mast the exhaust gas is directed ashore via the HD compressors or to the
boilers via the gas burning line. It may be possible to conduct this part of the operation without
using compressors subject to back pressure requirements. Where possible it is preferred not to
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use the compressors in order to avoid turbulence in the tanks. Some terminals may require the
operation to be completed with all exhaust gas returned ashore.
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The operation can in certain circumstances be considered complete when the Methane content, as
measured at the top of the cargo filling pipe, exceeds 80% by volume; however, more typically a
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figure close to 100% Methane is preferred. The target value for N2 and Co2 is equal or less than
1%, the terminal requirements should be discussed when deciding upon the exact figures.
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The exact sequence of operation and burning is to be discussed and agreed with the terminal in
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advance of commencing operations. All agreed procedures should be fully documented and signed
by both parties.
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There are exceptional cases where it may be necessary to undertake the purging of cargo tanks at
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sea using LNG from another tank. In this case the liquid will be supplied from a stripping/spray
pump to the stripping/spray header, the operation will then proceed in a manner similar to the
above.
Company regulations require the vessel (apart from emergency procedures) to seek
authorization from the office before venting Methane to the atmosphere. Methane is a
greenhouse gas and detrimental to the environment in this respect.

9.4 COOLING DOWN CARGO TANKS
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After the cargo system has been gassed up the headers and tanks must be cooled down before
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loading can commence. The cool down operation follows immediately after the completion of
gassing up using the LNG supplied from the terminal.
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The rate of cool down is limited for the following reasons, note that although many of the reasons
remain similar between Membrane and Moss vessels the Moss vessels have additional
requirements that must be complied with.
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To avoid excessive pump tower stresses.

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Vapour generated during the cool down of the tank must remain within the capabilities
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of the HD compressors, to maintain a tank pressure safely below that release pressure
of the safety valves.
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On Membrane vessels to remain within the capacity of the Nitrogen system, to maintain
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the primary and secondary insulation spaces at the required pressure.
To stay within the vertical thermal gradients and equatorial cool down rate as specified
by the tank manufacturers. This is particularly important on Moss vessels.
LNG is supplied from the terminal to the manifold cool down line and from there directly to the
spray header. The various spray valves are operated in order to produce a temperature profile in
line with, but not exceeding, the manufacturers’ instructions. Some tanks may require a minimum
equatorial temperature before bulk loading may commence; this temperature is to be strictly
adhered to.
During the cool down Nitrogen flow to the primary and secondary barriers (particularly on
Membrane vessels) will significantly increase. It is essential that the rate of cool down is controlled
in order to maintain the pressure in the primary and secondary barriers at the pressure determined
by the manufacturer.
Vapour is returned to the terminal via the HD compressors or, if requested in writing by the
terminal, may be consumed in the vessels boilers.
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N
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N
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9.5 BEFORE ARRIVAL AT A TERMINAL (BOTH LOADING AND

DISCHARGING)
The following checks and procedures are to be regarded as the minimum before cargo operations
can commence.
• Preparation and approval by the Master of a Cargo plan including valve line up.
• Calculation of Drafts, Stress and Stability for the vessel throughout the cargo operation and
the forthcoming voyage.
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• Cargo lines walked and checked, in correct status, particular attention to be paid to valves
and blinds that are not frequently moved. After dry dock or maintenance particular
attention is to be paid to blanks, flanges etc that may not have been tightened correctly.
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• Remote and if applicable local valve operation and remote indicators to be verified as in
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synch with each other.
• Cargo pumps, spray/stripping pumps and where appropriate compressor motors to be

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megger tested and the results are logged. Operation of ballast valves and pumps to be
verified.
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• Ballast water has been exchanged in line with international, Port State/Terminal and
company requirements.
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• Fire fighting equipment including hoses, dry powder units/guns and other appropriate
safety equipment in place and fully operational.
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• HD compressors ready for operation.
• Sufficient Nitrogen is available for the cargo operation and forthcoming voyage. Nitrogen
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equipment is operational and correctly lined up.

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• High High Alarms tested and verified as operational.

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• Overflow alarms and activation of the ESD system tested and recorded as operational.
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9.5.1 ESD TESTING

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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).
• Mast riser nitrogen snuffers.
• Ship-Shore interface connection operations.
Successful completion of these tests must be logged on form LNG02 and recorded in the deck log
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book.
Prior to loading / discharge operations in port, additional ESD testing in both the warm and cold
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conditions will be carried out as part of the pre-transfer ship-shore checklist.
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9.6 PREPARATION FOR LOADING
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It is assumed that all preparatory tests and trials have been carried out on the ballast voyage prior
to arrival at the loading terminal.
All operations for the loading of cargo are controlled and monitored from the ship’s CCR. The
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loading of LNG cargo and simultaneous de-ballasting are carried out in a sequence to satisfy the
following:
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• The cargo tanks are filled at a uniform rate.

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• List and trim are controlled by the ballast tanks.
• The cargo tanks are to be topped off at the fill heights given by the loading tables.
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• During topping off, the ship should if possible be kept on an even keel.
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• During the loading, the ship may be trimmed according with terminal maximum
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draught, in order to assist in emptying the ballast tanks.

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• The structural loading and stability, as determined by the loading

computer/loadicator, must remain with safe limits.
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An officer responsible for the operation (OOW) must be present in the CCR when cargo is being
transferred. A deck watch is required for routine checking and/or any emergency procedures that
must be carried out on deck during the operation.
During the loading operations, communications must be maintained between the ship’s CCR and
the terminal by telephone and radio. The ESD system must remain in contact with the terminal in
order to ensure signals for the automatic actuation of the Emergency Shutdown from or to the
ship.
At all times when the ship is in service with LNG and mainly during loading, the following are
required:

• The pressurization system of the insulation spaces must be in operation with its
automatic pressure controls.
• The secondary Level Indicating system should be maintained ready for operation.
• The temperature recording system and alarms for the cargo tank barriers and
double hull structure should be in continuous operation.
• The gas detection system and alarms must be in continuous operation.
• Normally when loading cargo, vapour is returned to the terminal by means of the
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H.D. compressors or shore compressor. The pressure in the ship’s vapour header is
maintained by adjusting the compressor flow.
• The cargo tanks must be maintained in communication with the vapour header on
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deck, with the vapour valve on each tank dome open.
C
• A suitable Vent Mast is maintained ready during the loading operation, for
emergency venting. ED
• If the tanks have not been previously cooled down, LNG spraying is carried out.
ALONGSIDE OF TERMINAL AS APPLICABLE

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• If required by the terminal, connect and bolt up the shore ground cable.
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• Connect and test the shore communication cable.
• Test the telephone for normal communication with the terminal.

TR
• Test the back-up communication arrangements with the terminal, usually handheld
radio.
N
• Ensure hull water curtain is in operation.

O
• Change over the blocking switch for the shut down signal from the terminal, from
C
the at sea position to the terminal position.

N
• Connect the terminal loading arms to the LNG cross-overs and one vapour
crossover. This operation is normally done by the terminal personnel.
U
• Check that the coupling bolts or QSDC are lubricated and correctly torqued.
• In the cargo control room (CCR), switch on the cargo tank level alarms and level
shutdowns which may have been blocked at sea.
• Switch the independent level alarms from blocked to normal on each tank.
• Switch the derived level alarms from blocked to normal on each tank.
• Verify that alarms for level shutdowns are unblocked.

• Record the arrival conditions for custody transfer documentation. Official

representatives of both buyer and seller are present when the printouts are run.
9.7 LOADING CARGO
9.7.1 COOLING CARGO LINES

The terminal should be instructed to begin pumping at a slow rate for approximately 15 minutes, in
order to gradually cool down the terminal piping and the ship’s headers. Slowly increase the
terminal pumping rate until the liquid main and spray headers have cooled down (approximately
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15/20 minutes). Cargo tank pressures should be monitored closely and if required the HD
compressor should be adjusted in order to maintain a constant vapour pressure.
O
Note !
C
In order to avoid the possibility of pipe sections hogging, (contracting at the bottom more than at
the top and thus causing flanges and long pipe sections to be stressed) the liquid header and
crossovers must be cooled down and filled as quickly as possible.
ED
LL
O
TR
9.7.2 BULK LOADING

N
O
C
N
U

9
When all lines and valves are fully cooled the vessel can commence ramping up the loading rate in
the sequence agreed with the terminal. Deballasting should be commenced in accordance with the
cargo plan. The cargo should be evenly distributed during the loading.
Ensure the HD compressors are adjusted in line with loading rate to ensure that the tank vapour
pressure remains at a level safely below the lifting pressure of the relief valves. Ensure Nitrogen
system is performing correctly.
Moss vessels will require the temperature gradient (with particular reference to the equator) to
remain within certain limits, the tank temperatures are therefore to be closely monitored. Hourly
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temperatures are to be recorded in order that if required the vessel can verify that temperature
has stayed within the manufacturers tolerances.
If not already started membrane ships should start appropriate cofferdam heating.
O
Communications with the terminal should be tested on a frequent basis. Remote gauging devices
C
and valve position indicators should be verified against local readouts at regular intervals during
the operation. Moorings should be diligently attended and vessel movement with respect to loading
ED
arms closely monitored, if required additional persons are to be called to assist with the moorings.
If at any time the OOW is in doubt a senior officer or the Master should be called.
LL
9.7.3 TOPPING OFF

As the vessel approaches completion of cargo operations the tanks should be staggered in line with
O
the cargo plan, typically this would leave a gap of 10 to 15 minutes between completion of each
tank. The terminal is to be notified well in advance and in line with the agreed procedure that the
TR
vessel is topping of and will need to reduce loading rate. Notification should be made at least 30
minutes before reducing rate.
Note: Membrane tanks normally fill to 98% where as Moss vessels normally fill to 99.5%.
N
On all vessels the independent alarms activate at preset filling levels, the upper alarm activates the
O
ESD if previous alarms are ignored.

C
9.7.4. DEBALLASTING
N
The deballasting operation is carried out simultaneously with the cargo loading operation.
U
Deballasting is initially carried out by gravity discharge until the level in the ballast tanks approach
the vessels water line when the ballast pumps are used.
The ballast should be adjusted to keep a small stern trim to aid with the stripping of the ballast
tanks.
The flow rate of the ballast should be adjusted to keep the ship within 1 meter of the arrival draft
or as specified by the terminal.
Deballasting should normally be completed before the start of the topping off of the cargo tanks.

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9.8 LOADED PASSAGE
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O
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ED
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During the loaded voyage, the boilers use natural boil off gas generated in the cargo tanks and
forced boil off gas supplied via the forcing vaporizer if necessary.
O
TR
N
O
C
N
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Both the natural and forced BOG are to be supplied to the boiler through an L/D compressor and
L/D heater.

9
On the loaded passage, the most important aspect that needs to be considered is controlling the
tank pressures and consequently dealing with excess vapour.
Unless otherwise instructed by the charterer, the fuel gas burning shall be adjusted so that the
vessel has the same tank pressure on arrival at the discharge terminal as it had after completion of
loading.
BOG rate should not be forced above vessel design limit unless otherwise instructed by the
charterer or owner.
It is important to arrive at the pilot station at the discharge port with a tank pressure that allows
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for pressure increases when the ship is manoeuvring and no longer capable of burning the entire
vapour from the tanks.
The compressor used for fuel gas supply shall be operated at a steady flow that equalizes the
O
normal boil of rate.
C
Be aware that the tank pressure will increase in rough weather, but will drop again in calm
weather. ED
Line up for supplying natural BOG is carried out after completion of final gauging.
LL
O
TR
N
O
C
N
U

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9.9 PREPARATION FOR DISCHARGING
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O
C
ED
LL
O
When terminal regulations allow, ship lines are to be cooled prior to arrival alongside.
TR
The operation is normally commenced 2 hours prior to arrival.
LNG is normally supplied to the cargo liquid lines by one of the spray pumps.
N
It is required that the pipelines be thoroughly circulated and cooled until final custody transfer
O
measurement.
To avoid accident the best procedures is to circulate from the spray tank and back to the same
C
spray tank. This avoids the risk of overflow.

N
Once the vessel is berthed alongside the ships side water curtain should be started.
U
The cargo arms can now be connected.
The manifold connection should be purged with N2 gas until the O2 contents is <1%.
The manifold should be leak checked by N2 pressurization from shore and standard soapy water.
Gas burning should be stopped prior to initial gauging.
After completion of CTM, manifold ESD valves should be opened and a warm ESD test carried out.
Re-open ESD valves.

9
Confirm setting of all ship and shore valves are correct after notifying terminal start spray pump
and slowly open the liquid manifold cool down valves.
If required, increase the flow from the spray pump by increasing the motor load, or increasing the
spray line pressure. During this operation monitor the liquid header temperature to ensure it
remains sufficiently cold.
Shore will inform when they consider arm cool down as complete.
Stop spray pump and carry out cold ESD.
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O
C
ED
LL
O
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N
O
C
N
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9.10 DISCHARGING CARGO
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O
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ED
LL
O
Confirm liquid manual/automatic manifold valves are open.

TR
Manually close the liquid manifold cool down valves.
Prior to cargo pump start, confirm that all liquid branch valves are closed and all filling valves are
opened. Also notify the engine room to verify that sufficient generator capacity is available.
N
Start the cargo pumps as per established guidelines. It is important that the shore is made aware
O
of when pumps will be coming on line and the consequent changes in their tank pressures then
can expect.
C
The usual procedure is to start two pumps on re-circulation on one tank, then commence discharge
N
from the tank. This usually takes 5 minutes. A similar procedure is then applied to the other tanks
with a 5 min period between each tank. Once all pumps are running on 60 % load then slowly
U
increased in turn to maximum specified load.
As tank pressure falls, request receiving terminal to start to send vapour back to the ship and
maintain tank pressure at agreed level. Monitor the following items during discharge.
• -Cargo tank level
• -Cargo tank pressure
• -Cargo pump motor load and discharge pressure
• -Draft, trim and heel

9
• -Ship condition
If stripping is planned for several tanks, it is recommended to keep the tank levels slightly different
in each tank in accordance to the established “ramp down” procedures.
Request receiving terminal to stop the return gas blower to keep adequate tank pressure. After
discharging, at least one filling valve is kept open to avoid pressurization of the liquid line.
Liquid draining and vapour purging of the arms is performed after completion of cargo discharging.
After completing of draining and purging, the following operations are carried out.
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• -Final gauging after discharging
• -Arm disconnection and de-icing (if necessary)
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• -Water curtain is stopped.
C
NB refer to ship specific cargo manual regarding maximum and minimum allowable
liquid levels for sea passage.
ED
LL
O
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N
O
C
N
U

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9.10.1 DISCHARGING WITHOUT VAPOUR RETURN

In rare instances such as gassing up a new terminal it may be necessary to discharge without the
use of a shore return. In this instance the LNG is bled from the main liquid line to the vaporizer.
The rate of vaporization is adjusted to maintain a constant tank pressure.
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O
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ED
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O
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9.10.2 CARGO HEEL

N
Subject to the trading patterns of the vessel and any particular requirements of the charterer, a
cargo heel may be required. The heel quantity is allowed for in the discharge plan and the pumps
O
are to be stopped at the required ullages. Each ship will have its own specific instructions within
the Operating manual, detailing the required quantities and the procedures to be followed in taking
C
tanks down to this level. The heel figures should be carefully calculated, to ensure that there is
N
maximum outturn of cargo at the discharge port, consistent with being able to arrive at the
loadport with tanks cooled down by the onboard retained heel.
U
(Note: When the liquid level reaches 1 metre or less, avoid stopping the pump if at all possible
until the cargo has been fully discharged. If the shore facility is unable to accept the liquid for
intermittent periods it is better to keep the pump going and recirculate back into the tanks until
discharge can be resumed and completed.)
All LNG remaining in the downward leg of the loading arms and manifold connection is to be
drained to the tanks through the liquid line assisted by nitrogen pressure from ashore. The LNG
and vapour manifolds are then purged with nitrogen until an acceptable hydrocarbon content is
reached

9
The retention of heel is subject to much discussion, and will vary with the type of vessel. On
membrane vessels on shorter ballast voyages it is acceptable to carry a small amount of heel in
each of the cargo tanks, and generally this will maintain the tank bottom temperature sufficiently
cold that the vessel is able to berth and commence loading without additional tank cooldown being
necessary. Care should be taken that the spray pump can be started at any time during the voyage
if required.
On longer voyages it is usual for the heel to be retained in one tank, with others “heeled” out.
Additional spraying may be necessary when cargo tank temperature is higher than the ATR (arrival
temperature requirement) which is generally accepted as being < -130 degC. Terminal
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requirements should also followed as appropriate. The intention being for the vessel to arrive
without the requirement for extended cooldown and delays at the load port.
O
NOTE, on long ballast voyages with large quantities of heel retained in one tank, it is essential that
the quantity of heel carried does not exceed the quantity corresponding to a 10% of the tank
C
height (refer para 9.15.2 for further details).
On Moss vessels, it is usual for the heel to be retained in one tank, with others “heeled” out. After
ED
departure the LNG in the “heeled” out tanks will be further reduced by transferring cargo to the
dedicated holding tank. The tanks are then sprayed on passage to cooldown to a level where
loading take place without delay at the loadport.
LL
Occasionally on shorter voyages, Moss vessels will retain the heel distributed across all tanks.
O
At the last discharge before the vessel is scheduled to warm up, say for drydock, all tanks are
generally heeled out as far as possible, to avoid leaving excessive quantities of LNG which needs to
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be warmed up and vented to atmosphere on passage to the docking port
9.10.3 DRAINING/PURGING
N
The procedures for draining / purging of the manifold lines and ships liquid lines are the same
O
whether the ship has been loading or discharging. This is done by using a Nitrogen “punch”
method. After completion of loading or discharging, this operation is carried out prior to
C
disconnecting the liquid and vapour arms.

N
On completion the manifold ESD valves are closed and the spray line is lined up from the manifold
to all tanks via the spray return valves. The cool down valve on each manifold is kept closed. Then
U
the terminal raises the pressure within the arms to a certain level (normally around 4 kgs/cm2).
Then the spray cool down valve are opened up and LNG liquid and vapour in the liquid arm is fed
to the cargo tanks through the spray line by Nitrogen (N2) pressure.
Vapour in the vapour arm is fed to the cargo tanks through the vapour header by N2 gas supplied
from the terminal.
Draining is normally carried out by pressuring the arms one by one.

9
The procedure is repeated until the arm is completely free of liquid and the hydrocarbon level is
below 1% by volume. Remember that the allowed hydrocarbon concentration might vary from
terminal to terminal.
Draining of the ships liquid lines is done by opening up the spray bypass valve at the manifold. As
the pressure increases in the liquid line the liquid will be led through the spray line and back to the
cargo tank.
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O
C
ED
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O
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N
O
C
N
U

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9.11. BALLAST PASSAGE

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.
PY
O
C
ED
LL
O
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N
O
C
Cooling of the cargo tanks differs between Moss vessels and Membrane vessels.
N
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Membrane
On short voyages, it is normal for the liquid heel to be retained in each tank to keep the vessel cold
enough during the voyage to berth ready to load but precautions should be taken that spray pump
can be started any time during voyage as may be necessary to arrive with average cargo tank
temperature of -130degC or lower.
On longer voyages, it is now recommended that the majority of the heel is retained in one tank,
and that other tanks are sprayed on passage to cool them down.
BOG on membrane ships is burned as usual as fuel.

9
MOSS
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ED
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Liquid is taken from heel retained at the discharge port and sprayed into the cargo tanks using the
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in-tank spray pumps and nozzles. During the spraying additional vapour is generated which has to
be used as BOG in the boilers.
TR
The following items should be among those monitored during the spraying.
• Cargo tank pressure

N
• Cargo tank temperature

O
• Vapour header pressure

• Cargo tank level
C
• Equator temperature
• Cargo hold
N
• Spray pump condition

U
Once all equator temperatures are at the planned value or below, stop spray pump.
Remember to keep at least one spray valve open at each tank to avoid pressure increases in the
line.

9
9.12 WARMING UP CARGO TANKS
PY
O
C
ED
LL
O
Tank warm up is part of the gas freeing operations carried out prior to dry-docking or when
preparing tanks for inspection purposes.
TR
The tanks are warmed by circulating heated LNG vapour. The vapour is re-circulated using the HD
compressors and heated using the vapour heater.
N
Initially the hot vapour is introduced through the filling lines to the bottom of the cargo tank to
facilitate the evaporation of any liquid remaining in the tank. In a second step, when the
O
temperatures have a tendency to stabilize, hot vapour is introduced through the top of the tank via
the vapour line.
C
When at sea, excess vapour generated during the warm up operation is vented to atmosphere or
N
burned in the boilers. When alongside, it may be returned to shore.

U
Initially the tank temperatures will rise slowly as evaporation of the LNG proceeds, accompanied by
high vapour generation and venting. On completion of evaporation, tank temperatures will rise
rapidly and the rate of venting will fall.
The warming should continue until the vapour temperature within the tank is between +5 and
+10C.
It is important that tank temperature is above the dewpoint of the Inert Gas to be introduced.
Failure to ensure this will result in water condensing on the tank side on introduction of the Inert
Gas.

9
9.13. INERTING CARGO TANKS
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O
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ED
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After the tanks have been sufficiently warmed, the LNG vapour is displaced with inert gas. This
O
operation reduces the Methane contents in the cargo tanks before air is introduced, thus avoiding
the danger of a flammable atmosphere.
TR
Inert gas is introduced at the bottom of the tank through the LNG filling line. Vapour from the
tanks is vented through the vapour header. This operation is continued until the hydrocarbon
contents is reduced to <1.5%
N
During the time that the inert gas plant is in operation for gas freeing the tanks, the inert gas
O
should also be used to gas free all other LNG liquid, spray cooling and vapour piping. The various
sections of piping are blown through with inert gas from the LNG liquid header, or from the tanks
C
after they have been gas freed.

N
It is normal to inert all tanks simultaneously in order to complete the overall operation minimum
time.
U

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9.14. AERATING CARGO TANKS
PY
O
C
ED
LL
O
Prior to entry into the cargo tanks the inert gas must be replaced with air.
TR
With the inert gas system in dry air mode, the cargo tanks are purged with dry air until a reading
21% O2 by volume is reached.
The dry air is introduced to the cargo tanks via vapour header.
N
The inert gas/dry air mixture is exhausted from the bottom of the tank via filing line and liquid
O
header.
C
The operation is complete when all tanks have 21% Oxygen value, a Methane content of <0.2%
by volume (or whatever is required by the Local Authority) and a dewpoint below –40 C.
N
Before entry, test for traces of noxious gases (Carbon Dioxide <0.5% by volume and Carbon
U
Monoxide <50ppm) which may have been constituents of the Inert Gas. In addition, take
appropriate precaution as given in the Tanker Safety Guide and other relevant publications.

9
9.15. SLOSHING AND THE PARTIAL LOADING OF CARGO TANKS
Within a range of tank filling levels, the natural pitching and rolling movement of the ship at sea,
and the liquid free-surface effect, can cause the liquid to move within the tank. It is possible for
considerable liquid movement to take place, creating high impact pressure on the tank surface.
This effect is called “sloshing” and can cause structural damage.
Sloshing is a problem which effects membrane constructed tanks. Independent containment

systems such as the spherical Moss design and the IHI prismatic designs are not subject to the
same sloshing impacts. Partial loading at any tank filling level is inherent in the design of Moss
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design tanks, giving them distinct advantages over membrane containment systems, when
handling spot trades and offshore loading/unloading.
This has taken on an even greater importance with operators seeking the operational flexibility of
O
partial cargo loading in combination with the growing preference for membrane-type containment
systems.
C
LNG is carried at approximately minus 160 degrees Celsius. As the low-filling condition produces
ED
progressive waves known as hydraulic jumps, partially-loaded carriers can exhibit high dynamic
loads.
As a consequence, sloshing due to partial filling must be examined very carefully. Characteristics
LL
unique to LNG, namely low temperature, compressibility of entrapped gas, hydrodynamic

interaction between liquid and containment system, and dynamic material characteristics challenge
O
the vessel’s strength and may require additional reinforcement of critical areas. These areas are
the insulation system, tank structure or the pump tower which serves as the cargo handling
TR
connection to the hull, and the base support structure.
The sloshing motion in an LNG tank at the low-filling level is quite different from that experienced
at high filling levels
N
When the tank motion is large, the front of the “hydraulic jump” (when the motion within the tank
O
causes the liquid to create a wave action) becomes steeper, developing a breaking wave. If the
hydraulic jump hits the bulkhead before breaking, a large impact can occur
C
The uniform velocity of the hydraulic jump also results in a large drag force on the lower part of
N
the pump tower and it’s supporting system

U
Sloshing impact occurs when there is a sudden change in the wetted surface due to liquid motion
in the tank. In a partially filled compartment, a wider area on the tank wall is vulnerable to the
sloshing impact of the cargo
9.15.1 DESIGN MODIFICATIONS AND IMPROVEMENTS
The high dynamic loads and impact sloshing pressure on the insulation system and tank structure
in membrane-type vessels are major concerns.

9
From the experience gained on the first LNG ships put into service and from a large number of
model tests and computer analyses since, there have been numerous design improvements, to
counter the sloshing impact.
The height of “chamfer” at the topside was increased and the insulation boxes at the tank top were
reinforced to withstand the sloshing impact in the fully laden condition.
There has also been a considerable improvement in the design and construction of the membrane
and supporting insulation structures.
LNG vessels normally operate in a fully laden condition or with a minimum of cargo (heel) during
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the ballast voyage. In a fully laden condition the typical filling level is greater than 95% of the tank
height, and in ballast condition less than 10%. The current design (tank insulation and scantlings)
is effective in preventing sloshing impact loads when the vessel is carrying heel only.
O
The ship’s cargo tanks are designed to limit the impact forces and the safety margin has been
C
considerably enlarged. New tank designs are reasonably free from any sloshing risk. However,
operators should always be aware of the potential risks to the cargo containment system and also
on the tank equipment due to sloshing. ED
9.15.2 FILLING LIMITS
LL
Classification Societies, GTT and Marintek, carried out a series of model tests to investigate the
effects of sloshing in partially filled prismatic LNG tanks.
O
As a result of the tests, the following precautions should be taken to avoid damage due to sloshing
TR
1. CARGO TANK LEVELS:

N
The first precaution is to maintain the level of the tanks within the required limits i.e.:
O
• Lower than a level corresponding to 10% of the height of the tank or,
C
• Higher than a level corresponding to normally 70% of the height of the tank.
N
N.B. The Certificate of Fitness for the Carriage of Liquefied Gases, may presently show the lower
limits as being 10% of tank length, this will be amended by Class in due course.
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2. SHIP’S MOVEMENT:
The second precaution is to try to limit the ship’s movement, which would generate sloshing in the
tanks. The amplitude of sloshing depends on the condition of sea (wave pattern), the trim and the
speed of the ship. Often a minor alteration of course may change the ship motion considerably,
particularly at high speed, and this may have a significant effect on sloshing
The above limits will be stated within the ship specific Cargo Operating Manual, and will generally
be included in the Conditions of Carriage section of the International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk.
9
10.0 EMERGENCY PROCEDURES

10.1 EMERGENCY PROCEDURES
This section of the LNG Manual has been written to provide guidance in the event of an abnormal
condition arising.
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. Any
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condition that could compromise the vessel’s ability to carry out a smooth, incident free operation
may be considered abnormal.
10.1.1 COMMUNICATIONS
O
C
Your first point of contact with V.Ships in the case of an emergency, is your DPA, otherwise your
primary contact is the Fleet Superintendent assigned to and responsible for the management of
your vessel. ED
Note however that the vessel control group e-mail address is to be used and not individual e-mail
addresses. This ensures that all office personnel responsible for your ship can view your
correspondence and take appropriate action in the event that an individual is out of the office.
LL
When sending an e-mail to the office, please take into account the possibility of the ship and office
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being on different time zones. Also should you send an e-mail over the weekend you may not get a
response until Monday. Should you require an urgent response to a particular e-mail, call your fleet
TR
superintendent or DPA and advise that you have sent an important e-mail that requires attention.
In an emergency you should always use telephone as a primary means of alerting V Ships followed
up by email.
N
We draw your attention to Section 2 of the Fleet Operating Procedures where the Company’s
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requirements are listed e.g. arrival and sailing messages or VL1 updates, also regular position
reporting at sea. Please ensure that you adhere strictly to them. You should keep this office closely
C
advised of any changes in ETA at sea or ETS in port. Likewise, if there is any delay or deviation at
all you must promptly advise this office by email giving the relevant details. Similarly any delays or
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stoppages (accidental or planned) that may affect the charter party must be reported immediately
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to the office.
All messages originating from the ship must be signed with the Master’s name then followed by the
name of the ship.
We ask that you immediately communicate to the SMO any concerns you have about the condition
of the vessel, the competence of the crew, the quantities of fuel, lubricating oil, sludge, or bilge
water onboard and any urgently required spares or stores.
The latest contact details information sheet is sent to the vessel after any changes and is filed in
Appendix III of the S.O.P.E.P. This additionally gives alternate contact details out with the LNG
Fleet cell, and these should be used if you cannot contact your Fleet cell members in an
emergency.
10.1.2 EMERGENCY RESPONSE ROOM NUMBERS.
Specific telephone numbers have been assigned to the V.Ships Emergency Response Room (ERR).
They MUST only be used when the vessel has been advised that the Emergency Response Team
(ERT) has been mobilised and personnel are available in the ERR.
In any emergency situation, you MUST CONTINUE using the DPA or alternate contact number
you have already used when advising of the emergency. You will then be given specific
instructions normally by fax confirming the special numbers, and that they are in now in operation,
at which time all communications should then be made directly to the ERT.
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NOTE the ERT is not manned on a regular basis, only in an emergency, and under normal
circumstances the phones and fax are not connected, and calls will not be answered.
O
C
10.1.3 DEALING WITH THE MEDIA.
ED
The Safety & Environmental Procedures, Section 1.5 Contingency Planning,
Para 1.5.5 Media;

LL
During a serious incident many telephone calls may be made to the ship. The Master must clearly
identify the caller before passing any information. Unauthorised callers must be referred to the
Company for information.
O
The media in particular will persist in trying to obtain as much information as possible. Only the
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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
N
Company for information and official media release.

O
The Company operates in conjunction with their Media Consultants a world-wide media response.
A media specialist will assist the Master locally.
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The Master must ensure that no other Officer or crewman speaks to the media. At no time must
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anyone make comment as to the cause of the incident.

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Para 1.5.6 Statement;
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.
Further to the above we have received the following advice from our Media Consultants regarding
the instructions which should be given to the Master and his Bridge team.
Quote
Following a marine incident or accident involving collision, spill of oil, fire, injury to personnel or
worse, the Master, the bridge team and all the crew are in a very stressful and time sensitive

environment. Today’s contingency plans require a huge volume of reporting and regulatory
response. As most incidents occur close to the shore, where all vessels are at their most
vulnerable, within minutes of an accident a variety of interested parties will be requiring your time
and that of your senior officers.
Meanwhile you continue to have full responsibility for the safety of the seafarers on board and of
the vessel.
In this highly charged atmosphere it is most unwise for you or anyone on the vessel to be
answering calls from the media. Not only must the ship’s phones be used for contact with the
emergency services etc, but there are legal implications in making comments which will be
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broadcast and published within minutes of any media call.
The media can easily obtain access to your ship’s telephone so if you get that call, the following
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should be said. Note: If your ship management office has set up an “Information Centre” then you
will be given the number and this can be written in on the poster board. If not your ship
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management office number should be given to the “calling” journalist.
Thank you for your call. As you can imagine everyone on board is very busy
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at the moment. As we have to use this line for those dealing with the
situation/ emergency, can I please give you our Company’s telephone
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number? They will be happy to help you. The number is (write in telephone
number). We now have to free up this line immediately. Thank you.
(Disconnect call).
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and / or
Thank you for your call. Our Company has established an “Information
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Centre” to deal with all calls. They have all the latest information and will be
happy to help you. This is the number you require. (Write in telephone
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number when provided by office). We now have to free up this line

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immediately, for use by those dealing with the situation/emergency. Thank

you. (Disconnect)
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Finally, if there is the opportunity, you should try to advise the office of who has been calling. We
will then try to ensure some contact is made.
It is our strong belief that no information should be provided to the media direct from the ship.
This will ensure that you are not misreported and are able to direct your full energies to dealing
with the incident.
Unquote
The contact phone numbers to be entered in the message will be provided as soon as the ERT has
been assembled and the ERR becomes operational. Invariably the number which you are given will

be that of our Media Consultants. The ERT provide regular updates to the Media Consultants as
part of our Emergency Response Plan and they are used to dealing with the Media.
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10.2 FIREFIGHTING PROCEDURES
10.2.1 GENERAL
If any of the ship's personnel should discover a fire, they should immediately activate the nearest
fire alarm switch and then contact the bridge or engine room, to report the location of the fire and
should inform anyone met on the way. All other personnel must report to their muster points on
hearing the alarm. The engine room should be advised as soon as possible of the extent and
location of the fire so that all necessary services can be made ready.
If the fire is small, the person discovering it should attempt to extinguish it by the nearest suitable
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available means, after raising the alarm. Should it not be possible to retard the fire's progress, the
discoverer should report to their muster station. It must be emphasised that although prompt
action of this kind may be successful in extinguishing a fire before it takes hold or spreads,
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valuable time can be wasted by one person trying to extinguish an established fire, instead of
raising the alarm and alerting other personnel to the location and extent of the fire. Also, if a space
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is filling with smoke and fumes, the person attempting to fight a fire may become a casualty. In
this situation, the best thing the person discovering a fire can do is get out quickly and, if
necessary, escape should be made by crawling on hands and knees as the air close to deck level is
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likely to be relatively smoke free.
The four stages in successful fire fighting are:

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Find
Inform
Restrict
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Extinguish
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Find - Even if a fire is only suspected, it is essential that the alarm is raised immediately so that
the maximum fire fighting potential of the ship can be mustered immediately.
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Inform – This includes prompt reporting of the location of the fire and immediate sounding of the
alarm, or confirmation of an automatically generated alarm, and notifying the engine room and/or
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bridge of the location. Fire alarm switches are located at strategic points around the ship.
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Restrict - The most effective initial action may be to reduce the flow of air to the fire by closing
doors and other openings, followed by prompt application of the appropriate extinguishing
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medium. Having established the location of the fire, the officer in charge of fire fighting operations
must quickly decide:
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• Whether any person is at risk.
• What is burning?
• The extent of the fire.
• What combustibles are in the immediate vicinity and the surrounding spaces adjacent to
the area on fire?
• What vents or other channels are present that would assist the spreading of the fire.
• What method or methods of extinguishing are appropriate?
• What is the best technique to adopt to prevent the fire spreading and to extinguish it.
Extinguish - Ensuring that no re-ignition occurs.
10.2.2 LIQUID FIRES
Liquid fires, particularly those involving low flash point petroleum products, present the most
serious fire fighting problem on board ships. Of the three factors that are necessary to produce a
fire, fuel, heat and air, the removal of fuel is rarely practicable, except in the case of a burst cargo
hose, when the closing of the manifold valve or stopping of the pumps will cut off the supply of
fuel or a spray from a fractured pipe, or when the stopping of the fuel pump or operation of quick
closing valves will cut off the supply of fuel.
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The removal of heat from a low flash point oil fire, once established, is not practical because such
oils give off flammable vapours at normal or sub-normal temperatures. It is therefore necessary to
remove the third factor, air, by means of smothering agents such as foam or CO2, together with
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the sealing of the compartment. These methods must be adopted immediately with a low flash
point oil fire.
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High flash point oils, such as fuel oil, diesel oil and lubricating oil, should be attacked in one of two
ways, depending on whether the fire is well established or not. In its early stages, a fire may be
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effectively dealt with by cooling the oil surface with advancing sweeps of fog or spray across its
whole width. This technique is known as progressive cooling. It is highly effective because in the
early stages the fire is only fed from the vapours of a thin hot layer of oil. The longer the fire
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burns, the deeper this heated layer of oil becomes and, if the fire cannot be quickly extinguished,
or if it has been burning for a long time, smothering as for a low flash point oil must be resorted
to.
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10.2.3 SOLID FIRES

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Solid fires are usually associated with woodwork, bedding, clothes, stores, etc. and may occur
anywhere on board, but particularly in the accommodation and storerooms. The combustibles of
this class of fire leave embers and therefore CO2 or dry chemical should not be used except as a
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first-aid measure. Water, especially in a jet, is the most effective agent for this class of fire and
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should always be used. Inside the accommodation, first-aid hose reels, if fitted, are speedy and
effective fire fighting appliances as they are always ready for immediate use and are also easy to
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handle. Foam, because of its water content, may be used in the later stages so as to avoid the
possibility of re-ignition when air regains contact with the embers.
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The greatest hazard presented by this class of fire is the possibility of it spreading to the ship's
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cargo, or, if in ballast and not gas free, to any explosive vapours in the tanks. Speed in the
application of water is essential and care should be taken to protect the surrounding areas by the
cooling effect of water. Ideally, the jet-spray nozzles should be used so that jet or spray may be
applied as circumstances require. Where two jets are available, one may be set for jet to attack the
fire and the other for spray to protect fire-fighters. A close approach to the seat of a fire is often
possible with these techniques.
It is important that combustible material involved in a fire is pulled apart to make certain that the
extinguishing agent can penetrate all parts of the burning materials and that they are thoroughly
wetted down, even if the fire is considered to be extinguished. When a fire involving solid materials
is apparently extinguished, a constant watch must be kept with appliances available for instant
use, to prevent any re-ignition. The length of such a watch will vary greatly, depending on
circumstances.
It is important to bear in mind the toxicity of fumes/smoke given off when certain products used in
accommodation and electrical fittings burn, and it is therefore necessary to protect fire-fighters by
the use of breathing apparatus. The following table gives examples of the toxic products given off
by the combustion of materials commonly found in ship’s accommodation.
Burning material Toxic Products

Any combustible material (all contain carbon) CO and CO2
Polyurethane Nitrogen oxides
Wool, silk, plastics containing nitrogen Hydrogen cyanide
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Cellulose, plastics, rayon Formic and acetic acid
Wood, paper Acrolein (tear gas)
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Rubber Sulphur dioxide
PVC fire retardant plastics Halogen acids and phosgene
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Melamine, nylon, urea formaldehyde plastics Ammonia
Phenol formaldehyde, (Bakelite)
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Polystyrene Gasoline
Polyurethane foam Iso-cyanates
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10.2.4 ELECTRICAL FIRES

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Electrical fires may be caused by electrical short circuits, overheating, or the spreading of a solid or
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liquid fire. The circuits must be isolated and CO2 or dry chemical extinguishers should be used,
both of which are non-conductors of electricity. If neither of these extinguishers are available,
water fog or foam may be used in that order of preference, but they should be used only as a last
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resort and with extreme caution.

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Should a fire occur on the main switchboard, every effort should be made to extinguish it with the
non-conducting agents and, only when these efforts have failed, should recourse be made to the
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use of foam appliances and water fog. This will, however necessitate the complete isolation of the
switchboard, which in itself will reduce the choice of fire fighting media available.
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10.3 FIRE INVOLVING LIQUEFIED NATURAL GAS CARGO
The rapid vaporisation of any exposed LNG prevents any ignition of the liquid itself and an LNG fire
is thus a cold vapour fire.
Ignition of a flammable mixture of natural gas vapour requires a spark of similar ignition energy as
would ignite other hydrocarbon vapours. The auto-ignition temperature of methane in air (650°C)
is higher than other hydrocarbons.
Electrostatic ignition of LNG is not a hazard during normal operations. This is because the
permanent, positive pressure in LNG tanks maintained by gas boil-off prevents air entering these
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spaces to form flammable mixtures in tanks or lines.
The velocity of propagation of a flame is lower in methane than nearly all other hydrocarbons.
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Unless ignition occurs during the initial rapid vaporisation period, it is most unlikely that any flash
will accompany an ignition. The term ‘lazy flame’ has been aptly used to describe the spreading
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characteristics of an LNG fire.
Burning of LNG vapours produces a similar flame size and heat radiation to other hydrocarbon
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fires, but little smoke is produced.
From a fire fighting viewpoint, LNG/cold vapour fires have the characteristics of both liquid and
gaseous hydrocarbon fires.
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The procedure for fighting these fires is:

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• Isolate the source of leak, stop loading/discharging, and shut all manifold valves.
• Sound the alarm.

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• Provide protection for adjacent equipment and for fire-fighters.

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• Attack fire with a maximum rate of application of dry powder. Do not agitate the surface of
any pool of LNG.
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• Remain on guard against possible re-ignition.

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The exact procedure will depend upon the nature of the incident.
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Before attempting to fight large fires, thought should be given to the desirability of letting a fire
burn itself out. Such strategy runs the risk of the fire spreading and greater damage being caused,
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but other factors to take into account are:
• The possibility that the dry powder capacity may be exhausted before the fire is
extinguished, or, if the fire is extinguished, reserves have been run so low that any re-
ignition could not be contained.
• The risk of damage to life and property if an un-ignited flammable mixture drifted in light
wind conditions to an area of high ignition risk.
The following fire fighting agents may be used:
WATER SPRAY SYSTEMS

It is a requirement that a series of water spray nozzles are located at each tank liquid and vapour
dome, at the midships manifold, on the compressor house, on the forward bulkhead of the
accommodation block and around the midships cargo control room if applicable. The water for the
operation of these nozzles is fed from a pump and line system independent from, but cross-
connected with, the ship's fire main. In addition to the above system, the sides of the
accommodation block may be protected by spray nozzles supplied with water from the fire main
via isolating valves.
Water should NOT be used to extinguish LNG fires as it increases the vaporisation rate and hence
the burning rate. However a water spray or fog should be used to protect personnel and to cool
areas adjacent to the fire. The qualities that make water unsuitable for fighting LNG fires make it
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an ideal medium for spraying LNG spillages to increase evaporation rate and prevent re-ignition,
provided that the LNG is not actually burning.
Care is necessary to avoid water running off adjacent structures and aggravating burning LNG, or
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splashing into spill trays which may contain LNG, thus causing it to overflow onto unprotected
steelwork. Spill trays and areas under manifolds are in any case floodable with water to protect
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hull steelwork from damage due to exposure to the intense cold of LNG.
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Water jets can be used to deflect burning jets from impinging on other tanks. Care should be taken
to avoid extinguishing the fire with the consequent danger of re-ignition of large volumes of
flammable gas.
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DRY CHEMICAL POWDER
Dry chemical fixed installations are provided on Gas Carriers. Manufacturer’s instructions should be
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referred to for details of operation and maintenance procedures. Whenever a dry powder hose has
been in use, it should be blown clear with nitrogen to prevent any possibility of blockage.
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The extinguishing power of dry chemical powders depends on the chemical reaction of the small
particles when exposed to flame. They are flame inhibiting agents and have been widely proven in
LNG fire tests.
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The maximum possible rate of application of dry powder is desirable. As many high velocity jets as
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possible should be brought to bear at once, preferably in a down wind direction. Jets should be
aimed with the objective of reducing boil-off rate by sweeping over the whole fire area and on no
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account must the surface of an LNG pool be agitated. Possible re-ignition must be guarded against.
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Correct use of dry chemical powder equipment is essential if reserves are not to be wasted and the
fire is to be successfully extinguished. Extinction with dry powder is obtained by maximising the
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rate of application and minimising any agitation of pools of LNG. This may be achieved by co-
ordinating a simultaneous attack with all available applicators. A first-aid shot with only one hose
or monitor may be warranted with small fires, but continuous individual efforts can never be as
successful as a simultaneous attack with as many applicators as possible being brought to bear.
Operators must be adequately protected and positioned to obtain down wind line-of-sight
application, with the powder jet slightly depressed below the horizontal. Powder jets should be
swept rapidly back and forth over the entire fire area. The direct impact of powder jets on pool
surfaces or leaks should be avoided. Where possible, powder should be aimed at vertical surfaces
immediately behind the seat of the fire.
The high discharge rate hoses are as much as one man can handle and the reaction force and
consequences of wasting or misdirecting powder requires that great care be taken in their use.

If the above techniques are adopted, tests have shown that LNG fires can be readily extinguished.
In fact extinction has often proved unexpectedly easy.
Re-ignition of LNG and vapour by burning paintwork, or other sources, must be expected. Water
sprays should be activated as soon as possible to cool steel work and speed vaporisation.
GAS SMOTHERING SYSTEMS
Although CO2 and nitrogen smothering systems are not suitable for use in exposed open air
applications, they are otherwise the most efficient agent for fighting liquid and vapour fires. By
diffusing in a burning mixture, they lower the oxygen content and render the mixture inert. If the
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flames can be separated from the liquid, the boil-off rate will also be reduced.
Nitrogen is more effective and less dangerous to personnel than CO2 but CO2 is more easily
stored.
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10.4 PROCEDURE TO FOLLOW IN THE EVENT OF A FIRE
In the event of a fire, the initial alarm will be activated either automatically by the fire detection
system, or manually by the person discovering the fire.
PROCEDURES IN THE EVENT OF FIRE WHILE AT SEA
ACTION ON BRIDGE
• Manoeuvre as required, traffic and navigational situation permitting
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• Advise traffic in the vicinity on VHF Ch 16 and DSC VHF Ch 70
• Consider use of following:
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1. Fire/Water Spray Pumps
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2. Vent Fan Stops
3. Engine to Standby
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ACTION ON DECK
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• Fire parties muster and report to Bridge, it is essential that the Master is advised if any
persons are missing or unaccounted for.
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• Master advises Ch Off/Ch Eng of result of Muster & Fire Location if known
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• Ch Off/Ch Eng takes control of Fire Fighting and Rescue operations
• Ship’s staff to commence fighting the fire using normal drilled procedures.
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• Start water spray pump.

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• Engine Room Party to supply services in the normal manner. (Fire Pump would already be
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running and Fire Main pressurised.).

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PROCEDURES IN THE EVENT OF FIRE ON BOARD VESSEL WHILE IN PORT

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ISGOTT provides full information on the issues to be considered in the event of a fire when a ship
is in port. Specific information may also be provided by Port and Terminal Authorities detailing
actions to be taken both on board ship and by the terminal in the event of a fire.
• Sound the ship’s fire alarm, and muster at Fire Stations in the normal manner. Check for
missing/injured persons. Gangway watchkeeper to bring to his muster point the Visitors
Record Book, to verify the list of shore personnel on board and this will be checked against
the shore personnel mustering on board. The tally board will be checked to verify if missing
crewmembers are ashore.

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• In addition to the above, sound any special Fire Alarm on the ship’s whistle as per Terminal
requirements. Any specific terminal requirements will have been advised during the pre-
operations ship / shore discussion and meeting. If none advised, the sound “J” on the ship’s
whistle.
• Activate ESD. Stop all cargo/ballast/bunkering operations immediately. Valves and tank
openings must be secured and, if practicable, hoses disconnected and manifold valves
blanked off.
• Terminal and port authorities should be notified immediately of the situation, and shore
assistance should be summoned promptly
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• Ship’s staff to commence fighting the fire using normal drilled procedures.
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• Start water spray pump.
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• Engine Room Party to supply services in the normal manner. (Fire Pump would already be
running and Fire Main pressurised.).
•
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Main engines should be brought back into a state of readiness as soon as possible.
• Liaise with Terminal and follow Terminal procedures for quick contact of outside assistance,
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including local Fire Brigade.
• Master and Fire Control Leaders to liaise closely with local Fire Brigade and/or Terminal
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Emergency Fire Fighting Parties. Ships Plans in Fire Wallet to be consulted and any special
features of cargo, bunkers, ship design and any special circumstances affecting the safety
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of the ship, its stability or the conduct of the fire fighting operations, should be brought to
their attention He should bring to the notice of the shore fire officer
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• Master/Terminal to request tugs to attend and stand-by.

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• Should a fire on deck result from a bunker overflow, burst bunker hose or leaking bunker
pipeline, the supply of fuel must be shut off immediately.
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• Foam dispensers should then be used to the best advantage to extinguish and prevent
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spread of the fire, together with portable foam extinguishers. Additionally water spray or
mist should be used to assist in extinguishing the fire and in shielding fire-fighters using
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portable foam appliances.
PROCEDURES IN THE EVENT OF FIRE ON SHORE WHILE IN PORT
• Sound the ship’s fire alarm, and muster at Fire Stations in the normal manner. Check for
missing persons. Gangway watch keeper to bring to his muster point the Visitors Record
Book, to verify the list of shore personnel on board and this will be checked against the
shore personnel mustering on board. The tally board will be checked to verify if missing
crewmembers are ashore.
• Shipboard action will depend on the location of the shore fire and it’s proximity to the ship.

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• In the event of fire occurring on shore or on board another ship nearby, stop all
cargo/ballast/bunkering operations immediately. Valves and tank openings must be secured
and, if deemed necessary, the chiksans and hoses should be disconnected and manifold
valves blanked off. Care should be taken to ensure that no leakages of cargo or bunkers is
released which could carry down to the fire area and exacerbate the situation. Whenever
possible, lines should be cleared.
• Main engines should be brought back into a state of readiness as soon as possible.
• The emergency towing-off wires that are required to be rigged on arrival alongside should
in any case be adjusted so as to be instantly available for taking the ship off the berth.
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• All personnel must go to fire stations and all fire equipment must be placed in a state of
readiness with fire hoses connected, etc. A close watch should be kept for falling embers on
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the ship, or burning oil on the water which may prove a hazard to the ship.
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• Directions concerning the movement of the ship will normally be issued by the harbour
master. All deck officers must familiarise themselves with the procedures of the individual
ports, so that in the event of a fire, the Port Authorities and fire services are not hindered
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by the actions of ships and personnel not involved in the fire fighting operation.
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10.5 PROCEDURE TO FOLLOW IN THE EVENT OF A COMPRESSOR HOUSE OR

MOTOR ROOM FIRE.
These spaces are equipped with portable extinguishers (Dry Powder and / or CO2), smothering
systems (generally CO2), water hose systems and possibly bulk dry chemical powder units.
In the event of a fire, the initial alarm will be activated either automatically by the fire detection
system, or manually by the person discovering the fire.
• Stop all cargo/ballast/bunkering operations immediately. Valves and tank openings must be
secured. Wherever possible, the fuel supply to the fire should be cut off.
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• A limited outbreak of fire can often be dealt with by the portable extinguishers, but where
the fire is established, fixed smothering installations should be used.
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• Early consideration must be given to the shutting down of systems by remote closing
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devices, as necessary. Ventilation and forced draft fans must also be stopped, as necessary.
• Before any fixed smothering system is activated, it is essential that ;

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o All personnel have been accounted for, and none are in the space on fire.
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o Ventilation fans to the space have been stopped
o Doors and vents are closed

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• Boundary cooling should be used to control the temperature of the casing exterior and the
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emergency fire pump used to supply the water system.
• In every case, all necessary precautions must be taken to prevent the fire spreading to
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adjacent spaces. Consideration must be given to the fuel and lubricating oil pipes in the
vicinity of a fire which may become a fuel source.
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• In the unlikely event that the fixed system is inoperable, and no progress is being made
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with portable appliances, the only alternative is to endeavour to smother the fire by closing
down the entire space.
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Fires in other machinery spaces should be dealt with in a similar manner, as per normal ship fire
fighting procedures.

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10.6 PROCEDURE FOLLOWING A COLLISION – GENERAL INFORMATION
In the event of a collision many of the actions to take will depend upon the seriousness of the
damage inflicted to either or both of the vessels involved. For example the collision may only
involve a glancing blow where the structural damage is superficial, or it might be more serious and
followed by a fire, explosion, serious pollution, stranding or foundering, with the possibility of crew
overboard, seriously injured or even killed.
No matter what the eventual outcome of the collision may be, there are several actions that should
be initially carried out by ships staff in the event of any collision. These are listed below.
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ACTION TO BE TAKEN BY THE BRIDGE TEAM:
• Sound the General Alarm and follow this with a public address announcement regarding the
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situation.
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• Muster all personnel and check for injured persons or any that are missing. Advise the
Bridge of the outcome of the muster.
•
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Contact the Engine room and advise them of the situation and get an initial report of any
damage or leaks that are apparent.
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• Stop engines and engage manual steering (start 2nd steering motor). However, bear in
mind the immediate navigation situation. (Other traffic, proximity to shoal patches or other
hazards). It may be preferable to maintain minimum steerage way at this stage with hand
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steering possibly engaged.

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• Give the instruction to close any ballast hatches etc. that may be open, to maintain the
watertight integrity of the vessel.
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• At night turn on the deck lights; however, again bear in mind the navigation situation.
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• Utilise VHF Ch16 to advise other ships in the immediate vicinity of the collision using
security or Pan Pan. N.U.C. signals may have to be displayed depending on the situation.
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• Ensure that the GMDSS equipment has vessel current position entered, and then send
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notification of the collision to the nearest MRCC or coast station. Also contact DPA using
initial contact via telephone, if DPA not available then other members of the control group
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should be contacted. Contact details are available in the S.M.P.E.P. Appendix III.
• Contact the other vessel and ascertain if she requires assistance or needs us to standby her
and note protest.
• Prepare lifeboats for the evacuation of non-essential personnel.
• The following information should be recorded
a) Mark Engine Room Data logger

b) Mark Course Recorder
c) Note Time of Contact
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d) Note Vessels Position

e) Note Bridge Times
f) Note Course & Speed at Time of Contact
g) Note Angle of Contact
h) Note Times of all Sound Signals Made and Heard
i) Check if other Vessels require Assistance or require our Vessels to Standby
j) Obtain particulars of other vessels (see below)
k) Hold other vessels responsible by Letter
l) Note Protest
m) Witnesses Names
n) Notify Anticipated Delay
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• Endeavour to find out from other vessel the following information and likewise advise the
other vessel of our similar details:
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a) Vessels name
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b) Port of registry
c) Where from
d) Where bound ED
e) Owners / Charterers / agents
• Establish and enter the following in the Deck Operations Log, if not already noted:
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a) Exact position of collision

b) Exact time of collision
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c) Course and speed at time of contact

d) Angle of contact with other vessel
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e) Details of any sound signals made or heard prior to the collision

f) Transcripts of any communications to or from the other vessel
g) Mark the course recorder chart with the time of collision
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• Issue the other Master with a Letter holding him responsible for the collision.
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• Make a record of all witnessing vessels / parties.

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• As soon as practicable after the event all personnel on duty or directly involved in the
incident should submit to a drug and alcohol test
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• Note Protest when vessel arrives at next port of call.
• Check that bridge and engine times noted for the time of contact and subsequent
movements agree. If they do not, make an entry in the Deck Operations Log and ER
Movement Book noting the disparity.
• Whilst all the above is being carried out there must, be someone who is keeping an
accurate and complete log of all that is occurring. In the absence of a direct order to the
contrary, the Third Officer shall compile the log and be responsible for its accuracy.
Remember, at an enquiry this log account of the happenings will provide one of the
strongest pieces of evidence for or against us. So let’s get it correct. Any mistakes or

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alterations shall be crossed out using only a single line and initialled by the officer making
the change. Erasing or ‘Tippexing’ out entries must not be attempted
• When the various information has been received from local control, an updated report
including the vessels ‘Voyage Stability Information’ must be sent to the managing office.
Note that an updated copy of the vessel stability and stress information, must be made
available after every cargo, ballast or bunker operation, and must be updated periodically
on extended voyages where there is any significant change in cargo or bunkers.
ACTION TO BE TAKEN BY DECK DEPARTMENT:
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• Other members of the ships complement should be checking and reporting in to the bridge
control centre on the following information:
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• Check all have mustered
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• If necessary start water pump sprays.
• The watertight integrity of the hull. This information may be obtained by visual means and
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by manually sounding all spaces, tanks and compartments, both on deck and in the engine
room.
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• The integrity of the cargo and its associated systems including hydraulics pipelines and fuel
lines.
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• Check for any signs of leakage of LNG into the interbarrier spaces. (Indications may be
given by gas detection alarms or low temperature alarms or high-pressure alarms). Also
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check and record all levels in tanks.
• As appropriate to type of vessel, check for signs of water penetrating the interbarrier and
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insulation spaces. (Indications may be Interbarrier bilge high level alarms with increased
boil off and rising cargo tank pressures).
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• When the following has been ascertained inform bridge as to the structural condition of
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vessel.
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• Ascertain whether there have been any internal oil spills (bunkers and lub-oils.) or any
overside pollution. (Should there be any pollution or the likelihood of pollution, vessel is
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required to notify the facts to the nearest coastal authorities. See Oil Pollution Procedure
and SOPEPS MANUAL.
ACTION TO BE TAKEN BY ENGINE ROOM DEPARTMENT:
In the machinery spaces a collision if small may not be noticed and the engineers will rely on the
bridge to inform them that one has taken place. If however a bump is heard or felt in the
machinery space then the bridge is to be informed immediately.
The procedures to be followed by the engineers in the event of any collision are as follows.
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• If a bump was felt or heard in the machinery space notify the bridge immediately.
• If the Alarm is sounded report to your respective muster points.
• Change the engine room plant over to standby manoeuvring conditions.
• Carry out an inspection of the machinery spaces and asses any damage particularly with
respect to integrity of the hull, oil tanks, water tanks and dry spaces.
• Damage to any machinery or pipe systems should also be looked for.
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• Sound all tanks and double bottoms and check for losses or ingress of water.
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• Make relevant notes in the E.R. Log book.
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10.6.1 COLLISION WITH NO APPARENT RUPTURE OF CARGO TANK

(MEMBRANE)
The ability of the vessel, and in particular, the cargo containment system to survive a collision by
absorbing the energy of a colliding vessel is dependent on many factors including the colliding
ship’s size, displacement, speed and angle and point of contact. Independent analysis made by
various parties and Classification Societies during the design of LNG vessels have estimated that
the most critical are the side-on collision (90° approach of colliding vessel) with a bulbous bow
design.
If a collision is unavoidable and it is possible to reduce the angle of impact from 90° to a more
PY
oblique angle, the survivability of the vessel and the cargo containment system will significantly
increase.
O
Following a collision:
• Follow the guidelines contained in 10.6 PROCEDURE FOLLOWING A COLLISION –
C
GENERAL INFORMATION.
•
ED
If the vessel lists sharply, then it is likely that a ballast tank(s) or other spaces have been
breached in the vicinity of the contact and flooding has occurred.
• Whether the vessel lists or not, all soundings should be checked immediately and the gas
LL
detection system closely monitored.
• If the inner hull has been breached, all available means should be employed to keep the
O
secondary insulation space pumped dry of water to prevent degradation of the insulation
material.
TR
• Regularly monitor the primary insulation space for possible primary membrane leakage. If
gas leakage is detected, increase the nitrogen sweep through the primary insulation.
N
• Attempts to right the vessel should only be made after advice from the managing office has
been received. In critical circumstances, righting of the vessel may be attempted utilising
O
the information available in the “Damage Stability Booklet” taking care to avoid over-
stressing of the vessel.
C
• Only essential personnel should be allowed on the deck.

N
• An urgency signal giving relevant details should be made to the local coastal authority and
U
to any vessels in the area. If the survivability of the vessel is in doubt, then a distress signal
should be made.
• A realistic assessment should be made of the ability of the vessel to remain afloat.
• If it is determined that the vessel is unlikely to survive, abandonment should be made in

good time.
• When it is certain that the vessel is safe and secure, offers of assistance should be made to
any other vessel involved in the casualty.
• The listing of the vessel may tend to give rise to panic amongst shipboard personnel. To
guard against this, it should be explained to all personnel at drills and exercises that LNG

10
vessels have a large reserve buoyancy and that a list resulting from a collision is not
necessarily cause for immediate danger.
• Officers should be aware of the causes of any list and the implication of a list due to
asymmetrical buoyancy or weight and of a loll due to a loss of stability.
• Where necessary Ship to Ship transfer of cargo will be arranged by the managing office. In
such cases, procedures referenced in the ICS/OCIMF/SIGTTO publication Ship to Ship
Transfer Guide (Liquefied Gases) should be followed.
PY
O
C
ED
LL
O
TR
N
O
C
N
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10
10.6.2 COLLISION– INVOLVING UNCONTROLLABLE ESCAPE OF LNG CARGO

(MEMBRANE)
All of the previous actions will be relevant, but the added dimension of an uncontrollable escape of
cargo must now be considered. The event can only be described in a hypothetical context, as no
such situation has actually occurred. The following is therefore based on theoretical studies and
investigations.
• In the loaded condition with failure of the primary and secondary membranes, liquid cargo
will pass through the primary, secondary barriers, inner hull and the ruptured ballast tank
and out to the sea. As the membrane containment system is supported by the inner hull
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steel structure, failure of the inner hull due to the collision damage and embrittlement
would lead to collapse of the membrane containment system in the damaged area. This
would lead to a further major increase of the outflow of LNG.
O
• Ignition may not take place within the vessel due to the over-rich concentration of vapours.
In such cases, the attempted separation of the vessel from a colliding vessel or other
C
structure should not be attempted, if circumstances permit, in order to avoid the risk of
creating an ignition source during separation. This despite the colliding vessel probably
ED
encountering hull structure failure from both the collision damage and the embrittlement
from the outflow of LNG.
• The vaporisation of the spillage will initially form a heavy white vapour cloud and this is
LL
likely to quickly envelope the deck and accommodation areas. Hence it is essential that all
potential sources of ignition are isolated and the decks cleared of all personnel.
O
• If separation has taken place from the colliding vessel or obstruction and there is no gas
concentration in the propulsion machinery space, attempts should be made to manoeuvre
TR
in such a way as to place the vessel clear of the vapour cloud. This may involve steaming
the vessel astern.
• As far as possible, the damaged tank and barriers should be isolated from other tanks and
N
barriers. This will prevent both back flow of boil-off vapour from undamaged tanks to the
ruptured tank and, at later stage, the possible admixture of air and cargo vapour in the
O
whole cargo system.

C
• Flooding the ballast tanks adjacent to the damaged tank with sea water, where possible,
will reduce the effect of embrittlement on the adjoining bulkheads and prevent gas vapour
N
from entering undamaged tanks.

U
• The operation of water sprays and curtains will reduce the possibility of vapour cloud
ignition on deck, assuming the deluge and fire main systems are still intact.
• If ignition does occur, the resulting fire may be such that the dry powder capacity onboard
could be exhausted or, if the fire is extinguished, reserves have been run so low that any
re-ignition could not be contained. Therefore, thought should be given to the desirability of
allowing the fire to burn in a controlled manner.
• Before attempting to fight large fires, due consideration should be given to the possible
options:
o Allowing a fire to continue to burn thus running the risk of the fire spreading and
greater damage being caused.
10
o Extinguishing the fire and running the risk of damage to life and property if un-
ignited vapour is allowed to drift under light wind conditions to areas of high ignition
risk.
• Where cargo is jettisoned, personnel should be aware of the Rapid Phase Transition (RPT)
phenomenon. When LNG, particularly if the LNG is aged, is spilled on to water, a violent
interaction can occur. This is the result of rapid vaporisation of the LNG, superheated by
contact with water.
• A very careful check should be maintained on all intact cargo tanks, barriers and adjacent
compartments.
PY
• Once the situation has been stabilised and the stability of the vessel is secured,
consideration can be given to the problem of what to do with the remaining cargo in the
damaged tank.
O
Factors will include:
C
• Damage to the vessel and quantity of remaining cargo.
•
ED
The operational status of the propulsion machinery, cargo containment system and cargo
transfer system.
• The location of the vessel.

LL
• If the cargo containment system is intact, the possibility of ship to ship transfer may be
considered.
O
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N
O
C
N
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10.7 GROUNDING
In the event of the vessel grounding or stranding, the actions to be taken by ship’s personnel will
inevitably depend of the seriousness of the incident and the damage that it may have caused to
the vessel’s structure and systems. For example, the grounding might have occurred under
pilotage with tugs in attendance, whereby the ship has left a channel and taken to ground on a
soft sand bank where the only damage is to the bottom paintwork and slight indentation to the
hull. Conversely it could be that the ship has run onto a coral shoal in the middle of nowhere, head
on, at full speed and occasioned substantial damage to the hull, possibly causing severe flooding to
the engine room, ingress of water to other compartments and damage to the cargo systems, tank
structure and insulation.
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ACTION TO BE TAKEN
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• Stop the main engine
C
• Sound the General Alarm and muster ships personnel. Report result of muster to bridge.
• Advise the engine room of the situationED

• Fix the vessel’s position
LL
• Ensure all watertight doors and hatches are securely shut
• Exhibit the lights/shapes for a vessel aground as required by the Collision Regulations.
O
• If applicable, advise any other ships in the vicinity of the situation on VHF Ch 16
TR
Following the initial actions above, the following checks should be carried out to assess the
damage already sustained and to limit any further possible damage to a minimum.
N
• Sound all tanks, bilges and spaces for possible water ingress. Assess the rate of any ingress
found.
O
Check the cargo containment system for possible leakage to the interbarrier spaces and
C
•
ballast tanks. (Changes to normal readings of cargo levels, gas detection devices and
N
temperature probes, along with high level alarms may assist in assessing if leakage has
occurred).
U
• Check for over side and internal oil leaks.
• Check visually for any apparent hull damage.
• Take a series of soundings around the vessel with the hand lead line, to ascertain the likely
location of the grounding in relation to the ship’s hull.
• Check the vessel’s present draft and compare it to that prior to the stranding.
• Attempt to ascertain the nature of the sea bed, using the hand lead and tallow.

10
• Check the state of the tide and the likelihood of the vessel ‘floating off’ at the next high
water.
• Check the weather forecast, and if it is likely to deteriorate prior to re-floating. Consider
putting in additional ballast to prevent pounding and further possible damage.
• Check the vessel’s sea suctions for blockage, due to ingress of sand or other debris.
• Check the tail shaft for oil loss.
• Check the main engine lube oil cofferdam for water contamination.
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• Check, if possible, the propeller for any damage sustained.
O
• Check the integrity and operation of the ballast system, the cargo pumping system and the
level measuring system.
C
Should the situation be such that the loss of the vessel is a possibility, then a distress message
should be sent to the nearest Coast Station by any means available.
ED
In addition, the vessel must notify the following parties listed below, as soon as possible after the
stranding.
LL
• DPA or other member of the vessel control group. The vessel should continue to contact
that person with updates, until they are advised that the V.Ships Emergency Response
O
Team has assembled and Room has been set up and is fully operational. The vessel will
then be asked to contact these numbers directly. (Refer Ch. 10.1.3)
TR
• If required, and when requested by V.Ships, the vessel should contact their nominated
Damage Stability Provider, contact details in the Damage Stability Manual, and in SOPEP
N
Appendix III.
O
• Note – under no circumstances is the master or anyone else to communicate with third
parties unless specifically told that this is acceptable by the V.Ships Emergency response
C
team.
N
• Should oil pollution have taken place or the possibility of oil pollution be deemed to exist,
the Master is required to notify the nearest coastal authorities of the situation. See SOPEP
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Manual. Addresses and contact numbers of the various coastal authorities are listed in
SOPEP Manual Appendix 1
A complete and accurate record, containing all times and details of the incident, shall be kept in
the Deck Operations Log, ensuring that copies of all radio communications are included.
Should outside salvage assistance be required, details of all salvers and any assistance rendered,
by each or all of them, must also be accurately recorded. If possible, any salvage services should
be contracted on the ‘No Cure-No Pay’ basis of the Lloyds Open Form of Salvage Agreement. A
copy of this form is in SOPEP.

10
Should any shifting of ballast, cargo or bunkers be necessary to counteract changes in list or trim
caused by the incident, the proposals should be sent to the Damage Stability Provider and to
V.Ships to enable the vessels stability and effects of the stresses on the vessels hull to be
calculated by their naval architects.
Similarly should the jettisoning of cargo be deemed necessary to enable the vessel to be re-floated,
this should only be done after full consultation with, and the approval of, the DPA and / or the
vessel control group.
Refer to VMS – Fleet Operations, Section 8.10 Salvage Assistance, for statement that the Master
has complete authority to enter into any salvage contract.
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ENGINE ROOM PROCEDURE TO FOLLOW AFTER GROUNDING
O
The engineering staff may not be in a position to ascertain that the ship is aground and in normal
circumstances will be informed by the bridge. However any grating noises along the ships hull in
C
the machinery space should be considered a possible grounding or collision. In the event of
grounding no attempt to re-float the ship will be made without first carrying out a thorough
inspection to ascertain any damage.
ED
The following actions should be taken if the bridge informs the engine room that the ship is
aground.
LL
• The initial response may be to Stop the Main Engine as quickly as possible and secure it,
simultaneously with this start the Main Diesel Generator. Please note though with regard to
O
the Main Engine it is our duty to obey Telegraph Orders as long as it possible and sensible
to do so.
TR
• Stop and secure the steering gear, be aware that the Rudder may be aground/damaged.
N
• Carry out a thorough inspection of the machinery space for structural damage and ingress
of water. Due to the double bottom structure in the machinery space it may not be possible
O
to see any structural damage clearly.

C
• Sound all the machinery space tanks that have the ships hull forming part of there
boundary. Careful when unscrewing any caps, as there might be water pressure present.
N
This should include Fuel, Water, L.O. and double bottom tanks and dry spaces.
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• Inform the bridge of your findings and take further soundings at regular intervals.
• Record all actions taken in the Engine Log book.
• Check all sea inlets/outlets, their associated pumps and coolers are working correctly and
not fouled.
• Keep a close eye on the stern tube L.O. tank for loss of oil.
• Engage turning gear and try to turn shaft. If any strain is shown by the turning gear it must
be assumed that the propeller is also aground and the bridge informed of this. No further
attempt to turn the shaft should be made until the propeller is clear.
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• Provide steam to the decks for Anchor and winch operations.
• Make ready the Ballast Pumps.
• A grounding could cause rapid fouling of Sea Suctions, Pumps and Coolers, with silt,
resulting in a Blackout, as such the only power available would be that from the Diesel
Generator and the Emergency Generator. Staff must be prepared to respond to situations
and priorities which may change quickly.
• When the ship is afloat and the engines are ready for use again a close eye should be kept
PY
on the shaft bearing and stern tube for overheating or unusual vibrations in case the hull
structure has been deformed, causing misalignment.
O
C
ED
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O
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N
O
C
N
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10.8 UNCONTROLLED EMISSION OF GASES OF VAPOURS
The flammable limit of a cold natural gas vapour mixture is 6% to 13%. Experiments have shown
that, in open spaces, the visible condensation cloud is a safe estimate of the extent of the
flammable vapour mixture. It is considered that the whole visible cloud is potentially flammable
and entry into the cloud should be avoided. There is a high risk of oxygen deficiency within the
cloud, and also low temperatures which may cause frost burn.
When natural gas vapours have warmed sufficiently to rise out of the visible condensation cloud,
they will have diffused to below the lower flammable limit. This is in spite of the fact that, at
ambient temperatures, the flammable limits widen to 5% to 14%.
PY
Uncontrolled emission of toxic gases or vapours from cargo tanks / containment can be caused by
various reasons. Some of them are:
O
• While vessel is at sea and experiencing propulsion system failure where it is impossible to
burn boil-off vapours for an extended period of time, causing the vapour header pressure
C
control valve to open and release excess vapours through the forward vent mast to the
atmosphere. ED
• HD compressor unable to cope with the boil-off capacity or unable to send boil-off vapours
ashore, causing the vapour header pressure control valve to open and release excess
vapours through the forward vent mast to the atmosphere.
LL
• Machinery and equipment failures resulting in small LNG leaks on deck or in machinery
spaces, which vaporise in contact with the atmosphere by taking heat from the
O
surroundings.
Three most likely areas where gas leaks might develop are:
TR
• Manifold connection area.
• Cargo tank top area.

N
• Compressor House or Cargo Machinery Room

O
The main objectives in each case should be to:

C
• Identify and isolate the source of leak.
Assess extent of leak and / or damage.

N
• Prevent ignition.
U
• Stabilise and repair damage.

The uncontrolled escape of toxic gases or vapours implies an emergency situation where the
atmosphere may become dangerous in the broadest sense of the word. As such, the crew must be
aware of the situation and should take all precautions necessary. Depending on the liquid spilled,
the density and temperature of vapour cloud will vary. In case of methane at temperatures below -
120°C, the vapour cloud may be heavier than air and may create pockets of gas at deck level,
thereby creating additional risk. In order to guard against possible risks, the following precautions
should be taken in the case of uncontrolled vapour release:
• Get clear upwind and report nature and extent of the release immediately.

10
• Officer in charge should initiate ESD immediately.
• Raise General Alarm.
• Order all watertight doors and air vents closed.
• If machinery or compressor room is affected, consider stopping ventilation in it.
• Start spray system or use fire hoses to prevent structural damage.
• If in the port, inform terminal / port authorities as per local regulations.
PY
• Keep a constant watch on the gas detection equipment to control the areas affected and
spreading of the gases.
• Inspect all areas where the leak may be coming from.
O
• Perform measurements of the atmosphere close to the area of the leak.
C
• Prepare all of the ship’s emergency systems.
•
ED
Consider asking for a standby tug, directing it where and when to use water cannons.
• Consider isolating all electrics in the area.

LL
• A team equipped with Self Contained Breathing Apparatus (SCBA) will investigate damage
observed.
O
• Another team equipped with SCBA will tour the ship investigating other possible damage.
TR
• Start up, or put in ‘Standby’ mode, all general and emergency ship systems.
• Verify any possible damage to the cargo tanks.

N
• Mark one access door to the accommodation, blocking the use of any other by means that
do not present a danger in the event of an emergency evacuation for another reason.
O
• This one access door will be continuously watched to prevent it accidentally being left open.
C
The air conditioning system will be set on recirculation.
• Upon reaching the area where there is a possibility of gases, adopt the following
N
precautions:
U
• Remain alert to all warning signs and visual/audio alarms.
• Check the wind direction.
• Observe nearby personnel and their work methods.
• Approach the location slowly.
• If feasible, have at least two escape routes planned.
• Have a continuous atmosphere analysis procedure for the area, together with an effective
alarm system. The use of portable detectors provides an additional protection.

10
• Eliminate all sources of ignition and ensure that all rules for smoking are strictly enforced.
• If close to an electrical storm, change the course and engine speed if applicable to move
away from the storm and prevent ignition of the vapours by lightening.
PY
O
C
ED
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O
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N
O
C
N
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10.9 LNG VAPOUR LEAKAGE TO BARRIER (MEMBRANE)
All tests carried out on the primary insulation membrane have shown that a fatigue fracture in the
membrane will not extend. Fatigue fractures in the primary membrane are generally small and will
pass either vapour only, or a sufficiently small amount of liquid, which will vaporise as it passes
through the fracture.
It is possible however, that a larger failure of the membrane could occur, allowing the liquid to
pass through and eventually gather at the bottom of the membrane space.
Under normal operational conditions primary and secondary barrier spaces are continually swept
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with nitrogen. A small leakage of methane vapour through the membrane may not be readily
obvious. However, indications are likely to be:
• A sudden rise in the percentage of methane vapour in one primary insulation space. Some
O
porosity in the primary barrier weld will allow the presence of methane vapour in the
primary insulation space. The amount of this vapour should be kept to a minimum by
C
nitrogen purging.
If a porosity fracture occurs in the primary membrane barrier below the level of the liquid in
•
ED
the tank, the vapour concentration will increase slowly and steadily.
• If the fracture is above the liquid level, the concentration will exhibit a fluctuating increase.
LL
• An increase in pressure due to vapour leakage will be less obvious than an increase due to
liquid leakage. This is because the volume of vapour passing through a fracture is small
O
compared with the volume of liquid, which subsequently vaporises, passing through the
same fracture. In both cases, volumes are likely to be small in comparison with the volume
TR
of the inter barrier space.
• A fracture above the liquid level in a cargo tank will allow direct flow of vapour into the
primary insulation space. This flow will vary according to the pressure in the tank.
N
• A porosity fracture in the primary membrane below the liquid level in a cargo tank,
O
resulting in a small amount of liquid vaporising as it passes through the fracture, will cause
a small increase in pressure. This increase is dependent upon the height of liquid above the
C
fracture and the pressure in the tank.

N
• No temperature change will be obvious, unless the fracture is in the immediate vicinity of
the sensors below the cargo tank.
U
• Leakage of methane vapour into the primary insulation space presents no immediate
danger to the tank or vessel. As much as possible information concerning the fracture and
leak should be obtained and recorded.
Ascertain whether the risk is increasing, as follows:
• After the leak is detected, and without changing the flow of nitrogen to the primary
insulation space, record the gas concentration and primary space temperature every hour
for eight hours.
• Then, if necessary, adjust the flow of nitrogen to maintain the gas concentration below
30% (vol) and record the gas concentration and primary insulation space temperature
every four hours.
10
• In conjunction with the above, record all pressure changes occurring in the cargo tank and
primary insulation space.
Where there has been an LNG vapour leakage to a primary insulation space, the nitrogen supply
controller should be set to the appropriate pressure setting and the space purged.
PY
O
C
ED
LL
O
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N
O
C
N
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10.10 LNG LIQUID LEAKAGE TO PRIMARY BARRIER (MEMBRANE)
A major failure in the primary membrane, allowing liquid into the primary insulation space, will be
indicated as follows:
• A rapid increase in the methane content of the affected space.
• A rise in pressure in the primary insulation space nitrogen header, accompanied by

continuous increased venting to atmosphere.
• Low temperature alarms at all temperature sensors in the insulation below the damaged
cargo tank.
PY
• A general lowering of inner hull steel temperatures.
If a major failure of the membrane occurs, liquid from the tank will flow into the primary insulation
O
space until the levels in both compartments are equal. When the contents of the cargo tank are
discharged, unless the LNG in the primary insulation space can drain sufficiently quickly to the
C
cargo tank, a differential liquid head will build up, tending to collapse the membrane of the tank.
Before discharging a tank with major failure in the primary membrane, it is essential that the
ED
primary membrane is punched so that liquid can freely flow back into the tank from the primary
insulation space. In this way, no hydrostatic head occurs in the primary insulation space which
could cause damage to the primary membrane support.
LL
NOTE – UNDER NO CIRCUMSTANCES IS THE VESSEL TO OPERATE THE PUNCHING

DEVICE WITHOUT PRIOR AUTHORISATION. AS THE USE OF THE PUNCHING DEVICE
O
WILL RESULT IN EXTENSIVE REPAIRS, THE DECISION TO USE THE PUNCHING DEVICE
WILL BE GIVEN AFTER CONSULTATION BETWEEN THE VESSEL, V.SHIPS AND THE
TR
VESSEL OWNERS.
The punching device is ship specific but often consists of a 30kg messenger which is dropped down
N
the float gauge tube so as to punch a hole in the primary membrane at the base. The base of the
float gauge tube is fitted with a split perforated base to allow the messenger to penetrate through
O
to the membrane. The membrane is fitted with a thin diaphragm and the plywood insulation boxes
are thinner than normal to allow the messenger to penetrate fully as per Barrier Punching
C
Procedure. The tank can then be discharged safely.

N
The operating procedure for draining the inter barrier space is as follows:
• Operate the barrier punch system. It should be noted that during the discharge and until
U
repairs have been completed, the primary insulation space of the damaged tank is to
remain isolated from all other spaces and allowed to vent freely to atmosphere.
• Isolate the primary insulation space nitrogen supply to affected tank and allow venting to
atmosphere via the vent mast.
• Discharge to another tank using the spray pump and spray main. A cargo pump could be
used to discharge affected tank, but at a very slow rate.
• Start the affected tank spray pump in sequence, once the pump is running, slowly open the
spray pump discharge valve into the spray main.
10.11 WATER LEAKAGE TO BARRIER (MEMBRANE)
10
Ballast water leakage from the wing tanks to the insulation spaces can occur through fractures in
the inner hull plating. If the leakage remains undetected and water accumulates in these spaces,
ice accumulation can occur and cause deformation and possible rupture of the insulation. The
resultant cold conduction paths forming in the insulation will cause cold spots to form on the inner
hull.
The pressure differential caused by the head of water building up in the insulation space may be
sufficient to deform or even collapse the membrane into the cargo tank. To reduce the risk of
damage from leakage, each cargo insulation space is provided with water detection units. A bilge
piping system is used for the removal of any water.
PY
Bilge wells are provided in each of the transverse cofferdam spaces and are fitted with
independent level alarms. The tank secondary insulation space is connected to the bilge wells by
O
means of a drain pipe. The bilge wells are connected to a draining pipe system with a dedicated
bilge pump, of sufficient capacity, situated in each of the cofferdams for discharging the water to
C
deck level and then overboard. If ballast water is suspected of having leaked into a secondary
insulation space, appropriate arrangements must be made, such as the following:
ED
1. Pump out the ballast water from adjacent wing tanks with consideration to vessel’s stability
and stress condition.
2. Ventilate the required cofferdam and carry out normal enclosed space entry.
LL
3. Connect a flexible hose to the pump outlet valve in order to drain the water discharge
overboard via a scupper pipe.
O
4. Open the pump outlet valve on the deck.

TR
5. Start the pump and continue pumping until the maximum amount of water has been
discharged.
N
6. Carry out an inner hull inspection to determine the cause of the leak, with particular
reference to a safe atmosphere in the ballast tank space.
O
7. After the maximum possible amount of water has been discharged from the insulation
C
space, appreciable moisture will remain in the insulation and over the bottom area.
Increasing the flow of nitrogen through the space can assist in drying out of the insulation.
N
U
10.12 LNG LIQUID LEAKAGE TO DRIP PAN (MOSS)
A serious failure of the tank structure, allowing liquid into the insulation space or hold space, will
be indicated as follows:
• A rapid increase in the methane content of the affected space.
• Low temperature alarms at the temperature sensors in the surrounding areas.
• A general lowering of inner hull steel temperatures.
• Possible liquid alarms in the surrounding areas.
• Possible gas alarms in the surrounding areas.

10
In case of leakage from the northern hemisphere, it will drain by gravity and collect in the drain
channel at the wedge space, namely, the skirt to tank joint. From this drain channel, it passes the
wedge space via numerous drain holes cut in the skirt and gravitates to the southern hemisphere.
The leakage will eventually collect in the drain tube which contains the rupture disc and, from
there, after the rupture of the disc, to the drip pan.
Any leakage from the southern hemisphere will drain directly by gravity between the tank and the
insulation to the drain tube.
If leakage of cargo into the hold space occurs, the oxygen content of the space must be reduced to
below the explosive limit by the use of inert gas or nitrogen. Inert gas is introduced via the hold
PY
space aeration header to the hold space bottom and is exhausted to the atmosphere from the top
of the hold space.
O
10.13 WATER LEAKAGE TO CARGO HOLD SPACE (MOSS)
C
Ballast water leakage from the wing tanks to the hold spaces can occur through fractures in the
inner hull plating. If the leakage remains undetected and water accumulates in these spaces, ice
ED
may be formed. Ice accumulation can cause deformation and possible rupture of the tank
insulation. The resultant cold conduction paths forming in the insulation may cause cold spots to
form.
LL
To reduce the risk of damage from leakage, detector units are located in each cargo tank hold
space.
O
The leakage protection system also includes a method of collecting and accumulating small leaks of
TR
liquid cargo as well as water. The water is collected in a well at the after end of the hold space
under the cargo tank. The water leakage collects in this sump where monitoring equipment in the
form of liquid and temperature indicators is installed. In addition, gas detectors are situated in
various locations within the hold space.
N
O
Any liquid collecting in the sump will raise a liquid alarm and, by observing temperature and gas
indicators, it is possible to determine whether the liquid is cargo due to tank leakage or water due
C
to leakage from the ballast tanks.

N
A bilge ejector is installed in the sump to empty any water leakage from the hold space.
U
10.14 LEAKAGE OF LIQUEFIED GAS INTO HOLD SPACES

The Master must judge whether liquefied gas has leaked into a hold space, paying attention to a
measured value by a gas detecting device, changes in hold pressure and temperature, and take
the following response actions in consultation with the Company.
The hold space where a gas leak is detected, must be isolated from other holds and inerted
immediately. The inert gas generator (IGG) must be continuously operated so as to lower the
Oxygen concentration below 8%.
HANDLING WITH CARGO EDUCTOR (ONLY ON BOARD SHIPS SO EQUIPPED)

10
When it is considered transfer of the leaked liquefied gas is necessary, the leaked liquefied gas
must be transferred to other cargo tanks by a cargo eductor in the following procedure.
• Establish which tank will receive the spillage by checking the liquid levels and pressures of
cargo tanks.
• Align the eductor driving line and delivery line as described in the "Cargo Operating
Manual" of the vessel and purge the cargo space.
• Start the cargo pump or the spray pump and supply liquefied gas to the eductor driving line
to entrain the leaked liquefied gas to shift to another tank.
PY
SHIFTING TO ANOTHER CARGO TANK
O
The liquefied gas contained in a cargo tank from which liquefied gas has leaked, must be shifted to
another cargo tank with sufficient ullage by use of a cargo pump.
C
10.15 EMERGENCY DISCHARGE
ED
In all instances the ship specific manual must be strictly followed when conducting the following
procedures
MOSS
LL
In the case of both cargo pumps failing in a Moss cargo tank, the discharge will be carried out by
pressuring the tank containing the failed pumps and forcing the liquid into one or more of the
O
other cargo tanks. Manufacturer’s recommendations regarding the arrangement for the tank relief
valves has to be referred to. If liquid were transferred to two tanks instead of one tank, then the
TR
time to both transfer the liquid to the tanks at sea and the time to discharge the liquid to the
terminal once the ship returns would be greatly reduced. Reducing the vapour pressure in the
receiving tanks will further increase the transfer rate.
N
Because of the long time required to pressurise the tank and transfer the liquid, the vessel will
O
normally have to depart the terminal and make the transfer at sea.
C
One of the ships spray pumps and the LNG vaporiser will be used to create the pressure which is
required for discharge.
N
This procedure is an emergency procedure and as such all relevant ships manuals should be
U
studied prior to commencement of the operation and the ships superintendent kept informed at all
times.
MEMBRANE
In the event of both main cargo pumps failing in a single tank, then the emergency cargo pump
must be used. The procedure for this will be found in the ships specific cargo manual. The ships
superintendent must be kept informed at all times when this procedure is necessitated.

10
10.16 JETTISONING OF CARGO

The jettisoning of LNG from the port or starboard manifold is a last resort emergency that should
not be necessary even under the worst conditions. It should only be considered when all other
efforts (such as LNG eductor operation, forced vaporization by discharging inert gas around the
drip tray etc.,) to control the liquid leak from around the tank have been exhausted.
The operation can only be done at sea, and then, only if there are no ships in the immediate area.
Urgency messages are to be sent over the airwaves to warn other ships to stay clear of the area.
PY
The vessel must control its speed and direction to minimize the possibility of the LNG spray being
blown back toward the ship.
O
The jettison nozzle is typically stored at or near the manifolds.
C
As jettisoning of LNG will create hazardous conditions.
• All the circumstances of the failure must be carefully evaluated before the decision
ED
to jettison is taken.
• All relevant fire fighting equipment must be manned, in a state of readiness and
LL
maintained so during the entire operation.
• All accommodation and other openings and all vent fans must be secured.
O
• The NO SMOKING rule must be rigidly enforced.

TR
• The water curtain on the side of the jettison is to be running to protect the ships
structure.
N
The pumping rate should be controlled in such a way as to project the cargo as far as possible
from the ship’s side.
O
The jettison should be stopped as soon as the cargo level falls below the damaged area.
C
N
U

10
10.17 SHIP TO SHIP TRANSFER

This section is intended to complement the ICS Tanker Safety Guide, (Liquefied Gases) and the ICS
Ship to Ship Transfer Guide, (Liquefied Gases) and should be supplemented by the Company‘s own
instructions and orders. Special cryogenic hoses are required for this operation and these are not
normally carried on board.
The Master, or other person in overall control of the operation, should be clearly established before
the operation commences and the actual transfer should be carried out in accordance with the
wishes of the receiving ship.
PY
The means of communication should also be well established before transfer and both ships must
be in direct contact with each other during the whole operation. Radiotelephone contact should be
established on VHF channel 16 and thereafter on a mutually agreed working channel. Approach,
O
mooring, transfer and unmooring should not be attempted until fully effective communications are
established.
C
Should there be a breakdown in communication for whatever reason, either on approach, or during
ED
transfer, the operation should immediately be suspended.
CAUTION
The ignition of gas vapours may be possible by directly induced radio frequency energy and no
LL
radio transmissions, other than at very high frequency, should take place during transfer
operations. Arrangement should be made with an appropriate coast station for blind transmission
O
which would allow reception of urgent messages.
PRE-MOORING PREPARATIONS
TR
Prior to mooring, the organizers of the transfer should notify the local authorities of their intentions
and obtain any necessary permits.
N
The two vessels should liaise with each other and exchange details of the ships, which side is to be
O
used for mooring, the number of fairleads and bitts and their distance from the bow and stern of
the ship to be used for mooring.
C
INFORMATION SHOULD ALSO BE EXCHANGED ON:

N
• The size and class of manifold flanges to be used.

U
• The anticipated maximum height differential of the manifold for determining hose
length required.
• The type of hoses required and their supports to ensure that their allowable bending
radius is not exceeded.
• The weather condition should be taken into consideration, as that will determine the
type and number of fenders to be used and the type of mooring procedure to be
used. Both masters should be in agreement that conditions are suitable for berthing
and cargo transfer before the operation takes place.

10
• All equipment to be used should be thoroughly prepared and tested, and all safety
equipment should checked and be ready for use if required.
CARGO EQUIPMENT TO BE TESTED.

• Compressors, cargo pump and control room instrumentation to be fully operational.
• Gas detection system to be correctly set, tested and operating
• Emergency shut down system to be tested and ready to use
• Pressure and temperature control units to be operational.
PY
• Cargo tanks to be cooled, if necessary.
O
• Manifold to be securely blanked.
C
• Cargo hose reducers to be ready in place.
• Hose purging equipment to be acceptable.

ED
• Fire main tested and kept under pressure
• Water spray system tested and ready

LL
• Two additional fire hoses connected near the manifold and ready for use.
O
• Dry powder system ready.

TR
• All access doors to the accommodation to be kept closed at all times during transfer.
• No Smoking.
N
• Impressed current cathodic protection system, if fitted, to be switched off at least

O
three hours before transfer.

C
• First aid equipment etc, to be ready for use.

N
• Fenders should be positioned according to an agreed plan, taking into consideration

the type and size of both ships, the weather conditions and the type of mooring that
U
is to take place.
• The most successful method of berthing is with both ships underway. One ship
preferably the larger, maintains steerage way on a constant heading as requested
by the manoeuvring ship, usually with the wind and sea dead ahead. The
manoeuvring ship then comes alongside.
• Successful operations have taken place with one ship at anchor in fine weather
conditions, and this is not too difficult if there is an appreciable current and a steady
wind from the same direction. If not, then tug assistance may be necessary.

10
• Mooring should be rapid and efficient and can be achieved by good planning by the
Masters of both ships.
In general, the following points should be noted.
• The wind and sea should be ahead or nearly ahead.
• The angle of approach should not be excessive.
• The two ships should make parallel contact at the same speed with no astern
movement being necessary.
PY
• The manoeuvring ship should position her manifold in line with that of the constant
heading ship and match the speed as nearly as possible.
O
• Contact is then made by the manoeuvring ship, reducing the distance between the
two ships by rudder movements, until contact is made by the primary fenders.
C
ED
NOTE:
LL
Masters should be prepared to abort if necessary. The International Regulations for Preventing
Collisions at Sea must be complied with.
O
On completion of mooring, the constant heading ship will proceed to an anchoring position
previously agreed. The manoeuvring ship will have its engines stopped and rudder amidships, or
TR
angled towards the constant heading ship. The constant heading ship should use the anchor on
the opposite side to that on which the other ship is berthed.
From the time that the manoeuvring ship is all fast alongside, to the time the constant heading
N
ship is anchored, the constant heading ship assumes responsibility for the navigation of the two
ships.
O
Transfer can begin when the two Masters have ensured that all the pre-transfer checks and
C
precautions have been completed and agreed them. Both ships should be prepared to disconnect
and unmoor at short notice should anything go wrong.
N
During transfer, ballast operations should be performed in order to keep the trim and list of both
U
vessels constant. Listing of either vessel should be avoided except for proper tank draining.
Checks should also be kept on the weather, traffic in the area and that all safety equipment is still
in a state of readiness.
Transfer can take place whilst the two vessels are at anchor. This is the most common method.
Transfer can also take place whilst the two vessels are underway, though this depends on there
being adequate sea room, traffic conditions and the availability of large diameter, high absorption
fenders.

10
UNDERWAY TRANSFER
After completion of mooring, the constant heading ship maintains steerage way and the
manoeuvring ship adjusts its engine speed and rudder angle to minimize the towing load on the
moorings. The course and speed should be agreed by the two Masters and this should result in
the minimum movement between the two ships. The Master of the constant heading ship is
responsible for the navigation and safety of the two vessels.
DRIFTING TRANSFER
This should only be attempted in ideal conditions.
PY
COMPLETION OF TRANSFER
O
After transfer has been completed and before unmooring, all hoses should be purged, manifolds
securely blanked and the relevant authorities informed that transfer is complete.
C
This procedure will be carried out, under normal conditions, at anchor, though if both Masters
agree, unmooring can take place underway. ED
LL
O
TR
N
O
C
N
U

10
10.18 EVACUATION OF PERSONNEL FROM AN ENCLOSED SPACE / TANK
• Standby Man at tank entrance to the enclosed space should raise the alarm, by informing
the OOW via hand held radio that an incident has occurred. No further personnel to enter
without Breathing Apparatus
• OOW sounds fire alarm and makes PA announcement for all personnel to muster at the
incident site.
• Standby man dons BA set and stands by with the resuscipac, awaiting the arrival of an
officer.
PY
• The first officer to arrive on scene dons the second BA set and associated equipment
including a radio.
O
• The next competent person to arrive ensures communication with the OOW, rescue team
C
and filling out the BA control board then allows the two men in BA set, with resuscipac to
enter the space.
•
ED
Once both BA set personnel are ready and equipment checked they enter the space and
head for the last known position of the personnel who are in the tank or the location if
known.
LL
• Once a Senior Officer arrives he will take over as local control.

O
• Local control to organise additional BA sets and associated equipment, rigging the
stretcher, arranging lifting line for any casualty, additional resuscitation equipment.
TR
• Once the casualty is found it is imperative that the first action by the rescue team is to
provide oxygen as soon as possible
N
• Local control makes ready a second rescue team who are to enter the space and assist as
O
required.
C
• Stretcher to be prepared and lowered into the space / tank if required, with 2 steering lines
attached
N
• If possible extra ventilation is to be provided for the space.

U
• Casualty(s) to be brought to the fresh air as soon as possible.
• Medical treatment to be administered on site if required, transferring the casualty to ships

hospital if necessary.
• All times and details to be recorded in the Deck Operations Log, with medical advice sought
if required.

10
10.19 OTHER EMERGENCY PROCEDURES
There are various other situations on board which although not classed as full emergencies, never
the less require additional guidance.
10.19.1 CARGO LEAK FROM PIPING FLANGE
a) Apply water stream around the leakage to protect the deck.

b) Temporarily suspend cargo operations and tighten the bolts on the flange.
c) When the leak does not stop, close the valves before and after the flange in
PY
question, draw out the liquefied gas from the affected place while spraying water on
the surrounding deck, and then purge the piping with nitrogen gas.
d) Check that there is no damage to the face of the flange and replace the gasket.
O
e) Purge the air inside the piping with nitrogen gas and then restore the pipe back on
line.
C
Note: Replacement of the gaskets must be carried out under the conditions that no dew is formed
in the piping. If necessary, a continuous nitrogen purge must be made during work to prevent
ED
dew from forming.
10.19.2. FOREIGN MATTER STUCK IN CARGO VALVE

LL
a) Temporarily suspend cargo operations, close the valves before and after the part in
question, and eliminate the gas from the part while spraying water on the
surrounding deck.
O
b) Purge the inside of the piping with nitrogen gas.

c) Remove the valve in question from the piping and remove the foreign matter.
TR
d) Check the seat ring for damages, and if necessary, replace the seat ring in
accordance with the valve maker's instruction manual.
e) Re-install the valve after replacing the gaskets, purge the air in the surrounding
N
piping with nitrogen gas and restore the valve and piping.
O
Note: This work must be done under conditions in which no condensation forms inside the piping.
Prevent condensation, by successively purging the piping with nitrogen gas, as occasion demands,
C
during the work. When re-installing the valve, closely control the bolt fastening torque.
N
10.19.3 CARGO PUMP FAILURE.

U
In the event that cargo pump load current is suspected to be abnormal, the pump should be
immediately stopped. The Master and Chief Engineer are to be informed.
10.19.4 PRIMARY MEMBRANE INTEGRITY FAILURE.
If the integrity of the primary membrane is suspected to have been compromised, details should
be brought to the immediate attention of the Master and Chief Engineer.
If liquid cargo is suspected to have entered the primary insulation space, cargo discharge from that
tank is to be stopped. The Master and Chief Engineer are to be immediately informed.
For further information refer to the SOPEP / ECP for details and responses to emergencies.

10
10.19.5 ABNORMAL RISE OF TANK PRESSURES
When there is an abnormal rise in tank pressure during cargo work or while under way, the
following points must be observed in order to prevent damage to the cargo tank or some other
serious mishap.
a) Investigate the cause of the pressure rise.

b) Promptly notify the terminal, if alongside.
c) Check that the ship's equipment (gas compressors / boilers, etc.) are functioning
properly.
d) Check the opened / closed state of the vapour manifold valve.
PY
e) Check the cargo work rate.
f) Setting of the tank safety valve (settings have a permissible tolerance range so do
not be overconfident, but instead be on the safe side).
O
g) Sending of vapour to shore (when not being sent ashore during cargo work).
C
During cargo work, if the tank pressure rise cannot be stopped with just the ship's operation, lower
the cargo work rate immediately and, depending on the situation, the cargo work must be
suspended.
ED
While under way, if the tank pressure continues to rise, monitor the tank pressure very closely, and
if necessary, cargo tank venting to atmosphere may be required. When venting to the
LL
atmosphere, the fact must be made known to everyone on board the ship and, vessel course and /
or speed adjusted to keep vapour away from the ship. Air condition units must be on recirculation
only, all doors kept closed and smoking regulations strictly enforced.
O
10.19.6 ABNORMAL DROP OF TANK PRESSURES

TR
When there is an abnormal drop in tank pressure during cargo work or while under way, the
following points must be observed in order to prevent damage to the cargo tank or some other
N
serious mishap.
O
a) Investigate the cause of the drop in tank pressure.

b) Promptly notify the terminal, if alongside.
C
c) Check that the ship's equipment (gas compressors / boilers, etc.) are functioning
properly.
N
d) Check the opened/closed state of the vapour manifold valve.

e) Check the cargo work rate.
U
f) Check that the shore side return gas blower is operating properly, and check the
amount being supplied.
g) Pressure differential between the tank and the hold pressure
10.19.7 MAST RISER FIRE
Whenever gas is vented through the mast riser there is a risk of fire if the vapour ignites. The
source of ignition can be caused by atmospheric conditions such as lightning or by a build up of
static electricity as gas is vented.

10
Venting of LNG vapours can be caused by ;-
The accidental release of LNG vapour from a tank ;-
• Under normal operating conditions the cargo tank vapour pressure is controlled by the
burning of gas in the ship’s boilers. If there is an unexpected stopping of gas burning, the
cargo tank pressure will start to rise. Over- pressurisation of the tank will result in the
release of tank pressure through the automatic pressure relief valves, allowing excess LNG
vapour to vent to atmosphere via the mast risers.
• The stopping of HD Compressors during loading operations, preventing the delivery of
PY
excess gas back to the terminal.
• Loading liquid LNG into a tank which has not been cooled down sufficiently causing the
liquid to “flash off”, with a rapid rise in vapour volume and therefore tank pressure.
O
The deliberate intentional release of LNG vapour from a tank, in an attempt to
C
• Reduce cargo tank pressure.
• Control the liquid cargo condition by venting to cool the cargo
ED
• Venting of tank atmosphere during refit preparations.
LL
Whatever the cause, the fire should be fought by ;
• Stopping the flow of gas to the riser.

O
• Using the N2 snuffing system to extinguish the fire

TR
All vent riser masts are protected by the N2 purge fire smothering system. Whenever venting of
cargo tanks is talking place, extreme caution should be exercised, and the vent mast riser N2
snuffing system should be prepared in the event that a fire occurs.
N
In the event of fire or other emergency condition, the entire cargo system, gas compressors and
O
master boil-off gas isolating valve to the engine room may be shut down by a single control. Shut
down of the cargo system is actuated either manually or automatically when sensing equipment
C
registers certain off limit conditions such as fire or gas detections and tank overfill.
N
U

10
11. TEST AND CALIBRATION OF SHIPS EQUIPMENT.

11.1 GAS MEASURING INSTRUMENTS
All vessels are supplied with portable gas measuring equipment, according to the specific
requirements of the vessel owners.
Gas detection equipment is required for ensuring spaces are safe for entry, work or other
operations. Their uses include the detection of:
PY
a) Cargo vapour in air, inert gas or the vapour of another cargo.
b) Concentrations of gas in or near the flammable range.
c) Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.
O
d) Toxic gases
C
Personnel must fully understand the purpose and limitations of vapour detection equipment,
whether fixed or portable.
ED
The Ship Safety and Training Record Book contains a maintenance record for all gas detection
equipment. This is to be completed on each occasion that the instrument is tested or checked.
LL
The importance of careful calibration cannot be over emphasised as the gas detection or analysing
equipment will only give accurate readings if calibration is carried out strictly in compliance with
the manufacturer’s instructions and using the correct calibration gases.
O
Instruments must always be checked, zeroed and spanned where applicable before every use as
TR
per the manufacturer’s instructions.
Calibration may be required to be carried out ashore for some instruments. The Chief Officer is
N
responsible for the condition monitoring and maintenance of all portable and fixed gas measuring
instruments on board and ensuring sufficient span gas of the correct grade is on board.
O
The Chief Officer is responsible for identifying, calibrating, and adjusting all portable gas measuring
C
instruments available onboard.

N
Notes
U
• For all Meters on board the Manufacturer’s Operating Manual and a suitable Calibration Kit
must be on board.
• The performance of these meters is to be scrupulously monitored and repairs arranged in
the case of malfunction.
• These meters are a high cost item and must be looked after carefully. If supplied with
carrying cases and or covers they should be used at all times.
• Meters may be combined in one instrument i.e. combined 02 meter and explosimeter.
• Toxic gas tubes have a limited shelf life

11.2 OPERATIONAL CHECKING AND CALIBRATION
The difference between operational checking (zero & spanning) of an instrument and calibration
should be clearly understood:
• Checking an instrument involves spanning and zeroing the instruments using the calibration
gas of known gas content to ensure the gas readings are within manufacturer’s stated
tolerances.
• If the instrument readings are out of tolerance, than the meter will have to be calibrated.
Calibration involves applying the calibration gas of known gas content to the instrument
and then adjusting the sensor output control to read the same as the known gas content.
PY
Gas testing equipments should be tested and if necessary re-calibrated monthly. The results of the
test should be recorded in the planned maintenance system.
O
A full history of each instrument should be kept, including:
C
• Meter description and serial number.
• Date last calibrated onboard. ED

• Date last serviced ashore.
• Date next shore service due.

LL
The forms to be maintained can be found in the SSTRB Chapter 6.5.

O
11.3 INSTRUMENTS CARRIED ON BOARD

TR
Due to the requirements of the various ship owners, the exact type of instrument will vary from
ship to ship.
N
Each vessel will however carry instruments capable of measuring Oxygen, Hydrogen Sulphide,
Methane, Carbon Monoxide, Carbon Dioxide and also the lower explosive limit.
O
Details of various types of instruments in use on board V.Ships LNG managed vessels are given in
C
Appendix C.
N
U
11.4 COMBINED FUNCTION METERS
There are certain instruments which have a combination of functions. Examples of some types of
equipment which may be carried are:
Riken RX415 : this instrument measures and monitors CH4 and O2

Riken RX515 : this instrument measures and monitors CH4, O2, CO2 and CO.
Gamic 2 : this instrument measures and monitors LEL, and also O2.
Gamic 4 : this instrument measures and monitors LEL, and also O2, H2S and CO.
Draeger XAM7000 : this can be pre-configured with various sensors, but generally covers CH4,
O2, CO2 and CO.

11.5 PERSONAL MONITORING METERS
Some instruments can be carried in a pocket such as a Personal Oxygen Meter, used for entry into
enclosed spaces. Such instruments are intended only as a personal monitor and will give an
audible and visual alarm if the Oxygen content falls below its preset level.
As monitors, they are NOT designed for testing the atmosphere for oxygen or other gases. Care
must be taken to ensure that they are therefore not used for testing.
Draeger PAC5000 : this instrument measures O2, CO and H2S

Riken GX2001 : this instrument measures LEL, O2, H2S and CO
PY
11.6 TOXIC GAS DETECTORS
O
These detectors measure relatively low concentrations of toxic gases. Such gases may include
Carbon Monoxide or Hydrogen Sulphide.
C
The type of instrument will normally require a special attachment or tube which the gas is
aspirated through. It is necessary to know in advance what gas is expected in order to choose the
ED
correct detection tube. The readings are to be compared with the occupational exposure limits or
threshold value limits.
LL
11.7 SAMPLE LINES
The material and condition of sample lines can affect the accuracy of gas measurements. Sample
O
tubing which is cracked or blocked or which has become contaminated with oil or other substances
may seriously affect instrument readings.
TR
The tubing must always be checked before and during use and if necessary be cleaned or
replaced.
N
It is also important to realise the length of tubing and compare to the meter manufacturer’s
O
instructions as to the number of aspirations per metre length. If this is not done there is a danger
that the sample gas may not reach the meter sensor and therefore give a false reading.
C
11.8 SUPPLY, SERVICE AND MAINTENANCE PROCEDURES

N
U
All correspondence regarding gas detection equipment should be sent to the Vessel Control
Group, and all orders for servicing will be made through the managing office. Occasionally
arrangements will be made locally for a service whilst the vessel is within the port.
All new meters and all meters returned following shore servicing and calibration should be fully
certified.
If a meter fails in service, the vessels should advise VCG and the vessel's Superintendent, and
provide details of the fault. Following investigation and attempted remedial actions, if the fault
persists, a spare unit or a new sensor will be sent to the vessel. Upon receipt, the vessel should
land or dispose of the faulty equipment and confirm that the newly-received item is operational.

11.9 CARE, MAINTENANCE AND REPLACEMENT OF MOORING ROPES,

WIRES AND EQUIPMENT
All vessels carry a copy of ISO4309-2004 “Cranes - Wire Ropes - care, maintenance, installation,
examination and discard”. The guidelines contained within this guide form the basis for the regular
inspection, examination and where necessary rejection of wires.
To accompany this publication, ILO152 – gives details of records to be maintained and the required
inspections.
Additionally COSWP gives further information.
PY
Further guidance on Mooring wires and tails, is contained in the OCIMF Mooring Equipment
Guidelines.
O
Reference should be made to the Safety and Environmental Procedures, section 4.5.4 – Mooring
Component Age, when determining whether any item of mooring equipment should be replaced
C
solely on the basis of age. This section states the following ;-
• Mooring tails – These should be replaced at least every 18 months unless experience
ED
and/or inspection indicates a longer or shorter life is warranted.
• The condition of mooring rope tails will depend entirely on the amount of use which the
rope tail has been subjected to. The vessel should therefore maintain a record for the rope
LL
tails, showing when it was first entered into service, and for each occasion that the rope tail
has been used, the date, port and hours in use that port. (refer to LNG form LNG56).
Heavy usage may require the rope tails to be replaced more frequently than the 18 month
O
guidelines, and similarly little usage, may allow retention beyond 18 months, subject to
satisfactory visual inspection by a suitably qualified person i.e. Chief Officer.
TR
• Mooring ropes – These are to be thoroughly inspected at least once every three months for
the various types of damage that can be sustained. Excessive amount of damage as well as
N
wear and tear on the working part of the rope indicates that renewal is required. No short
splices are permitted.
O
• Winch-mounted synthetic lines are to be end-for-ended every two years unless inspection
C
dictates a shorter period.

N
• Mooring wires – A renewal programme is to be commenced when wires are 5 years old,
U
unless condition on close inspection allows longer or shorter service.
• Wire ropes should be end for ended at each routine dry-docking.
• In addition the inspection points noted in the OCIMF Mooring Equipment Guidelines are to
be observed and wires removed from service if the described conditions exist.
Note that it is increasingly common for terminals to request the SWL of the mooring components
for direct comparison with the SWL of jetty equipment. This information is normally not included
on the test certificate as it is dependent on the Safety Factor chosen by the operator. V.Ships
follow the recommendations given within the OCIMF – Mooring Equipment Guidelines, which uses
a Safety Factor (SF) of 2.28 for synthetics other than Nylon, therefore the ;-

Minimum Breaking Load (MBL)

Safe Working Load (SWL) = ---------------------------------------
Safety Factor (SF)
11.10 MOORING WINCHES

Windlasses and deck winches must be examined at the intervals specified in the planned
maintenance system. Lubrication routines should be strictly adhered to. Sump oil must be regularly
checked and any water accumulation drained off; the oil should be renewed if its condition
deteriorates appreciably. It is important that brake operating mechanisms are kept well lubricated
and free to operate over their full range.
PY
11.11 GUIDE FOR MOORING WINCH BRAKES
O
There is a requirement that on-board testing of the winches is carried out at intervals not
exceeding 12 months, and that on completion of satisfactory testing, a suitable certificate /
C
statement is issued by the vessel and maintained with the rope and wire certificates. Additionally
the date and test load are to be marked on the side of the winch reels. Note that winch brakes
should be set to hold 60% of the mean breaking load (MBL) of the rope. New equipment is
ED
normally designed at 80% MBL but has the capability to be adjusted down to 60%. Brake holding
values should be obtained from the manufacturer’s books or plans.
LL
The brake is the heart of the mooring system, since the brake secures the drum and thus the
mooring line at the shipboard end. A further important function of the brake is to act as a safety
device in case the line load becomes excessive, by allowing the line to shed its load before it
O
breaks. Ideally, a brake should hold and render within a very small range and, once it renders,
should shed only enough load to bring the line tension back to a safe level. Unfortunately, the
TR
widely used band brake with screw application is only marginally satisfactory in fulfilling these
requirements and its operation requires special care.
N
Regardless of the brake type, periodic testing is essential to assure a safe mooring. Moreover an
increasing number of port authorities require a vessel to provide winch brake rendering test
O
certificates.
C
The OCIMF – Mooring Equipment Guidelines, should be consulted before testing. The detailed
instructions for testing included in the test specification are to be reviewed and the equipment
N
prepared accordingly.
U
A curve or table should be prepared relating hydraulic jack pressure to line pull and the hydraulic
jack pressure at which the brake is designed to render.
With the winch prepared for testing, the testing gear securely in place and winch brakes set in
accordance with the maker's recommendations, the jack should be pumped up until the required
hydraulic pressure is reached. The winch drum is to be carefully observed.
• If rendering occurs at a pressure less than designed, the brake is to be tightened and the
jack pressure reapplied or the brake should be repaired.
• If the recorded pressure corresponds to the design pressure, the jack is to be released and
the test gear removed.

Once the brake is properly set on a winch, the drum will not turn unless the winch is tended or a
high load causes the brake to render. The holding load of the peripheral band brake is proportional
to the amount of torque applied to the band brake through a hand wheel or other device. The
main factors which affect the actual holding load capacity of the brake are:
• Application of the brakes

• Condition of brake linings
• Condition of winch
• Direction of reeling of wires on drum
• Number of layers of wire on the working drum of the winch
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PLEASE NOTE: WINCH BRAKES SHOULD RENDER, THIS IS A SAFETY FACTOR TO PREVENT THE
ROPE / WIRE PARTING AND CAUSING SERIOUS INJURY TO PERSONNEL. RENDERING ALSO
ALLOWS ALL THE ROPES / WIRES TO PICK UP THE SAME TENSION THERE BY PREVENTING A
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SUDDEN AND, MORE OFTEN THAN NOT, CATASTROPHIC DEPARTURE FROM THE BERTH.
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If a rope/wire has known to have rendered and/or any other excessive loading known to have
occurred, than the winch concerned should be tested and adjusted as necessary to 60% MBL.
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11.12 TONSBERG OR MANDAL LINKS
These are used for connecting the mooring rope tail to the eye of the mooring wire. It is essential
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that these are fitted the correct way around. The following diagrams show the correct way of
installing these links between the mooring wire eye and the rope tail. Note that the two methods
are completely different, and it is essential that ship’s crew know which type of shackle they are
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using.
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Tonsberg Mooring Shackle;

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Mandel Mooring Shackle;

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11.13 REVIEW OF MOORING PRACTICES

It is recommended that mooring practices should be reviewed regularly, ideally once every three
months, as part of the Safety Committee Meeting and the results of discussions should be included
in the minutes. The review should include, but not be limited to:
• The proximity of ship-side observation areas to ‘snap-back’ zones.
• Safe methods for clearing fouled lines.
• Onboard communications during mooring operations, discussing ways in which

communications between the officer in charge and remotely located winch operators
(meaning not in direct line of sight) can be improved. The use of additional portable radios
might be considered.
• Safe mooring practices - e.g. ensuring that the maximum number of turns on a smooth
mooring drum or warping end does not exceed four.
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• The provision of Quarterly on board training with all of the crew.
• The procedures for the controlled lowering of ropes, wires and messengers to mooring
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boats.
• The procedure for the controlled rigging of emergency towing-off pennants (fire wires).
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• Review of the mooring risk assessment.
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11.14 TESTING AND EXAMINATION OF LIFTING APPLIANCES AND LOOSE
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All lifting appliances onboard the ship including cranes, derricks, blocks etc., shall be tested in
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accordance with national laws or regulations at least once in every 5 years. For practical reasons,
such tests should be carried out during the ship’s regular dry-docking period. Such tests must
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therefore be included in the dry-docking specifications.
In addition all lifting appliances shall be thoroughly examined and certified by a competent person
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at least every 12 months. A “thorough examination” means a detailed visual examination and the
competent person shall be appointed by the Master and may be the Chief Officer or the Chief
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Engineer.
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Every item of loose gear shall be inspected regularly before use.

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A “Register of Lifting Appliances and Loose Gear” shall be maintained onboard every ship including
relevant valid certificates. All items of lifting appliances and loose gear should be clearly marked
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with an identifying code, which cross references the appropriate certificate for that piece of
equipment. Items without certification should not be used, and likewise certificates which do not
relate to a specific piece of equipment are of no use.

12. REFERENCE PUBLICATIONS

• Liquefied Gas Handling Principles on Ships and in Terminals
• International Safety Guide for Oil Tankers and Terminals
• International Code for the Construction and Equipment of Ships carrying Liquefied Gases in
Bulk 1993
• Code for the existing ships carrying Liquefied Gases in Bulk 1976 with Amendments and
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Supplements.
• Code of Safe Working Practices
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• International Convention for the Safety of Life at Sea
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• International Convention on Standards of Training, Certification and Watch keeping for
Seafarers.
•
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SIGTTO Liquefied Gas Handling Principles On Ships And In Terminals
• Shipboard Oil Pollution Emergency Plan

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• V.Ships Safety Management System
• USCG Non-Tank Vessel Response Plan

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APPENDIX A
GAS MEASUREMENT
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This appendix contains information sheets on various gas measuring instruments which may
be carried on board LNG carriers.
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The information sheets do not replace the full operating instructions provided by the
equipment manufacturers. They are included in this manual for information.
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The following examples are included in this section, different models may be carried on
board some vessels.
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• Draeger Tubes and Accuro Pump,

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• Gas Alert Micro,

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• DragerPac 5000,
• Draeger X-am 7000,
• Riken GX-2001,
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• Riken RX-415,
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• Riken RX-515 – LNG Carrier application.

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Page 1 of 12 LNG Vessel Operating Instructions – Appendix A – Gas Instruments

Created: December 2009 Revision Number: 02
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APPENDIX B
MATERIAL SAFETY DATA SHEETS (MSDS)
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This appendix contains Material Safety Data Sheets, for Methane and Nitrogen as published
in the ICS Tanker Safety Guide (Liquefied Gas).
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Page 1 of 4 LNG Vessel Operating Instructions – Appendix B – MSDS

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APPENDIX C
UNITED STATES GENERAL INFORMATION
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Vessels which are required to visit ports within the United States are subject to a considerable
amount of additional information and requirements.
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This appendix contains details of ;- ED
• General USCG requirements,
• USCG Certificates of Compliance and Inspections,
• USCG Cargo and Bunker Transfer Procedures,
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• USCG Drug and Alcohol Policy
There are frequent official changes made to the above, and the master should always seek
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guidance from the nominated port agent and the managing office whenever a vessel is scheduled
to call at a United States port.
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Page 1 of 14 LNG Vessel Operating Instructions – Appendix C - USCG

UNITED STATES GENERAL INFORMATION,
YOUR ATTENTION IS DRAWN TO THE VMS – FLEET OPERATIONS, SECTION 3 –

SHIPBOARD ADMINISTRATION - 3.6.5 USCG INSPECTION.
All Masters should note that there are frequent changes to the U.S. entry requirements both for the vessel,
the crew and the cargo. Any vessel which is scheduled to call into a U.S port should establish early contact
with the nominated port agent, to confirm the latest requirements for the port.
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It is essential that the latest requirements are complied with at all times, as failure to do so may result in
fines to the vessel, and delays in being accepted into the port. The USCG and the Department of Homeland
Security are extremely strict with regard to the required time period for information. Even though
information they have received in the reports is correct, if not received in time, they will impose a delay to
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the vessel, until the required notice period has been served.
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The USCG vigorously applies the requirements of the U.S.S Codes of Legislation regarding the construction
and operation of ships within U.S.S Territorial waters. All of these requirements are laid out clearly within
the appropriate legislation contained in the Code of Federal Regulations (CFR). The USCG stated goal is to
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ensure that no substandard ship enters US waters or threatens their coastline or waters.
33CFR160.215 – Notice of Hazardous Conditions – Whenever there is a hazardous condition either

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aboard a vessel or caused by a vessel or its operation, the owner, agent, Master, operator or person in
charge shall immediately notify the nearest Coast Guard Marine Safety Office or Group Office.
This regulation can be used to make a citation for virtually any item of non-operational / defective
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equipment or condition required by the CFR’s and mandates that all failures and conditions onboard have to
be reported to the relevant CGMSO at once. In these circumstances, wherever possible, prior consultation
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should be carried out with the appropriate management office first. Any communications to USCG should be
made directly to the appropriate Coast Guard Marine Safety Office (CGMSO) by the Master and copied to the
local Agent and Management office.
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Experience has shown that where the USCG are kept informed of problems on a vessel and properly pre-
notified, they will assist wherever possible to find a solution. Non-reported defects and repeat violations
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discovered during a TVE or PSC inspection are normally dealt with severely. When information on the
condition of the vessel is reported to the CGMSO prior to arrival or during port call, the CGMSO may impose
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conditions on the movement into and within the port until the conditions are normalised. Breach of these
conditions is a violation, which can result in substantial fines. The company will provide all required support
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to normalise the deficiency and accepts any conditions impose on the movement of the vessel by the
CGMSO.
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The USCG operates a system, which results in persistent sub-standard vessels or companies being targeted
for inspection. This can result in delays.
Masters and Chief Engineers are to ensure that they are conversant with all the regulations which apply to
their type of vessel and to ensure that their vessel complies with these regulations at all times.

C.1. USCG CERTIFICATE OF COMPLIANCE
C.1.1 INTRODUCTION
Under present United States regulations, all foreign vessels are required to be in possession of a valid
Certificate of Compliance, (COC), prior to conducting any cargo operations within United States Territorial
Waters. At present, the Certificate of Compliance takes the form of either a Letter Of Compliance, (LOC), for
Gas Carriers and Chemical Tankers, or a Tank Vessel Examination Letter, (TVEL), for Oil Tankers. The LOC is
issued for a period of two years, whilst the TVEL is issued for a period of one year.
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Additionally, the LOC is accompanied by a certificate known as the Sub-Chapter "O" Endorsement. This is
the American endorsement of the International Maritime Organisations Certificate of Fitness, and will remain
valid for a maximum period of two years, whilst the vessel holds both a valid Certificate of Fitness and Letter
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Of Compliance.
There is a requirement that all foreign vessels are examined at least annually. The two yearly period of
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validity for a LOC does not exempt a vessel from the annual examination, and it is a requirement that
vessels are examined as close to the one year anniversary date of the LOC as possible, when the vessel
enters a US Port.
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USCG inspections are inevitably high profile occasions, and adverse comments are extremely serious. It is
essential that the Master and crew ensure that any USCG inspectors are shown the utmost courtesy and co-
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operation every time that they board the vessel. During any USCG inspection, the Inspectors must be
accompanied by a Senior Officer who is totally familiar, with the vessel, and also with the USCG
requirements.
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C.1.2 ARRANGEMENTS FOR INSPECTION

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As mentioned above, a vessel must be in possession of a valid Certificate of Compliance prior to

commencement of any cargo operations. It is therefore most important that the correct procedures are
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followed with respect to arranging a USCG inspection in order to ensure that there is a minimum delay to
the ship. Inspections may take place at anchor before berthing or at the berth, however in general no cargo
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operations of any kind will be allowed at the berth until satisfactory completion of the inspection.
Under normal expiry of a LOC, the vessel should advise the local agents well in advance, and request that
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the local USCG Marine Inspection Office is advised, and a request made to them for an inspection on arrival.
Similarly the agents and USCG should be advised when an annual inspection is also due.
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As the Sub-Chapter “O” Endorsement is a vital part of the COC, the Master must also request that this is
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renewed by the USCG with the renewal of the LOC.
Recent indications are that the USCG are unable to process any application for an inspection until the ENOA
has been submitted by the vessel and accepted.
Although it is the responsibility of the Master to contact the agent to arrange an inspection, the Managing
Office should also be advised of the requirements and they will assist where necessary with arranging the
required inspection.

C.1.3 THE INSPECTION
It is not possible to cover all the requirements here however, the following points highlight the main items
which must be in good working order / proper procedures followed. The relevant CFR reference is provided
where necessary, which should be consulted for full details of the requirements.
ALL VESSELS
1. Manoeuvring data is to be posted on the bridge in USCG format. This must include the required warning
notice (33 CFR 164.35{g})
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2. The following tests are to be carried out not more than 12 hours before entering US coastal waters 33
CFR 164.25), with results of the tests entered in the deck logbook:
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• Steering gear and systems including alarms and indicators.
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• Internal communications and alarm systems.
• Emergency generator and emergency fire pump with simultaneous charging of two fire hoses, one
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at the bow and one on the bridge wing.
• Storage batteries for emergency lighting and power systems.
• Main engine ahead and astern.
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• Engine room and pumproom (if applicable) bilge alarms.

• Bunker tank overflow alarms.
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3. Vessel must have appropriate charts and publications for the area to be transited and the port and these
must be the latest editions and corrected to the most recent Notices to Mariners (In some ports, UK charts
are not permitted and it is necessary to obtain the US charts for the area. Arrangements for this should be
made in consultation with your MSQ Superintendent).
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4. Clear instructions accompanied by a block diagram are to be posted in the bridge and steering flat for
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operation of the steering gear with instructions for change over to emergency steering operation (33 CFR
164.35)
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5. Oil Transfer Operations (Bunker and Oil Cargo (if applicable))

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• Oil transfer procedure notice is to be posted (in English and a working language used onboard as
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required) and permanently displayed on the bridge, in the engine room and by the cargo/bunker
control station.
• The oil transfer procedure is to include (CFR 155.750):

o List of persons involved in each operation and their duties,
o A list of actual names / ranks of those crew members responsible for oil transfer
procedures,
o The person in charge (PIC) for transfers of fuel oil bunkers), and for transfers of liquid cargo
in bulk and for cargo tank cleaning (bulk liquid carriers only) must be nominated. For foreign
vessels, the PIC of a transfer of liquid cargo or a tank cleaning operation has to have: (33
CFR 155.170(c))

1) Sufficient training and experience in the relevant characteristics of the vessel.

2) The correct STCW licence for rank issued by flag state
3) The relevant dangerous cargo endorsement if applicable
4) The capability of reading, speaking and understanding English
5) The capacity of communicating with all crewmembers onboard
o List of persons involved in each operation and their duties,

o Description of each operation giving schematic diagram of pumps, lines, valves etc
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o Description / location of each shutdown device on relevant pumps / valves
o Procedure for topping off the tanks
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o Procedure for ensuring all valves used during the transfer closed on completion of transfer.
o Description of deck discharge containment system
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o Procedure for emptying deck discharge containment system
o Procedure for reporting accidental oil discharge overboard
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Procedure for tending vessels mooring ropes during oil transfer
o Procedure for operating emergency shutdown devices
o An appropriate Material Safety Data Sheet (MSDS) for each fuel and grade of cargo being
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carried. Contact the office if it is not available onboard.

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• Records which are to be available for inspection by the USCG are:

Remote operation equipment tests
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o Internal oil transfer records
o Bunker / cargo lines are to be tested to 1.5 times working pressure and the pressure and
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test date to be marked clearly on each line. (Annually)

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6. Other records which are required are:

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o Safety equipment: check all fire fighting equipment has been tested and is valid up to date.
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Have completed records ready for inspection.

Oil Record Books, class certificates and the most recent classification society survey report.
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o Ensure that a Discharge of Oil Prohibited notice is fixed in a conspicuous place in each
machinery space, the bilge and ballast pump control station, OWS, Cargo control room and
bridge.
o Operational test of the oily water separator, bilge alarm, and the 15 ppm overboard
discharge alarm will be made and check on the approval certificate. The marine sanitation
device will be examined.
o Ballast Water Management Plan and Log and relevant forms
o Garbage Log and records including receipts of disposed garbage.

7. The Master is to ensure that all staff are familiar with the requirements of the ISM Code since the
U.S.C.G. inspectors may at any time, ask questions regarding the main elements of the code to ensure the
vessel’s compliance. Ensure officer’s are aware of who the DPA is and the DPA’s responsibilities.
8. In the event of an Oil Spill:

• Ensure that the vessel’s SOPEP or Non Tank Vessel Response Plan (if applicable) is strictly followed.
The SOPEP must be approved by Flag State or Classification Society. The NTVRP (for gas carriers)
must have a valid USCG approval letter.
9. The vessel must have a copy of the USA Code of Federal Regulations as follows:
33 CFR 1-124, 125-199 (2 volumes) *
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o 35 CFR (1 volume) Panama Canal vessels only
o 46 CFR 1-40, 41-69, 90-139, 140-155, 156-176 (5 volumes) *
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CFR volumes retained onboard should be current editions and not more than 2 years old
* Alternatively a vessel may carry US Coastguard #515 (published by Marine Education Textbooks) Volumes
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1 and 2. These must be current editions.
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10) All SOLAS certificates must be valid with all annual inspections up-to-date. All Officers must have original
licences as required by the Flag State onboard and be all ready for inspection. All officers and crew, as
applicable, must have required special qualifications, e.g. dangerous cargo endorsements, hazmat, VEC
training certificates etc. (if applicable)
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11) Working hours pre-plan for all persons onboard has been prepared which complies with the Code of
Federal Regulations governing working hour limitation. Records of working hours shall be available for
inspection (VMS/CRW/001 4.1).
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12) In addition to the above, we bring to your attention the following

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o That bunker save-alls are fitted with steel plugs and all deck scuppers are mechanically
plugged during bunkering and oil transfer onboard.
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o Make up procedure for enclosed entry procedure and post in prominent positions.
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o Ensure that all port and Company smoking regulations are in force.
Ensure all trading and type approved certificates are valid and ready for inspection.
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o Ensure means of safe access is rigged in a seaman-like and safe manner and that lifesaving
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appliance is ready.
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o Ensure that all officers are immediately identifiable to shore personnel.

o That all alcohol is forbidden, REPEAT FORBIDDEN, in US waters. All alcohol is to be
removed and placed under lock and key.
o Place warning signs. (No visitors / unauthorised personnel / no smoking)
o Sewage unit (MSD) or tank functioning correctly and certificate available.
o Ensure that no hot work is carried out.
13) Garbage management must strictly be in compliance with Company regulations. Large fines can be
levied for incorrect storage and disposal of garbage and in particular plastics. (FORM SAF14)

14) Be aware that the USCG inspectors are carrying out strict emergency drills, fire drills and full abandon
ship drills and are picking crew members at random to start emergency fire pump, emergency generator and
lifeboat engines. They will require one boat to be lowered into the water if safe and practical. The drills must
be carried out promptly and in a satisfactory manner. Unsatisfactory drills account for in excess of 25% of
detentions.
(15 to 20 are “ADDITIONALLY FOR TANKERS”, and not included here, refer to VMS for further
information.)
ADDITIONALLY FOR GAS TANKERS
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21) ESD system tested and operational. Records of test dates maintained. Manifold valves closing times
correct.
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22) Cargo tank dome fittings are in good condition. Relief valve seals intact. Operating pressures marked.
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23) Deck eyewash’s and showers operational and clearly marked.
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24) High level alarms working and date of last test available.
25) Fixed Gas Detection System operating correctly. Calibration records and calibration gas available.
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26) Deck Spray system tested. Records of test available
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C.1.4 MARINE CHEMIST CERTIFICATE

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Generally for vessels which are over ten years old, it is likely that a mid length ballast tank will be inspected.
However this may not always be the case and on vessels less than ten years old, the Master should
establish at an early stage via the port agents if a tank inspection is planned and if a Marine Chemist
Certificate is required. If this is the case then the following is applicable.
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Prior to any entry by the USCG, they will require to sight a Marine Chemist Certificate which must be issued
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by an Industrial Hygienist or a Marine Chemist within four hours prior to an inspection. Additionally, this
certificate must be presented to the Inspector for his retention. The attendance of a suitably qualified
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Industrial Hygienist or Marine Chemist must be requested in advance through the port agent.
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It should be noted that the Marine Chemist Certificate does not relieve a vessel of her own obligations with
reference to Entry Into Enclosed Spaces. As with the USCG Inspecion, the cost of the Marine Chemist is for
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Owners account.
This Certificate must show the concentration of Oxygen, Flammable Vapours, and Benzene in the
compartments which have been tested. Oxygen content must be 21%, and the space must be gas free. If
the benzene level is > than five parts per million then the USCG Inspector will not enter the space. In this
case a deficiency will be issued against the ship stating that the ballast compartment is to be made available
for inspection at the next US port of call.

C.2. USCG CARGO & BUNKER TRANSFER PROCEDURES
C.2.1 CARGO & BUNKER TRANSFER PROCEDURES
Under CFR Title 33, Part 155.720 a vessel is required to produce a document entitled Cargo Transfer
Procedures and Bunker Transfer Procedures.
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The information that a vessel places within this document should be treated as a supplement to the Chief
Officer Standing Orders. It should be noted that a separate document entitled Bunker Transfer Procedures
should be produced by the Chief Engineer for bunkering operations.
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The documents must be in English, must be permanently posted or readily available at a place where they
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can easily be seen and used by ships crew when engaged in the transfer operations. Both Transfer Plans
should be displayed in the CCR, which is expected to be manned throughout the operations.
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An example of a typical LNG Cargo transfer plan is attached below. Each vessel shall ensure that it has a
ship specific LNG transfer plan, prepared and displayed as required. The attached plan should be modified
for Bunker Transfer procedures.
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Figures in blue below indicate ship specific items which may be different on your vessel
C.2.2. USCG CARGO TRANSFER PROCEDURES - LNG
These LNG Transfer Procedures are written in compliance with the United States Code of Federal
Regulations - CFR Title 33 Section 155.750, and they are intended to supplement the Chief Officers
Standing Orders
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1. PRODUCT ON BOARD
i) Generic or Chemical Name - Methane /LNG
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ii) Cargo Information - Please note Adjacent Cargo Information Card
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iii) Applicability of LNG Transfer Procedures - The LNG Transfer Procedures below are
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applicable when discharging at any Port within the US or her territorial waters. Specifically the
transfer and discharge procedures for this port are laid down on the form prepared by the Chief
Officer. A copy of which is available in the Cargo Control Room. See the Chief Officer for
further details.
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2. LNG TRANSFER SYSTEM

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i) A line diagram of the transfer piping may be located on the cargo Control Room, titled CARGO
PIPELINE DIAGRAM, drawing number DA 35 1D 001
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ii) The vessel liquid and vapour headers are separate and can only be connected by means of
movable bends which are currently not in place, with the ends blanked.
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iii) The location of the shut off valve separating the Engine Room LNG burning line is valve “CG
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405”. This is located on the Trunk deck level, in front of compressor room.
iv) The IG system is totally separated from the cargo system by means of removal bends pieces
which are not in place and the lines are blanked.
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v) The vessel ballast system is totally segregated from the cargo system.
3. PERSONS ON DUTY
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The minimum requirement for persons to be on duty during the LNG transfer is as follows:
i) The Master and Chief Engineer must remain on board at all times while the vessel is in normal
service. This includes all periods in port.
ii) The Chief Officer, Cargo Engineer and Electrical Engineer must remain on board at all times
while cargo or associated operations are in progress or imminent. This includes all periods in
port.
iii) Either The Chief Officer or the Cargo Engineer will be in the Cargo Control Room at all times,
and both will be available for Start and Stop of LNG transfer operations. In addition the Officer
of the Watch and 3 Watch keeping sailors will be on duty at any time.

iv) All the ships complement is available if the need should arise.
4. DUTIES
The duties of the personnel involved in any LNG transfer are as follow
i) Chief Officer - Is in over-all charge of the operations and is available at all times. He will be in
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attendance at the start and stop of the LNG transfer and for the start and stop of ballast
operations. He can hand over operational responsibly to the Cargo Engineer to allow rest periods
etc. This is a formal handover and is recorded in the Deck Operations Log.
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ii) Cargo Engineer - Works closely with the Chief Officer and takes over operational
responsibility when the Chief Officer is resting. The handover of responsibility is recorded in the
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Deck Operations Log. He is also available at all times, and will be present in the Control Room
at the start and stop of LNG transfer.
iii)
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Other Watch Keeping Officers - To assist closely the Chief Officer and Cargo Engineer during
their periods of duty. To closely monitor and control the ballast operations following the Chief
Officers ballast plan as attached to the cargo operations plan. To assist and be aware of cargo
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operations, and to ensure that the Watch keeping sailors are carrying out their duties correctly.
They will be required to carry out periodic checks of the deck as directed by either the Chief
Officer or the Cargo Engineer.
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iv) Sailors - Duties as per required by ships operating requirements, as authorised by the Chief
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Officer.
5. PROCEDURE FOR TENDING MOORINGS

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The Watch keeping sailors will patrol the mooring and tend them as required, having due regards to the state
of the tide and the discharge operation, and follows any further instruction as directed by the Chief Officer.
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They will have been given the tidal information or have access to that information for the port. They will
report to the OOW, at regular intervals, that the moorings are correct.
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ESD System.
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The ESD system is an integral part of the LNG transfer operations and will be “on Line” throughout the
operation. The ships ESD system will have been fully tested 48hrs before arrival at the port to ensure that it
is functional. Copies of the test procedure and records of the tests carried out are available for inspection.
The ESD system will have been tested with the shore before LNG transfer operations commence. This will
involve a “trip” test either from the ship, the shore or both to ensure that the ship and shore systems are
correctly set. LNG operations will only commence once this test has been carried out and the ship and shore
are satisfied with the results.
Page 10 of 14 LNG Vessel Operating Instructions – Appendix C -

USCG
The ESD can be activated either automatically or manually, activation of the ESD system will trip all the
ships cargo pumps and shut the manifold valves. It will also stop the shore gas return blower if fitted. There
are numerous tie in systems which will automatically activate the ESD system, these include:
• Loss of Hydraulic Pressure

• Loss of Electrical power
• Loss of Air pressure
• Movement of the ship out of the arm envelope.
Manual activation of the ESD system can also be carried out from the ESD button in the Cargo Control
Room and Bridge and from various buttons (10) placed round the deck.
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Communications
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At all times during the LNG transfer operations, the Officer of the Watch and the deck watch keeping sailor
will be in radio contact. Either the Chief Officer or the Cargo Engineer will be available at all times.
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Communications between the ship and shore will be as agreed at the pre-discharge meeting and as on the
Ship/Shore Safety Check-List.
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The Cargo Control Room will be the vessels communications centre and will be manned at all times.
7. COOLDOWN, RAMP-UP AND RAMP-DOWN

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During these operations the Chief Officer and the Cargo Engineer will be available in the Cargo Control
Room. During Cooldown and Ramp-Up the Officer of the Watch will be on the deck and in Communication
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with the cargo Control Room.

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i) Cooldown - Will be carried out using 1 Spray pump, from No 3 tanks, and will be closely
monitored to ensure that the rate of cooling down the terminal hard arms is at a rate which is
satisfactory to the shore. This will require close liaison with the terminal and will take
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approximately 60-70 minutes.

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ii) Ramp Up - On completion of cooldown the remainder of the cargo pumps will be started at 5
minute intervals or as directed by the shore until 7 pumps are running. The gas vapour pressure
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will be monitored during this time and shore RGB requested when required.
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iii) Ramp Down. - Ramp Down is considered to commence when the first of the large tank pumps
is stopped.
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8. CLOSING OF VALVES
On Completion of the LNG Transfer all valves associated with the discharge operations, on the liquid line
will be closed. Valves will be set to allow draining and purging of the hard arms as required. On completion
of this draining and purging operation all valves on the liquid line will be closed.
The vapour manifold valve will remain open until just before final gauging at which time it will be closed to
allow disconnection of the hard arms.

USCG
9. REPORTING OIL SPILLAGE
Not applicable to this cargo. Bunker operations in a U.S. port will require a separate USCG Bunker Transfer
plan to be completed.
10. CLOSING AND OPENING OF HATCHES
The vessel operates a totally closed cycle for discharging operations and all cargo tank openings remain
closed at all times.
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Ballast tank hatches also remain closed, the air in the ballast tanks being vented via the winnel vents on each
tank.
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B. EXEMPTION AND ALTERVATIVES
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Not Applicable - No exemptions or alternatives requested or granted
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C. ADDENDUMS
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i) Should the Chief Officer become indisposed, then the Master will assume Responsibility for the
LNG Transfer Operation. He will be backed up by the Cargo Engineer and Chief Engineer.
ii) At all times during the LNG Transfer Operation sufficient material will be available in the
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vicinity of the Liquid domes to deal with any LNG leakage which may occur, and will be used
immediately to stem that leakage.
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D. VAPOUR CONTROL SYSTEM

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The vessel is capable of controlling the boil off vapour by utilizing the gas burning facility and the steam
dump system.
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During normal discharge operations vapour is returned to the ship by the shore facility, careful monitoring of
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the tank pressure is maintained throughout the discharge operation.

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Vapour lines are included in the diagram outlining the cargo system as described in section 2(i)
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DATED : DD/MMM/YY
APPROVED BY MASTER; CHIEF OFFICER:
2ND OFFICER: 3RD OFFICER:
3RD OFFICER: GAS/ENG:

USCG
C.3. USCG DRUG & ALCOHOL POLICY
3.1 INTRODUCTION.
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This chapter outlines the current requirements towards drugs and alcohol in the United States, as enforced
by the USCG, and also outlines the Companies Instructions, Drugs and Alcohol Policy, and guidelines. It will
be seen that there is no conflict of interests between the USCG requirements and Company Policy.
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All personnel are advised that the USCG has strict requirements regarding drug and alcohol use
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(“intoxication”) and that the methods of determining intoxication in a person can be subjective. You are
hereby warned against the consumption of drugs and any excess in the consumption of alcohol, which
includes alcohol consumed ashore.
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3.2 USCG POLICY
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Regulations governing the limitations of drugs and alcohol onboard are covered by CFR Title 46 Part 4, and
CFR Title 33 Part 95. They apply to all vessels when being operated in United States waters, which for these
purposes, are generally defined as waters seaward to 12 nautical miles (but may be 3 miles or 200 miles,
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depending on the situation, for environmental incidents).

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3.3. STANDARD OF INTOXICATION (33 CFR Part 95.020)
An individual is intoxicated when the individual is operating a vessel and: -

• has an alcohol concentration of 0.04 percent by weight, (40mg/100ml), or more in their blood, or;
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• the effects of the alcohol or drugs consumed by the individual on the persons manner, speech,
disposition, muscular movement, general appearance or behaviour is apparent by observation.
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3.4. EVIDENCE OF INTOXICATION (33 CFR Part 95.030)

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Acceptable evidence of intoxication includes, but is not limited to:

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• Personal observation of an individuals manner, disposition, speech, muscular movement, general

appearance or behaviour; or,
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• A chemical test.
3.5. REASONABLE CAUSE FOR TESTING (33 CFR Part 95.035)
A Law Enforcement Officer or the Company may direct an individual operating a vessel to undergo a
chemical test when reasonable cause exists. Reasonable cause exists when the individual: -
• was directly involved in the occurrence of a Marine Casualty, or
• is suspected of being intoxicated as discussed in Section 3.2.1 above.
When an individual is directed to undergo a chemical test, the individual will be informed that he is being
tested and will be directed to undergo a chemical test as soon as possible.

USCG
3.6. REFUSAL TO SUBMIT TO TESTING (33 CFR Part 95.040)
If an individual refuses to submit to or co-operate in the administration of a timely chemical test based on
reasonable cause, evidence of the refusal is admissible in evidence in any administrative proceeding and the
individual may be presumed to be intoxicated.
3.7. COMPANY POLICY
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The Company policy regarding Drug and Alcohol is clearly stated in the relevant section of the latest VMS,
which is supplied to all vessels, along with relevant updates and amendments.
Due to the high profile of LNG vessels it is essential that the Company procedures are complied with at all
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times by all on board.
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It should ne noted that any person returning from shore leave who gives terminal authorities any cause for
suspicion regarding drug and alcohol misuse, will be prevented from re-boarding the vessel, and it is likely
that further action will be taken against the vessel and the individual.
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The master must ensure that the three monthly testing required by the VMS is carried out and that records
of testing are maintained.
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The managing office will arrange for a shore based company, “Medscreen” to attend the vessel at intervals
of not more than 12 months, to carry out unannounced testing, with shore analysis of samples.
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USCG
APPENDIX D
FORMS – GENERAL INFORMATION
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This section contains details of Letters of Protest, Other letters which may be
required when a vessel goes off-hire, Notice of Readiness and an amended Fleet
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Operations – Communications section relating to standard Operational Reporting.
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Page 1 of 21 LNG Vessel Operating Instructions – Appendix D – Forms General

D FORMS GENERAL INFORMATION
This section contains details of Letters of Protest, Other letters which may be required when
a vessel goes off-hire, Notice of Readiness and an amended Fleet Operations –
Communications section, relating to standard Operational Reporting.
Operational forms are contained in the forms manual supplement, and will be available in
electronic format for completion on board.
D.1 LETTERS OF PROTEST
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LETTER OF PROTEST – GENERAL
LETTER OF PROTEST - RATE
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LETTER OF PROTEST - SURVEY
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D.2 OTHER LETTERS
ED
LOADING RATE
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OFF / ON HIRE CERTIFICATE

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ON HIRE MAINTENANCE REPORT

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D.3 OPERATIONAL REPORTING

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MO3 END OF PASSAGE (EOP)

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M04 VOYAGE REPORT

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M05 PROLONGED ANCHORAGE MESSAGE

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M06 PORT OPERATIONS

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M07 DEPARTURE – START OF PASSAGE (SOP) (FAOP)
M08 ETA OR VOYAGE CHANGE MESSAGE
M09 DAILY POSITION REPORT
D.4 NOTICE OF READINESS
LNG Vessel Operating Instructions – Appendix D – Forms General

Created: October 2007 – Amended December 2009 Revision Number: 2.0
D.5 LNG VESSEL FORMS (See separate Manual and in Excel / Word files)
Whilst certain forms are applicable to all types of vessel, by virtue of their different design
and construction, Membrane Tank vessels will require different ship specific forms to those in
use on Moss Tank vessels. This manual contains examples of forms created and used on a 4
tank membrane construction vessel.
The forms give a basic layout and should be modified on a ship by ship basis to include
information relevant to that particular vessel. Where any forms are amended then a blank
copy must be forwarded to the office for inclusion within the Forms manual.
PY
Charterers may on occasions have their own specific forms for the vessel to complete, and
where this is required a suitable Deviation Letter will be issued by V.Ships, specifically stating
which V.Ships forms are to be replaced by specific Charterers forms.
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LNG02 TANK LEVEL ALARM & EMERGENCY SHUT DOWN SYSTEM CHECKLIST
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LNG04 DECK PRE-ARRIVAL CHECKLIST
LNG06 CARGO TANK COOLDOWN N2 LOG

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LNG08 GAS 02 – LOADING CARGO CHECKLIST
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LNG10 CARGO LOADING REPORT
LNG12 COOL DOWN DATA LOG

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LNG14 GAS 03 – DISCHARGING CARGO CHECKLIST

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LNG16 CARGO DISCHARGING REPORT
LNG18 CARGO PUMP LOG

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LNG20 DEPARTURE CHECKLIST
LNG22 DAILY CARGO MACHINERY LOG

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LNG24 DAILY GAS DETECTION READINGS

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LNG26 INSULATION SPACES ATMOSPHERE CHECK BY PORTABLE ANALYSER
LNG28 CARGO AREA GAS DETECTION CHECK LIST
LNG30 VACUUM PUMPS LOG
LNG32 FORCING VAPORISER LOG
LNG34 HIGH DUTY COMPRESSOR LOG
LNG36 INERT GAS GENERATOR LOG
LNG38 ENGINE ROOM & ACCOMODATION CHECKLIST

LNG40 WATER DETECTION CHECKLIST
LNG42 CARGO PUMP TEST LOG
LNG44 CARGO PUMP INSULATION RESISTANCE
LNG46 PORT SUMMARY - LOADING
LNG48 PORT SUMMARY - DISCHARGING
LNG50 VOID SPACE INSPECTION REPORT
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LNG52 COLD SPOT RECORD
LNG54 PASSAGE SUMMARY
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LNG56 MOORING TAILS – RECORD OF USAGE
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LNG60 BUNKER SURVEY
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LNG62 FO FLOWMETER
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D.1 LETTER OF PROTEST
Masters should have no hesitation in tendering letters of protest, for any reason should they feel
concerned at any stage. In some cases it is difficult to pursue a claim if notification was not given
at the time of an abnormal event. At the very least, it highlights to the Charterers and analysts the
occurrence of an unusual event.
A note of protest is simply a declaration by the Master of circumstances beyond his control which
may give rise to loss or damage, or could result in a commercial disadvantage to the Shipowner or
Charterers. Protests are to be made as soon as possible after the event, and in the case of cargo
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protests, on completion of cargo operations. A note of protest should be countersigned by the
addressee. Any documentation on which a “shore” signature cannot be obtained should be
endorsed to that effect.
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The Master should note that at all times he has a responsibility to protect the shipowner, in
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addition to the charterer, and he is to issue Letters of Protest for and on behalf of the shipowner,
even if the charterer has no interest in the particular circumstances of the incident.
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Vessel charterers may have their own specific requirements for the issue of Letters of Protest, and
these should be complied with, after authorisation from V.Ships. If there are no specific formats for
the Letters of Protest, then the following format / layout may be used. Microsoft Word versions are
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issued to the vessel and should be completed whenever necessary.
The following are examples of circumstances where a Letter of Protest should be issued, but this is
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NOT a comprehensive list:

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• delays prior to / during or after berthing

• restriction due to number of connections from shore being less than number on ship
• restriction from shore affecting cargo transfer performance (whether loading or
discharging)
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• stoppages during loading/discharging due to “shore request and / or reason”

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• if cargo quantity or quality surveys are improperly conducted

• cargo surveyors delaying vessel awaiting gauging.
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• poor terminal facilities / services resulting in vessel damage

• any other circumstances beyond the vessel’s control which result in a delay.
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• during the voyage if the ship encounters conditions of wind and sea which may result in
damage.
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• if the ship is damaged from any cause, or if there is reason to fear that damage may be
sustained.
D.2 OTHER LETTERS
Masters should be aware of the requirement to complete additional letters whenever there is a
requirement for the vessel to go off hire. Note that it is important that for planned off hire periods
the managing office is advised in advance so that charterers can in turn be notified, and their
permission obtained. Note that this does not apply if there is an emergency and the vessel requires
to stop, in which case the procedures detailed elsewhere in the VMS are to be complied with.
LNG Vessel Operating Instructions – Appendix D – Forms LOP

LETTER OF PROTEST – General
Vessel : Date :
Port : Berth :
Cargo No : Time :
To : CC :
Dear Sirs,
On behalf of our principles and or charterers we hold you and or the cargo suppliers,
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receivers, liable for the following fact(s) and all consequences which may arise from it
/ them.
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ED
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Protest lodged by : ………………………………………………..…… Master

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(Signature and Ship Stamp)

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Kindly acknowledge receipt of this letter by signing and returning.

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Signed as received only :

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(Signature)
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(Printed Name)
(Title)
(Company)
LOP – General August 2009

LETTER OF PROTEST – Rates
Vessel : Date :
Port : Berth :
Cargo No : Time :
To : CC :
Dear Sirs,
Please be advised that the average discharge / loading * rate has been ………………………
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m3/hr since the start of bulk rate discharge / loading *. This vessel has the capability
to bulk rate discharge / load * at …………………….…. M3/hr at a liquid line pressure of
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………………..……. Psi / mb / bar *.
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The vessel consequently has not been allowed to perform at the vessels full design
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capability due to shore based operational restrictions.
I hereby protest accordingly on behalf of this vessels disponent owner, and or the
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charterers as applicable, and hold you responsible for all delays, damages and
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consequences.
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(Signature)
(Printed Name)
(Title)
(Company)
LOP – Survey August 2009 * Delete as appropriate

LETTER OF PROTEST – Survey
Vessel : Date :
Port : Berth :
Cargo No : Time :
To : CC :
Dear Sirs,
Please be advised that following the pre-transfer / post transfer * cargo survey, there is a
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discrepancy between the ship and shore calculation of the Liquefied Natural gas (LNG) loaded /
discharged / remaining on board * at this terminal on this date.
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Ship figures : m3
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Shore figures : m3
Difference : ED m3
I declare that the Bill of Lading was signed under protest because of the unreasonable
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difference between ship and shore figures; accordingly, on behalf of this vessel disponent
owners and or charterers, as applicable, I hereby lodge protest and hold you responsible for all
delays, damages and consequences.
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(Signature)
(Printed Name)
(Title)
(Company)
LOP – Survey August 2009 * Delete as appropriate

LETTER OF PROTEST – Loading Rate
To : Vessel :
Berth :
Date :
Time :
Dear Sirs,
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On behalf of my Principals I hereby request a maximum bulk loading rate of ;
m3
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We hereby hold the terminal responsible for any costs associated with any delays as a
consequence of not being able to supply the cargo at the required bulk loading rate.
ED
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Signed : Signed :
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(Signature) (Signature)
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Name : Name :
(Master / Chief Officer *)
Title :
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On Behalf of Supplier
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LOP – Load Rate August 2009 * Delete as appropriate

Off Hire – On Hire Statement
Vessel : Voyage :
Date : Port :
Latitude : Longitude :
Dear Sirs,
I hereby declare that the vessel …………………………………………….. was “off-hire” during the
following period, in accordance with the terms and conditions of the governing charter
party, dated on ………………………………… at ………………………………… between the owners and
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charterers.
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DATE : TIME :
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From :
To : ED
Totalling a period of : Days Hours Min
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HFO LFO MDO MGO LN2 LNG

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Bunkers ROB at start of off-hire

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Bunkers ROB at end of off-hire

Total bunkers consumed off-hire
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Reasons for off hire ;

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Master : Chief Eng. :
Off – On Hire August 2009

On Hire – Maintenance Report
Vessel : Voyage :
Date : Port :
Latitude : Longitude :
Dear Sirs,
I hereby declare that the vessel …………………………………………….. performed “on-hire” (OHM)

maintenance during the following period, in accordance with the terms and conditions of the
governing charter party, dated on ………………………………… between the owners and the
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charterers.
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DATE : TIME :
From :
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To :
Totalling a period of : ED Days Hours Mins
HFO LFO MDO MGO

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Bunkers ROB at start of OHM

Bunkers ROB at end of OHM
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Total bunkers consumed OHM

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Reasons for On-Hire Maintenance ;

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Written approval and confirmation from the Charterer was received prior to commencing this
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OHM YES / NO *
Total amount of time used for OHM Days Hours Minutes
during this reporting period
Master : Chief Eng. :
On Hire Maintenance August 2009 * Delete as appropriate

D.3 OPERATIONAL REPORTING

GENERAL
This Section details the routine messages which must be sent from the vessel to ensure that the
vessel’s operational performance is effectively monitored by the management office.
VMS – Fleet Operations, section 4 Communications gives details of the communications required by
the Company, however it has been found that these are not satisfactory for the LNG trade or for
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the type of vessels. Accordingly a RSQ09 – Deviation letter is included in this section, advising that
the instructions contained within this section are to be complied with in lieu of those mentioned in
Fleet operations section.
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It should also be noted that vessel charterers may have their own specific reporting format which
should be complied with, after authorisation from V.Ships. The examples of forms given in this
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section are based on charterers forms currently in use on managed vessels.
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If there are no specific formats for the messages, then the following information is the minimum
which should be circulated at the appropriate time.
Each class of vessel will require the various forms to be made ship specific.
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LNG Vessel Operating Instructions – Appendix D – Operational Reports

Created: October 2007 – Revised December 2009 Revision Number: 2.00
M01 – MONTHLY LUBES REPORT – NOT REQUIRED IN PRESENT FORMAT
This form is not required to be completed by steam turbine vessels.
This form will be reviewed as new vessels enter management with new propulsion technology.
All vessels are required at month end to complete a monthly lub oil and grease inventory, showing
quantity at start of the period, consumption during the period and quantity ROB at end of the
period.
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M02 – MONTHLY VICTUALLING / RADIO TRAFFIC REPORT – NOT REQUIRED
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All vessels have a requirement to report at month end directly to V.Ships Catering Ltd, with copy to
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the managing office. Completion of the Monthly Victualling Report covers all requirements of form
M02, which is consequently no longer required.
ED
With the advent of email transmissions and the fact that all vessels usually send several messages
at the same transmission time, it is not possible for the vessel to breakdown charges to Managers,
Charterers, Agents etc. The managing office has direct access to Marlink Radio Accounts and is
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able to check the radio accounts on a regular basis.
Private radio traffic is for the account of the individual, and should be paid for through the use of
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ore-paid “pin numbers” purchased on board from the master. In general these should be used
solely on the Mini-M System, and not the main satellite communications system Sat-B, F77 or
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whatever is in use. This is to ensure that the main communications systems are available for
company communication at any time. Should there be any failure of the Mini-M then permission
may be given for private use of the main satellite system on a short term basis only until the Mini-
M is repaired. Costs for private calls via Sat-B, F77 etc is for the individual, and can be paid for by
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the use of pre-paid “pin numbers”

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M03 – END OF PASSAGE (EOP) MESSAGE – MODIFIED
The following format form should be used for both Loaded and Ballast passages, unless separate
specific instructions are received from Charterers and confirmed by V.Ships.
AA SHIPS NAME
BB VOYAGE NUMBER
CARGO ORDER #
CC EOP – DATE / TIME
EOP – LAT / LONG
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DD ROB FIGURES AT EOP M/TONNES
HFO
MDO
LDO
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DW
FW
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LNG (m3)
EE NOTES (delays /stoppages /
ED
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FF ETD
GG DESTINATION PORT
ETA DESTINATION DATE / TIME
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ATTACH COPY OF NOTICE OF READINESS

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M04 – VOYAGE REPORT – REPLACED BY LNG54 – PASSAGE SUMMARY

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The existing form should be discontinued and the form LNG54 – Passage Summary should be
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completed on completion of each voyage.

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M05 – PROLONGED ANCHORAGE MESSAGE - MODIFIED
This message is to be sent while the vessel is at anchorage waiting for port operations or
Charterers orders. This message must be reported every day at 12.00 hrs local time.
AA SHIPS NAME
BB VOYAGE NUMBER
CARGO ORDER #
CC NAME OF PORT
DD START OF DELAY
TOTAL SHORE DELAY TO DATE
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TOTAL SHIP DELAY TO DATE
EE REASONS FOR DELAY
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FF ESTIMATED TIME FOR BERTHING
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GG ROB FIGURES M/TONNES
HFO
ED
MDO
LDO
DW
FW
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LNG (m3)
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M06 – PORT OPERATIONS – REPLACED BY LNG46 / LNG48 – PORT SUMMARY

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The existing form should be discontinued and the form LNG46 – Port Summary – Loading, or
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LNG48 – Port Summary - Discharging should be completed in lieu.

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M07 – DEPARTURE (START OF PASSAGE, SOP – FAOP) MESSAGE - MODIFIED
DEPARTURE REPORT – BUNKERS etc.
AA SHIPS NAME
BB VOYAGE NUMBER
CARGO ORDER #
CC FAOP – DATE / TIME
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FAOP – LAT / LONG
DD ROB FIGURES AT FAOP M/TONNES
HFO
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MDO
LDO
DW
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FW
LNG (m3)
ED
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FF ETD
GG DESTINATION PORT
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ATTACH COPY OF NOTICE OF READINESS IF NOT ALREADY SENT
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LOADPORT DEPARTURE REPORT – TANK INFORMATION
AA SHIPS NAME
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BB VOYAGE NUMBER
CARGO ORDER #
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CC DEPARTURE PORT
FAOP – LAT / LONG
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DD CARGO CONDITION TANK PRESSURE LIQUID TEMP. (DEG

(ABSOLUTE kpa) C)
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DD TANK 1
TANK 2
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TANK 3
TANK 4
FF DESTINATION PORT

M08 – ETA OR VOYAGE CHANGE - MODIFIED
AA SHIPS NAME
BB NAME OF THE ARRIVAL PORT
CC NEW ETA – DATE / TIME
DD REASON FOR CHANGE OF ETA
STOPPAGE AT SEA DUE TO ENGINE FAILURE, BAD WEATHER, ETC BB, CC, DD TO BE USED FOR ETA
CHANGE DUE TO PERFORMANCE OR TECHNICAL REASONS.
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EE VOYAGE CHANGE
TO BE USED FOR NEW ORDERS OR DEVIATION (BUNKERS, CREW etc)
PORT NAME FOR CHANGE OF PORT
FF NEW PORT ETA – DATE / TIME
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ESTIMATE TIME ARRIVAL NEW PORT EXPRESSED IN LOCAL TIME. ETA TO BE CALCULATED BY
CONSIDERING THE DISTANCE FROM DEVIATION POINT TO EOP AT THE VESSEL’S NORMAL
PERFORMANCE OR ORDERED SPEED.
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GG DEVIATION POINT LATITUDE LONGITUDE
HH TIME OF DEVIATION POINT

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II ROB FIGURES AT DEVIATION POINT M/TONNES
HFO
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MDO
LDO
DW
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FW
LNG (m3)
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M09 – DAILY POSITION MESSAGE (MONDAY TO FRIDAY) – MODIFIED
Vessel Master
Call Sign Chief Engineer
Description Data
1 Date / Time of Report
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2 Position Latitude Longitude
3 Weather: Wind Dir/Force - Sea Dir/Height - Visibility
4 Distance, Steaming Time, Time above F5, Course
5 Total Distance / Time & Average Speed Day / Voyage
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6 Average RPM & Slip Day / Voyage
7 Av boil-off M3 / MT Conv Factor / FO Cons / DO Cons
8 ROB: HFO/LSFO, DO/GO, LNG, LN2
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9 Next Port: Name, Distance to go
10 Next Port: ETA, Best ETA
11 Next Port: Required ETA, Speed required ED
12 Name of Additional Premium or Security Area
13 Time Entering / Leaving AP areas, Passing 24N
GMS Control Mode:
Cargo Condition: Loaded Ballast
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Atm pressure: Vap. Press Liquid Temp. Vap. Press Liquid Temp
Tank 1
Tank 2
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Tank 3
Tank 4
Tank 5
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Tank 6
Voyage Schedule: Please complete the following as far as known, when involved in operations other than loading
or discharging please indicate the nature of the operation e.g. Bunkering, stores, passing OPL, etc.
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Voyage Port / Location ETA ETD Agent

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Remarks: Factors

It is also likely that discharge port terminals will require daily cargo tank information as below.
AA CARGO CONDITION TANK PRESSURE LIQUID TEMP. (DEG

(ABSOLUTE kpa) C)
AA TANK 1
TANK 2
TANK 3
TANK 4
BB Technical Problems
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M10 – SUNDAY POSITION / PERFORMANCE MESSAGE – NOT REQUIRED
ED
The Sunday Position message should be the same as the M09 – Daily Position Report given above.
All vessels will carry out a periodic performance trial as per owner’s requirements. The report
format for the information will vary according to manufacturer’s requirements, and this should be
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completed and sent to the managing office for review.

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D.4 STANDARD NOTICE OF READINESS

Vessel charterers may have their own specific Notice of Readiness requirements, which should be
complied with, after authorisation from V.Ships. If there are no specific formats for the Notice of
Readiness, then the Microsoft Word version of the document which is issued to the vessel as part
of this manual should be completed for each port call.
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LNG Vessel Operating Instructions – Appendix D - NOR

NOTICE OF READINESS
Vessel : Voyage :
Port : Date :
To :
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Dear Sirs,
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Please be advised of the vessels arrival in the port of …………………………………………………..
on (date) ……………………………….. at (time) ………………….. hours local time, being in every
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respect ready to commence loading discharging operations of the cargo.
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Laytime to commence as per terms, conditions and exceptions of the governing
Charter Party dated ……………………………………………………...
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Please acknowledge receipt of this Notice of readiness by signing this form.

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Original Notice of Readiness sent on :

(date)
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(time) LT
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……………………………………………….
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Master
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Tendered : (date) (time) :

Accepted by :
Title :
For and on behalf of :
Signature
NOR – August 2009

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V.

SHIPS MANAGEMENT SYSTEM (VMS)

Page 1 of 7 LNG Vessel Operating Instructions – Table of Contents

Document Section Revision Date Issued Date Office or

VMS/LNG/02 All sections –

Page 2 of 7 LNG Vessel Operating Instructions – Table of Contents

3.0 PROPERTIES OF LNG

3.3 Physical Properties of LNG .......................................................................................2

3.5 Variation of Density with Temperature ....................................................................3

3.9 Characteristics of LNG ..............................................................................................5

3.11 Supplementary Characteristics.................................................................................7

3.11.2 Vapour Clouds ..............................................................................................7

3.13 Cryogenic Temperatures...........................................................................................8

3.15 Properties of Nitrogen and Inert Gas .......................................................................9

Page 3 of 7 LNG Vessel Operating Instructions – Table of Contents

4.0 LNG VESSEL CONSTRUCTION

5.10 Fixed Gas Detection System .....................................................................................5

5.12 Ship Shore Link .........................................................................................................7

6.1 Fire Fighting..............................................................................................................1

6.1.2 Water Extinguishing......................................................................................1

6.2 Access .......................................................................................................................1

6.2.2 Lighting .........................................................................................................2

Page 4 of 7 LNG Vessel Operating Instructions – Table of Contents

6.8.1 Combustion Equipment .................................................................................4

8.2 Cargo Handling Planning – Planning Phase .............................................................2

8.5 Cargo Planning – Cargo Operation Guidelines .........................................................5

8.7 Cargo Handling - Recording......................................................................................6

9.0 CARGO OPERATIONS

9.1 Drying Tanks.............................................................................................................1

9.3 Gassing Up Cargo Tanks ...........................................................................................3

9.5 Before arrival at a Terminal (Both Loading and Discharging)..................................7

9.6 Preparation for Loading............................................................................................8

9.7.1 Cooling Cargo Lines.....................................................................................10

Page 5 of 7 LNG Vessel Operating Instructions – Table of Contents

9.14 Aerating Cargo Tanks .............................................................................................25

10. EMERGENCY PROCEDURES

10.13 Water Leakage to Cargo Hold Space (Moss) .........................................................34

10.15 Emergency Discharge ............................................................................................35

10.19 Other Emergency Procedures ................................................................................42

10.19.2 Foreign Matter Stuck in Cargo Valve .....................................................42

10.19.4 Primary Membrane Integrity Falure ......................................................42

10.19.6 Abnormal Drop of Tank Pressure...........................................................43

11. TESTING AND CALIBRATION OF SHIPS EQUIPMENT

Page 6 of 7 LNG Vessel Operating Instructions – Table of Contents

11.11 Guide for Mooring Winch Brakes.............................................................................5

12. REFERENCE PUBLICATIONS

13. GLOSSARY OF TERMS

A. GAS MEASURING INSTRUMENTS

C.1.4 Marine Chemist Certificate ......................................................................5

C.2.2 USCG Cargo transfer Procedures - LNG ...................................................6

C.3.1 Introduction ...........................................................................................10

C.3.5 Reasonable cause for Testing ................................................................10

C.3.7 Company Policy......................................................................................11

D. LNG LETTERS OF PROTEST

D.1 Letters of Protest .....................................................................................................1

D.2 Operational Reporting .............................................................................................1

E. LNG OPERATIONAL FORMS (Refer to Forms)

Page 7 of 7 LNG Vessel Operating Instructions – Table of Contents

VMS V Ships Management System

Audit A method of checking that procedures (as written down) are

working to, and will be updated with all the modifications,

Corrective Action Actions taken to correct non-compliances

Methane: 6.0% (read on axis A-C)

Oxygen: 12.2% (read on axis A-B)

Nitrogen: 81.8% (reminder)