Potential hazards of a large liquefied natural gas spill during

marine transportation

The potential hazards of a large LNG spill over water includes

asphyxiation, cryogenic burns, and cryogenic damage to the ship
from the very cold LNG, dispersion, fires, and explosions.

Based on expert review, the most likely hazards to people and

property would be thermal hazards from an LNG fire. Cryogenic and
fire damage to an LNG ship were also identified as concerns that
could cause additional damage to LNG cargo tanks following an
initial cargo tank breach, though the additional impact on public
safety would be limited.

Fig: consequences of LNG spill over water

Risks and hazards from a potential marine LNG spill can be reduced
through a combination of approaches, including reducing the
potential for a spill, reducing the consequences of a spill, or
improving LNG transportation safety equipment, security, or
operations to prevent or mitigate a spill.

Explosions in confined spaces, either combustion events or events

of rapid phase transition, may have the potential for causing
secondary damage that could lead to further spillage of LNG.

Other proactive risk management approaches can help reduce both

the potential for and hazards of such events. These include:

i) improvements in ship and terminal safety/security systems

including improved surveillance, tank and insulation upgrades,
tanker standoff protection systems;

ii) modifications and improvements in LNG tanker escorts, extension

of vessel movement control zones, and safety operations near ports
and terminals;

iii) improved surveillance and searches of tugs, ship crews, and

vessels;

iv) redundant or offshore mooring and offloading systems; and

v) improved emergency response systems to reduce fire and

dispersion hazards and improved emergency response coordination
and communication.

Fig:LNG carrier underway

Risk prevention and mitigation techniques are especially useful in

zones where the potential impact on public safety and property can
be high. The hazards of brittle fracture, rapid phase transitions, and
explosions in confined ship spaces, as well as cascading events that
may result from the extreme fire exposure a ship would experience
if a nominal 12,500 m3 spill on water around the ship was ignited,
will require careful consideration. The definition of

The majority of liquefied gases are clean, non-polluting, products

and create no danger to the marine environment. If however certain
liquefied gases spill on to the sea you should be aware that they
may:
 create large quantities of vapour sea water rapidly vapourises
the liquid gas- which may cause a fire or explosion or a health
hazard.
 generate toxic vapours, which can drift, sometimes over a
considerable distance.
 dissolve in seawater and cause local pollution

The Data Sheets will give information on pollution, if any Pollution is

most likely to occur during cargo or bunkering operations:
· if the operation is not correctly monitored
· if the cargo hose or loading arm connections are not properly
made
· when disconnecting cargo lines that have not been drained.
· if moorings are not checked and excessive strain is placed on the
cargo connections or the ship "breaks out" of the berth.
· if cargo equipment is not properly maintained

Any spillage of LNG on any steelwork, unless stainless steel or

wood-sheathed, will cause stresses and it is most likely serious
brittle fractures will occur.

As soon as any leak or spill of LNG is exposed to ambient

temperatures, the liquid will 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 value of 0·55
at 15oC. There may, therefore, be a tendency for cold vapours to
form a layer around the spill in a similar manner to other
hydrocarbon gases. Fortunately, this layering will normally be visible
due to the condensation of atmospheric moisture.

However, unlike other hydrocarbon gases, natural gas quickly

becomes buoyant and, except in enclosed spaces, will rise and
disperse rapidly as it warms. This dispersion is further aided by the
very rapid diffusion properties of methane in air. Where spills may
have entered enclosed spaces, it is important to 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:
 Isolate source of LNG. If loading/discharging, the ESD system
should be activated.
 Summon assistance.
 Protect the hull from risk of cold fracture.
 Speed vaporisation to minimise ignition risk.

SSSS

What happens with if LNG spilled on water?

 LNG pool vaporizes rapidly (faster than an equal sized pool on

land)

 LNG spill on or within hull can cause brittle fracture (carbon &
low alloy steel) fracture

 LNG can undergo “rapid phase transition”, a physical vapor

explosion (not combustion)

 LNG pool formation accompanied by ignition

  Natural gas cloud formation with subsequent burn back

Fire involving LNG & LPG cargo - various fire fighting agents
& safety aspects

Natural gas contains numerous component gases but by far the

greater percentage is methane (CH4), which represents between 60
and 95 per cent of the total volume. This fact is important when
considering the safety aspects for fire-fighters tackling an LNG fire.

During the initial period of vaporisation of the gas, ignition may be

accompanied by a flash of varying proportions.However, because
the velocity of propagation of a flame is lower in methane than in
other hydro-carbon gases, it is unlikely that future ignition will have
flash effect. The fire-fighting plan should be well thought out in
advance and a concentrated effort made rather than ‘hit and run’
tactics, as these will only consume the vessel’s extinguishing
facilities without extinguishing the fire. Before attempting to tackle
a large fire, you should seriously consider allowing the fire to burn
itself out.

Should an attempt to extinguish the fire be made, extensive use of

‘dry powder’ should be employed from as many dispensers as can
be brought to bear. Fire-fighters should be well protected against
heat radiation and possible flash burns, and approach the fire from
an upwind direction. Power dispensers should sweep the entire area
of the fire, but direct pressure of powder jets on to the surface of
the liquid should be avoided. Should dry powder guns be used, fire-
fighters should be well practised in their use and be prepared for
some kick-back effect.They should also be made aware that there is
no cooling effect from the use of dry powder, and that re-ignition
after a fire has been extinguished is a distinct possibility.

In the initial stages it is always preferable to isolate the fire by

shutting off the source of fuel.This may not, however, always be
possible. A final warning when tackling an LNG fire is that water
should not be used directly, as this will accelerate vaporisation of
the liquid.This is not to say that surrounding bulkheads and decks
cannot be cooled down with water sprays, provided that water
running off is not allowed to mix with burning LNG.

Dry powder :
Dry powder is provided both in large fixed installations and portable
extinguishers. Any part of the deck can be reached by at least two
hoses from the fixed installations.

Water extinguishing :
Water is not a suitable medium for fighting an LNG fire directly as it
will cause a massive expansion 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 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 liquid spill.

CO2 :
A CO2 extinguisher system is available for cargo compressor rooms,
electric motor rooms, inert gas dryer room and on some ships cargo
control room. Ships plans should be consulted for what is applicable
to the concerned vessel.

How to tackle LNG fire ?

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 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. 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 characteristics of an LNG fire.

Burning of LNG vapours produces a similar flame size and heat

radiation to other hydrocarbon 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.

The procedure for fighting these fires is:

1. Isolate the source of leak, stop loading/discharging, and shut
all manifold valves.
2. Sound the alarm.
3. Provide protection for adjacent equipment and for fire-fighters.
4. Attack fire with a maximum rate of application of dry powder.
Do not agitate the surface of any pool of LNG.
5. Remain on guard against possible re-ignition.
The exact procedure will depend upon the nature of the incident.
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, 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 reignition 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 crossconnected 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 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 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 hull steelwork from damage due to
exposure to the intense cold of LNG.

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.

Dry chemical powder

Dry chemical fixed installations are provided on Gas Carriers.

Manufacturer’s instructions should be 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. 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.

The maximum possible rate of application of dry powder is

desirable. As many high velocity jets as 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 account must the surface of an LNG
pool be agitated. Possible re-ignition must be guarded against.

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 rate of application and minimising any agitation of pools of LNG.
This may be achieved by coordinating 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 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.