Preparation for loading LNG cargo - drying of cargo tanks

Drying of cargo tank: During dry docking or inspection, cargo tanks which have been opened and contained humid air, must be dried to avoid the formation of ice when they are cooled down and the formation of corrosive agents if the humidity combines with sulfur and nitrogen oxides which might be present in excess in the inert gas. The drying operation need not be performed independently by using dry air, instead during inerting operation by supplying dry inert gas, drying operation can be achieved. During such operation special attention is required to the delivery temperature of inert gas to prevent condensation of humid air inside the tank. Dry air, with a dew of -70C to -40C, can be produced by the onboard IGG system. Operation procedures and precautions i) It is essential that cargo tanks are thoroughly inspected for cleanliness, free of liquid, any loose objects and all fittings are properly secured. Once this inspection has been completed, the cargo tank should be securely closed and drying operation can be started ii) During drying operation, measure the atmosphere at different levels at regular intervals. When the dew point of the cargo tank drops below than the planned temperature, finish the drying operation. Drying of Hold Spaces The drying operation of a hold space is carried out in order to prevent tank insulation damage due to condensation of moisture inside it prior to initial cool down operation and periodically during a voyage. Fresh air is dehumidified by the IGG and sent to a hold space as dry air with a dew point of -70C to -40C through its bottom section, humid air inside the hold space is released through the vent pipe provided in the upper portion of the tank. The hold space should be maintained at a higher pressure than the atmospheric pressure. Operation procedures and precautions: i) Before delivering dry air into a hold space, completely dry up the

bottom section of the hold space, particularly the bilge well. ii) When drying a hold space after completing the inerting operation of a cargo tank, purge relevant equipments and inerting/aerating lines with dry air to prevent the ingress of inert gas into the hold space. This is because the hold space holding dry air sent into it is kept almost sealed till the next dry docking and, in addition, about 15% CO2 gas is present in the inert gas, which may corrode aluminum cargo tanks and destroy insulation materials. iii) During drying operation, measure the atmosphere at different levels at regular intervals. When the dew point of the hold space drops below than the planned temperature, finish the drying operation.

Preparation for loading LNG cargo - Inerting of cargo tanks

Inert Gas with an Oxygen content of less than 1% and a dewpoint of less than -45C is typically introduced into the bottom of cargo tank through the filling pipe. The Inert Gas is displaced from the top of each tank through the dome and vapour header and is discharged from the vent mast. During this process all the cargo piping and equipment forming part of the cargo system is to be purged with Inert Gas. Warning - Inert Gas will not sustain life. Great care is to be taken to ensure the safety of all personnel involved with any part of the operation including those working with the Inert Gas plant. Below is our guideline prior loading LNG cargo on board: Inerting of Cargo Tanks: Vapours from the last cargo in the system are displaced by inert gas from the ships inert gas generator, or by pure nitrogen from shore. If the ships inert gas is used, the cargo piping system from the tank should be opened to the vent before the inert gas supply is connected as an additional precaution against the possible backflow of flammable vapour to the generator. Regulations regarding venting of cargo vapour in port should be observed. Such regulations may require that vented cargo vapours

should be led to a flare or vent stack ashore. Inerting is continued until the required dew point or concentration of cargo vapour or oxygen level has been reached. Before introducing the cargo into the tanks, the moisture content and oxygen content in the tanks shall be reduced simultaneously. Cargo tanks filled with air shall be dried and inerted with inert gas supplied from the inert gas generator on board. Inert gas shall be led into the bottom of the cargo tank through the liquid filling line and displaced air shall be vented to the atmosphere through the vapour line and the vent mast. Drying and inerting shall be finished when the dew point and also the oxygen content in the cargo tank are less than the planned level. The dew point and oxygen content shall be periodically measure by a portable instrument at the sampling lines in way of cargo tank dome.

Fig:Inerting prior to gassing up Inerting of Annular Space for Moss type vessels The space between the surface of a cargo tank and insulation is called annular space, insulation space or wedge space. Annular Space is inerted with nitrogen gas and continuously supplied from N2 generator through the N2 bleed line in service in order to ensure adequate path in the insulation space for the gas detection system.

A safety valve is installed in the N2 bleeding line of each hold in order to avoid over pressure of the insulation space. Inerting Inter Barrier Spaces (IBS) and Insulation Spaces (IS) for Membrane type vessels The space between the primary and the secondary barrier is called inter-barrier space (IBS). The space between the secondary barrier and the inner hull is called insulation space (IS). The pressure in these spaces shall be regulated at a pressure slightly above atmospheric pressure in order to prevent any air ingress. In normal operation, IBS and IS shall be purged with nitrogen in relation with atmospheric pressure variations and cooling or warming of the spaces during loading or unloading, and IBS should be continuously purged with nitrogen if gas is detected by micro-leakage of the membrane. The Nitrogen provides a dry and inert medium for the following purposes: i) To prevent formation of flammable mixture in the event of any LNG leak. ii) To permit easy detection of an LNG leak through a barrier iii) To prevent corrosion In addition each space shall be protected against over pressure by two (2) pilot operated safety valves. During cargo loaded, as normal procedure, maintain the IBS pressure at or below cargo tank pressure and maintain the IS pressure at or above the IBS pressure.

Realted guideline for handling LNG cargo: Drying of Cargo Tanks and preparation for loading LNG cargo Gassing-up requirement for cargo tanks Initial Cool Down of cargo tanks Details of various cargo handling equipment onboard

Procedure for Changing Liquefied Gas Cargoes Procedure for Liquefied Gas Cargo stripping Displacing with Vapour of the Next Cargo (Purging) Procedure for Water washing after Ammonia Cargoes Use of cargo as fuel -Cargo conditioning, reliquefaction and boil-off control for LNG carriers

Gassing-up tanks procedure for loading LNG cargo on board

Prior to commencing any gassing up operation it is important to ensure that all gas detecting equipment (fixed and portable) is operating correctly and has been calibrated as per the manufacturers requirements. Gassing up operational cycle After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If the purging has been done with inert gas, the cargo tanks have to be gassed up and cooled down when the vessel arrives at the loading terminal. This is because, inert gas contains about 14% carbon-dioxide, which will freeze at around -60C and produces a white powder which can block valves, filters and nozzles. During gassing up, the inert gas in the cargo tanks is replaced with warm LNG vapor. This is done to remove carbon dioxide and to complete drying of the tanks. The LNG vapour is lighter than the inert gas, which allows the inert gases in the cargo tank to be exhausted up the tank filling line to the liquid header. The inert gas then vents to the atmosphere via the vent mast. (1) Supply of LNG for gassing up LNG liquid is supplied from the terminal to the liquid manifold where it passes to the stripping/spray header via the appropriate ESDS liquid valve. It is then fed to the main vaporizer and the LNG vapour

produced is passed at a temperature warmer than the dew point temperature existing within the cargo tanks through the vapor header and into each tank via the vapor suction fitted in the upper part of the tank. This method of gassing up is called Piston Flow Method. In this the lighter specific gravity LNG vapor is injected from top and the heavier IG is displaced from bottom.

Fig:Gassing up with venting from vent mast (2) Requirement to purge with Nitrogen. At the start of the operation, the piping system and main vaporizer contain inert gas. Consequently to avoid the formation of water condensate or solid CO2, the supply line to the vaporizer from the manifold has to be first purged with Nitrogen either by using the ships or shore supplying. (3) Completion criteria When 5% methane (% figure will be specified by the particular port authority) is detected at the vent mast riser, the exhaust gas is directed ashore. The operation is considered complete when the methane content, as measured at the top of the cargo filling pipe, exceeds 98% by volume. Due to local regulations on venting methane gas to the atmosphere,

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

Fig:Gassing up with vapour return Related Information: 1. Inerting of Cargo Tanks prior loading LNG cargo

2. Initial Cool Down of cargo tanks

Why initial cooling of cargo tanks required prior loading LNG cargo ?

Liquefied natural gas (LNG) compresses to a small fraction of its original volume (approximately 1/600) under liquefaction. With the amount of flammable material that LNG contains, it has the potential to be an extremely dangerous chemical, if handled improperly.Preparation for loading LNG cargo ,initial Cool down of cargo tanks need extreme caution Cargo systems are designed to withstand a certain service temperature; if this is below ambient temperature the system has to be cooled down to the temperature of the cargo before cargo transfer. For LNG and ethylene the stress and thermal shock caused by an over-rapid cooldown of the system could cause brittle fracture. Cooldown operations should be carried out carefully in accordance with instructions. Initial cool down of cargo tanks Cool down is an operation to pre-cool cargo tanks and lines required before taking on cryogenic LNG. Cargo tank cool down is carried out by spraying LNG through the spray nozzles of each cargo tank, using LNG received from the shore terminal. The cool down operation from an ambient temperature (from a condition after gassing up) to a planned temperature, is called initial cool down and is to be differentiated from an ordinary cool down operation carried out on ballast voyage. Before LNG can be introduced into the cargo system of an LNG vessel, the system, and in particular the cargo tanks, have to be cooled down to a temperature close to that of the LNG which is to be loaded. The reasons for this are as follows: Vapor generation If LNG is introduced directly into warm tanks, the LNG will almost immediately turn into vapour. LNG has a liquid to gas expansion ratio 1: 600. Therefore, to enable the liquid to be loaded into the tank at a reasonable loading rate, necessity of large compressors would be required to remove the vapour generated in the process. By reducing the cargo tank temperature, the amount of heat that is available to transfer into and heat the LNG is minimized. Consequently the amount of vapour generated can be maintained within reasonable limits.

Cargo tank Material Most cargo tanks are constructed of stainless steel which is a material, that retains its flexibility and strength characteristics over the temperature range being considered (-180C - 50C). However problems could occur if the material is subjected to very local and rapid cooling such as when a small droplet of LNG comes into contact with a warm tank wall. Because of the transfer of the heat from the wall into the liquid, the temperature at the particular point will decrease rapidly causing large thermal stresses to arise between the point and the surrounding material. This could lead to stress cracking. Pipe tower construction The tower which supports the pipe-work within the tank is constructed of stainless steel bars. If subjected to rapid cooling thermal stress within the material can be excessive, leading to the material cracking. All three reasons are of equal importance as each, if not carefully controlled, can have a significant impact on the tank structure and overall safety of the vessel. Lng tank cooling down with liquid from shore After the cargo system has been gassed up the headers and tanks must be cooled down before loading can commence. The cool down operation follows immediately after the completion of gassing up using the LNG supplied from the terminal. The rate of cool down is limited for the following reasons, note that although many of the reasons remain similar between Membrane and Moss vessels the Moss vessels have additional requirements that must be complied with. To avoid excessive pump tower stresses. Vapour generated during the cool down of the tank must remain within the capabilities of the HD compressors, to maintain a tank pressure safely below that release pressure of the safety valves. On Membrane vessels to remain within the capacity of the Nitrogen system, to maintain the primary and secondary insulation spaces at the required pressure. To stay within the vertical thermal gradients and equatorial cool down rate as specified by the tank manufacturers. This is particularly important on Moss vessels.

LNG is supplied from the terminal to the manifold cool down line and from there directly to the spray header. The various spray valves are operated in order to produce a temperature profile in line with, but not exceeding, the manufacturers instructions. Some tanks may require a minimum equatorial temperature before bulk loading may commence; this temperature is to be strictly adhered to. During the cool down Nitrogen flow to the primary and secondary barriers (particularly on Membrane vessels) will significantly increase. It is essential that the rate of cool down is controlled in order to maintain the pressure in the primary and secondary barriers at the pressure determined by the manufacturer. Vapour is returned to the terminal via the HD compressors or, if requested in writing by the terminal, may be consumed in the vessels boilers.

Fig:Lng tank cooled down with liquid from shore Related Information: 1. Drying of Cargo Tanks and preparation for loading LNG cargo

2. LNG spill risk during marine transportation and hazards associated

3. How to tackle fire on board LNG ship

4. Fire fighting plan for LNG cargo

5. Increased Cargo Capacity for LNG ships & Advantages of the dual fuel diesel electric propulsion

Preparation for cargo transfer - Liquefied gas carriers safety guideline

In practice the responsibility for day-to-day cargo operations is delegated to the Chief Officer. The Chief Officer is responsible to the Master, for the planning and the safe and proper operation of the vessel for all cargo and ballast operations. Additionally he is responsible for the planning and progressing of all cargo tank atmosphere changes. He must ensure the Master is fully informed of all Cargo, Ballast and Tank Atmosphere operations including the status of the vessel with regard to Stress, Stability and Drafts. He must prepare a detailed cargo plan in advance of all cargo, ballast and related operations. He should hold a cargo pre-planning meeting with his Cargo Engineer and Deck Officers, to ensure that all aspects of the operation are included in the plan, and to establish any potential areas of concern. The input of these officers, at the planning stage, can be of some value, and is additionally an essential part of their training. After the plan is approved by the Master he must ensure that all officers and crew involved in the operations fully understand the plan, and that the plan is endorsed by them. When conducting operations at, or with, a terminal the Chief Officer is to ensure that the terminal understands and agrees to the cargo plan.

He must ensure the Master is fully informed of all Cargo, Ballast and Tank Atmosphere operations including the status of the vessel with regard to Stress, Stability and Drafts. Should a deviation or change to the detailed plan become necessary, then he must prepare a new plan, which must be brought to the immediate attention of the Master, who must again confirm and formally approve the amended detailed plan. The Chief Officer is responsible for the setting of cargo and vapour lines before starting any cargo or cargo related operation. The Chief Officer may delegate this line setting to the Cargo Engineer. The OOW is to check and confirm all lines are set correctly. The Chief Officer is responsible for the operation and control of Cargo and Spray pumps. He must ensure that adequate notice regarding the starting of pumps is given to the Engineer on duty. The Chief Officer must keep the Master, Deck Officers and Cargo Engineer aware of the progress of cargo and ballast operations, and in particular any changes to the original plan. Any changes must be written and attached to the original plan. The Chief Officer must ensure that the deck officers maintain a proper and efficient deck watch. When leaving operations temporarily in the care of the Cargo Engineer, or a junior Deck Officer, he must prepare clear and precise written instructions for all cargo, ballast and related operations, and make sure those instructions are clearly understood, and endorsed. The Chief Officer is responsible to the Master for ensuring that the Ship Shore Safety Checklist is properly and jointly completed before the start of transfer operations and that procedures for the conduct of repeat checks are agreed with terminal staff. The maximum interval between repeat checks should be 4 hours and the time and results of the checks should be recorded in the Deck Log, in addition to the signing of the Checklist itself. The Chief Officer is responsible for ensuring that daily rounds of the cargo deck and compressor house are carried out . These rounds may be delegated to the Cargo / Gas Engineer, if the Chief Officer is not able to carry them out himself. For preparing of cargo transfer, the responsible officer should use Safety Check Listwhich is appropriately adapted for the specific ship. The records shall be kept onboard for one year after entry. Cargo Operations Permit

In Japanese ports (Specified ports), the Master shall obtain a dangerous cargo operations permit. (Request the agent to obtain the permit). Documents Related to Cargo Operations The master and the responsible officer shall prepare the related documents necessary for the cargo transfer operations. Cargo & Ballast Handling Plan A cargo handling plans should be prepared which provides a detailed sequence of cargo and ballast transfer. Simultaneous cargo and ballast handling, for stress and ship stability purposes, should also noted on the cargo plan. The plan should cover all stages of the transfer operations, namely: (1) Quantity and grade of each parcel; (2) Density, temperature and other relevant conditions, including the reference temperature which determines the filling limits; (3) A plan of the distribution, quantities, ullages, lines and pumps to be used; (4) Transfer rates and maximum allowable pressures; (5) Valve check list (6) Critical stages of the operation; (7) Notice of rate change; (8) Stability and stress information; (9) Drafts and trims; (10) Emergency stop procedures; (11) Action to be taken in the event of a spill; (12) Flammability and toxicity with references to cargo data sheets; (13) Ballast operations;

(14) Protective equipment requirements; (15) Hazards of the particular cargoes. (16) And, as required, requirements for: (17) Cargo pollution category; (18) Cooling requirements including rates of cool-down; (19) Use of the cargo heater or vaporizer; (20) Heel requirements after discharge; (21) Under keel clearance limitations; (22) Bunkering; and (23) Special precautions required for the particular operation. Chief Officer shall hold pre-arrival onboard meeting with the personnel involved in cargo operations and ensure all member are fully aware of plans. The plan has been signed by all watch officers and cargo engineer to indicate their understanding of it at pre-arrival onboard meeting. Chief Officer shall send the cargo discharging / loading plan including the hull stability plan after taking the masters signature at least by 24 hours prior to arrival. Cargo operations are carried out and logged in accordance with the plan.

Related Information: 1. Discussion prior to cargo transfer in liquefied gas carrier

2. Procedure for Changing Liquefied Gas Cargoes

3. Displacing Atmosphere with Inert Gas (Inerting) 4. Displacing with Vapour of the Next Cargo (Purging)

5. Dispersal of Vented Cargo Vapours

Discussions prior to cargo transfer - Liquefied gas carrier operational guideline

Before the start of any cargo transfer operation, the intended cargo handling procedures must be thoroughly discussed at a meeting held between the responsible personnel from the ship and the terminal. The master, Chief Officer and Chief Engineer shall attend a meeting.The purpose of the meeting is primarily to draw up a suitable cargo plan and to check on safety issues. Furthermore, the meeting has the benefit of making both sides familiar with the essential characteristics of ship and shore cargo handling systems. At the meeting, the envisaged operational and safety procedures and requirements should be covered. Finally, any limitations to be observed during the transfer should be noted in writing. Written agreements should include a cargo handling plan (including transfer rates), communication procedures, emergency signals, emergency shut down procedure and the tank venting system to be used. The content of the meeting will depend on a wide variety of circumstances but the following broad outline forms the normal basis for such meetings. (1) The names and roles of terminal and ship personnel who will be responsible for cargo transfer operations should be noted. (2) The terminal representative should check that pre-arrival instructions to the ship on cargo, cargo disposition and cargo arrival temperature have been carried out. They also check that all necessary ship equipment inspections and tests have been performed. (3) Similarly, the ships officers should satisfy themselves that the relevant terminal equipment is satisfactory and that appropriate inspection checks have been carried out. (4) The terminal representatives and, where necessary, customs and independent surveyors should be informed of the cargo tank data.

(5) The ship and terminal should then discuss and agree in writing the quantity and types of cargo to be loaded or discharged and in what order. The anticipated transfer rates and, for discharge, the receiving tank allocations should also be agreed. The cargo transfer operation should be planned and confirmed in writing in order to assure full mutual understanding. The items to be addressed should include:i) The order of loading or discharging ii) The total quantities of cargo to be transferred iii) The sequence of discharging and receiving tanks iv) The intended transfer rates v) The transfer temperatures and pressures to be expected, and vi) The use of vapour return line (6) To reconfirm earlier pre-charter advice, the previous three cargoes carried by the ship and the relevant dates should be noted in order to identify and assess any possible cargo contamination problems, particularly after ammonia. (7) The appropriate Cargo Information Data Sheets should be provided and should be posted in prominent places on board the ship and within the terminal. (8) A review of port and jetty regulations should be made with particular attention being paid to berth operating limits, fire-fighting capabilities and other emergency procedures. Similarly, ship regulations and emergency procedures should be communicated to terminal personnel. Particular importance should be paid to emergency shut down valve closure times and to the agreed emergency shut down procedures. Equipment and procedures for normal and emergency communications between ship and terminal should be defined and understood. Where portable radios are provided, adequate spare battery capacity should be made available. A common language should be established. (9) Any further information or procedures relevant to the operation should be discussed.

Related Information:

1. Vapour characteristics of liquefied gases

2. Low temperature effects of liquefied gases

Details of various cargo handling equipment onboard 3. Reactivity of liquefied gas cargo and safety guideline