Onboard procedures for discharging LNG cargo - gas carrier

safety guide

Liquefied natural gas (LNG) – Natural gas comes from natural sources
and is composed of methane, ethane, propane and small amount of
butane. It is condensed to about 1/600 of the volume by cooling it to
below the -160°C, its boiling point, to produce LNG.

Liquid LNG is pumped ashore by use of two submerged pumps installed

at the bottom of each tank. In the process, the cargo tank pressure
shows a decreasing tendency as the LNG level drops in the tank,
resulting from the discharge of LNG. Conversely, shore tank pressure
shows an increasing tendency with the receipt of LNG.

By use of the pressure difference between shore and vessel cargo tanks,
LNG gas in the shore tank is sent to the vessel cargo tank. However,
when LNG is discharged at a higher rate, the vessel cargo tank shows a
declining tendency and, therefore, LNG gas is forced into the vessel
cargo tank with a shore blower, to maintain the vessel tank pressure. As
another way, part of the LNG to be discharged is vaporized with a
vaporizer of the vessel and the BOG is delivered to cargo tanks.
Fig:LNG discharging with gas return

Procedure for LNG discharging with vapour return

Confirm liquid manual/automatic manifold valves are open. Manually

close the liquid manifold cool down valves.

Prior to cargo pump start, confirm that all liquid branch valves are
closed and all filling valves are opened. Also notify the engine room to
verify that sufficient generator capacity is available. Start the cargo
pumps as per established guidelines. It is important that the shore is
made aware of when pumps will be coming on line and the consequent
changes in their tank pressures then can expect.

The usual procedure is to start two pumps on re-circulation on one tank,

then commence discharge from the tank. This usually takes 5 minutes.
A similar procedure is then applied to the other tanks with a 5 min
period between each tank. Once all pumps are running on 60 % load
then slowly increased in turn to maximum specified load.

As tank pressure falls, request receiving terminal to start to send vapour

back to the ship and maintain tank pressure at agreed level. Monitor the
following items during discharge.

1. Cargo tank level

2. Cargo tank pressure
3. Cargo pump motor load and discharge pressure
4. Draft, trim and heel
5. Ship condition

If stripping is planned for several tanks, it is recommended to keep the

tank levels slightly different in each tank in accordance to the
established “ramp down” procedures.

Request the receiving terminal to stop the return gas blower to keep
adequate tank pressure. After discharging, at least one filling valve is
kept open to avoid pressurization of the liquid line. Liquid draining and
vapour purging of the arms is performed after completion of cargo
discharging. After completing of draining and purging, the following
operations are carried out.

 Final gauging after discharging

  Arm disconnection and de-icing (if necessary)
 Water curtain is stopped.

NB refer to ship specific cargo manual regarding maximum and

minimum allowable liquid levels for sea passage.

Discharging without vapour return

In rare instances such as gassing up a new terminal it may be necessary

to discharge without the use of a shore return. In this instance the LNG
is bled from the main liquid line to the vaporizer. The rate of
vaporization is adjusted to maintain a constant tank pressure.

Fig:LNG discharging without gas return

Cargo heel

Subject to the trading patterns of the vessel and any particular

requirements of the charterer, a cargo heel may be required. The heel
quantity is allowed for in the discharge plan and the pumps are to be
stopped at the required ullages. Each ship will have its own specific
instructions within the Operating manual, detailing the required
quantities and the procedures to be followed in taking tanks down to
this level. The heel figures should be carefully calculated, to ensure that
there is maximum outturn of cargo at the discharge port, consistent
with being able to arrive at the loadport with tanks cooled down by the
onboard retained heel.

(Note: When the liquid level reaches 1 metre or less, avoid stopping the
pump if at all possible until the cargo has been fully discharged. If the
shore facility is unable to accept the liquid for intermittent periods it is
better to keep the pump going and recirculate back into the tanks until
discharge can be resumed and completed.)

All LNG remaining in the downward leg of the loading arms and manifold
connection is to be drained to the tanks through the liquid line assisted
by nitrogen pressure from ashore. The LNG and vapour manifolds are
then purged with nitrogen until an acceptable hydrocarbon content is
reached.

The retention of heel is subject to much discussion, and will vary with
the type of vessel. On membrane vessels on shorter ballast voyages it is
acceptable to carry a small amount of heel in each of the cargo tanks,
and generally this will maintain the tank bottom temperature sufficiently
cold that the vessel is able to berth and commence loading without
additional tank cooldown being necessary. Care should be taken that the
spray pump can be started at any time during the voyage if required.

On longer voyages it is usual for the heel to be retained in one tank,

with others “heeled” out. Additional spraying may be necessary when
cargo tank temperature is higher than the ATR (arrival temperature
requirement) which is generally accepted as being < -130 degC.
Terminal requirements should also followed as appropriate. The
intention being for the vessel to arrive without the requirement for
extended cooldown and delays at the load port.

NOTE, on long ballast voyages with large quantities of heel retained in

one tank, it is essential that the quantity of heel carried does not exceed
the quantity corresponding to a 10% of the tank height .

On Moss vessels, it is usual for the heel to be retained in one tank, with
others “heeled” out. After departure the LNG in the “heeled” out tanks
will be further reduced by transferring cargo to the dedicated holding
tank. The tanks are then sprayed on passage to cooldown to a level
where loading take place without delay at the loadport.

Occasionally on shorter voyages, Moss vessels will retain the heel

distributed across all tanks. At the last discharge before the vessel is
scheduled to warm up, say for drydock, all tanks are generally heeled
out as far as possible, to avoid leaving excessive quantities of LNG
which needs to be warmed up and vented to atmosphere on passage to
the docking port

Draining / purging

The procedures for draining / purging of the manifold lines and ships
liquid lines are the same whether the ship has been loading or
discharging. This is done by using a Nitrogen “punch” method. After
completion of loading or discharging, this operation is carried out prior
to disconnecting the liquid and vapour arms.

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

Vapour in the vapour arm is fed to the cargo tanks through the vapour
header by N2 gas supplied from the terminal. Draining is normally
carried out by pressuring the arms one by one.

The procedure is repeated until the arm is completely free of liquid and
the hydrocarbon level is below 1% by volume. Remember that the
allowed hydrocarbon concentration might vary from terminal to
terminal.

Draining of the ships liquid lines is done by opening up the spray bypass
valve at the manifold. As the pressure increases in the liquid line the
liquid will be led through the spray line and back to the cargo tank.
Vapour from shore valve

After any discharge operation, when the shore vapour arm has been
disconnected and the vapour manifold closed, the vapour from shore valve is
to be re-opened and then left open at least 20%. This will allow any increase in
pressure, during the subsequent line warm up, to be transferred via the vapour
header to the individual cargo tanks. Any excessive increase in pressure within
the cargo tanks will initially be regulated by the automatic vent valve to the
forward vent riser. If the pressure is not controlled sufficiently by the
automatic vent valve, then individual tank relief valves will operate to vent
pressure via the individual mast risers. “