General precautions and instructions on deck - Liquefied

gas carrier guideline

Fig:Typical LNG vessel at loading terminal 

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 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 performed.

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.
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 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 weather forecast.

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 operation, ballasting / deballasting,
weather/sea conditions, moorings or any other relevant operation errors
that might interfere with the safe operation of the vessel.

The Chief Officer shall call the Master, Charterer’s representative when
one or more of the conditions 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.

Any kind of maintenance/repair work to be done onboard during port stay

shall be discussed with the vessel 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

The required protective equipment shall be used and relevant safety

measures taken. 

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 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 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 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.

Preparation for dry-docking must follow the instruction and sequence set
up in the vessel’s Cargo Handling 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.

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
systems have been cross-checked.

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.

Below is more guideline for safe handling of liquefied gases. 

1. Cargo Information - physical and chemical properties necessary for

the safe containment of the cargo 

2. Mooring requirements for gas carrier 

3. Means of access to ship - gas carrier guideline 
4. Precautions against abnormal weather or other conditions  
5. Dispersal of Vented Cargo Vapours 
 6. Openings in Deckhouses and Superstructures

7. Engine and Boiler Room Precautions

8. Cargo Machinery Room Precautions

9. Lashing of movable articles - Problem with helicopter operations on

gas carriers 

10. Personal protective equipments for people working onboard

gas carriers

angways or accommodation ladder arrangement a liquefied

gas carrier

Personnel should only use the designated means of access between ship
and shore. When a ship is berthed or at anchor, the means of access
should be so placed as to be convenient for supervision and if possible
away from the manifold area. Where practicable two means of access
should be provided. Gangways or other means of access should be
properly secured and provided with an effective safety net. In addition,
suitable life-saving equipment should be available near the access point to
shore.

Lighting

During darkness the means of access and all working areas should be
adequately illuminated. 

Precautions against Visitors

Gangway notice has been posted, at the shore end of the access where
possible. The notice should at least state that:

(1) Visitors are required to show identification;

(2) Passages from the gangway to the accommodation shall be designated

(3) Mobile phones and other electronic equipment must be switched off;
(4) Smoking and naked lights are prohibited;

(5) Lighters and matches are prohibited to be carried on board.

(6) Riveted shoes shall not be allowed.

The deck watch should ensure that access to the ship is denied to all
unauthorized persons. Visitors shall be given attention to fire, and shall
not be allowed to smoke in areas other than the designated smoking
places. 

Related Information:

1. Openings in Deckhouses and Superstructures

2. Mooring requirements for gas carrier

3. Ship’s Readiness to Move

Liquefied gas carrier precautions & instructions for

openings in deckhouses and superstructures 

Cargo vapour, whether toxic or flammable, should be vented to

atmosphere with extreme caution, taking account of regulations and
weather conditions.

Accommodation and machinery spaces contain equipment that is not

suitable for use in flammable atmospheres and it is therefore important
that petroleum gas is kept out of these spaces..

If doors have to be opened for access, they should be closed immediately

after use. Where practical, a single door should be used for working
access in port. Doors that must be kept closed should be clearly marked.
Allowance must be made to permit doors and openings to be open if the
vessel is storing provided there is no possibility of gas entering the
accommodation and that doors do not remain open for longer than is
necessary.

The accommodation air conditioning system is maintained on partial re-

circulation during cargo operations. It is essential that the accommodation
is kept under positive pressure to prevent the entry of hydrocarbon
vapours. The operation of sanitary and galley extraction fans will cause a
vacuum and therefore the gas detector is equipped for air conditioning
system intakes must not kept fully closed in case of between the vessel
and the terminal agreement 

If the cargo vapour is heavier than air it may accumulate on deck and
enter accommodation spaces. Standard precautions should therefore be
observed. In some cases it may be possible to heat vapour before venting
to reduce its density and assist dispersion. If such facilities are provided
they should be used.

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.

A positive pressure will only be maintained if air intakes are open, and if
all doors, portholes and 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. Doors are to be clearly marked if they have to be
kept closed. It is particularly important that air lock doors are opened one
at a time only, opening both doors together will activate an alarm and
cause shutdown of equipment.

The air conditioning system should not be operated with intakes fully
closed, that is in 100% 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.

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.
Fig: Ethylene carrier underway 

Related Information:

1. Vapour Characteristics of liquefied gases

2. Low temperature effects of Liquefied gases

3. Flammable vapours in cargo tanks and how to monitor safety limits

4. Reactivity of liquefied gas cargo and safety guideline 

Gas carrier required cargo information and handling

documents

The transportation of liquefied gases is subject to the same commercial

documentation as applies to oil cargoes. Documents accompanying a
liquid gas cargo will generally include the following. 

Bill of Lading: This is the most important document. It is a receipt for

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

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

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

Certificate of Quantity: This is issued by the loading terminal and is the

cargo quantities declared as loaded usually established by an independent
surveyor. 

Certificate of Quality: This provides the product specification and quality

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

Certificate of Origin: This is a document issued by the manufacturer or

shipper, countersigned by the customs authorities and attesting to the
country in which the cargo was produced. 

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

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

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

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

surveyors where particular tank conditions are required prior to loading. 
Certificate of Inhibitor Addition: Certain gases require an inhibitor
added for transportation and the certificate will show the quantity added
and the length of time the inhibitor will last for.

The IMO Codes require the following information to be available to every

ship and for each cargo:

(1) A full description of the physical and chemical properties necessary for
the safe containment of the cargo

(2) Action to be taken in the event of spills or leaks

(3) Counter-measures against accidental personal contact

(4) Fire-fighting procedures and fire-extinguishing agents

(5) Procedures for cargo transfer, gas freeing, ballasting, tank cleaning
and changing cargoes

(6) Special equipment needed for the safe handling of the particular cargo

(7) Minimum inner hull steel temperatures

(8) Emergency procedures

(9) Compatibility

(10) Details of the maximum filling limits allowed for each cargo that may
be carried at each loading temperature, the maximum reference
temperature and the set pressure for each relief valve. 

The master should request the correct technical name of the cargo as
soon as possible and before loading. The master must only load a cargo
which is listed on his certificate of fitness. Data sheets for these cargoes
should be on board.

The master and all those concerned should use the data sheet and any
other relevant information to acquaint themselves with the characteristics
of each cargo to be loaded. If the cargo to be loaded is a mixture (e.g.
LPG), information on the composition of the mixture should be sought; the
temperature and pressure readings in the shore tank can be used to verify
this information.

Special notes should be made of any contaminants that may be present in

the cargo, e.g. water. 
Related Information:

1. What is Cargo conditioning, reliquefaction and boil-off control ?

2. Ships preparations prior to a loading or receiving terminal

3. Cargo handling guideline for liquefied gas cargo

4. The ESD system minimises potential risks during the transfer of

liquefied gases

Toxicity and associated health hazards onboard liquefied

gas carrier 

Cargo health and safety information

Carrying and handling various liquefied natural gases pose significant

potential hazards including risk of injury or death,threats to environment
and each person working on a gas carrier and terminal ashore needs to
understand the risks involved, obtain the necessary training and take all
the needed precautions.

The information for each liquefied gas cargo grade being carried onboard
at any one time should include:
1. appearance
2. conditions of carriage
3. reactivity data
4. special requirements
5. physical data
6. the main hazards
7. fire and explosion data
8. associated hazards
9. health data
10. compatible materials

Gas tankers are designed such that in normal operation, personnel need
at no time be exposed to hazard from the products being transported,
provided that the ship and its equipment are properly maintained and
operating instructions are observed.

Hazard avoidance depends on:

 Hazard removal
 Hazard control
 Reliance on personal protection
 Training

It is important to realise that different cargo grades may well have

different hazards associated with them. Liquefied gas relate to the
following hazards asphyxia, toxicity, low temperature and flammability. 

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% . 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.

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. The types and
quantities of protective equipment as well as additional safety equipment
should be in strict compliance with recommendations in ICS.

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 WHO-IMGS
(International Medical Guide for Ships).

Since LNG is carried at cryogenic temperatures, physical contact will

produce frost burns. Such 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, 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. 

Exposure

Contact with liquid, or even cold vapour, will result in cold burns that, if
extensive, could prove fatal. The symptoms of ‘cold burns’ are similar to
‘hot burns’, there is extreme pain in the affected area with attendant
confusion, agitation and possibly fainting of the victim. If the area of the
burn is large, shock will inevitably develop.

While the rapid evaporation of LNG will minimise the extent of chemical
burning on the skin, cold vapour can be dangerous to the eyes. If liquid or
cold vapour enters the eyes, they must be immediately bathed with
running clean sea or fresh water for at least 15 minutes.

If liquid or cold vapour comes into contact with the skin, the patient
should be treated urgently, but with great care, and the affected area
immersed in tepid water until it is defrosted.

Methane has a Threshold Limit Value (TLV) of 1,000 ppm. Above this
level, it acts as an anaesthetic to an increasing extent as the exposure
increases. It is generally less harmful than most hydrocarbons at lower
levels, but safe working practices dictate that all deliberate exposure
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.

Toxicity

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

Contact with cargo liquid or vapour should be avoided. Protective clothing

should be worn as necessary and breathing apparatus should be worn if
there is a danger of inhaling toxic vapour. The toxic gas detection
equipment provided should be used as necessary and should be properly
maintained.

Asphyxia

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

Asphyxiation can be avoided by the use of vapour and oxygen detection

equipment and breathing apparatus as necessary.

Anaesthesia

Inhaling certain vapours (e.g. ethylene oxide) may cause loss of

consciousness due to effects upon the nervous system. The unconscious
person may react to sensory stimuli, but can only be roused with great
difficulty.

Anaesthetic vapour hazards can be avoided by the use of cargo vapour

detection equipment and breathing apparatus as necessary.

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

Ice of frost may build up on uninsulated equipment under certain ambient

conditions and this may act as insulation. Under some conditions,
however, little or no frost will form and in such cases contact can be
particularly injurious.

Appropriate protective clothing should be worn to avoid frostbite, taking

special care with drip trays on deck which may contain cargo liquid. 

Precaution against chemical burns

Chemical burns can be caused by; ammonia, chlorine, ethylene oxide and
propylene oxide and certain other chemical gases. The symptoms are
similar to heat burns, excepting that the product may be absorbed
through the skin causing toxic side-effects. Chemical burns can seriously
damage the eyes.

Symptoms: A burning pain with redness of the skin; an irritating rash;

blistering or loss of skin; toxic poisoning (see later). Be sure you know
where eye-baths and showers are located.

Chemical burns treatment:

 remove patient from source of contamination- including clothing

 attend first to the eyes and skin
 wash the eyes thoroughly for a minimum of fifteen minutes with
large amounts of fresh water
 wash the skin thoroughly for a minimum of fifteen minutes with
large amounts of fresh water
 seek urgent medical/first-aid attention

Related Information:

1. Exposure to gas cargo and safety precautions 

 2. Personal protective equipments for people working onboard gas
carriers

3. Reactivity of liquefied gas cargo 

Personal protective equipments onboard liquefied gas

carrier

Breathing Apparatus

It is always preferable to achieve a gas free condition in a tank or

enclosed space prior to entry. Where this is not possible, entry should only
be permitted in exceptional circumstances and when there is no practical
alternative. In this case breathing apparatus must be worn and if
necessary protective clothing must be worn also.

There are three types of respiratory protection.

1. Canister filter respirators
2. Fresh air respirators
3. Compressed air breathing apparatus

Canister filter respirators :

These consist of a mask with a replaceable canister filter attached through

which contaminated air is drawn by the normal breathing of the wearer.
They are simple to operate and maintain, can be put on quickly and have
been used extensively as personal protection for emergency escape
purposes on ships certified for carrying toxic cargoes.

They are, however, only suitable for relatively low concentrations of gas,
once used there is no simple means of assessing the remaining capacity of
the filter, filter materials are specific to a limited range of gases and, of
course, the respirator gives no protection in atmospheres of reduced
oxygen content. For these reasons, the IMO Code requirement for
emergency escape protection is now met by lightweight portable package
self-contained breathing apparatus. 

Fresh air respirators :

These consist of a helmet or face mask linked by a flexible hose

(maximum length 120 feet) to an uncontaminated atmosphere from which
air is supplied by a manual bellow or rotary blower. The equipment is
simple to operate and maintain and its operational duration is limited only
by the stamina of the bellows or blower operators. 

However, movement of the user is limited by the weight and length of

hose and great care must be taken to ensure that the hose does not
become trapped and kinked. While in general this respirator has been
superseded by the self-contained or air line compressed air breathing
apparatus, it will be found on many ships as an always available backup to
that equipment. 

Compressed air breathing apparatus :

In the self-contained version (SCBA), the wearer carries his air for
breathing in a compressed air cylinder at an initial pressure of between
135 and 200 bars. The pressure is reduced at the outlet from the cylinder
to about 5 bars and fed to the face mask as required through a demand
valve providing a slight positive pressure within the mask. Working
duration depends upon the capacity of the air cylinder and the respiratory
demand. Indicator and alarm features are usually provided to warn of air
supply depletion.

A typical set, providing approximately 30 minutes operation with physical

exertion, may weigh about 13kg and the bulk of the cylinder on the back
of the wearer imposes some restriction on his manoeuvrability in confined
spaces. Although when properly adjusted, the SCBA is simple and
automatic in operation, its maintenance requires care and skill. To ensure
their serviceability when required, all such breathing sets must be checked
monthly and worn and operated during appropriate exercises preferably
using special exercise air cylinders in order to keep the operational
cylinders always fully charged.

Although modern demand valves are designed to maintain a slight positive

pressure within the face mask, it must not be assumed that this feature
will prevent leaks from the contaminated atmosphere into an ill-fitting
face mask. While face mask materials and contours are designed to
accommodate a range of typical facial shapes and sizes, it is essential
that, before entry to a dangerous space, the air tightness of the mask on
the wearer's face be thoroughly checked in accordance with the
manufacturer's instructions. Comprehensive practical tests have shown
that it is virtually impossible to ensure continued leak tightness in
operational conditions on a bearded face.

Most compressed air breathing sets may be used in the air line version
(ALBA) whereby the compressed air cylinder and pressure reducing valve
are placed outside the contaminated atmosphere and connected to the
face mask and demand valve by a trailed air hose. At the expense of
decreased range ability and the need for extra care in guiding the trailing
air hose, the wearer is relieved of the weight and bulk of the air cylinder
and his operational duration may be extended by the use of large air
cylinders of continuous supply cylinder changeover arrangements. 

Escape Breathing Sets

One short-duration escape breathing apparatus is useful for each person

on board LPG ships. The total number of sets onboard is equal to the
number of persona the ship is certified to carry.

The Master is to ensure that all personnel onboard are familiar with the
operation and the limitations of these sets. In particular, newly joined
personnel are to be instructed in the use of these sets when they sign on.

It is the responsibility of the Second Officer to ensure that the compressed

air cylinders are full and that they are checked monthly or more frequently
if required. On no account are these sets to be used for operation use,
inspection, rescue or fire-fighting support. They have duration of 15
minutes and are to be used only to assist personnel escape from
concentrations of toxic vapours. 

Protective clothing

In addition to breathing apparatus full protective clothing should be worn

when entering an area where contact with cargo is a possibility. Types of
protective clothing vary from those providing protection against liquid
splashes to a full positive pressure gas-tight suit which will normally
incorporate helmet, gloves and boots. Such clothing is also to be resistant
to low temperatures and solvents.

Full protective clothing is particularly important when entering a space

which has contained toxic gas such as ammonia, chlorine, ethylene oxide,
VCM or butadiene.

One complete set of protective clothing is to consist of:

 One self-contained air breathing apparatus not using stored oxygen
having a capacity of at least 1200L of free air.
 Protective clothing, boots, gloves and tight fitting goggles.
 Steel-covered rescue line with belt.
 Explosion proof lamp.
  At least 5 suits of protective clothing, are supplied to LPG ships and
these should be stowed: Emergency Headquarters 3 nos & Cargo
Control Room 2 nos

When wearing protective clothing it is important to ensure that neither the

sleeves are tucked into the gloves, not the trousers into the boots. This is
to avoid low temperature cargo falling into the gloves and boots of
personnel working in areas where splashing of cargo of spillage is
possible. Sleeves are to pass over gloves and trousers over the boots of
all protective clothing. 

Suitably marked decontamination showers and eyewash should be

available on deck in convenient locations. The showers and eyewash
should be operable in all ambient conditions. 

Related Information:

1. Procedure for commissioning the cargo system

2. Cargo emergency shutdown requirement for liquefied gas carrier  

3. Gas analyzing equipment

4. Use of cargo as fuel -Cargo conditioning, reliquefaction and boil-off

control for LNG carriers

Gas analyzing equipment on board liquefied gas carriers 

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

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

OXYGEN ANALYSER/INDICATORS
A typical indicator draws the sample through a teflon membrane into a
potassium chloride solution and activates a chemical cell. When the switch
is closed current flows round the circuit and deflects the ammeter needle.
The more oxygen absorbed by the solution the greater the current and
needle deflection indicating the percentage oxygen in the sample.

Fig : oxygen analyser

COMBUSTIBLE GAS INDICATORS

The basic electric circuit (Wheatstone Bridge) of the combustible gas

indicator is shown. Sample gas to be measured is aspirated over the
specially treated sensor filament which is heated by the bridge current.
Although the gas sample may be below the lower flammable limit, it will
burn catalytically on the filament surface. In so doing it will raise the
temperature of the filament and thereby increase its electrical resistance
and so unbalance the bridge. The resultant imbalance current is shown on
the meter and is related to the hydrocarbon content of the sample gas. 
TOXICITY DETECTORS

Toxic gas detectors commonly operate on the principle of absorption of

the toxic gas in a chemical tube which results in a colour change. A
common type of toxic gas detector is illustrated. Immediately prior to use
the ends are broken from a sealed glass tube. This is inserted into the
bellows unit, and a sample aspirated through it. The reaction between the
gases being sampled and the chemicals contained in the tube causes a
colour change. 

Usually readings are taken from the length of the colour stain against
scale indicators marked on the tube and are expressed as parts per million
(ppm). Some tubes, however, require the colour change to be matched
against a control provided in the instructions. As tubes may have a
specific shelf life they are date stamped and also accompanied by an
instruction leaflet which lists any different gases which being present may
interfere with the accuracy of the indication.

It is important to aspirate the bulb correctly if reliable results are to be

obtained. Normally, the bellows are compressed and the unbroken tube
inserted. The instrument is then checked for leaks prior to breaking the
tube; if found to be faulty it must be replaced at once.

Maintenance requirement of gas analyzing equipment

(1) The portable gas and oxygen analyzers should be appropriate to the
cargoes being carried and are they in good order.

(2) Each vessel should carry at least two each oxygen, % volume
hydrocarbon, LEL and toxic gas analyzers.

(3) Personal oxygen and hydrocarbon analyzers, which can be carried in a

pocket or on a belt, should be available for tank, enclosed space or pump
room entry.

(4) Officers should be familiar with use and calibration of portable oxygen
and hydrocarbon analyzers.

(5) A procedure must require that all oxygen and hydrocarbon analyzers
are checked for correct operation before each use. Nitrogen must
generally be used when calibrating oxygen analyzers, but some multiple
function analyzers use a test gas which serves all the functions of the
analyzer with one sample gas and which has an oxygen content of 20.9%.
(6) Officers should take a record of regular testing and calibration of
portable analyzers.

(7) The manufacturers’ recommended intervals for servicing the

equipment ashore must be being adhered to and there must be a routine
for the replacement of parts on board, such as filters, at the intervals
recommended by the manufacturers. Sufficient span calibration gas
should be available for the types of fixed and portable analyzers on board.

(8) It should be noted that the use of a self test facility does not
necessarily mean that an analyzer is operating correctly. It is possible for
various reasons for a machine to satisfactorily self-test, but then fail to
register a lack of oxygen or the presence of gas. The only way to be sure
that a machine is operating satisfactorily is to use a sample check gas.

Related Information:

Custody Transfer Measurement (CTM) System 

Records of the calibration of key cargo instrumentation, including

temperature and pressure gauges 

The high level alarm system 

Manifold arrangements 

Safety equipment 

Decontamination showers and an eye-wash 

Cargo emergency shutdown (ESD) system for Liquefied

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

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

ESD will be initiated by one of the following:

 Manual activation by personnel using the ESD pushbuttons
 Blackout of the ship
 Shore activation of their ESD system
 Fusible links around each tank domes, manifold and compressor
house in case of fire
 Cargo tank Very High level alarm
 Low tank pressure
 Hold/cargo tank differential pressure
 Low cargo valves hydraulic pressure
 Low control air pressure
 Fire extinguisher system released

The initiation of ESD will lead to the following:

 All ESD manifold loading valves will close
 The gas compressors will trip
 The main discharge and spray pumps will trip
 All shore pumps will trip
 Master gas valve to engine room will close
 Inert gas generator will trip

The requirement of the cargo Emergency Shutdown (ESD) system are to

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

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

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

The emergency shutdown (ESD) system is a requirement of the IMO code

for the carriage of liquefied gases in bulk and is a recommendation of
SIGTTO. It is fitted to protect both the ship and terminal in the event of
power loss, cryogenic or fire risks, on either the ship or in the terminal.

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

The ship's ESD system is active at all times, whether at sea or in port.
When at sea all manifold and tank filling valves are held in the shut
position and the cargo and spray pumps are held in the off position. The
cargo compressors may be operated as normal, but will stop if an ESD is
initiated. The shore ESD input is blocked in the At Sea DCS condition

Manual emergency 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:
1. Blackout of the ship.
2. Vapour header pressure falls below pre-set limit.
3. Individual tank pressure falls below pre-set limit.
4. Extreme liquid level in any cargo tank.
5. Low cargo valve hydraulic pressure.

ESD2 is normally initiated by the terminal and will result in all the actions
as for ESD1, plus the initiation of a dry break of the shore arm from the
ship. ESD2 may be initiated manually, for example, in the event of a
terminal emergency, or automatically, for example, if the ship moves
outside the movement envelope of the chicksans.

The automatic disconnection of shore arms can be a violent and

potentially dangerous operation and it is important that personnel at the
manifold are warned to leave the area before ESD2 activation.

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

Emergency shutdown (ESD) blocking and override

The ESD system will have a facility to activate a “block” or “override”.

Under normal vessel operating procedures the ESD system will be fully
active, There may be occasions when it will be necessary to inhibit part or
all of the system.

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

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

ESD Testing

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

These tests must include, but not be limited to:

 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 book.
Prior to loading / discharge operations in port, additional ESD testing in
both the warm and cold conditions will be carried out as part of the pre-
transfer ship-shore checklist. 

Related Information:

1. Procedures for LNG cargo loading

 2. Manifold arrangements 

3. Procedures for LNG cargo discharging

4. Boil-off & Vaporized Gas (BVG) Management System for LNG cargo

Sources of ignition onboard liquefied gas carriers -Fire

hazards and precautions

Smoking

Smoking can only be permitted under controlled conditions, the captain

will decide when and where smoking is allowed, obey all instructions about
smoking,never smoke outside on the open deck. Secret smoking is more
dangerous than controlled smoking &never smoke in bed.
The designated smoking places on a gas carrier must be known to the
crew, and when in port should be agreed in writing between the master
and the terminal representative before cargo operations start. 

(1) The master shall designate places where smoking is permitted as

follows:

i) While mooring: Officer’s smoking room, Rating’s smoking room, Cargo

control room

ii) At sea: Officer’s smoking room, Rating smoking room, Chart room,
Radio office, Cargo control room, Engine control room

(2) The master is responsible for ensuring that all persons onboard are
informed of the places in which smoking is permitted, and for posting
suitable notices.

(3) The use of all mechanical lighters and portable lighters with electrical
ignition sources should be prohibited to use onboard vessels. The master
shall provide the safety type of lighters or matches at the designated
smoking places.

(4) The designated smoking places shall be provided with ashtrays filled
with water.

(5) The designated smoking places shall not have doors or portholes
which open directly to open decks. 

No Fire Except in Designated Places

(1) Naked lights, matches, electric heaters, electric iron and the like shall
not be used in areas other than the designated places.

(2) In the designated places, fire for boiling rice or water shall be used
only after closing scuttles and doors completely, and confirming safety
and absence of flammable gas.

(3) Cooking Stove in Galley

While the vessel being alongside a wharf, steam type stoves may be used
all the time, and the terminal regulations shall be followed regarding other
type of stoves or the like. In this case, such stoves shall be of the type the
safety of which has been mutually agreed by the Master and the
competent person of the terminal.

(4) Cleaning Filters & Gauze Wires of Ventilation for Stove in Galley

Filters and gauze wires above stove and of ventilator should be

maintained in good condition and replaced if they become defective.
Master shall instruct Catering department to check and clean them at least
once a month.

(5) Electric Heaters in Pantries

Electric heaters (hot plates, toasters, and the like) shall be fixed and used
in the designated place. They shall not be used if inflammable gas
penetrates into the accommodation.

(6) Oily waste, saw dust and the like shall be stored in a well ventilated
spaces where they can be watched easily since they may cause
spontaneous ignition, and they shall be stored separately from
inflammable substances, such as paints or the similar, and shall be
disposed of by an incinerator at an early opportunity.

(7) Galley extraction fans must always be clean and free of dust and
grime, so that for the most part the fire risk is minimised. The grease trap
should be readily removable, for cleaning purposes.

Portable Electrical Equipment

Portable electrical equipment (self-contained or on extension cables)

should not be used outside of accommodation spaces unless:

(1) The equipment circuit is intrinsically safe;

(2) The equipment is contained within an approved explosion-proof

housing;

(3) Flexible cable are of a type approved for extra hard use, have an earth
conductor, and are permanently attached to the explosion-proof housing
in an approved manner;

(4) The compartments around and within which the equipment and/or
cable are to be used are free from flammable vapour throughout the
period during which the equipment is in use; and

(5) Adjacent compartments are free from flammable vapour or have been
made safe by inerting or completely filling with water, and all connections
with other compartments that are not free from flammable vapour are
firmly closed and will remain so.

If the equipment is only to be used on the tank deck, explosion-proof and

other types of certified safe equipment can be used. 

Air-driven lamps of an approved type may be used in non gas-free

atmospheres, although to avoid the accumulation of static electricity on
the lamp it should either be earthed or the hose should have a resistance
low enough to allow static dissipation.
Only approved safety torches or hand lamps should be used.

Small battery powered personal items such as watches and hearing aids
are not significant ignition sources when correctly used. However portable
domestic radios, electronic calculators, tape recorders, cameras and other
non-approved battery powered equipment should not be used on the tank
deck or wherever flammable vapour may be encountered.

When in port, reference should be made to local regulations which may

totally prohibit the use of any electrical equipment. All portable electrical
equipment should be carefully examined for possible defects before use.
Special care should be taken to ensure that insulation is undamaged, that
cables are securely attached and remain so while the equipment is in use,
and that mechanical damage to cables is prevented. 

Radio Transmitter, RADAR, VHF and radiating any signals 

Main radio transmitters should not be used and the main aerials should be
earthed during cargo operations because energy may be induced into
conducting objects in the radio wave field. This energy can be sufficient to
create a spark if discontinuity occurs. Heavy sparking can also occur at
the insulators, particularly in humid weather. Permanently and correctly
installed VFH equipment is not affected.

If it is necessary to operate the ship’s radio in port for maintenance etc.,

the agreement of the terminal and port authorities should be sought. The
issue of a work permit may be necessary, and to ensure safety the
terminal may require operation at low power, use of a dummy aerial load,
or transmission only when no cargo operations are in progress.

It is advisable to consult the terminal before radar scanners or satellite

communication equipment are used, because they may include non-
approved equipment such as drive motors. The radiation itself is
considered not to present an ignition hazard.

Follow the following items while being alongside the wharf:

(1) Ground a main antenna, and post up a notice which says that the
radio transmission of the main transmitter is prohibited in the Radio
Office.

(2) Prohibit the use of RADAR.

(3) Change over the output with radiating any signal down to low (1 W or
under).
(4) For use of the INMARSAT and coastal telephone, obtain permission of
the responsible person of the terminal. 

Restriction on Private Electrical Appliances

(1) No use in private cabins

Electric appliances with built-in Nichrome wire, such as hair dryers,

electric pots, and heaters. (But they may be used in the designated
smoking areas with permission of the Master).

(2) Allowed in private cabins

TVs, VTRs, radios, radio cassette recorders, cameras, electric razors, and
the like. But they shall not be used if inflammable gas penetrates into the
accommodation. And they shall not be used on the upper deck and in
areas where inflammable gas is likely to exist.

(3) No wiring without permission

Electric appliances shall be used by fixed receptacles, and no wiring shall

be allowed without permission. 

Maintenance of Fixed Lighting Units

Deteriorated insulation for electric cable laid on the deck, mast, and posts,
and defective surface glasses, bulbs, and others of watertight lighting
fixtures shall be repaired or replaced with new ones. But during liquefied
gas handling operations, do not replace bulbs in areas where inflammable
gas is likely to exist. 

Electric appliances 

As a safety measure, crewmembers should display prominent notices near

all electrical appliances, requiring the disconnection of power cord from
electrical supply outlet when not in use. All old and suspect kettles should
be permanently removed from use and replaced with new ones. A major
fire incident was averted aboard a vessel due to timely intervention of
crewmembers. 

An electric kettle being used on board typically consisted of a cordless

stainless steel jug fitted with a plastic base that contained the electric
heating element. Power was supplied via a male-female central connector
mounted on the base unit, also made of plastic. Following a mid-afternoon
coffee break, the crew had left the mess room and had failed to notice
that the water in the kettle was still boiling and the automatic thermostat
switch had not operated and cut off the power supply to the heating coil. 

Some minutes later, all the water had evaporated and without any more
heat load, the temperature rose high enough for the plastic base and
kettle bottom to melt and ultimately catch fire. The strong smell of
burning plastic drew the attention of a passing crewmember, who, after
seeing the fire and smoke at the kettle's base, quickly disconnected the
power cord from the supply socket and transferred the kettle and base
unit into the adjacent galley sink. Thereafter they turned on the water and
successfully extinguishing the fire. 

An investigation into the incident revealed that the automatic thermostatic

switch was not working properly, while the crew was negligent in
observing that the kettle was still boiling when they had left the mess
room at the end of the coffee break. 

Fuel and lubricating oil

Fuel or lubricating oils can be ignited by contact with hot surface even in
the absence of the 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. 

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 fuel.

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 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, evacuation.

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.
Related Information:

1. Precautions against Statistic Electricity

2. Cargo machinery room safety

3. Matters that require attention to onboard work

4. Fire hazards and precautions - Atmosphere Control For Gas Carrier  

Liquefied gas carrier operation - Matters that require

attention to onboard work

Confirming Working Area

Before work, the conditions of working area, such as the density of

inflammable gas and fire, shall be positively managed, and the work shall
be started after the safety of the work is confirmed.

Use of Non-spark Tools

(1) In areas where inflammable gas is likely to exist, no iron or steel

hammers and other tools shall be used except non-spark tools.

(2) Non-spark tools (Bealon, Safety Tool, copper or brass tools, etc.) shall
be marked with yellow paint.

Prohibition of Carrying Unnecessary Tools

Unnecessary tools shall not be carried for peeping in tanks, entering

tanks, or moving on decks. While carrying necessary tools into tanks,
preventive measures against dropping of tools, such as use of a canvas
bag, shall be taken.

Attention to Shock Sparks by Light Metal

(1) Sparks by thermite reaction

When a light metal with iron oxide that exists over the light metal surface
is shocked, a violent chemical reaction is produced between the light
metal and iron oxide, and generates heat of 3,000?. A shock of a tool
made of aluminum or magnesium alloy to rusty part of the hull or other
structures can ignite mixed gas with a probability higher than that of a
shock of iron to iron, which shall be given much attention.

(2) Restriction of aluminum paint

Aluminum paint (silver paint) shall not be applied to areas where

inflammable gas is likely to exist, since the same reaction can be
produced if rusty iron coated with aluminum paint is shocked.

(3) Attention to handling of aluminum products

No trace of aluminum or the like on iron plate by dragging machinery or

equipment made of light metal shall left on the plate. Tools used for
aluminum or similar products shall be made completely free from such
traces before the following use.

(4) Attention to light metal shore ladder

Light metal shore ladder shall not be hung directly on rusty portion of iron
handrail. 

Hot Work Procedures

The recommendations of ISGOTT with respect to hot work should be
followed. Hot work should only be considered if there is no practical
alternative means of repair, and consideration should be given to
removing the work to a safe area such as the engine room workshop.
Whenever hot work is to take place outside the engine room workshop the
decision to carry out the hot work should involve the company. 

Cargo Machinery Room Precautions on board Liquefied Gas

carrier 

Cargo vapour, whether toxic or flammable, should be vented to

atmosphere with extreme caution, taking account of regulations and
weather conditions. Cargo vapour may be present in cargo pump or
compressor rooms, and gas detection systems are installed to warn of its
presence. In ships carrying cargoes whose vapours are lighter than air
(e.g. ammonia) and heavier than air (e.g. LPG) gas detector points are
fitted at high and low levels and the relevant detector points should be
used for the cargo carried.

Ventilation systems are provided to disperse any vapour that may collect
in the pump or compressor room. The space should 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 should be maintained carefully; if the fans fitted are of non-
sparking design their design features should not be modified in any way.

Lighting systems in cargo machinery rooms must be certified flame proof.

It is essential to ensure that such systems are properly maintained.
Additional lighting, if required, should be of a suitably safe type.

Gas-tight bulkhead gland seals and air lock doors to cargo machinery
electric motor rooms should be carefully checked and maintained to
ensure that cargo vapour does not enter.

Electric motors for driving cargo compressors are normally separated for
those spaces by a gas tight bulkhead or deck. 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

(1) Records should be available of the pressure testing of cargo

condensers and of the calibration of cargo system instrumentation.

(2) The compressor and motor rooms should be clean and free of
combustible material.

(3) The compressor room ventilation system should be maintaining

negative pressure.

(4) The motor room ventilation system should be maintaining positive

pressure and operating satisfactorily.

(5) If the motor room access is located in a gas-hazardous area, it should

be provided with an air-lock suitably alarmed to warn of both doors being
opened at the same time. Airlocks and alarms should be in good order.

(6) If pressure in the air-lock is lost, should the shutdown system operate
correctly. 

If the cargo vapour is heavier than air it may accumulate on deck and
enter accommodation spaces. Standard precautions should therefore be
observed. In some cases it may be possible to heat vapour before venting
to reduce its density and assist dispersion. If such facilities are provided
they should be used.

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.

 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.
  Early consideration must be given to the shutting down of systems
by remote closing 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 ;

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

 Boundary cooling should be used to control the temperature of the

casing exterior and the emergency fire pump used to supply the
water system.

 In every case, all necessary precautions must be taken to prevent

the fire spreading to 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.

 In the unlikely event that the fixed system is inoperable, and no

progress is being made with portable appliances, the only
alternative is to endeavour to smother the fire by closing down the
entire space.

Fires in other machinery spaces should be dealt with in a similar manner,

as per normal ship fire fighting procedures. 

Engine and Boiler room precaution for liquefied gas

carriers 

Cargo vapour, whether toxic or flammable, should be vented to

atmosphere with extreme caution, taking account of regulations and
weather conditions. 

Combustion Equipment

Boiler tubes, uptakes, exhaust manifolds and combustion equipment are

to be maintained in good 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. When
flashing a boiler or starting to burn gas all purging operation to be carried
out as per the manufacturer’s instructions.

At Finished with Engines the propeller shaft is to be stopped, Main Stop

Valves closed, Auto Spin or 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
before attempting to engage the Turning Gear.

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. 

Blowing Boiler Tubes

Funnel uptakes and boiler tubes should not be blown in port. At sea they
should only be blown in condition where soot will be blown clear of the
tank deck. If anybody finds that sparks are falling on the upper deck from
the funnel, he shall report it to the officer on watch, and shall keep
watching it carefully. Soot blowing at sea shall be carried out after
consultation with the Officer of the watch. Do not let black smoke and
sparks go out of the funnel. Soot blowing is prohibited. 

Flammable liquids

Flammable liquids or other volatile liquids for cleaning or other purpose

are to be kept in closed, unbreakable and correctly labelled containers and
in a suitable compartment when not in use. Direct skin contact with
cleaning liquids is to be avoided. Cleaning liquids should preferably by
non-flammable and non-toxic. 

Oil spillage and leakage

Oil spillage and leakage are to be avoided and the floor plates are to be
kept clean. 

Fuel and lubrication oil

Fuel or lubricating oils can be ignited by contact with hot surface even in
the absence of the 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. 

Cargo Vapour

Care should be taken to ensure that cargo vapour does not enter the
engine or boiler room from any source. Special attention should be paid to
engine room equipment connected to the cargo plant e.g. the inert gas
plant, with its cooling water system. Particular care is necessary if LNG
cargo vapour is used as fuel.

If malfunction of equipment, explosion, collision or grounding damage

should give rise to a situation where cargo vapour is likely to enter the
machinery space, immediate consideration should be given to its possible
effect on the operation of equipment. Any necessary action should be
taken; e.g. isolating the source, closing access doors, hatches and
skylights, shutting down mechanical ventilation system, auxiliary and
main machinery, or evacuation.

Apart from the obvious hazards, diesel engines are liable to over-speed
and destroy themselves if flammable vapour is present in the air supply,
even at concentrations well below the lower flammable limit (LFL). It is
recommended that diesel engines are fitted with a valve on the air intake
to stop the engine in these circumstances. 

If the cargo vapour is heavier than air it may accumulate on deck and
enter accommodation spaces. Standard precautions should therefore be
observed. In some cases it may be possible to heat vapour before venting
to reduce its density and assist dispersion. If such facilities are provided
they should be used. 

Related Information:

Potential sources of ignition and safety precautions for gas carrier 

Fire hazards and precautions against statistic electricity in liquefied gas
carrier 

Fire hazards and precautions against statistic electricity in

liquefied gas carrier

Static electricity can cause sparks capable of ignition a flammable gas.

Some routine operations can cause electrostatic charging, and precautions
to minimize the hazard are given below. 

Putting on Anti-electrostatic Clothes and Shoes

(1) When work is carried out on the upper deck or in areas where
inflammable gas is likely to exist, anti-electrostatic clothes shall be put on.
Pure cotton or wool socks and underwear are preferable, but at least
those that do not generate sparks shall be used.

(2) Such clothes shall not be put on or off in areas where inflammable gas
is likely to exist, such as on deck near tanks and compressor room.

(3) To avoid the collection of static electricity on a human body,

conductive shoes shall be used to discharge static electricity from a
human body to the hull. But conductive shoes become ineffective on the
dry or newly coated deck.

Use of Electrostatic Discharge Plate

(1) Everybody who is coming out of the accommodation on to the upper

deck shall touch a Electrostatic Discharge Plate provided with near the
entrance without fail to discharge static electricity charged on his body.

(2) If the handle of a door is grounded, no gloves shall be used for going
in and out at the door.

Electrostatic Generation

The extent to which materials, whether solid, liquid or vapour, can

generate and retain a static charge depends on their electrical resistance.
If the resistance is high, a charge can be built up. It is also possible for a
charge to build up on materials in a system with low resistance (e.g.
metals) that are electrically insulated from each other. The cargo system
of a gas carrier is electrically bonded to the ship’s hull to prevent charge
build-up. It is important that such bonding connections are maintained in
an efficient condition.

Hoses are normally bonded to their flanges by the metal reinforcement,

and thus provide a continuous path to earth though the ship’s manifold
and the hull. If an insulating flange is inserted at the shore manifold, the
intermediate flanges and metal reinforcement will still provide that
continuous path. A significant static electrical charge can be caused by
high fluid velocities, change from liquid to vapour / liquid droplet flow,
small particles carried in a vapour steam and by impingement.

In an un-bonded system static electricity could be generated by:

(1) Flow of liquid through pipes

(2) Flow of liquid / vapour mixtures through spray nozzle

(3) Flow of a vapour containing particles (e.g. rust) through piping.

The risk of causing ignition by static electricity is reduced if the system is

correctly bonded or if flammable mixtures are avoided.

Steam

High velocity water droplets in a jet of steam may become charged in

passing through a nozzle and could produce a charged mist. For this
reason steam should not be injected into a tank, compartment or piping
system which contains a flammable mixture. Steam may sometimes be
used to provide external heat to defrost or dry a bonded system
containing flammable liquid or vapour, but only if the surrounding
atmosphere is non-flammable.

Carbon Dioxide

When liquid carbon dioxide under pressure is released at high velocity,

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

Ship / Shore Insulating, Earthing and Bonding

In order to provide protection against static electrical discharge at the

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

The insulating flange or single length of non-conducting hose must not be

short-circuited by contact with external metal; for example, an exposed
metallic flange on the seaward side of the insulating flange or hose length
should not make contact with the jetty structure either directly though
hose handling equipment. Simply switching off a cathodic protection
system is not a substitute for the installation of an insulating flange or a
length of non-conducting hose. Cargo hoses with internal bonding
between the end flanges should be checked for electrical continuity before
they are taken into service and periodically thereafter.

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

Note: although the potential dangers of using a ship/shore bonding cable

are widely recognized, attention is drawn to the fact that some national
and local regulations may still require a bonding cable to be connected. If
a bonding cable is demanded, it should first be visually inspected to see
that it is mechanically sound. The connection point for the cable should be
well clear of the manifold area. There should always be a switch on the
jetty in series with the bonding cable and of a type suitable for use in a
hazardous area.

It is important to ensure that the switch is always in the “off” position

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

Related Information:

1. Safety checklist for gas carrier

2. Cargo Machinery Room Precautions

 3. Fire hazards and precautions - Sources of Ignition in Liquefied Gas
Carrier

4. Matters that require attention to onboard work

5. Fire hazards and precautions - Atmosphere Control For Gas Carrier  

Ship /shore safety check list for liquefied gas carrier

operation 

When common pipeline systems are provided for various cargo-related

operations, contamination will occur when different grades of cargo are
carried simultaneously. If segregation is needed to avoid cargo
contamination, shippers’ instructions and regulatory requirements must be
observed. If a common piping system has to be used for different cargoes,
great care should be taken to ensure complete drainage and drying of the
piping system before purging with new cargo.

Wherever possible, separate reliquefaction systems should be used for

each cargo. However, if there is a danger of chemical reaction, it is
necessary to use completely segregated systems, known as positive
segregation, at all times, utilizing removable spool pieces or pipe sections.
This restriction should apply equally to liquid, vapour and vent lines as
appropriate. Whilst positive segregation may be acceptable for most
cargoes, some substances may require totally independent piping
systems. Special treatment of certain cargoes is specified in the relevant
IMO Gas Carrier Code.

If there is any doubt about the reactivity or compatibility of two cargoes,

the data sheets for each cargo and a cargo compatibility chart should be
checked and advice sought from shippers or other authority. If this advice
seems inconclusive, the cargoes should be treated as incompatible and
positive segregation provided.
The following precautions should be observed:

(1) Where codes and regulations call for segregation, the position of the
valves, blanks, portable bends and spool pieces associated with such
segregation should be carefully arranged and clearly identified. These
arrangements for segregation must be followed as part of the approved
system.

(2) If the cargoes to be carried are not compatible, the responsible officer
should ensure that the pipeline systems for each cargo are completely
isolated from each other. This entails checking that all necessary blanks
are fitted or that pipe spool pieces have been removed. A cargo log book
entry should be made of the action taken.

(3) In case where two cargoes are compatible and an apparent negligible
mix is permitted, the adjacent systems carrying the different cargoes
should be isolated by al least two valves at each connection, or by one
positive visible blank.

(4) Common pipelines and associated equipment should be drained, dried,

ventilated and monitored before being used for another cargo.

(5) All temporary pipe-work should be gas-freed, monitored, disconnected

and properly stored when not in use.

Related Information:

1. General precautions and instructions for gas carrier

 2. Cargo machinery room safety precautions

3. Toxicity and associated health hazards in liquefied gas carrier

4. Liquefied gas cargo handling equipment 

Fire hazards and precautions on board liquefied gas carriers 

Fig: Gas carrier Sigas Ettrick underway

A liquefied gas is the liquid form of a substance which, at ambient temperature and at
atmospheric pressure, would be a gas.

Most liquefied gases are hydrocarbons and the key property that makes hydrocarbons the
world’s primary energy source – combustibility – also makes them inherently hazardous.
Because these gases are handled in large quantities, it is imperative that all practical steps are
taken to minimize leakage and to limit all sources of ignition. 

The avoidance of cargo fires depends upon preventing flammable cargo

vapour, oxygen and sources of ignition coming together. Cargo vapours in
flammable concentrations are likely to be present in areas such as cargo
tanks, cargo machinery spaces and at times on deck. It is essential that
all possible sources of ignition are eliminated from these areas, both by
design and operation. 
Sources of ignition are inevitably present in spaces such as the
accommodation, galleys and engine rooms, and it is essential to prevent
cargo vapour entering these spaces. Personnel should be continuously on
their guard, not only against the more obvious dangers, but also against
unforeseen circumstances which could lead to flammable vapours and
sources of ignition coming together. 

Fig : All ship carry no smoking warning

If cargo gases are likely to enter the galley the cooking equipment must
be shutdown until the source has been located and the gas dispersed. 

There are many possible sources of ignition in the engine room and gas
carriers are designed to reduce the chances of gas entering these spaces.
Doors are located away from the cargo area and ventilation fan intakes
are positioned at high level. Entrances to the engine room must be kept
shut at all times.

Most LNG carriers burn cargo boil-off as fuel for propulsion and they are
specially designed to ensure this is undertaken safely. Accommodation
Cargo gases must be excluded from the accommodation areas and
potential sources of ignition. All external doors and ports should be kept
shut, especially during loading and discharging operations. As for the
engine room, ventilation fans are high above the deck to prevent gas
entering these spaces and intakes are fitted with closing devices. Some
doors may be fitted with airlocks and it is essential that these are used
correctly.
Torches and Portable Lighting Use only certified safety torches of an
approved type which will be available on board your ship. Hand-held
Radios The use of an unapproved radio can be a source of ignition. Use
only portable radios of an approved type that have a certification plate
similar to that shown at the top of the next page.

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.

Procedure in the event of fire while at sea

Action on bridge:
 Manoeuvre as required, traffic and navigational situation permitting
 Advise traffic in the vicinity on VHF Ch 16 and DSC VHF Ch 70
 Consider use of following:

1. Fire/Water Spray Pumps

2. Vent Fan Stops
3. Engine to Standby

Action on deck :
 Fire parties muster and report to Bridge, it is essential that the
Master is advised if any persons are missing or unaccounted for.
 Master advises Ch Off/Ch Eng of result of Muster & Fire Location if
known
 Ch Off/Ch Eng takes control of Fire Fighting and Rescue operations
 Ship’s staff to commence fighting the fire using normal drilled
procedures.
 Start water spray pump.
 Engine Room Party to supply services in the normal manner. (Fire
Pump would already be running and Fire Main pressurised.)

Procedures in the event of fire on board vessel while in port

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.
1. 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.

2. 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 preoperations ship /
shore discussion and meeting. If none advised, the sound “J” on the
ship’s whistle.

3. 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.

4. Terminal and port authorities should be notified immediately of the

situation, and shore assistance should be summoned promptly

5. Ship’s staff to commence fighting the fire using normal drilled

procedures.

6. Start water spray pump.

7. Engine Room Party to supply services in the normal manner. (Fire

Pump would already be running and Fire Main pressurised.).

8. Main engines should be brought back into a state of readiness as

soon as possible.

9. Liaise with Terminal and follow Terminal procedures for quick

contact of outside assistance, including local Fire Brigade.
 10. Master and Fire Control Leaders to liaise closely with local Fire
Brigade and/or Terminal 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 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

11. Master/Terminal to request tugs to attend and stand-by.

12. 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.

13. Foam dispensers should then be used to the best advantage to

extinguish and prevent 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
portable foam appliances.

Procedures in the event of fire on shore while in port

1. 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.

2. Shipboard action will depend on the location of the shore fire and it’s
proximity to the ship.

3. 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.

4. Main engines should be brought back into a state of readiness as

soon as possible.

5. 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.

6. 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 the ship, or burning oil
on the water which may prove a hazard to the ship.

7. 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 by the actions of ships and personnel not involved in the
fire fighting operation.

Below is more guideline on Fire hazards, sources of ignition and necessary

precautions 

Fire fighting procedure for solid, liquid or electrical fire on board Gas
Carrier 

Fire hazards and precautions - Atmosphere Control For Gas Carrier  

Fire hazards and precautions - Sources of Ignition in Liquefied Gas Carrier 

Matters that require attention to onboard work 

Fire hazards and precautions against statistic electricity in liquefied gas

carrier 

Related Information:

1. Guideline to tackle fire on board LNG ship

2. Fire fighting plan for liquefied gas carrier

3. Various fire extinguishing agents for LPG carriers

4. Liquefied gas carrier -applicable regulations

5. Vapour Characteristics of liquefied gases

6. Low temperature effects of Liquefied gases

7. Reactivity of liquefied gas cargo and safety guideline

Liquefied Gas carrier guide - Cargo operation and

Responsibility

Carrying and handling liquefied gas cargo onboard poses significant

potential hazards including risk of injury or death,threats to environment
and each person working on a gas carrier and terminal ashore needs to
understand the risks involved, obtain the necessary training and take all
the needed precautions.

The procedures outlined here should be considered as general guidance

only; there is considerable variation in the design of cargo containment
and cargo handling systems, and specific instructions should be prepared
for inclusion in the cargo operations manual for individual ships. These
instructions should be carefully studied by all personnel involved in cargo
handling operations. 

Although the cargo containment and handling systems have been carefully
designed, and have been constructed under strict supervision, the
required levels of safety in cargo operations can only be achieved if all
parts of systems and equipment are maintained in good working order.
Similarly, the personnel involved in cargo operations must be fully aware
of their duties and thoroughly trained in the correct procedures and
handling of the equipment.

The presence of gas There is always the possibility of the presence of

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

Dispersion of gas and vapours

1. LPG vapours are heavier than air
2. Ammonia (NH3) vapours are lighter than air
3. LNG vapours are lighter than air when warm, heavier when cold

In windy conditions vapours rapidly disperse (that is to say they dilute, to

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

In still air conditions, flammable or toxic gases may accumulate in

potentially hazardous areas. In the event of large accumulations of gas,
cargo work will be stopped immediately until the vapour has dissipated
and the hazard removed. Under these circumstances you must:
 ensure all portholes and doors are closed
  carry out orders regarding ventilation openings and air intakes
 adhere to your ship's rules and procedures

Eddies

Air flowing rapidly past a ship's superstructure swirls around it especially

on the lee side. Some of the moving air is drawn into swirling currents,
which are known as eddies.

Fig:Air flow over an accommodation block

During cargo operations flammable or toxic gases can eddy and

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

Responsibility

(1) It is the responsibility of the master to ensure that the officers and
crew are properly and correctly informed of their duties, and understand
how to fulfill them.

(2) The master or an officer appointed by him is responsible for the safety
of the ship and all cargo operations. The responsible officer should be
present at all times and be satisfied that all equipments under his care is
in good working condition.

(3) The master should ensure that there is proper liaison between the
responsible officer on the ship and his counterpart at the shore installation
(See Ship / Shore Safety Checklist ). 

(4) Details of emergency contact name, positions, telephone numbers etc.

should be distributed before cargo operations begin. Any special safety
requirements of the shore installation should be brought to the attention
of those concerned.

precautions during cargo operations

 be vigilant at all times especially during cargo operations and

maintenance of cargo equipment
 IF IN CONTACT WITH TOXIC VAPOUR OR LIQUID , REMOVE
CONTAMINATED CLOTHING IMMEDIATELY , WASH WITH LARGE
QUANTITIES OF WATER - INFORM AN OFFICER
 do not eat, drink or smoke unless you have thoroughly washed.

 always prevent hands coming into contact with your mouth
 be sure you know where decontamination showers are located.
 wear a protective suit and breathing apparatus when necessary

In port watchkeeping procedures 

The following is a brief summary of requirements:

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 the bunker section as
appropriate.

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 Engineer, has to be immediately
available.

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:
 Cargo vapour or liquid leakage.
 Fire.
 Unusual phenomena.
 Mooring deficiencies.
 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 terminal regulations.

For safety reasons a minimum of 2 P.O. and 6 sailors should remain

onboard at all times during discharge.

All scuppers should normally remain closed while the vessel is alongside
the terminal. It is 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 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.

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, and fire wires where
they are rigged as per terminal requirements, must be made throughout
the discharge 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 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 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 moorings to ensure that the cargo area is continuously
monitored throughout.

In port watch handover procedures

Cargo watch handovers must be comprehensive and in accordance with

the Chief Officer's 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. 

Below is more guideline for safe cargo operation on board gas carriers

Procedure for cargo planning in Liquefied Gas Carriers 

Procedure for safe Cargo handling in Liquefied Gas Carriers 

Details of various cargo handling equipment onboard  

Cargo piping layout for LNG carriers 

Procedure for commissioning the cargo system 

Preparation for Cargo Transfer 

Procedure for discussion prior cargo transfer 

Procedure for loading Liquefied Gas Cargoes 

Procedure for Cargo Conditioning in Liquefied Gas Carriers 

Cargo Transfer between Vessels (STS Operation) 

Procedure for segregation of Liquefied Gas Cargoes 

Procedure for Stripping Liquefied Gas Cargoes 

Procedure for Changing Liquefied Gas Cargoes 

Displacing with Vapour of the Next Cargo (Purging) 

Procedure for Water washing after Ammonia Cargoes 

Details of various cargo handling equipment onboard