Anglo Eastern Gas Carrier Manual Final 2005

ANGLO-EASTERN GROUP
LPG CARRIER OPERATION & SAFETY MANUAL
Ch: LPG 0/Roc Date: 01.08.05 Revision: 2 Prep: PKG/RS Appr: AVG Page 1 of 1
RECORD OF CHANGES
REVISED 01.08.05
DATE CIRCULAR REV. NO. CORRECTIONS

LETTER
01.08.05 0 Complete Manual Reissued
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ANGLO-EASTERN GROUP
Ch: Preamble Date: 01.08.05 Revision: 2 Prep: PKG/RS Appr: AVG Page 1 of 1
PREAMBLE
This manual should be read in conjunction with the following:
1. Company Safety Manual

2. Company Emergency and Contingency Manual.
3. ICS Tanker Safety Guide
4. Liquefied Gas Handling Principles by SIGTTO
5. Review of LPG Cargo Quantity Calculations by SIGTTO
6. Ship-To-Ship Transfer Guide (Liquefied Gases)
7. ICS / OCIMF /SIGTTO Guide to Contingency Planning for Gas Carrier Alongside and
Within Port Limits
8. ICS / OCIMF / SIGTTO Guide for Contingency Planning and Crew Response Guide for
Gas Carrier Damage at Sea and In Port Approaches.
9. SIGTTO Guide lines on Maintenance of Pressure Relief Valves on Board Gas Carriers.
10. BCH 24/15, Amendments and Interpretations of the GC and IGC Codes, Regarding Filling
Limits.
11. SIGTTO Recommendations and Guidelines for Ship / Shore Linked ESD of Cargo
Transfer.
12. SIGTTO Guidelines on the Ship-Board Odourization of LPG.
13. Liquefied Gas Handling Principles on Ship’s and in Terminals.
14. OCIMF Mooring Equipment Guidelines.
15. OCIMF Effective Mooring.
16. ISGOTT – International Safety Guide for Oil Tankers and Terminals.
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ANGLO-EASTERN GROUP
Ch: LPG Cont Date:01.08.05 Revision: 2 Prep: PKG/RS Appr: AVG Page 1 of 5
LIST OF CONTENTS
CHAPTER NO. VALIDITY

DATE
0. Record of Changes 01.08.05
1. INTRODUCTION 01.08.05
1.1 Purpose 01.08.05
1.2 Scope 01.08.05
1.3 Responsibility 01.08.05
1.4 Documentation and Reporting 01.08.05
1.5 Commercial Responsibility 01.08.05
1.6 Liquid Cargo 01.08.05
1.7 Cargo Related Publication 01.08.05
2. COMPANY LIQUID CARGO STANDING ORDERS 01.08.05
3. GENERAL PRACTICES 01.08.05

3.1 Recording of Operations 01.08.05
3.2 Systems, Machinery and Equipment 01.08.05
3.3 Standard Operational Tests 01.08.05
3.4 Piping Systems 01.08.05
3.5 Setting Lines 01.08.05
3.6 Operation of Valves 01.08.05
3.7 Engine Room Manning 01.08.05
3.8 Discovery and Reporting of Defects 01.08.05
3.9 Routine Sounding and Testing of Tanks and Spaces 01.08.05
3.10 Manholes, Accesses and Openings 01.08.05
3.11 Moorings 01.08.05
4. SOURCES OF IGNITION
4.1 Static Electricity 01.08.05
4.2 Electrical Sparks 01.08.05
4.3 Mechanical Sparks 01.08.05
4.4 Electrical Storms (Lightning) 01.08.05
5. PORTABLE GAS DETECTORS 01.08.05
6. PROPERTIES AND HAZARDS OF LIQUEFIED GASES 01.08.05

6.1 Description 01.08.05
6.2 Composition 01.08.05
6.3 Properties 01.08.05
6.4 Hazards 01.08.05
6.5 Reactivity 01.08.05
6.6 Corrosivity 01.08.05
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ANGLO-EASTERN GROUP
Ch: LPG Cont Date: 01.08.05 Revision: 2 Prep: PKG/RS Appr: AVG Page 2 of 5

DATE
6.7 Vapour Characteristics 01.08.05
6.8 Low Temperature Effects 01.08.05
6.9 Pressure 01.08.05
6.10 Saturated Vapour Pressure 01.08.05
7. GENERAL PRECAUTIONS 01.08.05
8. FIRE HAZARDS AND PRECAUTIONS 01.08.05

8.1 Smoking 01.08.05
8.2 Portable Electrical Equipment 01.08.05
8.3 Communication Equipment 01.08.05
8.4 Hot Work, Hammering, Chipping and Power Tools 01.08.05
8.5 Ship-Shore Bonding 01.08.05
8.6 Auto Ignition 01.08.05
8.7 Spontaneous Combustion 01.08.05
8.8 Static Electricity 01.08.05
8.9 Fire Fighting and Fire Protection Equipment 01.08.05
9. CARGO OPERATIONS 01.08.05

9.1 Introduction 01.08.05
9.2 Commissioning of the Cargo System 01.08.05
9.3 General Cycle of Cargo Operations 01.08.05
9.4 Dry Docking and Refit Periods 01.08.05
9.5 Sub Cooling 01.08.05
9.6 Handling LPG Mixture 01.08.05
10. CARGO EQUIPMENT 01.08.05

10.1 General 01.08.05
10.2 Operational Precautions 01.08.05
10.3 Plant and Equipment Precautions 01.08.05
10.4 Pumps 01.08.05
10.5 Vapour Pumps and Compressors 01.08.05
10.6 Heat Exchangers 01.08.05
10.7 Relief Devices 01.08.05
10.8 Valves 01.08.05
10.9 Filters and Strainers 01.08.05
10.10 Expansion Bellows 01.08.05
10.11 Flame Screens 01.08.05
10.12 Vent Stacks 01.08.05
10.13 Hoses 01.08.05
10.14 Pipe Line Supports 01.08.05
10.15 Tank Insulation 01.08.05
10.16 Bonding Connection 01.08.05
10.17 Inert Gas System 01.08.05
10.18 Scrubbers 01.08.05
10.19 Booster Pumps 01.08.05
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ANGLO-EASTERN GROUP

DATE
11. INSTRUMENTATION 01.08.05
11.1 Liquid Level Gauges 01.08.05
11.2 Level Alarms and Automatic Shut Down System 01.08.05
11.3 Pressure Indicating Devices 01.08.05
11.4 Temperature Monitors 01.08.05
11.5 Pressure and Temperature Switches 01.08.05
11.6 Vapour Detection Equipment 01.08.05
11.7 Equipment Alarm and Shut Down Circuits 01.08.05
11.8 Flame Failure Devices 01.08.05
11.9 Reliquefaction Plant Operations 01.08.05
12. GAS FREEING, TANK ENTRY & HOT WORK 01.08.05

12.1 Gas Freeing 01.08.05
12.2 Gas Freeing for Entry 01.08.05
12.3 Entry to and Working in Cargo Tanks 01.08.05
12.4 Emergency Entry and Work in Non Gas Free Spaces 01.08.05
12.5 Entry to Ballast Tanks and Other Enclosed Spaces 01.08.05
12.6 Inspection after Completion of Work inside Tanks 01.08.05
12.7 Hot Work 01.08.05
13. EMERGENCY PROCEDURES 01.08.05

13.1 Fire 01.08.05
13.2 Collision 01.08.05
13.3 Grounding 01.08.05
13.4 Water Leakage Into Hold or Inter Barrier Space 01.08.05
13.5 Cargo Spillage 01.08.05
13.6 Tank Leakage 01.08.05
13.7 Emergency Discharge of Cargo at Sea 01.08.05
13.8 Accidents Involving Personnel 01.08.05
13.9 Uncontrolled Venting 01.08.05
13.10 Toxic Gas Release at Sea 01.08.05
13.11 Toxic Gas Release Alongside 01.08.05
14. FIRE FIGHTING 01.08.05

14.1 Liquefied Gas Fire Fighting - General Considerations 01.08.05
14.2 Nature of Liquefied Gas Fires 01.08.05
14.3 Pressure Fires 01.08.05
14.4 Pool Fires 01.08.05
14.5 Fires In Enclosed Spaces 01.08.05
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ANGLO-EASTERN GROUP

DATE
15. PERSONAL PROTECTION AND LIFE SAVING 01.08.05
15.1 Protective Clothing 01.08.05
15.2 Decontamination Water Sprays and Showers 01.08.05
15.3 Breathing Apparatus 01.08.05
15.4 Canister or Filter Type Respirators 01.08.05
15.5 First Aid 01.08.05
15.6 Resuscitation 01.08.05
15.7 Frost Bite 01.08.05
15.8 Casualties in Confined Spaces 01.08.05
16. SHIP TO SHIP OPERATIONS 01.08.05
17. LPG CARGO CALCULATIONS 01.08.05

17.1 Calculation Procedures (General) 01.08.05
17.2 Calculation Format using Standard Temperature of 15oC 01.08.05
17.3 Determining Liquid Density of Mixture 01.08.05
17.4 Calculating SVP of a Mixture of Products at a Given 01.08.05
Temperature
18. PRECAUTIONS WITH HANDLING TOXIC CARGOES 01.08.05

18.1 General 01.08.05
18.2 Emergency Procedure 01.08.05
18.3 Manifold Connection and Disconnection 01.08.05
18.4 Respiratory protection 01.08.05
18.5 Tank Gauging 01.08.05
18.6 Gas Detection 01.08.05
18.7 Some specific cargoes 01.08.05
19. ODOURIZING 01.08.05

19.1 General 01.08.05
19.2 Action in the Event of Spillage 01.08.05
19.3 Storage on Board 01.08.05
19.4 Risk Management and Safety 01.08.05
19.5 Material Compatibility 01.08.05
19.6 Administration 01.08.05
19.7 Injection 01.08.05
19.8 Maintenance 01.08.05
19.9 Disposal of Empty Container 01.08.05
20. HYDRATES 01.08.05

20.1 General 01.08.05
20.2 Theory 01.08.05
20.3 Avoiding Hydrate and Ice Formation 01.08.05
20.4 General Precaution 01.08.05
20.5 Anti freeze 01.08.05
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ANGLO-EASTERN GROUP

DATE
APPENDIX 1 – COMPANY LIQUID CARGO STANDING 01.08.05

ORDERS
APPENDIX 2 – INTERNATIONAL SHIP/SHORE SAFETY 01.08.05

CHECKLIST
APPENDIX 3 – SHIP TO SHIP TRANSFER CHECKLISTS 01.08.05
APPENDIX 4 – PURGING AND GRADE CONVERSION 01.08.05

A.4.1 General 01.08.05
A.4.2 Pressurized Ships 01.08.05
A.4.3 Refrigerated Ships 01.08.05
A.4.4. Preparing the Tank for Man-Entry 01.08.05
APPENDIX 5 – VLGC - GAS FREEING AND GASSING UP 01.08.05

REPORT
A.5.1 Gas Freeing Report 01.08.05
A.5.2 Gassing up and Cooling Down Report 01.08.05
A.5.3 Condition of other Cargo Tanks at anchorage 01.08.05
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ANGLO-EASTERN GROUP
Ch: LPG 1 Date: 1/8/05 Revision: 2 Prep: PKG/RS Appr: AVG Page 1 of 2
1. INTRODUCTION
1.1 PURPOSE
This Manual is issued to assist all personnel involved in the operation of LPG Carriers to
carry out their duties in a safe and efficient manner.
1.2 SCOPE
If any conflict is found between the requirements of this and any other instructions, the
Master shall consult the Company for instructions on how to resolve the conflict.
1.3 RESPONSIBILITY
The Master is responsible for implementing the requirements of these Instructions on
board. He shall normally appoint the Chief Officer as Cargo Officer to deal with all
matters relating to cargo operations.
1.4 DOCUMENTATION AND REPORTING

The Master shall ensure that full and accurate documenting and reporting is carried out in
accordance with the requirements of Company Stationery Manual CS 209 and that orderly
and accessible storage of documents, records and reports is maintained in accordance with
the requirements of the shipboard Safety Management System.
1.5 COMMERCIAL RESPONSIBILITIES

In normal circumstances, there will be no conflict between the SMS and the commercial
operation of the ship.
In using the SMS, the Master shall take equal account of the requirements of Owners and
Charterers, particularly with regard to preparing cargo spaces for cargo, maximising cargo
intake, the correct loading, storage, segregation, care and discharge of cargo and the
successful conduct of the voyage.
The SMS shall take precedence if a conflict arises, and the Master shall promptly inform
the Company Management Office if this happens.
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ANGLO-EASTERN GROUP
1.6 LIQUID CARGO

LPG cargoes shall be carried in accordance with the Regulations, Certificate of Fitness and
Codes applicable to the ship and flag and the nature of the cargo.
Before accepting a LPG cargo, the Master shall satisfy himself that his ship is capable of
safely loading, carrying, and discharging the proposed cargo, and if in any doubt he shall
consult the Company.
1.6.1 CARGO RELATED PUBLICATIONS
All Deck Officers shall be instructed by the Master to make themselves familiar with the
contents of the cargo-related publications on board appropriate to the ship type.
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ANGLO-EASTERN GROUP
2. COMPANY LIQUID CARGO STANDING ORDERS

(APPENDIX 1)
The Master shall appoint a Deck Officer (normally the Chief Officer) as the Cargo Officer
in charge of all cargo, ballast and tank cleaning (grade change) operations and shall instruct
this Officer regarding the operational circumstances in which the Master shall be called or
consulted.
The duties of the Cargo Officer are to plan, organise, control and supervise all deck, tank
and pumproom (Compressor room) aspects of the appropriate operations and to liaise with
the Chief Engineer to ensure timely availability of systems.
A Deck Watch shall be on duty to assist during all cargo, ballast and tank cleaning
operations and the Cargo Officer shall organise other Deck Officers and Ratings into these
Watches.
The strength of a Deck Watch may vary from time at the discretion of the Master but, when
operating alongside a terminal or other ship, a Watch shall consist of at least:
• The Cargo Officer
• The Deck Officer
• The Gas Engineer
• Two ratings (one stationed at the Cargo manifold at all times during cargo operation)
The rotation of Deck Watch Personnel shall be so organized as to ensure that they receive
adequate rest periods. Watch-keeping schedule must be documented and posted up for
reference)(El: 6b-2-1/6b-2-2) Since there is only one Gas Engineer available it is essential
that his is adequately rested during his time on duty and these shall be arranged at times of
low operational activity. It may also be necessary for the Cargo Officer to take rest periods
during this time on duty.
The prepared loading / discharge plan must include a bar chart showing the planned
progress of the operation. The Cargo Officer shall fully brief the Watch Officers of the
planned operation and make full use of the Watch Officer to control and supervise the
routine aspects of the operation. However the Cargo Officer shall personally:
• Check cargo loading arm/ hose connections before commencing to load or discharge.
The supervision of the loading arm / hose connection and carrying out the leak test to
be done by the Gas Engineer and Duty officer.
• Supervise and check all pipeline valve and blanking device settings during lining up
and closing down procedures.
• Supervise the commencement and completion of loading and discharging of cargo or

ballast in cargo tanks.
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ANGLO-EASTERN GROUP
• Supervise the topping off of all cargo tanks whether loading cargo or ballast.
• Check the cargo manifold draining arrangement/system.
• Before he leaves the deck/CCR for any length of time the Cargo Officer shall give
clear written instructions to the Watch Officer regarding the continuance of current
operations and the time or circumstances when he is to be called.
When the Cargo Officer is absent from the deck/CCR the Watch Officer shall assume
responsibility for continuing all planned operations as outlined in the ‘standing orders for
cargo operations’ and written instructions. He shall control and supervise all routine aspects
of monitoring tanks, pumps and equipment in use as well as the general ship keeping
requirements of moorings, gangway, draught, etc. He may regulate tank valves and pump
controls in progressing the planned operation but he shall not depart from the plan without
direct instructions from the Cargo Officer. He shall call the Cargo Officer immediately if
any emergency arises or any unforeseen circumstance becomes apparent. In an emergency
he shall not hesitate to stop all operations if he considers that the circumstances require
such action.
During cargo operations, the Deck Watch should take regular rounds and cross-check and
report status of liquid and vapour lines, vent lines and vents, valves and overboard discharges
to the Watch Officer. These rounds should be carried out along with the items marked as
“R” in the ship-shore safety checklist (Appendix II) at the agreed intervals and recorded.
The Watch Officer shall record the events of the operations as they occur in the Cargo
Logbook and maintain records of all the parameters monitored.
Cargo Officer should issue Supplementary Standing orders for Deck Officers, Gas
Engineer and to Deck Crew on Cargo watches as appropriate.
A copy of these Standing Orders shall be displayed at the Cargo Control Station. A further
copy shall be inserted in the Master's Night Order Book and each Deck Officer shall sign
that he has read and fully understands these Standing Orders before participating in his first
Deck Watch on any ship.
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ANGLO-EASTERN GROUP
3. GENERAL PRACTICES
3.1 RECORDING OF OPERATIONS
A comprehensive detailed record of all events during operations shall be kept by noting
events as they occur in a Cargo Log Book at the control station. Only significant events
recorded in the Cargo Log Book shall be transferred to and noted in the Deck Log Book.
No detailed list of the events to be recorded in the Cargo Log Book is given here and
Masters and Officers shall use their own judgement in this matter. However, the object of
this record is, if necessary, to reconstruct the method and sequence of events of an
operation and to this end full, relevant details shall be recorded. An entry for Ship / shore
safety checklists agreement and for further safety checks on deck should be made in Cargo
log book.
In addition to the recording of events, a record of the operating conditions of relevant

machinery, equipment and systems in use shall be maintained at the control station.
This data need not be entered directly into the Cargo Log Book but may be recorded on
company Gas forms. Where online gauging of tank contents is not fitted the loading
computer should be regularly updated for stress monitoring. (El: 6a-3-1)
The following items, as appropriate to the particular operation, shall be recorded at least
once per hour:
• The ullages or soundings of all cargo and ballast tanks being worked
• The cargo tank loading or discharge rate calculated from cargo tank ullage readings
• If time and circumstances permit, the ballast loading or discharge rate calculated from
the ballast tank soundings.
• Pump performance gauge readings.
• The cargo manifold pressure gauge and temperature gauge readings
• Ship's draught gauge readings
• The cargo tank pressures and temperatures
When continuous recording equipment is in use, a hand written time reference mark shall
be made on the print-out paper at the commencement and completion of operations.
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ANGLO-EASTERN GROUP
3.2 SYSTEMS, MACHINERY AND EQUIPMENT
The Shipbuilder's and Manufacturer's Instruction Manuals for relevant systems, machinery
and equipment shall be readily available in an appropriate location for all Officers involved
in cargo operations.
These Officers are to familiarise themselves with the operation of the relevant items and to
instruct ratings in the correct use of equipment as necessary.
All systems, machinery and equipment shall be operated within the Shipbuilder's or
Manufacturer's design limitations and their specified routine tests and checks during
start-up and operation shall be carried out
3.3 STANDARD OPERATIONAL TESTS
In addition to the routine tests during operation specified by the Shipbuilder or

Manufacturer the following tests shall be carried out:
• The operation of standby power packs for remote control systems shall be tested on
each occasion before the system is put into operation
• The accuracy of a remote level gauge in each cargo tank shall be proved at least
once during the loading or discharging operation in that tank - this shall be done as
soon as convenient by comparing the remote reading with a local reading.
• High and high – high level alarms shall be tested prior arrival and always in use as
independent monitoring in addition to the primary gauging system.(el: 6a-2-4).
• Regular comparison checks should be carried out between the tank vapour space
local gauge and any remote read outs and recorded.
• .Operational accuracy shall be tested of loading computer quarterly using class

approved test data. (el: 6a-2-3)
• Leak testing of the cargo system prior cargo operations to check system integrity
3.4 PIPING SYSTEMS
It is essential that all Deck Officers take the first opportunity to commit to memory the
arrangements of all cargo, ballast, and inert gas piping systems so that they may deal
immediately with any emergency situation that may arise
during operations.
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ANGLO-EASTERN GROUP
Diagrams of the cargo, ballast, and inert gas systems shall be prominently displayed at the
Control Station. During normal operations these diagrams shall be consulted before setting
pipelines or altering valve settings.
3.5 SETTING LINES
The initial lining up of piping systems and any subsequent alterations of valve settings for
cargo/ballast operations shall be directly supervised by the Cargo Officer. The individual
requirements of each operation and the facilities provided by the ship's systems will
determine the line-up to be adopted and the Cargo Officer shall prepare a programme for
the operation to make full and efficient use of the available facilities.
While it is not possible to detail a line setting procedure, which will suit all ships on all
occasions, any prepared programme shall include the following general rules of good
practice:
• all valves in the cargo related piping systems and ballast systems shall be CLOSED
at all times except when they are required to be OPEN for operational reasons - this
basic must be followed without qualification and valves, which are OPEN, shall be
CLOSED as soon as operational requirements permit
• blanking devices including spool pieces and elbow connections in piping systems
shall have a normally OPEN or normally CLOSED designation - when these are
changed from their normal positions for operational reasons, they shall be returned
to their normal position as soon as circumstances permit
• manifold blanks with gaskets shall always be secured with ALL bolts in place in the
CLOSED position except when a blank has to be removed for operational reasons.
When closed, the bolts should extend at least by two full threads after the nut.
• when lining up for transfer operations the manifold valves shall not be OPENED
until cargo arms are connected and shall be CLOSED before the arms are
disconnected - the settings of manifold valves shall not be altered during cargo
transfer operations without the agreement of the transfer terminal representative -
where manifold valves are fitted with locking devices, these shall always be used
• when working parcel cargoes, which require segregation, the valves providing the
necessary separation shall be lashed in the CLOSED position.
• where, due to the remote operation of a valve, it is impractical to lash it in the

CLOSED position then the appropriate valve operating position on the control
console shall be temporarily labelled "TO REMAIN CLOSED"
• setting of valves and isolating devices shall be progressed in a logical sequence to

obtain the required line up but tank suction valves, ship's side valves, manifold
valves and pump suction and discharge valves as appropriate shall not be opened
until the operation is about to commence before opening these valves and after
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ANGLO-EASTERN GROUP
completion of the setting of all other individual valves, the whole piping system
shall be checked to ensure that it is correctly lined up.
3.6 OPERATION OF VALVES
Changing the condition of a valve setting shall always be done at a slow rate. Rapid
OPENING or CLOSING of a valve can result in a system pressure surge which could cause
damage to piping, valves, pumps and other system components.
Valves shall never be CLOSED against the flow of liquid unless other valve settings permit
the flow to be diverted to another tank or open discharge line.
3.7 ENGINE ROOM MANNING
The engine room must be manned at all times during cargo and ballast transfer operations,
and whenever the inert gas plant is in operation.
3.8 DISCOVERY AND REPORTING OF DEFECTS
Defects discovered in cargo equipment or machinery are to be reported to the Chief

Engineer. Where such a defect may constitute a safety hazard or considerably reduce the
efficiency of an operation the Master is also to be informed immediately.
3.9 ROUTINE SOUNDING AND TESTING OF TANKS AND SPACES
The routine sounding of segregated ballast tanks and void spaces is to be carried out to
detect any water leakage to void spaces, which can damage the tank insulation and affect
the stability of vessel.
If leakage is detected the Master must take action to control the situation and advise the
Company of the circumstances and the action taken.
The atmosphere in all ballast tanks should be tested weekly and recorded. Cargo handling
Spaces, Void spaces, Accommodation area and Engine room are regularly monitored by
Fixed Gas detection system. The Fixed Gas Detector should be checked daily for
operational condition and regularly calibrated as per maker’s instruction. The Fixed Gas
detector readings should be recorded on daily basis. These records should be kept to
demonstrate the levels and any apparent trends or changes in level.
If hydrocarbon gas is detected the cause is to be investigated and action taken to render the
space gas free. The Master is to report the circumstances and action being taken to the
Company as soon as possible.
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ANGLO-EASTERN GROUP
3.10 MANHOLES, ACCESSES AND OPENINGS
A record is to be maintained of the opening and closing of manhole covers to all ballast
tanks and of all other accesses and openings which are within the cargo tank area and
below the upper deck.
The Chief Officer must personally supervise the closing of any access which has been
opened in a cargo tank. He must personally check the condition and the quantity used of
all gaskets, studs, washers, nuts and other securing devices to ensure that the opening is
closed tightly.
The Chief Officer may delegate the supervision of the closing of other manholes or
accesses to a responsible crew member provided the Officer receives a verbal report from
the crew member that the access has been properly closed.
3.11 MOORINGS
The use of polypropylene ropes is no longer acceptable in the oil and gas industry. Where
soft ropes are supplied, these must be constructed of a polyester/polypropylene mixture.
Moorings of different material or lengths should not be used in the same service.
When an Optimoor profile has been created for a vessel at a particular berth and this profile
cannot be adhered to, the facts of the case must be reported to the company.
Masters must ensure that at all berths the mooring pattern could not constitute “mixed
moorings” as described in the OCIMF Mooring Equipment Guidelines, OCIMF Effective
Mooring and ISGOTT. If the shore insist on a mixed mooring pattern, the Master must
issue a letter of protest and inform AESM.
On vessels on frequent scheduled voyages and fitted with wire mooring ropes, the wires
will be renewed at each special survey and turned end-for-end at intermediate docking.
Synthetic pennants will be renewed at each docking. One spare wire and one spare pennant
should be on board.
If mooring tails are fitted to wires, connecting links are usually either Tonsberg or Mandal
Shackles. Tonsberg have a straight pin, and tail should be connected to it; Mandal has a
curved roller and the wire should be connected to it.
Mooring Tails to meet OCIMF guidelines: If mooring wire tails are used they should be of
a material with high breaking strength such as braided or plaited (not three strand
construction) nylon. The size of rope selected should be capable of easy handling, while at
the same time being of sufficient quality to ensure that the tail has a dry breaking strength
at least 25% greater than the associated wire. Dry nylon rope is slightly stronger than
polyester, but wet Nylon loses strength much faster under cyclic loading than polyester,
and for this reason nylon tails should have at least 37% more strength than the associated
wire to allow for the reduction in wet strength. Polypropylene rope should not be used for
mooring wire tails.
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ANGLO-EASTERN GROUP
Mooring lines should be reeled so that the pull is against the fixed pin of the brake strap
rather than the floating end. Reeling in the contrary direction can seriously reduce the brake
holding capacity.
Winch brakes should be tested at intervals not exceeding 12 months. A record of regular
maintenance and inspections and tests, test certificates of each item of the mooring system
should be maintained on board.
While alongside self-tensioning winches should not be used in automatic mode.
Mooring winch brake design capacity is the percentage of the minimum breaking load of a
new mooring rope or wire it carries, at which the winch brake is designed to render.
Winch brakes will normally be designed to hold 80% of the line’s minimum breaking load
and will be set in service to hold 60% of the mooring line’s minimum breaking load. Brake
holding capacity may be expressed either in tonnes or as a percentage of a line’s minimum
breaking load. The primary brake should be set to hold 60% of the mooring line’s
minimum breaking load. Since brakes may deteriorate in service, it is recommended that
new equipment be designed to hold 80%of the line’s minimum breaking load, but have the
capability to be adjusted down to 60%.
Specifications should be available on the winch drum to show the design holding capacity
and the torque required on the hand wheel or lever to achieve this. If mooring lines are
utilized that have a minimum breaking load in excess of that for which the winch was
originally designed, the brakes should be set to render at 60% of the minimum breaking
load of the mooring line for which the winch was designed.
FIRE WIRES: OCIMF recommendation- wires of 6 x 36 construction with an independent

wire rope core. For ships over 20,000 DWT the wire’s diameter should be at least 28mm
with a length of at least 45m. The Fire wires to be rigged as per Port / Terminal regulations.
EMERGENCY TOWING ARRANGEMENT (ETA): To be readily available for

deployment fore and aft. The information to be posted on bridge. The aft ETA should be
pre-rigged and capable of being deployed in a controlled manner in harbour conditions by
one person within 15 minutes. The forward ETA should be capable of being deployed in
harbour conditions in not more than one hour. ETA’s should be clearly marked to facilitate
safe and effective use even in darkness and poor visibility.
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4. SOURCES OF IGNITION
The relevant sections of ISGOTT shall be consulted.
4.1 STATIC ELECTRICITY
All materials, whether solid, liquid or vapour, can generate and return a static charge to
some extent. The level of charge depends on the electrical resistance of the material; if it is
high, a charge can be built up. On board it is possible for a static charge to build up in the
cargo system on materials with low resistance, e.g. pipework that are electrically insulated
from each other.
In an un-bonded system or in a system in which the bonding has been removed or damaged
static electricity can be generated by:
• flow of liquid through pipes and valves
• flow of liquid/vapour mixtures through spray nozzles
• flow of vapour containing foreign particles, e.g. rust, through piping
A sufficiently large potential difference between the piping system and the hull may result
in a discharge of static electricity, which may cause a spark which could result in the
ignition of a flammable gas/air mixture.
To minimise the risks of static discharges the cargo system must be properly bonded
through to the hull. This will normally be done by the fitting of bonding straps at each
flange in the cargo pipework and on the mounting of pumps and valves.
The bonding straps may be made from steel, copper or other conducting material. Copper
bonding straps, particularly the type made up by woven strands can deteriorate over time,
with the result that the strap either disintegrates or fails to conduct.
ALL BONDING ARRANGEMENTS ON BOARD MUST BE THE SUBJECT OF

REGULAR INSPECTIONS WITH RECORDS OF THE INSPECTIONS
MAINTAINED.
When maintenance work is carried out on the cargo system, checks must be made to ensure
that the bonding arrangements have been reinstated correctly.
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4.2 ELECTRICAL SPARKS
Sparks created by the operation of electrical switches or controllers or by the short

circulating of live wires will normally have sufficient energy to ignite an explosive gas/air
mixture.
To prevent the possibility of electrical equipment creating a source of ignition only

approved electrical equipment may be used in gas hazardous operation areas.
4.3 MECHANICAL SPARKS
Hammering with metal on metal may cause sparks with sufficient energy to create a source
of ignition. These sparks are tiny particles torn off the metal and made very hot by the
energy of impact. The energy within any spark depends upon the nature of the metals
concerned. Base metals, such as aluminium, can create very high energy sparks when
brought into contact with a rusty surface. These base metals have a very high affinity to
oxygen and when in the presence of oxides of iron or lead may create a source of ignition
by the liberating heat in a combustion process.
This type of ignition source may occur when for instance an aluminium gangway is drawn
over a steel deck, which in places is starting to rust. The heat liberated due to friction
between the two surfaces may be sufficient to ignite stray particles consisting of a mixture
of for instance aluminium and iron oxide. The sparks formed are known as hot sparks, and
due to the liberated combustion heat, their energy content may be very high.
So called "spark free" tools are available, but in use these tools may, and often do, create
sparks with sufficient energy to act as a source of ignition. The use of such tools is
therefore not permitted.
4.4 ELECTRICAL STORMS (LIGHTNING)
Cargo operations or the venting of flammable cargo vapours shall be stopped during
electrical storms in the immediate vicinity of the ship.
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5. PORTABLE GAS DETECTORS

Portable gas detectors and Oxygen detectors of self aspirating type should be used by any
personnel entering enclosed spaces or hazardous area. For determining flammable limits
and health hazards each LPG carrier shall carry at least two combustible gas indicators for
detecting concentrations of hydrocarbon gas in air. Each of these indicators shall have dual
scale calibrations from zero to 100% L.F.L. and from zero to 10% L.F.L.
At least two Tankscopes should be carried on each tanker.
For determining the oxygen content of enclosed spaces each vessel shall carry at least two
portable oxygen analysers with a scale reading from 0-21% oxygen by volume.
On every tanker a Multigas detector shall be carried (Draeger or equivalent). At least 10

tubes each shall be carried for measuring VCM Butadiene, Ammonia and Hydrogen
Sulphide. Where a particular cargo has to be tested for toxic or flammable gas other than
those mentioned above, the Master shall liaise with the Company to ensure timely receipt
of a suitable instrument and/or tubes.
Note: Hydrogen Sulphide tubes are supplied for the testing of bunker tank atmospheres as
there have been cases where bunker tanks have indicated dangerous levels of hydrogen
sulphide (H2S).
Additionally two personal gas detection meters and two personal oxygen meters should be
available on board for enclosed space entry. A Multi Gas personal detector measuring H2S,
CO, O2 and HC will be an ideal instrument for making enclosed space entry (For e.g.
Rekin Keiki GX-2001).
All personnel required to use gas detection equipment shall understand the operation
principles used by the detector. The manufacturer's instruction handbook must be available
for each unit.
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6. PROPERTIES AND HAZARDS OF LIQUEFIED GASES
6.1 DESCRIPTION
Liquefied Gases are mixtures of low-molecular weight hydrocarbons; transported as bulk

liquids on specialized constructed vessels referred to as Gas Carriers.
Liquefied Gases are divided into three main categories:
1. LPG or Liquefied Petroleum Gases;

2. LNG or Liquefied Natural Gas;
3. Liquefied Chemical Gases
6.2 COMPOSITION
6.2.1 LIQUEFIED PETROLEUM GASES (LPG)
LPG is generally defined as propane, butane and propane/ butane mixtures in the
liquid state. These are colourless, non-corrosive, non-toxic but highly flammable.
6.2.2 LIQUEFIED NATURAL GAS (LNG)
LNG is the product of liquefaction of a naturally occurring mixture of

hydrocarbons obtained in petroleum bearing regions. Its composition varies from
field to field, but generally contains 65% to 100% methane, 0% to 16% ethane,
any balance being propane, butane, pentane, nitrogen and carbon dioxide.
LNG is clean odourless liquid. LNG is non- corrosive. It does not react
chemically with common materials found on LNG ships. It does not react with
Air, Salt water and Fresh water.
6.2.3 Liquefied Chemical Gases
For the purpose of this manual, the chemical gases considered are those
transported in bulk on gas carriers which when liquefied possess similar physical
properties to LPG.
The most important of those products are anhydrous ammonia, ethylene,

butadiene and vinyl chloride monomer.
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6.3 PROPERTIES
Substances, which under ambient conditions are gaseous, are transported as liquid to
reduce the required container volume.
In case of methane, liquefaction of gas to LNG reduces the volume by a factor of 600.
Whereas in the case of LPG, liquefaction reduces the volume by a factor of roughly 250.
Liquefaction under atmospheric pressure requires temperature reduction to the liquid’s

boiling point.
When transported at low temperature, heat transfer from surroundings will cause some
liquid to vaporize. This vapour can either be condensed and returned to the tank or burnt as
fuel. Some substances can be transported at ambient temperatures under pressure, in which
case there will not be any boil off.
6.4 HAZARDS
The major hazards of liquefied gases derive from their flammability and their low
temperatures. Some chemical gases may also be toxic and corrosive. Most vapor clouds
are also heavier than air and so tend to remain at ground level.
6.4.1 FLAMMABILITY
In a liquefied gas fire only the vapour burns, not the liquid itself. Thus the major
danger is the ignition of the vapour cloud. The flammable vapour can ignite only
when mixed with air in certain proportions. Combustion cannot occur when there
is too little or too much vapour.
6.4.2 EXPLOSIVITY
In confined spaces an ignition of vapours or liquefied gases can develop into a

violent explosion. Even in unconfined spaces, it may be possible for the speed of
flame travel through a large vapour cloud to be at a rate sufficient to cause blast
damage in the vicinity.
6.4.3 FLAMELESS EXPLOSION
An explosion like event known as flameless explosion’ or ‘rapid phase transition

(RPT)’ may occur if very cold liquefied gas strikes water.
Generally this is not considered a major hazard, as energy release is limited and
the possibility of large volumes of liquefied gas reaching the necessary critical
conditions is remote.
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6.4.4 HEALTH HAZARDS
Health hazards include toxicity, asphyxia, anaesthesia and frost bite.
6.4.4.1 Toxicity
Some cargoes are toxic because their chemical properties can cause
temporary or permanent health damage with symptoms such as
irritation, tissue damage or impairment of faculties. Skin or skin-
wound contact or inhalation may cause this effect. In some cases the
effect is cumulative. Contact with cargo liquid or vapour should be
avoided. Protective clothing should be worn as necessary and
breathing apparatus worn if there is a danger of inhaling toxic vapour.
6.4.4.2 Asphyxia
Asphyxia occurs when the blood oxygen level is insufficient to

supply oxygen to the brain. The person affected may experience
headache, dizziness and inability to concentrate, followed by loss of
consciousness. If any vapour is present in sufficient concentration to
exclude oxygen, it may cause asphyxiation whether the vapour is
toxic or not.
Care should be taken to avoid asphyxiation by use of vapour and

oxygen detecting equipment and breathing apparatus as necessary.
6.4.4.3 Anaesthesia
Certain vapours can produce loss of consciousness because of their

effects upon the nervous system (anaesthesia). The unconscious
person may react to sensory stimuli, but can only be roused with great
difficulty.
Care should be taken to avoid breathing anaesthetic vapour by the use

of cargo vapour detection equipment and breathing apparatus as
necessary.
6.4.4.4 Frostbite
Direct contact with cold liquid or vapour, or uninsulated pipes and

equipment can cause cold burns, or ‘frostbite’ which may
permanently damage certain organs (e.g. lungs)
Protective clothing should be worn as necessary to avoid frostbite and

contact should be avoided with cold cargo liquid or vapour or
equipment.
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6.5 REACTIVITY
6.5.1 REACTION WITH WATER - HYDRATE FORMATION
Some hydrocarbon cargoes may combine with water under certain conditions to
produce a substance known as ‘hydrate’. Crystals of hydrates resembles crushed
ice or slush. The water for hydrate formation can come from purge vapours with
an incorrect dewpoint, water in the cargo system or water dissolved in the cargo.
Care should be taken to ensure that the dewpoint of any purge vapour used is
suitable for the cargo concerned, and that water is excluded from the cargo
system.
Hydrates can cause pumps to seize, and can also block pump inlets. Care should
be taken to ensure prevention of hydrate formation.
It is emphasized that nothing whatsoever should be added to any cargo without

the shipper’s permission. Antifreeze should not be used with cargoes as Ethylene
or Inhibited cargoes (VCM or Butadiene) as in case of inhibited cargoes the
antifreeze could affect the inhibitor. Vapour return during discharging should
generally be avoided. In case vapour return to ships tank is to be received, obtain
certificate of analysis from Shore for the vapour being returned to the ships tanks
and issue a letter of protest for possible cargo contamination
6.5.2 SELF REACTION
The most common form is polymerisation. In general, cargoes, which may self-
react, are inhibited before shipment and an inhibitor certificate is provided to the
ship. If an addition of inhibitors is necessary, such addition should be in
accordance with shipper’s instructions.
The inhibitor may not boil off with the cargo and it is possible for reliquefaction
systems to contain uninhibited cargo the system should be drained or purged with
inhibited cargo when shut down.
Many inhibitors are much more soluble in water than in the cargo, and care
should be taken to exclude water from the system; otherwise the concentration of
inhibitor in the cargo could be considerably reduced.
Similarly the inhibitor may be very soluble in antifreeze additives if these form a
separate phase and shipper’s instructions on use of antifreeze should be observed.
If the ship is anchored in still conditions the cargo should be circulated daily to
ensure a uniform concentration of inhibitor.
There are no inhibitors available for certain cargoes that can self react (e.g.
ethylene oxide) and these have to be carried under an inert gas blanket. Care
should be taken to ensure that a positive pressure of inert gas is maintained at all
times and that the oxygen concentration never exceeds 0.2% by volume.
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6.5.3 REACTION WITH OTHER CARGOES
Certain cargoes can react dangerously with one another and these should be
prevented from mixing, and effectively segregated. SIGTTO Chemical
compatibility chart should be consulted. Incase reaction will occur between two
chemicals or gases, double separation in stowage and transfer of cargo should be
provided which will include the segregation of venting system.
Data sheets for both cargoes should be consulted, to establish whether or not these
particular cargoes would react dangerously. Cargo should not be loaded till
sufficient information is available to establish the possibilities of reaction and
office should be informed.
6.5.4 REACTION WITH OTHER MATERIALS
Data Sheets give a list of materials, which should not be allowed to come into
contact with the cargo. Care should be taken to ensure that no incompatible
materials are used. (E.g. gaskets, seals. components of cargo equipment etc..)
Reaction can occur between cargo and purge vapours of poor quality (e.g. inert
gas with high CO2 content can cause carbarmate formation with ammonia).
Reaction can also occur between compressor lubricating oils and some cargoes,
which can cause blockage and damage.
6.6 CORROSIVITY
The cargo and inhibitors may be corrosive. Care should be taken to ensure that unsuitable
materials are not introduced into the cargo system. All precautions specific to the cargo
should be strictly observed.
Corrosive liquid can also attack human tissue and care should be taken to avoid contact.
Instructions about the use of protective clothing should be observed.
6.7 VAPOUR CHARACTERISTICS
A characteristic of liquefied gases is the large quantity of vapour readily produced by a

small volume of liquid. If possible, the venting of cargo vapour should be avoided. If
necessary, it should be done with care and in full knowledge of potential hazards. In most
areas the venting of flammable or toxic vapour is forbidden, and any such local regulation
should be observed.
No venting must be done during thunderstorms or lightning.
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6.8 LOW TEMPERATURE EFFECTS
Liquefied gas cargoes are often shipped at low temperatures and this can present a hazard
to personnel and to ship’s equipment or systems. It is very essential that temperature-
sensing equipment is well maintained and calibrated.
6.8.1 BRITTLE FRACTURE
Care should be taken to prevent cold cargo from coming into contact with normal
shipbuilding steels, the resultant rapid cooling would make the metal brittle and
would cause stress due to contraction. In this condition the metal would not be
able to withstand the combined static, dynamic and thermal stresses and it would
crack.
6.8.2 SPILLAGE
Care should be taken to prevent spillage of low temperature cargo because of the
hazard to personnel and the danger of brittle fracture. If spillage does occur, first
isolate the source and then disperse the spilt liquid. Breathing apparatus may
have to be used, because of the presence of vapour. If there is a danger of brittle
fracture, a water spray could be used both to vaporize the liquid and to keep the
steel warm.
If the spillage is contained in a drip tray, the contents should be covered or

protected to prevent accidental contact and allowed to evaporate unless the drip
tray is fitted with a drain when the liquid should be drained off. Liquefied gases
quickly reach equilibrium and visible boiling ceases; this quiescent liquid could
be mistaken for water and carelessness could be dangerous. Water should never
be sprayed onto the contents of a drip tray.
Suitable drip trays should always be used beneath manifold connections. Care
should be taken to ensure that unused manifold connections are isolated and
blanked (flange surface of the blanks should be cleaned and free of frost).
Accidents have occurred because cargo has escaped past incorrectly fitted blanks.
If liquefied gases spill on to the sea, large quantities of vapour will be generated
by the heating effect of the water. This vapour may create a fire or health hazard,
or both. Great care should be taken to ensure that such spillage does not occur,
especially when disconnecting cargo hoses.
6.8.3 COOLDOWN
Cargo systems are designed to withstand a certain service temperature. 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 the cooldown rate (Deg C / Hr) as per instructions in the ship-
specific gas-operating manual. As a thumb rule usually it is about 8 degrees
Celsius per hour.
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6.8.4 COLD SPOTS
The cargo containment insulation prevents adjacent ship steel from falling below
permitted levels. ‘Cold spots’ and icing on this steel indicates local breakdown of
the insulation regular checks should be made to see if such breakdowns have
occurred. If cold spots are found, the steel temperature should be maintained
using water either by direct hosing, or if this is ineffective, by filling the adjacent
water ballast space alternatively if a heating system is fitted this should be used in
preference.
6.8.5 ICE FORMATION
Low cargo temperatures can freeze water in the system. The effects of ice
formation are similar to those of hydrates and anti-freeze can be used to prevent
ice formation. General precautions given for hydrates apply. Control air piping
on deck should be protected from icing from surrounding cargo piping as any
moisture content in it will freeze and cause shut down.
6.8.6 ROLL OVER
If the cargo is stored for any length of time and the boil-off is removed to
maintain tank pressure, the evaporation will cause a slight increase in density and
reduction of temperature near the liquid surface, which will create a marginally
higher temperature and lower density at the tank bottom.
This unstable equilibrium will exist until some disturbance occurs, such as the
addition of new liquid. Spontaneous mixing will then take place with the violent
evolution of large quantities of vapour. It results in a rapid vapour generation and
significant rise in tank pressure.
This phenomenon is called ‘roll over’. It may happen on ships that have been in
still water for some time. Under such circumstances tank contents should be
circulated daily by cargo pumps to prevent roll over occurring.
Roll over can also occur if the same or compatible cargoes of different densities
are put into the same tank, for example:
• If tank pressure is maintained by boil-off reliquefaction, the condensate

return may be of slightly different temperature (and density) from the bulk
liquid.
• If condensate from two or more cargoes is returned to one tank. In such

circumstances, roll over may be prevented by returning condensate to the
top of the tank if it has higher density than the bulk cargo, and to the bottom
of the tank if its density is less.
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• Roll over may also occur when two part cargoes are loaded into the same
tank (e.g. propane and butane). In this case there will be a large boil-off due
to the temperature difference between the two, up to 3% of the total liquid
volume. For this reason, such a practice is considered unsafe unless a
thorough thermodynamic analysis of the process is carried out, and loading
done under strictly controlled conditions.
6.9 PRESSURE
It is very important that pressure sensors are well maintained and accurately calibrated. All
pressure sensors should be calibrated using a reference pressure gauge annually and record
maintained. Reference pressure gauge should be calibrated ashore annually by a competent
body and certified.
6.9.1 HIGH AND LOW PRESSURE EFFECTS
As pressures either above or below the design range can cause damage, it should
always be kept within the specific maximum and minimum values.
Cargo trapped in a closed system (e.g. between closed valves) can cause changes
in pressure. Cold liquid can heat up and cause the pressure to rise and warm
vapour (especially butane and butadiene) can condense and reduce pressure. Care
should be taken to ensure that cold liquid does not remain in a closed system and
the necessary precautions concerning cargo vapour should be taken.
6.9.2 PRESSURE SURGE
High surge pressures (shock pressures or ‘liquid hammers’) can be created if

valves are opened or shut too quickly, and the pressure surges may be high
enough to cause hose or pipeline failure. The closing rate of remotely controlled
valves should be checked periodically under actual operating conditions and
adjusted if necessary; as valves often have torque characteristics, which change
with change of temperature.
Automatic shut-off valves operated by level sensors may cause pressure surges;
these valves have been known to shut prematurely because of a fault or power
failure and it is important that the system is well maintained and properly
adjusted. Cargo tank filling valves should be tested weekly and a record of test
should be maintained.
The following precautions should be taken to avoid pressure surges during cargo
transfer:
1. During cargo operations, valves should be set to the positions required

before transfer begins. While cargo is being transferred, valves in the
liquid system should never be operated or shut suddenly. Manual valves
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that do not have to be used during normal operations may be lashed, but
should never be locked in case they have to be used in an emergency.
2. All liquid lines should be drained after use to prevent liquid being trapped
between valves in a deck line and becoming warm and in such cases the
valve should be opened very carefully to equalize the pressures slowly.
3. During loading, when flow is diverted from one tank to another, the valves
on the tank about to receive cargo should be fully opened before closing
the valves on the tank being isolated.
4. During discharge, cargo flow should be controlled by the pump’s

discharge valves or by the valves on the tank dome, to minimize pressure
effects.
For detailed guidance on pressure surges, refer to ISGOTT.
6.9.3 PRESSURIZED SYSTEMS
In pressurized systems, with the cargo at ambient temperature, there is normally

no external frosting to indicate the presence of liquid or vapour anywhere in the
system. Checks should be made for the presence of high-pressure vapour or liquid
by gauges and test cocks before opening valves etc.
It is possible for vapour trapped in a system to condense in cold weather, causing

a slight reduction in pressure. If the cargo is inhibited, the recondensed liquid will
be uninhibited and the precautions given for reactive cargoes should be observed.
6.9.4 RECIPROCATING MACHINERY
If vapour trapped in a reciprocating compressor condenses, it can dilute the

lubricating oil in the crankcase, which could cause bearing failure, over-heating or
possibly an explosion. The crankcase heating equipment should be used to reduce
the possibility of cargo condensing and should be operated before starting the
compressor. Liquid condensed in the compressor may also cause mechanical
damage.
6.9.5 CARGO OPERATIONS
Cargo operations such as cooldown, warm-up, loading and discharging may affect
pressures in hold or inter-barrier spaces; climatic changes and variation in
temperature can also affect pressures.
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Pressure in cargo tanks, holds or inter-barrier spaces should be closely monitored,

especially during cargo operations and the equipment provided should be used to
make necessary adjustments. Particular care is necessary with membrane or semi-
membrane systems, which are vulnerable to damage from vacuum or incorrect
differential pressures because of the thin barrier metals.
6.9.6 LIQUID GAS SAMPLES
Liquid gas samples should not be placed in containers that cannot withstand the
pressure created by the sample at the highest ambient temperature expected.
Sufficient space should be left in the container to ensure that it does not become
liquid full at the highest temperature anticipated.
6.9.7 SLOSHING
Cargoes may be carried safely within the range of filling levels specified for a
particular system. Guidance should be sought from the approved stability booklet
and Loading manual. Partial loading of cargo tanks may not be permitted due to
possibility of damage caused by significant acceleration loads.
6.9.8 PRESSURE RELIEF VALVES
Pressure relief valves depend on accurate setting of opening and closing pressures
for effective operation. Liquid on the outlet side of these valves can disturb the
set pressure and prevent pressure relief. Any collected liquid should be drained
off carefully and regularly.
6.9.9 HEAT EXCHANGERS
A pressure differential should be maintained on heat exchangers so that leakage

can only occur into the cargo side of the system, thus preventing cargo vapour
from entering an otherwise safe system. Any leakage should be drained off as
necessary.
6.10 SATURATED VAPOUR PRESSURE
Vapour in the space above a liquid is in constant motion. Molecules near the liquid surface
are constantly leaving to enter the vapour-phase and molecules in the vapour are returning
to the liquid-phase. The vapour space is said to be unsaturated if it can accept more vapour
from the liquid at its current temperature. A saturated vapour is a vapour in equilibrium
with its liquid at that temperature. In that condition, the vapour space cannot accept any
further ingress from the liquid without a continuous exchange of molecules taking place
between vapour and liquid.
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The pressure exerted by a saturated vapour at a particular temperature is called the

saturated vapour pressure of that substance at that temperature.
For further information, refer to SIGTTO Liquefied Gas Handling Principles.
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7. GENERAL PRECUATIONS
This chapter gives general precautions, which should be observed irrespective of the type
of cargo carried; precautions concerning particular cargoes are given in other chapters and
are additional to those given in this chapter.
(1) The Master and all those concerned should use the ICS data sheets and any other
relevant information to acquaint themselves with the characteristics of each cargo to
be loaded. If information necessary for safe carriage is not available, loading should
be refused loading should also be refused if a cargo is to be inhibited but no
certificate giving details of the inhibitor is made available. Special note should be
made of any contaminants that may be present in the cargo, e.g. water.
(2) Moorings should be properly tended so as to keep the vessel securely berthed as
excessive movement could cause damage to hoses or loading arms.
(3) Emergency towing off wires (Fire wires) should be properly rigged and ready for
immediate use at all times.
(4) Safe access should be provided to and away from the manifold area. Safety nets
should be used where appropriate.
(5) Means of access and all working areas should be well lit during darkness.
(6) No unauthorized persons should be allowed on board. Access should also be denied
to persons smoking, intoxicated or under the influence of drugs.
(7) Permanent notices should be conspicuously displayed indicating where smoking and
naked lights are prohibited and where ventilation is necessary before entering.
(8) Temporary Notices should be displayed near points of access to the ship stating :
• Unauthorised persons are not allowed to board;

• Visitors are required to show identification;
• Mobile phones and other electronic equipment must be switched off;
• Smoking and naked lights are prohibited;
• Lighters and matches are prohibited to be carried on board. (VIQ 5.23)
In addition, if the cargo presents a health hazard,
“HAZARDOUS LIQUEFIED GAS”
should be displayed.
(9) No craft should be allowed to come alongside during operations involving venting of
cargo vapour. Regulations against smoking and naked lights should be strictly
enforced on any craft permitted alongside and on shore if applicable.
(10) If there is little wind movement, vapour may persist on deck. Vapour may also
collect on the lee side of superstructures. In such situations, it may be necessary to
stop cargo operations, specially during grade change operations.
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(11) In cold weather, there is a risk of equipment freezing up. Particular attention should
be paid to relief valves and cooling water systems; heating systems should be used if
fitted. Water collected on the discharge side of the relief valves should be drained off.
Cooling water should be dosed with antifreeze, or drained as necessary. If a system is
drained, this action should be logged and the system refilled before subsequent use.
Water in fire main or spray systems should be circulated continuously or drained if
there is a risk of freezing. Motor room vent should be cleared of snow as it may lead
to depressurising of motor room and cause shut down of cargo operation.
Cold weather can cause cargo vapour trapped in rotating equipment (e.g. in a cargo
compressor) to condense, enter the crankcase and dilute the lubricating oil and cause
damage. Crankcase heaters should be used. Pneumatic valves and control systems
can be frozen up in cold weather if the control air supply is damp.
(12) Cargo vapour if required, should be vented to the atmosphere with extreme caution,
taking into account all regulations and weather conditions.
(13) All doors portholes and other openings in superstructures should be kept closed at all
times. Air conditioning intakes must be set to ensure that the atmospheric pressure
inside the accommodation is always greater than that of the external atmosphere. Air
conditioning systems must not be set to 100% recirculation as this will cause the
pressure of the internal atmosphere to fall to less than that of the external atmosphere
due to extraction fans operating in sanitary spaces and galleys. Externally located air
conditioning units, such as window or split air conditioning types, should not be
operated during cargo operations unless they are either located in safe areas or are
certified as safe for use in the presence of flammable vapours. Air lock doors should
be opened only when necessary because loss of pressure between the doors could
cause equipment to shut down.
(14) Boiler tubes, uptakes, exhaust manifolds and combustion equipment should be
maintained in a good condition as a precaution against funnel fires and sparks. If the
funnel emits sparks or the up take is on fire, cargo operations should be stopped. At
sea, the course should be altered soonest to prevent sparks falling on the tank deck.
Soot blowing should not be carried out in port. At sea this should be done only if soot
will be blown clear of the tank deck. [Inform the OOW before soot blowing].
(15) Oil spillage and leakage should be avoided in the engine room and compressor room
& Motor room and the floor plates should be kept clean. In no case should any oil or
fuel come in contact with hot surfaces. Flammable liquids for cleaning etc., should
be kept in closed, unbreakable and correctly labelled containers in a suitable
compartment when not in use and handled with all care.
(16) Care should be taken to ensure that cargo vapour does not enter the engine or boiler
room or electric motor room from any source. Diesel engines are liable to overspeed
and destroy themselves if flammable vapour is present in the air supply, even at
concentrations well below LFL.
(17) Galley personnel should be made aware of the potential dangers from galley fires and
all necessary safeguards should be taken. Oily rags and fat should not be allowed to
accumulate and the trunking of extractor fans should be kept clean.
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(18) Gas detectors are fitted at high and low levels, and relevant detectors should be used
for the cargo carried. Compressor room fans should be started at least ten minutes
before cargo operations begin and kept running throughout the operation and also if
cargo leakage is suspected. Ventilation and lighting systems should be maintained
carefully and design features should not be impaired in anyway. Care should be
taken to ensure that gas tight bulkhead gland seals and air lock doors function
correctly and are maintained properly.
(19) The ship should be at all times adequately stable and in good trim to allow for
departure at short notice in an emergency. The ship’s Loading and Stability Booklet
should be complied with. Hull stresses should be kept within permissible limits.
(20) While berthed, the ship should always be ready to move under her own power at short
notice. Immobilization should only be undertaken with prior written agreement of
the terminal and if necessary from the local port authority.
(21) All applicable pollution regulations should be complied with. Fire fighting appliances
should be in readiness, tested regularly and available for immediate use.
(22) Items such as mobile telephones and radio pagers should only be used in a safe area,
such as within the ship’s accommodation.
(23) All helicopter operations should be carried out as per the advice contained in ICS
Guide to Helicopter / Ship operations. Helicopter operations must not be permitted
over the tank deck unless all other operations have been suspended.
(24) Operational abnormalities in any of the ship’s system should be recorded and
informed to all concerned. Routine records for all systems and operations should be
maintained diligently.
They are to be switched off whilst outside the accommodation and on the tank deck.
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8. FIRE HAZARDS AND PRECAUTIONS

Cargo vapours in flammable concentrations should be expected in areas such as cargo
tanks, cargo machinery spaces and, at times, on deck. Sources of ignition are present in
spaces such as accommodation, galley and the engine room, and it is essential to prevent
cargo vapour entering these spaces.
8.1 SMOKING
Smoking should be permitted only under controlled conditions at times and in places
specified by the Master. In the designated smoking room, all ports should be kept closed
and doors into passageways should be kept closed except when in use. Only closed self-
extinguishing type ashtrays should be used. Matches and lighters should not be carried
about on deck. Smoking must be strictly prohibited on board any gas carrier while at a
berth except in designated smoking areas. During grade change operations smoking to be
completely prohibited in all parts of the vessel.
8.2 PORTABLE ELECTRICAL EQUIPMENT
Portable electrical equipment (self-contained or on extension cables) should not be used

inside cargo tanks, compressor room, motor rooms or adjacent spaces unless:
(1) The compartment over which, or within which, the equipment and/ or extension cable is to
be used is free of flammable vapour throughout the period during which the equipment is in
use.
(2) Adjacent compartments are also free of flammable vapour, or have been made safe by
inerting or completely filling with water.
(3) All connections with other compartments that are not free of flammable vapour are closed
and will remain so.
(4) The equipment circuit and extension cable is intrinsically safe.
(5) The equipment is connected within an approved explosion proof housing. Flexible cable
used should be of a type approved for extra hard usage has an earth conductor, and should
be permanently attached to the explosion proof housing in an approved manner.
(6) 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 be either earthed or the
hose should have a resistance low enough to allow static dissipation.
(7) Only approved safety torches or hand lamps should be used.
Portable domestic radios, electronic calculators, tape recorders, and other non-approved
battery powered equipment should not be used on the tank deck or wherever flammable
vapour may be encountered.(Repeated)
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(9) 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. When berthed, the ship may
come within a shore hazardous zone. The precautions relating to the use of electrical
equipment within that zone should then be observed on board the ship.
8.3 COMMUNICATION EQUIPMENT
When berthed the ship’s normal communication equipment should not be used unless
certified safe or the terminal has given specific approval. This applies to telephones,
loudhailers, searchlights, etc.
Main radio transmitters should not be used during cargo operations if the aerial is above
deck. This is not applicable to permanently and correctly installed VHF equipment.
When berthed, the ship’s main transmitting aerials are to be earthed. If required to operate
the ship’s radio in port for maintenance etc., the agreement of the terminal should be
sought. Work permits will have to be issued and to ensure safety; operations will have to
be carried out at low power using a dummy aerial load, or transmitting only when no cargo
operations are in progress. Globe E mail HF mail service should be in sleep mode at berth
and only satellite link for mail should be established.
The terminal should be consulted before radar scanners or satellite communication

terminals are used, because they may include non-approved equipment (e.g. drive motors),
although the radiation itself is not considered an ignition hazard.
8.4 HOT WORK, HAMMERING, CHIPPING AND POWER TOOLS
Hot work should only be carried out on board in accordance with ISGOTT and Company
guidelines. If for any reason, hot work is to be carried out outside the designated area in the
machinery space, The Master must obtain the Company's approval for the work, in
accordance with Company standing instructions.
Before any power tool is used and before hot work, hammering, chipping or sandblasting is
undertaken, the area to be treated should be examined carefully to ensure that the work can
be safely undertaken. The following points should be kept in mind:
(1) The area is free of flammable vapour (flammable gas concentration in the areas
should be zero, but never exceeding 1% LFL). !!
(2) There is no cargo impregnated scale or other material in the area likely to give off
vapour which is flammable, or harmful or both.
(3) There is no flammable liquid in adjacent spaces, which might catch fire by the
transmission of heat through the bulkhead or deck.
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(4) No flammable vapour can be introduced through common vent lines.
(5) All combustible material such as insulation should be removed or protected from
heat.
(6) No flammable vapour or liquid should be released while hot work is in progress.
(7) If carrying out work in an enclosed space, the oxygen content should be normal at
21%.
(8) Adequate fire extinguishing equipment is ready for immediate use.
(9) Approved hot work permit systems are being followed.
(10) Continuous atmosphere monitoring is carried out in the work area.
(11) The use of non-sparking tools is not recommended, as particles of steel or rust may
be embedded in the soft metal of such tools and make them capable of creating
sparks. However, some Terminals specifically demand that only these tools are
used.
(12) Aluminium equipment should not be dragged or rubbed across steel since it may
leave a smear. If a heavy smear of aluminium on rusty steel is struck, it is possible
to cause an incendiary spark.
8.5 SHIP-SHORE BONDING
Cargo hose strings and loading arms should be fitted with an insulating flange or a length
of non-conducting hose to ensure electrical discontinuity between ship and shore.
Insulating flanges or length of non-conducting hose, when installed should not be short-
circuited, for example, by direct contact with the jetty structure, hose handling equipment,
or metal gangways. Insulating flanges should be visually inspected periodically to ensure
that the insulation is clean and in good condition. Resistance across it should be measured
to confirm.
Cargo hoses with internal bonding between the end flanges should be checked for electrical
continuity before they are taken into service and at regular intervals thereafter.
While some national and local regulations still require mandatory connection of a bonding
cable, it should be noted that the IMO ‘Recommendations on the Safe Transport of
Dangerous Cargoes and Related Activities in Port Areas’ (1995) urge port authorities to
discourage the use of ship/shore bonding cables and to adopt the recommendation
concerning the use of an insulating flange or a single length of non-conducting hose.
Insulating flanges should be designed to avoid accidental short circuiting.
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If shore authorities require a bonding cable, the connection to the ship should be checked to
see that it is mechanically and electrically sound. Connection should not be made or
broken during cargo operations.
Switching off the ship’s cathodic protection system is not a substitute for an insulating
flange or a length of non-conducting hose. Ship’s systems may be switched off, if the
terminal has neither insulating flange nor a cathodic protecting system.
8.6 AUTO IGNITION
Immediate steps should be taken to remedy any leakage, which may result in the liquid
coming in contact with hot surfaces. Care should also be taken to avoid rags or other
materials soaked in oil or chemical from coming in contact with hot surfaces.
8.7 SPONTANEOUS COMBUSTION
Cotton waste and similar absorbent materials should not be stowed near oil, paints etc. nor
allowed to come in contact with cargo for instance, while taking it on board. They should
not be left lying on the jetty, on deck, on equipment, and on or around pipelines, due to the
danger of spontaneous combustion. These materials if they become damp, should be dried
before stowing or destroyed.
8.8 STATIC ELECTRICITY
The cargo system of a gas carrier is electrically bonded to the ship’s hull to prevent a
charge build up and it is essential that these bonding connections be maintained in an
efficient condition. Danger of ignition by static electricity is reduced if the system is
correctly bonded or if flammable mixtures are not formed.
Due to the risk of static electricity, neither steam nor CO2 should be injected into a tank,
compartment or pipe system, which contains a flammable mixture.
8.9 FIRE FIGHTING AND FIRE PROTECTION EQUIPMENT
Fire fighting appliances should be kept in good order, tested regularly and be available for
immediate use at all times.
Prior to cargo transfer, the ship’s fire fighting system should be made ready. Two fire
hoses should be uncoiled and kept forward and aft of the manifold ready for immediate use,
the fire main should be pressurized. The water spray system should be set to protect the
manifold and should be tested. Fixed DCP monitors should be made ready and, if remotely
activated, should be adjusted to protect the manifold before operations commence. A
portable DCP extinguisher should be placed conveniently for use near the manifold and
hoses from fixed dry powder stations should be uncoiled and kept ready for immediate use.
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Additional protective clothing should be kept near the Cargo Manifold in case of certain
hazardous cargoes (e.g. Ammonia, VCM)
Flame arrestors and screens, if fitted, should be maintained in good condition and replaced
if they become defective. Flame screen for specified cargoes (Propylene oxide, Isoprene) if
available should be regularly inspected.
If inert gas is used in the cargo system (e.g. tank holds or inter-barrier spaces) the gas in
each space should be checked regularly to ensure that the oxygen concentration is
maintained at the required level and that the pressure is above atmospheric.
Instrumentation and equipment used in the system should be maintained in good condition.
Inert gas for fire fighting purposes should not be used for cargo service.
Inerting will not prevent external fire if flammable liquid or vapour escapes due to leakage,
overflow, burst hose or collision damage. An inert gas/ cargo vapour mixture may become
flammable should it escape to atmosphere.
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9. CARGO OPERATIONS
9.1 INTRODUCTION
This chapter outlines the range of cargo operations normally carried out on LPG Carriers
and general safety precautions to be observed in connection with these operations.
Procedures outlined below should be considered as general, due to the considerable variety
in design of cargo containment and cargo handling systems. Specific instructions should
be prepared for each particular ship and individual operation, the ship-specific cargo
operation manual should be consulted.
9.2 COMMISSIONING THE CARGO SYSTEM
Before a ship is commissioned to carry liquefied gas, it is essential that all parts of the
cargo system are clean and dry.
Cargo tanks should be clean and inspected at all levels to ensure that any accumulations of
rust, water and possible loose objects have been removed. Manhole gaskets should be
checked for possible damage and covers properly tightened down.
Pipelines, valves and pumps are to be completely dried out and if necessary, treated with
antifreeze. The piping system should be thoroughly blown through with adequate
quantities of compressed air, making full use of the system’s drains. Special attention
should be paid to body cavities of valves and convolutions of expansion bellows.
The E.S.D. system should be made ready. The operation of all actuated valve cutouts on
compressors and pumps checked.
The final adjustment and testing of some control equipment in connection with cargo
refrigeration plant can only be carried out with cargo on board. Pipe supports should be
checked especially where expansion bellows are fitted.
9.3 GENERAL CYCLE OF CARGO OPERATIONS
The sequence of cargo handling operations for any LPG carrier, which comes directly from
the builder or dry-dock, is as follows:
(1) Drying - To remove moisture from cargo tanks and pipework in order to reduce the
dewpoint and minimize potential ice formation problems.
(2) Inerting - To reduce the oxygen content in the cargo system and so prevent a
flammable atmosphere in the subsequent gassing up operations.
(3) Purging (or gassing up) - To replace the inert gas in the cargo tanks, etc. with the
vapour of the cargo to be loaded.
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(4) Cooldown - To reduce the temperature of the cargo tank prior to loading in order to
minimize thermal stresses and excessive vaporization.
(5) Loading - which may involve cooling the product below delivered temperature.
(6) Cargo Conditioning at sea
(7) Discharge - which may involve heating refrigerated cargoes for discharge into
pressurized storage.
(8) Ballast passage - which may involve preparing the cargo tanks for a change of
cargo.
(9) Changing cargo - which may involve gas freeing, inerting and re-gassing up.
9.3.1 DRYING
Drying of the cargo handling system of any refrigerated ship is a necessary

procedure, which must be undertaken as part of the general commissioning and
preparation of any such vessel to carry liquefied gas. The amount of water vapour
in the empty air-filled cargo tanks may be very high depending on the ambient
conditions and this water and water vapour if not removed can cause problems of
icing and hydrate formation throughout the system.
Drying is most commonly carried out by means of an air drier. Fresh air from
atmosphere is taken through blower or compressor and then passed to a
refrigerated drier, normally cooled by R22. The air is cooled and therefore
saturated at a lower dewpoint. The dewpoint can be further reduced by down
stream silica gel drying. Thereafter, the air may be warmed back to ambient
temperature by means of an air heater and then sent to the cargo tank. This
process is continued for all tanks and the pipework system until the dewpoint of
the air is lower than the envisaged cargo carriage temperature. Drying operation is
very common during carriage of Ammonia.
Drying can also be accomplished simultaneously with the inerting operation either
using nitrogen from shore or alternatively with an inert gas generator on board
fitted with both refrigerated and silica gel drying facilities to achieve a dewpoint
of minus 50oC at atmospheric pressure.
9.3.2 INERTING
Inerting of the cargo tanks and pipework system is undertaken to ensure that a
non-flammable condition exists while gassing up with the vapour of the cargo to
be loaded. For this purpose, a reduction of oxygen concentration below 0.5% by
volume is generally adequate, although lower values are usually obtainable and
preferred. When oxygen levels as low as 0.1% are required to avoid chemical
reaction with incoming gassing-up vapour, it can only be provided by a nitrogen
inerting system.
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There are two procedures, which can be used for inerting cargo tanks:
displacement or dilution. Whichever method is used, it is important to monitor the
oxygen concentration in each tank from time to time and at as many locations as
possible using the vapour sampling connections provided.
Inert gas from a combustion type generator must never be used in preparation for
carrying ammonia because of the reaction of ammonia vapour with the CO2
content of such inert gas to form carbamates.
9.3.2.1 Inerting by Displacement
This relies on stratification in the cargo tank as a result of the

difference in vapour densities between the gas entering the tanks and
the gas already in the tank. The heavier gas is introduced beneath the
lighter gas, and at a low velocity to minimize turbulence. Perfect
stratification is very difficult to achieve and in general 11/4 to 4 times
the tank volume of inert gas is required to completely displace the
air, depending upon relative densities, tank and piping
configurations. Most hydrocarbons are heavier than inert gas,
whereas ammonia is lighter than air. Nitrogen and inert gas have
almost equal densities but nitrogen is heavier at low temperatures.
The amount of inert gas used is considerably lower than the other
methods, but the vapour has to be introduced at a controlled rate to
prevent turbulence. This method can be used for all types of tanks,
but is most efficient for those with the least internal structure.
9.3.2.2 Inerting by Dilution
In the dilution method the incoming gas mixes with the gas already
in the tank. The dilution method can be carried out in several
different ways.
Dilution by Repeated Pressurization
With type C pressure tanks, the dilution can be achieved by a process

of repeated pressurization of the tank with inert gas using a cargo
compressor and followed by release of the compressed contents to
atmosphere. Each repetition will bring the tank contents nearer and
nearer to the oxygen concentration level of the injected inert gas.
Quicker results will be achieved by more numerous repetitions each
at lower pressurization levels, than by few repetitions using higher
pressurization levels which the tank and compressor may be capable
of.
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Continuous Dilution
This is the only process available for type A tanks, which have a
very small pressure or vacuum capability. For a true dilution
process, it is necessary to introduce the inert gas at high speed
through the vapour connections and vent the diluted contents via the
bottom loading lines. Care should be taken to ensure continuous
good quality inert gas at the maximum output conditions of the inert
gas generator.
Where a number of tanks are to be inerted, it may be possible to

achieve a reduction in the total quantity of inert gas consumed and
time taken, by inerting two or more tanks in series. This provides a
ready way for inerting pipework and equipment at the same time.
9.3.3 PURGING (OR GASSING UP)
Nitrogen or CO2, the main constituents of inert gas cannot be condensed by ship’s
reliquefaction plant.
To avoid incondensable gases during reliquifying of Cargo, it may be desirable to

replace the atmosphere in the tanks by cargo vapour. This may become necessary
when the tanks are filled with inert gas or Nitrogen, or dry air when ammonia is to
be carried.
Purging the inert gas out of the cargo tanks with cargo vapour is necessary so that
the reliquefaction plant can operate continuously and efficiently. Basic principles
discussed previously for inerting apply equally to purging.
PURGING AT SEA USING LIQUID FROM DECK STORAGE TANKS
This is only applicable to the large fully refrigerated or semi-refrigerated vessels,

which are equipped with deck storage tanks.
Liquid or vapour as required can be taken into the cargo tanks to achieve the
necessary cargo concentration.
PURGING ALONGSIDE
The ‘gassing up’ operation may also be undertaken using cargo supplied from
ashore. This facility exists only at certain terminals and the majority of terminals
do not permit venting of hydrocarbon vapours alongside, as it presents a hazard.
If no facilities (vapour return etc.) are available for the ship to purge alongside, it
is common practice for the ship to prepare one cargo tank and to take sufficient
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liquid on board, so that the vessel can leave the berth, purge and cooldown the
remaining cargo tanks using this liquid and then return ready for loading.
9.3.4 COOLING DOWN
To prevent undue thermal stresses and excessive tank pressure during loading the
cargo system must be gradually cooled down. Cooldown consists of introducing
cargo liquid into a tank at a low and carefully controlled rate.
The rates at which cargo tanks can be cooled without creating undue thermal
stresses depend on the design of the containment system and are typically 10 8 oC
per hour. Reference should always be made to the ship-operating manual to
determine maximum allowable cooldown rates.
The procedure is for cargo liquid from shore or from deck storage tanks to be
gradually introduced into the tanks either through spray lines, if fitted, or via the
cargo loading lines. The vapour produced by the rapid evaporation of this liquid
can be sent ashore through a vapour return line or handled in the ship’s
reliquefaction plant. If vapour is being handled in the ship’s reliquefaction plant, a
closewatch should be kept on compressor discharge temperatures and the
incondensible gases vented from the top of the reliquefaction condenser as
required.
As the cargo containment system cools down, the thermal contraction of the tank
and drop in surrounding temperature together tend to cause a pressure drop in the
void spaces. Normally pressure control systems supplying air or inert gas will
maintain these pressures, but a watch should be kept on them as the cooldown
proceeds.
Cooldown should continue until liquid begins to form in the bottom of the cargo
tanks. This can be seen from the sensors. The actual temperature gradient depends
on the size of the cargo tanks, position of sprays etc.
Generally, problems encountered during cooldown operations result from

inadequate drying or from inadequate purging of inert gas. In the former case, ice
or hydrates may form and ice-up valves, pump shafts, etc. Methanol can be added
as antifreeze provided the intended cargo permits this. Deepwell pump shaft
should be regularly turned by hand to keep them free during the cooldown period.
Once the cargo tanks have been cooled down, cargo pipework and equipment not
already cooled can be cooled down.
Precautions must be taken on a semi-refrigerated ship, to avoid subjecting the

steel to lower temperatures, than those which the cargo tank has been designed
for. It is necessary always to maintain a pressure within the cargo tank at least
equal to the Saturated Vapour Pressure (S.V.P.) corresponding to the minimum
allowable steel temperature.
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Cargo planning:
A detailed cargo plan should be prepared prior arrival to the port. Company has
standard forms for cargo planning which involves ship / shore information
exchange, Emergency preparedness in port, cargo quantities, stability conditions
at different stages of operation and specific instructions by Chief officer for the
operation.
Cargo plan should cover the following at all stages of cargo operation:
• Quantity and grade of each parcel;
• Density, temperature and other relevant conditions, including the reference
temperature, which determines the filling limits;
• A plan of the distribution, quantities, innages, lines and pumps to be used;
• Transfer rates and maximum allowable pressures;
• Critical stages of the operation;
• Notice of rate change;
• Stability and stress information;
• Drafts and trims;
• Emergency stop procedures;
• Action to be taken in the event of a spill;
• Flammability and toxicity with references to cargo data sheets;
• Ballast operations;
• Protective equipment requirements;
• Hazards of the particular cargoes.
• And, as required, requirements for:
• Cargo pollution category;
• Cooling requirements including rates of cool-down;
• Use of the cargo heater or vapouriser;
• Heel requirements after discharge;
• Under keel clearance limitations;
9.3.5 LOADING
Before loading operations begin pre-operational ship / shore procedures must be

thoroughly discussed, appropriate information exchanged and relevant ship/ shore
safety checklist completed. Particular attention should be paid to the condition of
tank relief valves, remotely operated valves, reliquefaction plant, gas detection
systems, alarm and controls (e.g. high level and pressure alarms and shutdowns).
Cargo should not be loaded until all required information on cargo properties has
been obtained.
Cargo loading can be carried out using a vapour return line, the ship’s
reliquefaction plant or both. The cargo is led into the cargo tank via the filling
lines, which usually terminate close to the tank bottom. If the tank has been
cooled down, it is normal to bypass some of the incoming liquid through the tank
sprays, if fitted, to reduce the temperature gradient from the top to the bottom of
tanks, and to even out the rate of boil off.
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On fully pressurized or semi-refrigerated ships, the vapour pressure created

during loading can be reduced by spray loading, provided the cargo temperature
will give a saturation pressure which is safely below the relief valve set pressure.
The initial stages of loading are critical. Ship’s tank pressures must be regularly
observed and on no account should relief valves be allowed to lift. Loading rates
should be reduced and if necessary stopped when difficulties are experienced in
maintaining acceptable tank pressures. Reliquefaction plant should be in operation
before commencement of loading operation. Depending on the purging operation,
significant quantities of incondensible gas may be present and if no vapour return
is provided, these incondensables will have to be vented to the atmosphere via the
purge condenser where fitted or alternatively from the top of the cargo condenser.
Care must be taken when venting incondensables to minimize venting of cargo
vapours to the atmosphere.
A close watch should be kept on the vessel’s cargo tank pressures, temperatures,
liquid levels, inter-barrier space pressures, etc. throughout the loading operation.
If large quantities of vapour are being generated, the bubbles created will increase
the liquid volume. Accurate level monitoring then can be achieved by suspending
temporarily the vapour removal to allow the liquid level to stabilize.
Towards the end of the loading operations; the loading rate should be reduced to
an appropriate level as previously agreed with shore staff in order to accurately
‘top-off’ tanks (topping up and stopping levels of cargo tanks to be supervised
and checked by two officers ) On completion of loading, all cargo lines should be
drained back to the cargo tanks. Once liquid has been cleared and lines
depressurised, manifold valves should be closed and cargo hose disconnected
from the manifold flanges.
The relief valves of some vessels have dual settings to allow higher tank pressures
during the loading operation. If relief valve settings are to be changed, by
changing the pilot spring this can only be carried out with the prior permission of
the Master then it must be logged down in Deck Log Book and the current
settings prominently displayed. The relief valve pressure must not be set above
the MARVS and harbour setting must be reset to sea setting before the ship goes
to sea.
De-ballasting can take place simultaneously with loading subject to local

regulations. Stability and stresses are of primary importance during loading and
deballasting and procedures should be in accordance with correct tanker practices.
Membrane tanks have special loading conditions imposed for permitted liquid
levels in order to minimize sloshing.
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THE CHANGING OF THE SET PRESSURE SHOULD BE CARRIED OUT UNDER THE
SUPERVISION OF THE MASTER IN ACCORDANCE WITH PROCEDURES APPROVED BY
THE ADMINISTRATION AND SPECIFIED IN THE SHIP’S OPERATING MANUAL.
TERMINAL REQUIREMENTS MUST ALSO BE TAKEN INTO ACCOUNT WHEN SETTINGS
ARE CHANGED (VIQ 8.82)
9.3.5.1 FILLING LIMITS AND OVERFILL PROTECTION CARGO

TANK FILLING LIMITS:
THE PRESENT LEGAL SITUATION
No cargo tank should have a higher filling limit than 98% at the
reference temperature with some exceptions that are given in IGC
15.1.3.
Loading limit means the extent, expressed as a percentage of the

tank volume to which a cargo tank can be loaded. This is generally
ascertained by the following formula:
LL = FL (DR/DL)
Where
LL= loading limit expressed as a percent age which means the

maximum allowable liquid volume relative to the tank volume to
which the tank can be loaded.
FL= filling limit, this will generally be 98% unless there are
considerations as per IGC 15.1.3
DR= relative density of the cargo at the reference temperature.
DL= relative density of the cargo at the loading temperature and
pressure.
This is a familiar formula and curves generated on this formula are

usually supplied on board. However, the IMO has modified the
definition of reference temperature in its 1994 amendments to all the
three gas codes in paragraph 15.1.5. This change is applicable only
to type C tanks. This consideration does not apply to products that
require type 1G ships.
The administration may now allow type C tanks to be loaded

according with this amended formula provided the tank vent system
has been approved in accordance with IGC 8.2.18. In the revised
formula, "DR" is defined as:
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“Relative density of cargo at
Reference temperature means:

• The temperature corresponding to the vapour pressure of the
cargo at the set pressure of the pressure relief valves when no
cargo vapour pressure/temperature control is provided;
• The temperature of the cargo upon termination loading,
during transportation, or at unloading, whichever is the
greatest, when a cargo vapour pressure/temperature control is
provided. (VIQ 8.3/8.21)
IGC 8.2.18 requires that the owner demonstrate the adequacy of the
venting system to handle a two-phase flow.
CONSEQUENCE
Because of these amendments, ships which have a type C tank can now load a
much larger amount of cargo. Apart from commercial gains, this is actually
beneficial in a fire situation. SIGTTO and IACS have demonstrated that the upper
tank body can withstand a fire without rupturing for a longer duration under such
loading.
CERTIFICATION
In order to take advantage of this amendment the venting system of the cargo
system needs approval. Once approved, the administration will issue a permanent
certificate to that effect. The Master will retain on board the original certificate.
THE ISOTHERMAL METHOD
The isothermal method is probably the easiest way to determine the maximum
temperature expected en route. The intended track of the vessel should be laid on
routing charts, which are overlaid with surface and air temperature isothermals.
From this, the maximum temperature that can be expected en route can be read
off. The Master should also consult the relevant pilot books to confirm the
maximum temperature expected en route.
A full tank of cargo may never reach this maximum temperature. The tank has to
remain for some time in that environment to reach thermal equilibrium with the
surroundings.
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In the smaller pressurized ships, where this amendment is particularly relevant, a

full tank of cargo will warm-up typically by 1o to 2o C per day, provided the cargo
temperature is not very different from the ambient temperature. However the
Master will have to decide this on the basis of the accumulated experience on
board. The Master should note the tank conditions and the sea and air
temperatures in a booklet for every voyage to help him assess the expected
temperature rise in the tanks.
Many environmental factors like wind, cloud cover, state of sea also affect the
expected temperature rise. Such conditions can be recorded in the same booklet.
This is at best an approximate method as it is impossible to factor all the variables

in. In assessing the maximum temperature the cargo may reach en route the
master must follow prudent seamanship.
OVERFLOW CONTROL
All cargo tanks and pressure tanks of volume more than 200-m3 are fitted with a
high liquid level alarm giving an audible and visible alarm when activated.
Another sensor operating independently of this alarm should automatically
actuate a shutoff valve, which will avoid surge along the cargo piping and prevent
the tank from being overfilled. The latter is generally called the high-high alarm.
If the high level alarm is actuated by an independent sensor, then the high-high
alarm may be actuated by the level gauge, or vice versa. The IGC code does not
specify the actual settings of these alarms.
The following are recommended settings for these alarms:
95% for the high level alarm

98.5% for the high- high level alarm and shut off.
BYPASSING THE LEVEL ALARMS
It is not permitted to bypass the level alarms other than in extraordinary

circumstances. In any event, only the Master is allowed to bypass the high-high
level alarm. The Master must develop on board written instructions, for bypassing
the cargo system alarms, and in particular the level alarms. These instructions
must be posted near the position from where such overriding is possible.
9.3.6 CARGO CONDITIONING
The term cargo conditioning refers to the maintaining during sea passages:
- Cargo quantity without undue loss;

- Cargo tank pressure within design limits, and
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- Maintaining or altering cargo temperature as required.
This is achieved on LPG ships by reliquefying the boil-off and returning it to the
tanks.
Frequently, it is necessary to reduce the temperature of an LPG cargo on passage.

Depending on the cargo and reliquefaction plant capacity, it can often take several
days to cool the cargo by even 0.5oC.
Heavy weather sometimes presents problems in which there is a risk of slugs of

liquid being carried over to the compressor. For this reason, it is preferable not to
run compressors in very heavy weather, if it can be avoided. Condensables may
be vented off as necessary at such times to minimize compressor discharge
pressure and temperatures.
Full reliquefaction capacity should be run on each tank separately and condensate
return from the cargo condenser should be returned through a bottom connection
to ensure circulation of tank contents. After the cargo has been cooled, the
reliquefaction plant capacity can be reduced to a level sufficient to balance the
heat flow through the tank insulation.
If the reliquefaction plant is being run on more than one tank simultaneously, it is
essential to ensure that condensate returns are carefully controlled in order to
avoid overfilling.
Where butadiene cargoes are being carried, the compressor discharge must not
exceed 60oC. Similarly, in the case of VCM, compressor discharge temperatures
should be limited to 90oC to prevent polymerisation. Vapours of certain cargoes
(e.g. ethylene oxide, propylene oxide) cannot be compressed. Such cargoes can
be refrigerated by indirect cooling, and cargo compressors normally have to be
isolated or blanked off.
Throughout the loaded passage, regular checks should be made to ensure that
there are no defects in cargo equipment and no leaks anywhere. If two or more
cargoes are carried simultaneously, they should be kept separate throughout all
cargo operations and particular care is required with incompatible cargoes.
OPERATION OF RELIQUEFACTION PLANT
For general guidance on safe procedures for reliquefaction and boil-off control,
please refer to Chapter 16, section 16.9. Detailed instructions for the ship will
depend upon the particular system fitted and reference should always be made to
the ship-specific cargo operation gas manual.
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9.3.7 CARGO DISCHARGE
Prior to the vessel’s arrival at the reception terminal, cargo tank temperatures and
pressures should be at values appropriate to terminal requirements. Before the
discharge operation begins, pre-operational ship / shore information should be
exchanged and ship /shore safety checklist filled.
The method of discharging the cargo will depend on the type of ship, cargo
specifications and terminal storage facilities.
Three basic methods are used:
- Vapour pressure, with or without booster pumps.

- Centrifugal cargo pumps with or without a booster pump in series,
- Centrifugal cargo pumps through a cargo heater and a booster pump.
DISCHARGE BY VAPOUR PRESSURE
This is applicable where type - ‘C’ tanks are fitted and there are no cargo pumps.
The vapour pressure above the liquid is increased (by a vaporizer and compressor)
and the liquid transferred ashore by this increased pressure. When there are no
cargo pumps, there is generally a booster pump fitted.
DISCHARGE BY CENTRIFUGAL PUMPS WITH OR WITHOUT

BOOSTER PUMPS
Discharging by centrifugal cargo pumps either alone or in series with booster

pumps is the method most commonly adopted and a good understanding of
centrifugal pump characteristics is essential for efficient cargo discharge. The
discharge rate should not be reduced by throttling of valves at the cross over if the
shore cannot accept the discharge rate, as throttling in this manner heats up the
cargo. Cargo pump discharge may be throttled when used in conjunction with a
booster pump in order to reduce the outlet pressure from the booster pump.
Control of flow supply by throttling the main pump discharge may cause loss of
booster pump suction. Hence a judicious control of flow should be affected by
throttling the booster pump discharge or the main pump re-circulation or a
combination of both.
As liquid is being discharged from the tank, tank pressures will tend to fall. Boil-
off due to heat flow through the tank insulation takes place continuously and this
generates vapour within the tank, which may or may not be enough to maintain
cargo tank pressures at acceptable levels. Where vapours produced internally are
insufficient to balance the discharge rate, it is necessary to add vapour to the tank
either by a vapour return line or by a cargo vaporizer on board.
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DISCHARGE BY CENTRIFUGAL PUMPS VIA CARGO HEATER AND

BOOSTER PUMP
Where cargo is being transferred from a refrigerated ship into pressurized storage,
it will be necessary to warm the cargo on discharge, which means running the
cargo booster pump and cargo heater in series with the main cargo pump. This
operation will involve higher line and manifold pressures, thereby requiring extra
caution. The pumps usually have significantly different capacities and the total
flow may have to be regulated on the booster pump outlet to prevent this pump
from running dry. To operate the booster pump and heater, it is necessary to first
establish seawater flow through the heater. Thereafter the pump and heater may
be slowly cooled down prior to operation by carefully bleeding in liquid from the
main cargo pump discharge. Once cooled down, the discharge valve can be
opened until the desired outlet temperature is reached. Cargo heating always
entails a risk of freezing of heater circulating water. Seawater inlet and outlet
temperatures should be monitored. Seawater temperature from the heater outlet
must not be allowed to fall below the maker’s recommended limit. Sea water flow
switch and Low temperature cutout should be tested prior use of Heater.
GENERAL CONSIDERATIONS
In order to avoid cavitation or gassing up of cargo pumps, pressure at the pump

suction requires to exceed the S.V.P. of the liquid by an amount termed the NPSH
(Net Positive Suction Head). The onset of cavitation as the liquid level
approaches the bottom of the tank can be delayed by increasing the vapour space
pressure above the S.V.P. by supply of extra vapour from shore vapour return or
shipboard vaporizer. Such augmentation of vapour space pressure is usual
practice on fully pressurized and semi-pressurized ships and may also be used for
fully refrigerated cargoes particularly where maximum possible cargo out-turn is
required in preparation for subsequent gas freeing of the tank. Gradual reduction
of flow rate, when the tank comes to stripping level will reduce NPSH
requirement and permit continued discharge to a lower level. Deepwell or
submersible pumps should not be used for flow control if the pump is operating in
series with a booster pump, as there is a likelihood that the booster pump would
cavitate with possible damage.
Centrifugal pumps should always be started against a closed, or partially open,

discharge valve in order to minimize the starting load, thereafter the discharge
valve should be gradually opened until the pump load is within its safe design
parameters. As discharging is in progress, the liquid level in the cargo tanks
should be monitored and discharge / ballasting operation controlled for ship
stability / stress. Removal of liquid from cargo tanks may cause changes in inter-
barrier space pressures and these should be monitored throughout the discharge.
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On completion of cargo discharge liquid must be drained from all deck lines,
cargo hoses or hardarms, which can be done either from ship to shore using a
cargo compressor or from shore to ship, normally by blowing liquid into the
ship’s tank using nitrogen injected at the base of the hardarm. Only after
depressurising all deck lines should the hoses be disconnected.
BALLAST PASSAGE
On refrigerated ships, it is a normal practice to retain some product on board after

discharge (called heel). This is used to maintain the tanks at reduced temperature
during the ballast voyage.
CHANGING CARGO
Before changing cargoes or gas freeing, it is essential to remove all cargo liquid
remaining in the tanks, piping, reliquefaction plant or any other part of the cargo
system. Depending upon their design, the liquid can be removed from the cargo
tanks by pressurizing, normal stripping or with type ‘A’ tanks, heating the tanks
with warm gas from the compressor. Some ships are fitted with heating coils for
this purpose. When all liquid has been removed the tanks can be purged either
with inert gas from the ship’s supply or from shore, or by using the vapour of the
next cargo.
Ammonia is a special case since it is extremely difficult, if not impossible to

remove all traces of the product by purging alone. Furthermore, the ship’s own
inert gas may not be suitable because or the risk of carbamate formation. For
removal of all traces of ammonia, freshwater was resorted to earlier, but because
of precautions required to be taken and difficulty in removing the water / water
vapour from the system, it has been generally stopped.
A careful check must be made of the compatibility of successive cargoes and this
is particularly important if more than one cargo is carried simultaneously - when
special attention should be paid to the reliquefaction system.
*** Refer to appendixes 5 and 6 for more detailed description.
GAS FREEING, INERTING AND AERATION
Gas freeing, purging and aeration are essential preliminaries for the inspection of
tanks in service or for entering dry dock.
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9.3.8 LIQUID FREEING
Before commencement of gas freeing or purging, all liquid must be removed. For
type ‘C’ cargo tanks, a stripping line is often provided. By pressurizing the cargo
tanks using the cargo compressor, residual liquid can be removed through the
stripping line and collected into one tank for returning ashore where permissible
or into a deck tank provided for this purpose. This draining and stripping should
continue until all liquid is removed from the cargo tanks as checked through the
bottom sampling line. The pressure necessary in the tanks to remove residual
liquid will depend on the specific gravity of the cargo, and on the height of cargo
tank and dome.
For vessels with tanks other than type ‘C’, liquid freeing is not possible by
pressurization. Instead, hot gas vaporization must be carried out either using
puddle heating coils where fitted or by supplying hot gas to the bottom of the
cargo tanks directly. Vapour is taken from the tanks and passed through the
compressor, whereby the increased temperature evaporates the residual liquid.
Where puddle-heating coils are fitted, the liquid puddle evaporates and the vapour
in the coil condenses. Condensate can then be put ashore or into deck storage.
Where hot gas is introduced directly into the bottom of the tank, the liquid
puddles are boiled off and vapour is normally vented, when the ship is at sea or
condensed in the reliquefaction plant and put ashore, overboard or to deck
storage.
When all tanks have been satisfactorily liquid freed, all pipes, vessels, heat
exchangers etc. must be blown free of liquid and drained through drain valves
where appropriate.
Prior to the disposal of cargo liquid overside the following procedures shall be
complied with :
• Fire-fighting equipment to be checked and ready for immediate use
• Gas detection system to be checked and in full operation
• Fire pump running and the deck main pressurised
• Master informed and his agreement obtained
• Liquid is to be disposed off from the manifold area only
• The discharge hose must be clear of the water and the ship’s side protected
by a water curtain
• Consideration shall be given to the possibility of wind eddies carrying gas
up onto the after deck in way of the accommodation, and machinery space
intake.
• Experience indicates that liquid disposal at slow speed substantially
reduces the effect “eddies”.
• All other ships must be given a wide berth, and due consideration must be
given to possible dangerous gases being carried by the wind into the
vicinity of the other ships.
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• An Officer shall monitor the atmosphere around accommodation decks

using a combustible gas indicator. Should any gas reading be registered all
disposal operations must be stopped.
• Disposal of cargo over side is prohibited when :
• Electrical storms (lightning) are in the vicinity
• Whilst the ship is at anchor or in restricted waters
In cases of emergency should the Master consider that disposal of cargo liquid is
necessary while the ship is at an anchorage due considerations shall be given to
additional safety measures, such as operating bridge front sprays. Wind direction
and the proximity of any craft shall be considered. The Ship Manager shall be
informed.
9.3.9 PURGING
Once the cargo system has been satisfactorily liquid freed, purging can
commence. Purging involves replacement of the atmosphere within a tank by
another cargo vapour or by inert gas or nitrogen, which will depend upon the type
of cargo to be loaded and the specific requirement for presentation at the loading
terminal and subsequent discharge terminal in terms of permissible cargo
contamination levels.
Where tanks must be opened for internal inspection, purging with inert gas or
nitrogen is always necessary to reduce hydrocarbon concentrations within the tank
to the relatively low safe levels required before admitting fresh air. Carrying out
purging is identical to the primary inerting operation. Care must be exercised
when venting hydrocarbon or toxic vapour to atmosphere especially in still air
conditions.
In order to achieve maximum dryness after purging it is important (a) to ventilate

the tanks with air having a dewpoint lower than the tank temperature, and (b) to
ventilate the tanks and cargo system at the highest practicable temperature.
9.3.10 WARMING UP AND AERATION OF CARGO TANKS
When cargo tanks have to be provided with a fresh air atmosphere for inspection
or dry dock, it may be necessary to warm up the cargo tank by circulating hot gas
throughout the system before inerting takes place. If warming up to ambient
temperatures is not carried out, freezing of moisture and CO2 in the inert gas will
result, and also greater volumes of inert gas will be required at low temperatures.
Once the tanks have been warmed and hydrocarbon concentration reduced below
the flammable limit by addition of inert gas, the tanks can be ventilated with fresh
air by compressors or blowers, until the oxygen content in the tank is 21% all
over.
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9.3.11 SAMPLING
Sampling of cargo is routinely carried out by a terminal representative prior to

commencement of discharge. Sampling is carried out for two basic reasons:
(1) To establish safe conditions before cargo transfer.

(2) To establish that the cargo is within commercially agreed specification at
the various points of cargo transfer.
This could be a hazardous situation as the terminal representative or Surveyor will

not generally be familiar with the layout of the shipboard piping. Hence a
competent officer thoroughly familiar with the pipeline layout of the vessel must
always accompany the terminal representative.
It is generally accepted that sampling will always be associated with a certain

amount of disposal of vapour to the atmosphere for sample point purging and
cylinder ullaging. The following safeguards should be followed:
1. In all cases venting, purging or ullaging of sample containers must be

carried out in a safe area with due regard to prevailing wind and weather
conditions.
2. When the sample being taken might have an irritant hazard in addition to
flammable hazards, then means should be provided to absorb or disperse
the material in a safe area. For example in the case of ammonia, a hose
could be provided to carry the vapour to a water surface or spray area.
When the sample might have toxic rates for instance VCM or butadiene,
then means should be provided to avoid release of the material to the
atmosphere. In this case a closed loop system may be provided or obtained
by connecting the outlet valve of the sampling container to a vapour
sample connection point or vent system.
3. Certain cargoes are required to be carried under a nitrogen pad (propylene
oxide, ethylene oxide or mixtures of them); product samples are therefore
drawn only from the tank bottom or liquid space. The vapour space is
sampled to ensure adequate nitrogen content.
The other hazard associated with sampling is accidental loosening of the sampling
connection. This would not normally occur at the designated sampling points as
safeguards have been incorporated at the design stage. However, from time to
time, sampling is done from screwed down connections on the cargo piping. This
is done particularly from a partly empty tank. In order to guard against this the
flanged area of such connections should be temporarily secured with a length of
rubber gasket and seizing wire. Do not attempt to secure these by a tack weld.
The heat of the welding will definitely damage any Teflon seating in way of these
connections and destroy their gas tight integrity.
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A peculiar problem is associated with bottom sampling. This must always be done
from the designated sampling point. Do not try to draw a sample from the sump
drains. The content of the sump drain is never a representative sample of the
cargo. It contains traces of many previous cargoes and water. In order to obtain a
representative sample the entire length of the drain lines must be adequately
vented. This problem can easily be avoided by drawing the sample from the
designated sampling points. Cargoes have in the past been rejected because of
this.
9.4 DRYDOCKING AND REFIT PERIODS.
Before work begins, or in some yards before the vessel enters the yard, during dry-docking
or refit periods, all systems that contain flammable, toxic or inert gas should be gas freed.
9.4.1 CARGO TANKS AND HOLD OR INTER-BARRIER SPACE
A Gas free Certificate from port authorities is necessary before attempting entry into any
enclosed space.
Pockets of cargo vapour may have collected in inter-barrier spaces or insulation. Cargo
vapour trapped in insulation and inter-barrier spaces could be released gradually with
increased temperatures. Therefore, it is essential that adequate ventilation is provided and
that the atmosphere is monitored periodically. Insulation spaces should be kept as dry and
moisture free as possible to prevent deterioration of the insulation.
Special attention should be paid to membrane systems when work is undertaken.

Differential pressures should be maintained when ventilating inter-barrier spaces. If work
inside the tank is necessary, the membranes should be protected and a careful inspection
carried out after completion of the work to ensure that the membrane has not been damaged
or ruptured.
Before cargo tanks and other enclosed spaces are closed up, careful checks should be made
to ensure that all tools and equipment have been removed, all fixtures are secure,
contaminants such as rust or water have been removed, and if necessary, antifreeze added if
permissible. If should also be confirmed that valves, pumps and level gauges are free to
operate.
9.4.2 INSTRUMENTATION
All cargo system instrumentation should be checked for integrity. Instruments and their
control, sensing and sampling lines should be carefully protected from mechanical damage.
If necessary, pressure gauges, thermometers and other delicate equipment should be
removed and stored in a safe place during repair work.
Ship’s plans and specifications should be clearly amended to indicate any modification
made to systems and circuitry.
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9.4.3 MATERIAL AND PROCEDURES USED IN REPAIRS
All parts and materials used for repair or replacement anywhere in the cargo system should
be compatible with the cargoes to be carried and able to withstand the full range of
temperatures and pressures anticipated.
Welding within the cargo system should only be carried out using the appropriate special
procedures and by qualified personnel. If pressure testing of part of the system is to be
carried out, care should be taken to ensure that other parts are effectively isolated and due
considerations given to the safety of personnel in the vicinity.
9.4.4 HOTWORK
Hot work should not be permitted unless the immediate vicinity and adjacent compartments
are certificated gas free.
Adequate ventilation should always be provided and special care taken when hot work is
undertaken near combustible materials, which should be either removed or protected
against heat. Material such as polyurethane, polystyrene, etc. produce toxic and
asphyxiating vapour if they catch fire. Hot work should only be undertaken near such
material provided suitable fire fighting and escape apparatus is immediately available.
Emergency exits should be provided for any enclosed space in which hot work is being
carried out. The number of people allowed in restricted areas (e.g. cargo tanks, hold spaces,
inter-barrier spaces) should be limited so that at any time, it can be checked how many are
in the space.
All equipment that is to be opened up for repair or maintenance should be checked

internally for the presence of flammable, toxic or inert gas and should be purged if
necessary before proceeding with hot work.
9.4.5 RECOMMISSIONING
All equipment and systems should be thoroughly checked for integrity, cleanliness,
operation, calibration and freedom of movement (as appropriate) before re-commissioning
into cargo service.
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9.5 SUB-COOLING
9.5.1 GENERAL
Certain cargoes can cooldown inadvertently. This can happen in both refrigerated as well
as in pressurized carriage. In case of refrigerated carriage, this happens with butane and in
case of pressurized carriage this happens with propane. Both situations are considered
separately below.
9.5.2 SUB-COOLING OF BUTANE
This situation is typical to refrigerated carriage. Cold butane does not generate much
vapour. Sometimes at terminals located in hot climates, ethane chillers are used with
commercial butane to chill the cargo to -6oC. This can lead to a critical situation with the
pressure dropping to the low-pressure alarm levels when air might be drawn into the tanks.
In case this happens the following may be considered.
1. Inject inert gas into the tank to raise the tank pressure.
2. Inject propane vapour into the tank, if you have propane in any cargo tank.
3. On one occasion, the ship's crew filled the manifold crossover-line to half depth
with liquid butane by running the cargo pump for a moment. You can easily judge
the depth of liquid in the line, from the extent of frosting. They then used the flash-
off vapour from this line to supply vapour to the tank to pressurize the tank.
4. The best solution would be to load butane at -2oC or so instead of at -6oC and avoid
this problem altogether.
9.5.3 SUB-COOLING OF PROPANE
This problem is typically associated with pressurized ships. Once a cargo of butane is
discharged, the tank pressure is fairly low, about 1 bar or less. If the next cargo is propane,
and if propane liquid is directly put in the tank, this liquid will flash off. The latent heat of
evaporation will be supplied by the tank structure. This will lead to cooling down of the
tank below the minimum design temperature (typically 0o C).
1. The best way to tackle this problem would be to pressurize one tank with propane
vapour obtained by vaporizing the cargo in the cargo heater. Once the tank pressure
has built up to about 4 bar, direct liquid loading can now be started in this tank.
Vapour from this tank now can be used to pressurize the other cargo tanks. When
these tanks also come up to this pressure, direct liquid loading can be started.
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2. In cold climates with the seawater temperature around 6o C or less the above
method cannot be used. In this case, the only solution is to load the cargo very
slowly and stop loading altogether when the temperature starts to drop. The cargo in
the tank will now flash off and slowly raise the tank pressure. This process should
be continued until the tank pressure is in the region of about 4 bar. Now you can
begin to load at full rate into the cargo tank.
9.6 HANDLING LPG MIXTURES
9.6.1 GENERAL
Sometimes vessels are required to load a mixture of propane and butane. Usually the
shippers specify the percentage mix. Individual grades are then loaded separately in the
cargo tank, one after the other. The products are then mixed on board. Some of the larger
gas carriers discharge LPG mix, typically in an STS operation. Both scenarios will be
considered separately.
9.6.2 LOADING
The usual practice is for an independent surveyor to be appointed by the shipper to oversee
the loading. The surveyor will advise the chief officer as to the amount of each parcel to be
loaded to arrive at the specified percentage mix. Basis this, the chief officer will work out
the sounding at which one parcel will be shut out and load the other product. The surveyor
will advise the chief officer as to the final density of the mix. Using this, the chief officer
will be able to work out the final sounding to which the tank will be topped off. There is a
problem in this area. The mix will not attain this density homogeneously. This problem is
particularly acute in small, pressurized ships where the loading line terminates at the
bottom, without branching off in the form of a bottom line. However, in practice, this does
not give rise to any major problem. The error involved normally stays within the limits of
tolerance built into the specifications of the cargo.
9.6.3 PRECAUTIONS
The main problem with the mixtures is that, a large volume of gas may evolve when the
second product is mixed with the cargo. This would be associated with a sharp rise in tank
pressure. This problem is most acute when propane is mixed with butane, provided both
were supplied from a pressurized storage. The situation is reversed, in case the supply was
from refrigerated storage.
Mixing propane with butane will anyway increase the vapour pressure of the product. This
rise associated with the temporary rise may well cause the tank pressure to shoot up very
rapidly. Hence for semi refrigerated ships the reliquefaction plant should be run before the
mixing is started.
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9.6.4 MIXING
In general, the vessel will need to mix the cargo on-board. Re-circulating the cargo using
the cargo pumps does this. The following precautions apply:
1. Monitor the tank level in all the tanks while mixing the cargo. In case the level in
some other tank is increasing, stop the pump immediately. Check the line up and
valves. If the lining up is correct, obviously some valve is not holding. You may
generally find a problem with the non-return valves. Address this problem before
continuing with further mixing.
2. Re-circulation will warm up the cargo. Monitor the tank parameters including the
volume expansion of the cargo. On semi-refrigerated ships, if possible the
reliquefaction plant should now be used. On some ships, this may not be possible
due to the configuration of the cargo lines. If you note a sharp rise in tank pressure,
stop the mixing and address the pressure rise before attempting mixing again.
9.6.5 DISCHARGING
Larger gas carriers that discharge propane and butane separately into smaller barges or
shuttle vessels typically carry out these operations. In this case usually, refrigerated cargo is
discharged into pressurized tanks. Usual mix ratio of propane and butane is 30:70 in
summer. In winter, this ratio could be 40:60 or even 50:50. The shipper would advise the
vessel as to their normal requirement. In this connection, follow the following precautions:
1. Discharge butane first and propane after that. This is to prevent a high tank pressure
during topping off in the shuttle vessel.
2. On nearing the completion of propane discharge, the tank pressure in the shuttle
vessel is very high. Reducing the propane temperature to below zero can reduce
this.
3. Because of the high tank pressure in the shuttle vessels on completion of cargo, you
must stop the booster and cargo pump and close the manifold valve simultaneously.
Otherwise, cargo from the shuttle vessel may flow back from the shuttle vessel to
the larger vessel. This will raise the safety relief valve on the inlet end of the
booster pump. Consequently, cargo vapour will be released to the atmosphere.
4. At times the larger vessel may be required to odorize the cargo. In this connection,
refer to chapter 13.
5. There may be a considerable difference in cargo figures if propane and butane are
not loaded in the correct proportion. Most of the shuttle vessels engaged in such
operations have two tanks. Sometimes they may take more of one grade in one tank
than in the other. This changes the required proportion leading to the difference in
figures.
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9.6.6 CARGO CALCULATIONS
The COSTALD equation is the acknowledged way of obtaining the density of a mixture of
LPG liquids. Refer to the following SIGTTO publications for a detailed description of this
method.
A review of LPG cargo quantity calculations.
Quantity calculations, LPG and Chemical Gases.
In actual practice, this is not always the case. More often than not, the density of the mix is
worked out using weighted averages. This is wrong in principle. X-litres of one liquid
when added to Y-litres of another will not produce a solution of (X+Y) litres. Such mixing
is always accompanied by shrinkage in volume. In other words, the volume of the mix will
always be less than (X+Y) litres. Get the density of the mix in writing from the appointed
surveyor for calculating the cargo.
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10. CARGO EQUIPMENT
10.1 GENERAL
Equipment on gas carriers is precision made and should be operated in accordance with
maker’s instructions. It should not be operated outside its specified limits.
10.2 OPERATIONAL PRECAUTIONS
10.2.1 MAINTENANCE
Any defect can impair operation and present a hazard to personnel, equipment or the ship.
Equipment should be carefully maintained and the following precautions observed:
1. Personnel who are familiar with the equipment should undertake maintenance and
maker’s instructions should be followed.
2. Equipment, which has been exposed to cargo liquid or vapour internally, should be
drained, depressurised and purged thoroughly before dismantling.
3. All sensing and control piping should be leak proof, especially if the ship operates
under vacuum.
4. All instruments used to calibrate equipment should be accurate, the composition

and concentration of any gas samples used for calibrations should be accurate.
Calibration should be recorded on or near the equipment.
5. All maintenance work should be recorded. A log of equipment readings should be

kept.
6. Suspected leaks from piping and equipment should be investigated using safe
means, such as portable detectors or soapy water.
7. AS PER VIQ 8.122 Each hose should be stencilled or otherwise marked with its
specified maximum working pressure and, if used in other than the ambient
temperature services, its maximum or minimum service temperature, or both. The
specified maximum working pressure should be not less than 10 bar gauge (For
hoses delivered after 1st July 2002).
Each hose should also be marked with the test date and be individually numbered
for identification.
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10.2.2 ACTION IN THE EVENT OF DEFECT
1. A suitable entry should be made in the Log and personnel concerned informed.
2. The defect should be rectified as soon as possible.
3. The back up or the duplicate system should be activated; this may involve manual
operation.
4. All sensing and control piping to the defective equipment should be isolated to
prevent leakage or malfunction of other equipment.
5. Care is necessary when testing circuits with high voltage test equipment; low
voltage circuits may be permanently damaged and sparks may be created.
6. If any alarm malfunctions, immediate investigation is necessary and appropriate

action should be taken.
10.3 PLANT AND EQUIPMENT PRECAUTIONS
Equipment should be operated in accordance with the instructions for the particular ship,
maker’s instructions and the cargo properties.
10.4 PUMPS
1. Before starting, check (manually if possible) that the pump is free to turn and dose
with antifreeze if necessary. If the pump is submersible, check electrical resistance.
2. Start-up in accordance with instructions, pay special attention to pump priming, and
discharge valve settings.
3. After starting, valves should be opened slowly, flash gas vented, cavitation avoided
and discharge pressure maintained above manifold pressure by throttling to avoid
running dry.
4. While stripping tanks, discharge valves should be throttled to maintain suction and
improve drainage. Maker’s instructions should be followed.
5. During maintenance, particular care should be taken to keep filters clean and to the
condition of seal bearings and pressurizing circuits.
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10.4.1 DEEP WELL PUMPS
These are single stage or multi-stage centrifugal pumps with deck mounted motors driving
impellers near the tank bottom. The motor may be electric or hydraulic. The impeller
casing is supported by the discharge tube, which is flange connected to the tank dome. The
drive shaft runs inside the discharge tube and is lubricated by the cargo.
Particular attention is drawn to the following points:
1. Pumps should not be allowed to cavitate.

2. Flameproof electric motors are generally only drip proof and waterproof covers
should be fitted when not in use.
3. Thrust bearings are susceptible to indentation (or ‘brinelling’) when stopped and
subject to shipboard vibration because of the heavy weight they have to support.
When not in use the pump shaft should be turned at frequent intervals to vary the
bearing surfaces.
4. After overhauling of pumps, care should be taken to ensure that sufficient clearance
has been left between the bell mouth and the tank bottom to enable adequate cargo
flow and to prevent mechanical interference when cooled down.
5. Shaft intermediate bearings are lubricated by the cargo and passages in the bearing
housing should be kept clear.
6. Liquid seals at the upper end of the pump discharge should be kept in good
condition to prevent cargo leakage and leakage of the pressurizing liquid into the
cargo.
7. Local start / stop switches should be properly maintained.
8. If required, an antifreeze should be injected to prevent freezing of any water
collected in bearings, shaft sleeves, impeller’s etc., as freezing could cause pumps
to seize, with consequent damage to motors.
10.4.2 FIXED SUBMERGED PUMPS
These are fixed vertical combined pump and electrical motor assemblies mounted on
seating in the bottom of the tank. Power is supplied through stainless steel sheathed cables,
which terminate in a junction box at the tank dome. Motors are normally fitted with low
liquid level shut down devices to prevent them running dry.
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Particular attention should be paid to the following points:
1. Cables should be checked for insulation resistance before the pump is started.
2. Heaters should be used when tanks are gas freed to prevent condensation.
3. When re-assembling pumps, the discharge piping should be prevented from
imposing stresses on the pump.
4. Since bearings are lubricated by cargo, lubricating passages should be kept clear.
Filters should be cleaned regularly.
5. Cable connections at the pump should be assembled using new compression
washers and pressure or vacuum tested.
6. Stainless steel sheathing should be checked for cracks and chafing, sharp bends and
kinks should be avoided.
7. Before the tank is closed, the pump should be turned by hand to ensure freedom of
rotation.
8. Local start / stop switches should be properly maintained.
9. Antifreeze should be injected to prevent freezing of any water, if necessary, to
avoid causing damage to pumps / motors.
10. N2 blowthrough of the cargo pumps before cargo discharge and after cargo loading.
10.4.3 SUBMERGED PUMPS CAPABLE OF BEING REMOVED
These are identical to the fixed submerged pumps but are located within a tube, which acts
as a support and discharge pipe and is provided with a foot valve so the pump can be
removed while the tank still contains cargo. When the liquid and vapour contents of the
tube are purged with inert gas, the pump can be raised slightly to close the foot valve. The
pump can then be removed in stages.
Precautions given for submerged cargo pumps should be observed. Additionally,

manufacturer’s instructions for installation and removal should be closely followed.
10.4.4 DECK MOUNTED PUMPS
These are normally horizontally mounted motor driven centrifugal pumps. They are
generally used as maintenance pumps, booster pumps, heater supply pumps, deck storage,
tank, supply pumps etc.
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Particular attention should be paid to the following points:
1. Precautions mentioned for deepwell pumps should be observed.

2. Pumps should be primed and the cargo tank sufficiently pressurized to provide an
adequate liquid suction head.
3. Seals and gas tight bulkhead seals (if fitted) should be carefully maintained.
4. Motor/pump alignment should be correct to prevent coupling damage. All
clearances and tolerances specified by the maker should be observed.
10.4.5 HOLD OR INTER-BARRIER SPACE PUMPS
These may by submerged pumps (in which case the precautions given for them should be
observed) or they might be ejectors working on the venturi principle.
Motor driven pumps should be checked frequently for freedom of rotation as condensation
might collect in bearings, unless the atmosphere in the space is kept dry.
10.5 VAPOUR PUMPS AND COMPRESSORS
There are different types of compressors, which might be encountered like conventional
reciprocation compressors, conventional oil free compressor, stirring cycle compressor,
centrifugal compressor, Rootes-type compressors and screw compressors. Only general
precautions required will be mentioned, for more details, maker’s instructions and
maintenance manual should be consulted.
General precautions require:
1. Before starting, check that no liquid has condensed in the machine, heating systems
are operating as required, filters are clean and cut outs set to correct values.
2. After starting; open suction valves slowly to prevent liquid carry over. The
lubricating oil should be clean and oil separators working properly. Check for signs
of leakage especially on the discharge side and pressures should be monitored
carefully.
3. If changing cargoes, it may be necessary to change the grade of lubricating oil (e.g.
after ammonia, butadiene or VCM cargoes). Even pistons might have to be
changed for certain cargoes.
4. Gas tight bulkhead seals should be kept in good condition.
5. During maintenance, particular attention should be paid to cutouts, bulkhead glands,
and crankcase seals, suction filters, relief valves and associated piping.
6. Careful routine maintenance should be carried out on automatic loading devices.
Pressure and temperature switches should be checked and calibrated as a routine.
7. Cooling systems should be inhibited to prevent corrosion or freezing.
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8. All electrical installations and equipment should be properly maintained; electrical

resistance of motors should be checked regularly.
9. Compressor crankcases should be isolated, when pressure testing pipelines, unless
they can withstand the test pressure.
10. Damage may be caused by surges (in centrifugal compressors). Automatic surge
controls should be kept in working order and calibrated after maintenance according
to manufacturer’s instructions.
11. Equipment should be operated within design limits and according to maker’s
instructions.
10.6 HEAT EXCHANGERS
Heat exchangers may be fitted for any of the following purposes:
• as vaporizers (for cargo or nitrogen liquid to vapour),

• as heaters (for liquid or vapour),
• as condensers (for cargo or refrigerant gas),
• as driers (for inert gas, cargo vapour, compressed air),
• as inter-coolers (in refrigeration plants),
• as coolers (for water, lubricating oil).
Attention should be paid to the following:
1. Hot and cold phase flow should be established in the correct sequence. Seawater
heated cargo vaporizers or cargo heaters can be blocked and damaged if excess
cargo flow freezes the water.
2. The non-hazardous medium should be kept at a higher pressure than the cargo
phase, or cargo could leak into an otherwise safe system.
3. Pressure testing and checks for leaks should be carried out regularly.
4. Instrumentation and associated equipment should be correctly functioning.
5. The cooling system should be kept clear, as fouling could cause loss of efficiency
and cause a hazard due to overheating.
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10.7 RELIEF DEVICES
10.7.1 GENERAL
The following devices may be fitted to allow the escape of liquid or vapour:
• bursting discs
• deadweight relief valves
• spring loaded relief valves
• pilot operated relief valves.
10.7.2 COMMON PRECAUTIONS
1. Both sides of any relief devices should be kept free of obstruction and water, oil,
polymers, etc., should not be allowed to collect. Even a small head of water can
easily alter the set point of pressure valves. Means of drainage are usually provided
which should be kept clear and used frequently.
2. If valves have more than one setting, changes should be made under the supervision
of the Master and in accordance with specified procedures. Changes should be
recorded in the logbook and an appropriate sign posted at the valve and in the CCR,
stating the set pressure.
3. Relief valves should never be used as control valves by temporarily altering the set
point.
4. If the valve can be operated manually, operating personnel should be familiar with
the operation and operating gear should be kept clean, lubricated and free from
paint or rust.
5. Routine checks should be made of set points, blow down characteristics and
tightness of sealing.
10.7.3 SPRING LOADED AND PILOT OPERATED RELIEF VALVES
The following precautions should be taken:
1. Care should be taken to prevent damage to needle valves, thin spindles and other
delicate components on re-assembly.
2. Small bore pipes, passages and sensing connections should be clear and
unobstructed.
3. All setting devices should be securely locked in position to prevent alteration by
vibration, shock or tampering.
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10.7.4 DEADWEIGHT RELIEF VALVES
These only operate at an accurate set pressure when upright and are usually used as a back
up to spring loaded or pilot operated relief valves.
10.7.5 BURSTING DISCS
The following precautions should be observed:
1. Discs should be inspected frequently for deterioration, corrosion etc., which may
affect the set point.
2. Gaskets should be fitted on both sides of the disc, but should not reduce the
effective diameter.
3. If a disc fractures,
• The cause should be investigated.
• The replacement disc should be checked for correct set pressure and
compatibility specification, and should be fitted correctly.
4. SIGTTO guidelines on maintenance of pressure relief valves should be consulted
and maintenance scheduled accordingly.
10.8 VALVES
All valves in the cargo system should be treated as precision equipment and should be
inspected and maintained to ensure safe and efficient operation. It is important to keep
valves tight and functioning properly.
1. Lines should be set correctly before commencement of cargo operations. Portable

handles should be kept readily available near all manual valves for use in an
emergency.
2. Control valves should be checked frequently for correct operation over their entire
range. Good quality calibration equipment should be used to simulate pressure/
temperature signals.
3. Actuating systems, whether remote or local should be free to operate.
4. Pneumatic signal lines to actuators should be leak tight and the air supply should be
dry and oil free.
5. Leaks from joints, glands etc., should be repaired as soon as possible; leakage can
be suppressed temporarily using a wet bandage.
6. When valves are removed for maintenance, the flanges should be blanked, or joined
with a spool piece. All concerned personnel should be informed and the necessary
entry made in the cargo log.
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7. Material used in maintenance should be suitable for the cargo.

8. Ball and gate valve body cavities are normally provided with some means of
pressure relief when used with cargoes below minus 50oC, as at these temperatures
the PTFE seats become rigid and cannot flex to relieve pressure. In Case of Ball
Valve generally a hole is drilled between the cavity and one side of the valve, or a
pressure valve relieving to the appropriate side is fitted. This arrangement should
be kept clear and in good working order.
9. Before the valve is replaced, it should be thoroughly dried out to prevent ice or
hydrate formation.
10.9 FILTERS AND STRAINERS
Filters should be kept working correctly to protect plant and equipment from
contamination. Gradual blockage will affect performance and operating conditions, and
may damage the equipment.
Attention should be paid to the following:
1. Filters should be fitted the right way. If they are fitted the wrong way, the filter can
collapse and block the line.
2. If differential pressure gauging equipment across a filter is provided, it should be
monitored and properly maintained.
3. Inspection of filters should be carried out regularly and the system should not be
operated without a filter / strainer.
10.10 EXPANSION BELLOWS
Bellows may be used to accommodate thermal contraction and expansion in various

applications such as pipelines, heat exchangers, bulkhead seals, valve spindle seals and
automatic controls.
When used properly, bellows are very durable, but easily damaged though and for this
reason expansion loops and offsets may be used instead.
If bellows are fitted, the following precautions should be observed:
1. Bellows should never be subjected to unnecessary shocks and efforts should be

made to protect the bellows from internal and external damage.
2. Bellows should be drained of water or dosed with antifreeze, if permissible, before
low temperature service.
3. Internal and external inspection of bellows should be carried out regularly for
cracks, corrosion, cleanliness etc.
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4. When bellows are stored, they should be properly protected against over-extension,
compression, misalignment and mechanical damage.
10.11 FLAME SCREENS
If fitted, they should be cleaned frequently and inspected regularly, and they should never
be painted. Flame screens should not be confused with ordinary Protection screens. As per
IGC code Cargo tank outlets should be provided with readily renewable and effective flame
screens or safety heads of an approved type when carrying a cargo referenced in column ‘i’
of Chapter 19 - (Diethyl ether, Ethylene oxide-Propylene oxide mixtures with an E-o
content of not more than 30%, Isoprene, Isopropylamine, Monoethylamine, Pentanes,
Pentene, Propylene oxide, Vinyl ethyl ether and Vinylidene chloride).
Due attention should be paid in the design of flame screens and vent heads to the
possibility of the blockage of these devices by the freezing of cargo vapour or by icing up
in adverse weather conditions. Ordinary protection screens should be fitted after the
removal of flame screens.
10.12 VENT STACKS
Discharges from relief valves and purge systems are carried to atmosphere through vent
masts, the outlets of which are designed to promote vapour dispersal and reduce the risk of
1. Vent systems should be kept clear, water should be drained off regularly from the
stack and relief valves. Drains should be kept closed when not in use.
2. Cargo liquid should never be vented through vent masts as this would over
pressurize the system and cause rupture.
10.13 HOSES
The cargo hose is the weakest link in the cargo transfer system and should be treated with
great care. The following precautions should be taken:
1. Hoses should be certified for the cargo service pressure and temperature required.
2. Material from which the hose is constructed should be compatible with the cargo.
3. Hoses should be well supported to prevent excessive movement, chafing or
crushing.
4. Hoses should not be subjected to pressure surges.
5. Hoses to be inspected prior each use. Regular inspection of hoses should be carried
out for damage and they should be replaced if there is any evidence of internal /
external deterioration or sign of leakage.
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6. Hoses to be pressure tested annually to the designed working pressure. Routine

pressure testing should be carried out and recorded.
7. Ends of hoses stored on the open deck should be sealed to prevent ingress of water.
10.14 PIPELINE SUPPORTS
1. Excessively corroded components should be replaced.

2. All supports should be correctly assembled and securing devices locked.
3. If relative movement is to be provided, all moving surfaces should be clean and, if
necessary, lubricated.
4. All supports should be in position and properly assembled before cargo operations
begin.
10.15 TANK INSULATION
1. All insulation should be protected against deterioration or mechanical damage, as

damaged insulation would increase cargo boil-off.
2. Insulation boundaries should be adequately vapour / water sealed to prevent
corrosion of the material beneath it.
3. Insulation can be damaged or dissolved by cargo, antifreeze etc., compatibility
should be checked and contact avoided.
4. Insulation materials are easily damaged by high temperatures and should not be
subjected to them.
5. During maintenance, care should be taken to exclude moisture, which may be
absorbed by the insulation and could reduce its effectiveness.
6. Insulation materials should be regarded as flammable and protected against flames,
sparks etc. The material may also be toxic and cause allergy and personnel working
with it may require protection.
10.16 BONDING CONNECTIONS
1. All bonding connections should make good electrical contact. Surfaces in contact
should be free from paint, oil, salt or rust, and be tightly bolted or clipped.
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2. The bond itself should be in good condition and not corroded. Solid strip
connections should be used which are more durable than wires. Bonds should not
be painted over.
3. Ship-shore bonding wires should always be connected before the hoses and not
disconnected until after the hoses have been disconnected.
4. If insulating flanges are used, there should be no bonding across them; this can be
done inadvertently by metal connection between ship and shore (e.g. wires,
gangways, and ladders).
10.17 INERT GAS SYSTEMS
The maintenance hazard associated with inert gas is asphyxiation of personnel due to lack
of oxygen. Inert gas plant is often situated in the Engine room and great care should be
taken to ensure that cargo vapour does not flow back down inert gas lines. Any temporary
connection between the inert gas plant and the cargo system should be disconnected and
tightly blanked after use.
1. Inert gas equipment may not be required very often but should be tested frequently
to prevent deterioration, so that faults can be identified and rectified before the plant
is required to be used.
2. Before starting up, the plant should be in good condition, non return valves should
seat properly, fuel supply adjustment should be correct, dryers should be free from
clogging and fans should be functioning correctly.
3. The scrubber water supply should be started before combustion begins.
4. Combustion conditions should be adjusted until the gas produced is of good quality.
The quality of the gas produced should be monitored while the plant is in use.
10.18 SCRUBBERS
These are used to dissolve out unwanted contaminants from a mixture. The scrubbing
liquid used is seawater and the most common application is the removal of sulphur dioxide
and solid combustible products in the production of inert gas.
1. Water should be flowing before the gas flow is started to prevent overheating or
damage to internal anti-corrosion coatings.
2. Water flow should be controlled within design limits.
3. Internal components should be inspected regularly for corrosion and security of
fitting.
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4. There should be no fouling of components in the flow path, as this will cause a
high-pressure drop across the unit.
10.19 BOOSTER PUMPS
10.19.1 GENERAL
Booster pumps are centrifugal type pumps. They are used to increase the flow
rate against shore backpressure. They are used generally in series with the main
cargo pumps. The main cargo pump provides liquid to the inlet of the booster.
In some old ships, the cargo would be supplied to the inlet of the booster by
pressurizing the tanks with cargo vapour. In fact, this was standard operating
practice. However, nowadays it is unusual to find such systems as the primary
cargo discharging system. This practice may still be used as an emergency
backup to the main discharging system.
The following safeties are usually incorporated in the booster pump:
1. Pump sealing failure.

2. Winding temperature.
3. Under-current protection.
4. Low-pressure differential across the pump.
5. Two phase running overload.
10.19.2 MOUNTING
Booster pumps can be vertically or horizontally mounted. They can be located

on the cargo deck or in the compressor room. They are driven by electric
motors.
For pumps located on deck the motor will be of “intrinsically safe type”. For
such mounting ensure that a weatherproof covering additionally protects the
motor when not in use.
For pumps located in the compressor room the motor would be located in the
electric motor room. The connecting shaft penetrates the bulkhead. There would
be seals to keep the bulkhead gas tight. These seals must be inspected and kept
in good working order. For oil seals lookout for any leakage. Remember if the
oil can get out then the gas can get in.
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10.19.3 SUPPLY
The booster pump must never be starved of cargo. It is not enough to

maintain the recommended pressure at the pump inlet. You must consider the
designed capacity of the booster pump and the cargo pump feeding the booster.
The capacity of the feeder pump must be significantly larger than the capacity
of the booster pump.
If the throughput of the cargo pump is only marginally more than that of the
booster, then at least two cargo pumps must be used to feed the booster.
The booster pumps should be stopped before starting stripping of the tanks.
When not in use, turn the booster pumps by hand as a daily routine.
10.19.4 REFRIGERATED CARGOES
Booster pumps that are designed to handle refrigerated cargoes are made of
cryogenic material. It is important to ensure that such pumps are not subjected
to sudden thermal stresses. On starting the cargo, the booster pumps should be
cooled down before starting them. To do this, cargo should be allowed to flow
through the booster pump without starting the pump. The pump will be started
only when the pump and the pipeline have cooled down.
In case refrigerated cargo is to be discharged to pressurized storage, the cargo

pumps are run in series with boosters and the cargo heater.
Following are the purposes for which the booster pump and heater combination
is used:
1. To discharge to pressurized storage from a refrigerated storage.

Warm discharge with booster pump and cargo heater.
Cold discharge with booster pump with the heater bypassed.
2. The cargo heater can also be used as a vaporizer during:

Gassing up
Discharging
To handle low pressure in cargo tanks due to sub-cooled cargo.
The following precautions must be taken to protect the cargo heater:
1. In case of very low temperatures at the outlet of the heater, do not hesitate
to activate the ESD.
2. In case of prolonged inactivity of the cargo heaters, rinse the seawater side
of the heater with fresh water.
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Ch:LPG 10 Date:1/8/05 Revision:2 Prep: PKG/RS Appr: AVG Page 15 of 16
3. When two or more booster pumps are running in parallel, procedures must
be in place to protect reverse turning of the booster due to accidental
stopping of that pump.
10.19.5 SHIP T0 SHIP TRANSFER
In case of STS operations, in particular while discharging propane to fully

pressurized shuttle vessels, the tank pressures in these shuttle vessels can be
very high (about 10 to 15 kg/cm2). There is a definite possibility of a backflow,
of the tank vapour of the shuttle vessel, into the tanks of own vessel.
This high pressure may lift the suction side safety valve of the booster pump,
which are typically set at 10 kg/cm2.
To avoid this, stop the cargo pump, the booster pump and shut the manifold
valve simultaneously.
10.20 EMERGENCY SHUTDOWN SYSTEM - ESDS
All liquefied gas carriers are provided with an emergency shut down system such that, by
the operation of a push button or the opening of a control valve, cargo valves will close,
pumping equipment will shut down and the control is such as to minimize the risk of any
pressure surge
The instrumentation, control process and power actuators necessary to fulfil these functions
are therefore of paramount importance and any maintenance is only to be undertaken by
competent personnel.
Automatic shut down systems require particular attention. They are normally designed to
shut the tank loading valves if the liquid level rises above the pre-set and there is a danger
of the tank being overfilled. Care should be taken to ensure that the activation point is
accurately set and if possible the operation of the device is regularly tested.
The precise timing and rate of closure of the cargo valves must be known, reliable and
reproducible in order that shore personnel may be advised of the closing times and in
liaison with the ship’s officers, agree an acceptable cargo transfer rate.
The system must be closed down within 30 seconds from activation and to reduce possible
pressure surge, the last 20% of valve closure must take at least 6 seconds.
All tests and closure times are to be recorded.
Following any maintenance to the ESD system and prior to each cargo transfer
operation the system is to be tested.
When the ship is fitted with an ESDS extension pennant, this must be provided to the shore
during every cargo transfer operation.
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On ships where the ship and shore emergency shut down system may be directly linked; the
system must be in place and tested prior to commencement of any cargo transfer operation.
The control system is provided with fusible elements designed to melt at temperatures
between 98 deg C and 104 deg C, which will cause the emergency shutdown, valves to
close in the event of fire. Locations for such fusible elements include the tank domes and
loading stations. Emergency shutdown valves should be of fail- closed (closed on loss of
power) type and be capable of local manual closing operation.
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ANGLO-EASTERN GROUP
11. INSTRUMENTATION
11.1 LIQUID LEVEL GAUGES
Level gauges are important because gas carrier cargo systems are closed and levels cannot
be sounded. They may be linked to high level alarms to give warning of the tank being
overfilled, and shutdown systems to prevent overfilling the cargo tanks. The accuracy
required of a gas carrier level gauge is higher than those of other tankers because of the
value of the cargo. Hence gauges are generally sophisticated and require careful
maintenance.
11.1.1 FLOAT GAUGES
These consist of a float, which can rise vertically, floating on the liquid. A tape
attaches it to an indicating device, which can be connected to a remote read out.
Particular attention is drawn to the following:
(1) Floats should be brought up to the stowage position manually when at

sea; otherwise if the float is left ‘down’ at sea it will most certainly be
damaged.
(2) Local and remote readings should be compared frequently to determine
discrepancies. Corrections should be applied for float correction,
expansion or contraction of tape and ship’s trim and heel.
(3) Free vertical movement should be ensured for the tape. All parts on the
float gauge should be securely locked in position, especially the tape-to-
float and tape-to-reel attachments.
(4) Manufacturer’s instructions should be complied with when assembling/
disassembling float gauges.
11.1.2 DIFFERENTIAL PRESSURE GAUGES
These are non-mechanical instruments, which work on the pressure difference

between liquid and vapour within the tank.
Particular attention should be paid to the following:
(1) If tank contents are flammable or toxic, the signal lines are normally
purged continually with inert gas; the flow rate should be adjusted to
prevent false readings or leakage of cargo vapour into the safe areas.
(2) Manometer type displays are liquid filled and rely on liquid density to
ensure accurate reading. The liquid should be compatible with the cargo
concerned. Generally a pad of inert fluid (e.g. silicone) is used to
separate incompatible liquids and vapours (e.g. mercury and ammonia).
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(3) When more than one tank is monitored by a single instrument, the
switching valve should be kept functional to prevent cross-connection
and false readings.
(4) Small bore sensing pipes should be checked frequently. If blocked,
erroneous readings will be indicated.
11.1.3 SLIP TUBE AND FIXED TUBE GAUGES
The tube penetrates the tank and has a valve at the top. When the valve is
opened, a restricted amount of cargo is emitted. If the open end of the tube is in
the vapour phase, vapour comes from the valve and if it is in the liquid phase, a
fine spray is emitted. Generally, a fixed-tube is fitted which indicates that the
liquid has reached a certain level. If it is a calibrated pipe, which can be raised
or lowered vertically through a gland to determine the liquid level, this pipe is
called a slip tube. These are easy to use and require minimum of maintenance.
Due to the escape of cargo when taking readings, slip tubes are not allowed on
vessel’s carrying toxic cargoes. Many European ports do not allow the use of
Slip tubes and other means of gauging system should be used.
(1) The spray from the valve should be directed away from personnel and
protective clothing should be worn.
(2) The slip tube gland should not be slackened excessively, otherwise the
tank pressure may cause the slip tube to be pressed up with great force.
(3) Sources of ignition should be avoided in the area.
(4) Gas expansion through the valve can cause freezing and it may be
necessary to use an anti-freeze to prevent this or to free the valve.
(5) The valves should be protected from damage and care taken to avoid the
orifice being blocked by paint, salt, rust, etc.
(6) Pressure in the tank may cause a slip-tube to be pressed up with great
force. Personnel should not stand directly in the path of the tube. Use a
stopper to prevent the tube from being pressed out completely.
(7) If you are using slip tubes for gauging, then stow and lock the tube after
taking the ullage. Do not keep the valve of the tube open permanently to
monitor ullage continuously.
DO NOT USE SLIP TUBES FOR GAUGING AS FAR AS POSSIBLE. USE

SLIP TUBES IF AND ONLY IF NO OTHER MEANS OF GAUGING IS
AVAILABLE.
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11.1.4 NITROGEN BUBBLE GAUGES
This type of gauge measures the pressure necessary to displace the liquid from a
small bore sensing pipe mounted in the tank. The level of the liquid in the
sensing pipe is the same as the level of the liquid in the tank. Nitrogen is
introduced into the pipe at a pressure just sufficient to displace the liquid, which
is indicated by nitrogen bubbles escaping. The necessary pressure depends on
the cargo density and the liquid level. If the cargo density is known, the liquid
level can be worked out directly’ if not, then it is possible to calculate the cargo
density if two gauges are fitted, one at the bottom of the tank and one at a
known height above it - the density can be worked out by the difference in
pressures. Readouts are either of a manometer type or dial-type.
(1) Flow rate in the system should be low to avoid backpressure, which
would give inaccurate readings.
(2) All joints should be checked regularly as leaks in the sensing pipes will
cause inaccuracy.
11.1.5 CAPACITANCE PROBES
This type of gauge employs a fixed electronic sensor electrically insulated from
the tank, which detects the change in capacitance between vapour and liquid.
Readout is usually by means of a digital or a lamp display. Capacitance probes
have no moving parts and are very simple.
The following care should be taken:
1. Probes should be kept clean, as dirt, rust, etc., will cause inaccurate
readings.
2. Water should be kept out of the probe and the electrical circuits, as water
has a very high electric constant and the slightest trace will cause
inaccuracy.
11.1.6 ULTRASONIC GAUGES
These work on the same principle as an echo sounder. Particular care is

necessary with the delicate transmitters and receivers, and with the calibration
of this type of gauge.
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11.1.7 RADIOACTIVE GAUGES
A radioactive source is placed on one side of the tank and a detector on the
other, and the absorption of the radiation by the tank contents is measured.
Difference in absorption between liquid and vapour phases allows the liquid
level to be measured.
RADAR LEVEL GAUGES
The radar gauge transmits microwaves towards the surface of the liquid. The
microwave signal has a continuously varying frequency around 10 GHz. When
the signal has travelled down the to the liquid surface and back to the antenna, it
is mixed with the signal that is being transmitted at that moment. The frequency
of the transmitted signal has changed slightly during the time it takes for the
echo signal to travel down to the surface and back again. When mixing the
transmitted and the received signal the result is a signal with low frequency
proportional to the distance to the surface. This signal provides a measured
value with high accuracy. The method is called FMCW-method (Frequency
Modulated Continuous Wave).
11.2 LEVEL ALARMS AND AUTOMATIC SHUT DOWN SYSTEMS.
Floats operating a switch device activate these, or capacitance probes, ultrasonic or radio
active sources, or pump motor currents or temperature sensitive devices.
The set point may be affected by the cargo properties (e.g. density, dielectric constant etc.)
and if necessary adjustments should be made in accordance with manufacturer’s
instructions.
Particular care should be taken to ensure that the activation point is accurately set and the
operation of the device is checked by simulation regularly.
If the ship and shore shutdown circuits can be linked, their operation should be checked
before cargo transfer begins, otherwise the terminal should be informed of the closing rate
of the ship’s valves.
Cargo monitoring instruments and control safety devices can be overridden by a key and a
written procedure detailing how and by whom the system may be overridden should be
posted close to the keys.
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11.3 PRESSURE INDICATING DEVICES
Pressure gauges are fitted at various points in and around the gas carrier’s cargo system in
accordance with the requirements of the IGC Code. Pressure gauges can be linked to
shutdown or alarm systems. It is important to ensure that gauges are working correctly and
that pressure in the system is kept within design limits.
16.3.1. MANOMETERS
The manometer is a very simple and reliable instrument. However, the

following precautions should be taken:
(1) Liquid should be compatible with the vapour with which it is in contact,
if not, a different liquid or an inert pad should be used.
(2) The liquid should have a suitable density to provide accurate readings.
(3) The liquid and vapour should be compatible with the material of the
tube.
(4) The liquid should be free from trapped vapour otherwise readings will
be inaccurate.
(5) The system should not be used unless the inert gas flow is within
designed limits.
16.3.2. BOURDON TUBES
(1) The gauge should not be used beyond 75% of its maximum reading, if
the pressure is continuous, or 60% if it is fluctuating.
(2) Compressed air or inert gas supplies to pressure transmitters should be
clean, dry and oil free. Bourdon tubes may be damaged by excessive
pressure pulsation, which can be eliminated by use of a flow restrictor.
(3) Before a new gauge is fitted, the materials of construction should be
checked for compatibility with the cargo.
16.3.3. COMMON PRECAUTIONS
(1) The construction material should be compatible with the cargo.

(2) No pressure gauge should be subjected to violent pressure changes.
(3) All instruments should be calibrated regularly with accurate and certified
test equipment.
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ANGLO-EASTERN GROUP
(4) If the cargo can form polymers (e.g. butadiene) sensor leads should be
arranged to drain back into the system or tank to prevent polymer
formation and subsequent blockage. Lines and sensor chambers should
be flushed.
(5) Sensor lines disconnected during maintenance should be temporarily
blanked.
11.4 TEMPERATURE MONITORS
Temperature sensors are fitted in accordance with the IGC code so that the temperatures of
both the cargo and the structure around the cargo system can be monitored. It is very
important to be able to monitor temperatures in the cargo system during cool down and
warm-up operations to ensure unsafe thermal stresses are avoided. There are different
types of thermometers, Liquid-vapour thermometers, Liquid filled thermometers, Bi-
metallic thermometers, Thermo-couples and Resistance thermometers.
The following common precautions should be taken:
(1) Thermometers used should be suitable for the complete range of temperatures
expected.
(2) The sensor should make good thermal contact with the material whose temperature
is to be measured.
(3) Thermometers, especially those with capillary tubes, are easily damaged, and they
should be handled with care and protected from mechanical damage.
(4) When a thermometer is removed, care should be taken to prevent the removal of its
pocket, also care should be taken when fitting the thermometer back.
(5) Electrical connections to the sensor should be clean, tight and correct.
(6) On multi-point recording and alarm or shutdown circuits, it is essential to check that
inputs are connected to the correct destinations.
11.5 PRESSURE AND TEMPERATURE SWITCHES
These are fitted to activate alarms or to operate shutdown equipment. Various types may be
encountered and each has to be operated and maintained according to manufacturer’s
instructions. However, the following general precautions should be observed:
(1) The device should be correctly calibrated over its full range using accurate test
instruments.
(2) If the set point of the device is fixed, it should be locked to prevent disturbance
from vibration or tampering.
(3) No changes should be made to the set points, if adjustable, unless full implications
are understood and these adjustments, if done, should be carried out under the
direction of a responsible person and proper records maintained.
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ANGLO-EASTERN GROUP
(4) Shut-off cocks, when fitted, should be open during normal operation.
11.6 VAPOUR DETECTION EQUIPMENT
Vapour detection equipment is required by IGC Codes for the following reasons:
(1) Detection of cargo vapour in air, inert gas or vapour of another cargo.
(2) Concentrations of gas in or near the flammable range.
(3) Concentrations of oxygen in inert gas, cargo vapour or enclosed spaces.
This equipment can be fixed or portable. There are several types like infrared detectors,
thermal conductivity meters, combustible gas detectors, tankscopes, chemical absorption
indicators and oxygen indicators. All personnel should fully understand the purpose and
limitations of vapour detection equipment, whether fixed or portable.
The following common precautions should be taken:
(1) The maker’s handbook should be consulted before use or calibration.

(2) Zero setting should be checked regularly and reset if necessary before the
instrument is calibrated. Pure nitrogen should be used if possible, when carrying out
zero settings.
(3) The instrument should be calibrated frequently throughout its operating range.
Concentration and composition of the span gas should be accurately known.
Recalibration should be logged on or near the instrument. Supplies of span gas
should be replenished as necessary.
(4) When oxygen detectors are calibrated, it is essential to use clean and
uncontaminated air.
(5) Tubes or liquids for equipment using chemical absorption or reaction principles
have a limited shelf life and they should be replaced before it is exceeded.
(6) All sample lines should be clean, unobstructed, leak tight and connected to the
correct points.
(7) If upper and lower sample points are provided, the correct one should be used for
the relative density of the cargo carried and care should be taken to change sample
points when changing cargoes, if this is necessary.
(8) Due precautions should be taken when using portable detectors while taking
readings.
(9) Portable sensing equipment should not be used in flammable atmospheres, unless it
is intrinsically safe.
(10) Pumps, filters, flame screens and other components should be well maintained to
ensure accurate readings.
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(11) Catalytic filament elements should not be exposed to water or oil vapour.
(12) Remote and local readouts should be checked to ensure accuracy.
(13) Calibration of most fixed instruments depends on flow rate and fluctuations can
cause inaccuracy flow should be kept steady and flows from each point should be
balanced.
(14) Battery voltage of portable instruments should be checked frequently to ensure
accurate readings.
11.7 EQUIPMENT ALARM AND SHUTDOWN CIRCUITS
The safe operation of plant and systems depends on the correct operation of these circuits.
Design and purpose of these circuits vary widely, but they are normally electric or
electronic, though some may be hydraulic.
(1) Test facilities, if provided, should be used before cargo operations.

(2) Wiring inside and outside should be checked for chafing, condensation, insulation
deterioration, bad connections etc.
(3) The accuracy of all inputs to alarm circuits should be checked.
(4) When an alarm is activated, the reason should be investigated and necessary
remedial action taken.
11.8 FLAME FAILURE DEVICES
These are fitted to the combustion control systems of inert gas generators and dual fuel
boilers. Following precautions should be taken:
(1) Sensitivity is normally adjustable and should be checked by simulation.

(2) The instrument should be correctly directed at the flame and sight ports kept clean.
(3) Photoelectric cells should be replaced as per maker’s recommendation as they have
a limited life.
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11.9 RELIQUEFACTION PLANT OPERATIONS
Reference should always be made to the ship-specific Gas Manual. Before reliquefaction
operations begin, the following general precautions should be taken:
(1) Compressor oil levels should be correct and the oil should be suitable for the cargo
carried.
(2) Lines and valves should be correctly set. Compressor discharge valves should
always be open before starting. However, it is normal to open compressor suction,
lubricating oil separator and compressor hot gas bypass valves after starting.
(3) Crankcase heating system to be activated when necessary.
(4) Full sea water supply to appropriate condensers to be established.
(5) Glycol plant is running.
(6) Variable capacity compressors are set to manual operation at minimum capacity.
16.9.1 CARGO RELIQUEFACTION PLANT OPERATIONS
Before starting and when running the reliquefaction plant, the following precautions should
be taken:
(1) Cargo compressor discharge valves are open, and crankcase heaters activated.
(2) Compressor should be cranked manually
(3) The suction side liquid separator checked and drained of any liquid. The suction
valve is opened slowly after starting the compressor. If ‘compressor hammer’ is
heard the machine should be stopped.
(4) Crankcase oil levels and pressures are within manufacturer’s limits.
(5) Suction and discharge pressures are correct
(6) While operating the plant, conditions should be checked frequently to ensure that
the designed efficiency levels are met.
(7) If condensate is being returned to more than one tank simultaneously; it should be
ensured tanks are not overfilled.
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16.9.2 R22 SYSTEM OPERATION
The cascade system uses a refrigerant such as R22 to condense cargo vapours. The single-
stage compression of cargo vapour is identical to the single-stage direct cycle, but the cargo
condenser is cooled using R22 instead of sea water. The cargo, in condensing, evaporates
the liquid R22 and the R22 vapours are then taken through a conventional R22 closed
refrigeration cycle condensing against sea water – hence the term cascade. The cascade
cycle is used for fully refrigerated cargoes and plan capacities are not so affected by sea
water temperature changes as are other reliquefaction cycles.
If R22 cascade type system is used, the R22 cycle should be started first. The following
precautions should be taken:
(1) R22 liquid separator is not flooded.

(2) Compressor should be cranked manually
(3) R22 compressor discharge valve is open
(4) Machine should be started and suction valve opened slowly. If ‘compressor
hammer’ is heard, the machine should be stopped.
(5) R22 compressor oil level and crankcase pressures are kept within the
manufacturer’s limits.
(6) R22 system should be put on automatic control after normal conditions have been
established.
(7) During reliquefaction, R22 liquid level devices should be checked regularly for
correct operation.
(8) As an auxiliary function of the R22 system, superheated R22 vapour from the R22
compressor can be passed through a heating coil in the tank sumps to vaporize
cargo remaining at the end of discharge. Care should be taken with this system to
avoid R22 vapour condensing in the heating coil because it is very difficult to clear
these coils of R22 condensate.
16.9.3 COMPLETION OF RELIQUEFACTION OPERATIONS
(1) The cargo compressor is stopped and suction valve closed.

(2) The expansion valve by-pass is opened to permit the condenser pressure to clear the
condensate lines to the cargo tanks.
(3) Collect R-22 gas in the receiver before stopping compressor
(4) R22 compressor is stopped and oil separator return to the crankcase is closed.
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ANGLO-EASTERN GROUP
(5) All cargo valves are shut. Compressor discharge and suction valves are
closed to prevent condensate collecting in the cylinders or crankcase.
(6) Sea water supply to the condenser and glycol circulation in the system
should be either stopped or left running, in accordance with instructions.
(7) That no cargo liquid remains in the system, as it can heat up and lift the
relief valves. Butadiene condensate is not inhibited and may polymerise,
causing blockage.
16.9.3.1. GLYCOL SYSTEMS
Where the use of cooling coils is essential for certain cargoes, a mixture of
ethylene glycol and water is normally used. For ships carrying cargo down to
minus 55oC, a 60% volume mixture of glycol and freshwater should be adequate
for all purposes. If the glycol percentage is more than 60%, the additional
glycol will not have practical advantages. However, it has been observed that
the use of glycol in warm weather conditions can lead to sludge generation.
Chemical treatment of the cooling water may be considered in consultation with
the office.
16.9.3.2. ALCOHOL INJECTION
If water vapour is mixed with cargo vapour in a reliquefaction cycle, ice may
form at the expansion valve. Blockage of the condensate return may occur
suddenly, or the ice may build up on the pipewall over a period and be evident
by a gradually diminishing condensate flow and a condensate build up in the
receiver. Automatic expansion valves are usually provided with a manual by-
pass valve to avoid shutting down of the plant in the event of blockage.
To prevent or reduce ice-formation, some reliquefaction plants are equipped

with an alcohol injection system up-stream of the expansion valve. If the ice
does not clear rapidly by using this, it can be assumed that the ice build-up is
extensive. The plant must then be shut down or operated on the by-pass, and the
alcohol pressure maintained against the ice until the blockage clears. As the ice
clears, alcohol will mix with the water and lower its freezing point.
See also Section 25.5
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16.9.3.3. INCONDENSABLE GASES
If the presence of incondensables is suspected, they should be vented to the

atmosphere if local regulations permit.
Some systems also provide an alternative incondensable return line to the cargo
tank.
Venting of incondensables should be continued during the reliquefaction

operation until the condensing pressure stabilizes close to the correct theoretical
value.
If venting of incondensables over a fairly long period does not succeed in

reducing the condensing pressure to the anticipated value, the high pressure can
be attributed to components of the cargo and accepted, provided pressures are
within the designed limits of the plant.
To ensure that essential minor components (e.g. ethane) of some cargoes are not
treated as incondensables and blown to atmosphere, the S.V.P. in relation to the
anticipated condensing temperature of the cargo should be noted from the
appropriate Mollier or vapour pressure diagram before reliquefaction operations
commence.
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12. GAS FREEING, TANK ENTRY & HOT WORK
12.1 GAS FREEING
The gas freeing operations of cargo tanks are to be carried out in accordance with the
procedures detailed in the vessel's Inert Gas System Operation and Maintenance
Manual and Cargo Manual.
The gas freeing operations are to be carried out in accordance with the appropriate
recommendations of ISGOTT. If portable fans are used for gas freeing, injector nozzles
and/or flexible ducting are not to be used until the hydrocarbon gas concentration is less
than 1% of the lower flammable limit.
When the gas freeing of any tank for entry is completed the tank access hatch and as many
other tank openings as possible should be left open to promote continued natural
ventilation.
12.2 GAS FREEING FOR ENTRY
Spaces which are to be gas freed for entry shall be ventilated until tests in a still atmosphere
give hydrocarbon gas readings of ZERO percentage L.F.L. and oxygen content readings of
21% oxygen by volume.
When gas freeing of any bunker tank is required it is to be carried out after the completion
of water washing of the tank and after all portable equipment has been removed from the
tank.
Failure to obtain a ZERO percent L.F.L. reading after adequate ventilation in an oil tank
may be indicative that further washing is required to remove oil residues.
12.3 ENTRY TO AND WORKING IN CARGO TANKS
All entry to and work in cargo tanks is to be done under the direct supervision of the
Officer in Charge and in accordance with the appropriate recommendations of SIGTTO
Liquefied Gas Handling Principles and an Enclosed Space entry permit should be used.
The Officer in-charge should ensure that each person entering an enclosed space carries an
ELSA set. While working inside the enclosed space, these ELSA sets should always be
kept ready at hand for immediate use. Personal oxygen and gas monitors must also be
carried into such spaces to continuously monitor the atmosphere in the vicinity where the
persons are working.
Immediately before any subsequent entry to a gas free tank is made the Officer in Charge
must satisfy himself that the tank is safe for entry and for the intended work by
representative sampling of the tank's atmosphere.
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In general, all entry to and work in tanks is to be carried out during daylight hours only. In
exceptional circumstances such operations may be carried out during darkness provided
adequate, appropriate lighting can be maintained.
12.4 EMERGENCY ENTRY AND WORK IN GAS FREE SPACES
Entry to and work in a non gas free tank or space must be directly authorised by the
technical management office.
If such entry is required to carry out essential work the operation is to be organised by the
Officer in Charge using the full resources of the vessel's Emergency Team. During such
operations the appropriate recommendations of ISGOTT must be strictly observed.
12.5 ENTRY TO BALLAST TANKS AND OTHER ENCLOSED SPACES
All ballast tanks and other spaces in the cargo tank area are to be proved to be free of
hydrocarbon gas and inert gas, and Enclosed Space Entry Permit issued before any entry
is permitted.
Initial entry for further testing of the tank atmosphere should be made by a responsible
Officer wearing an emergency escape apparatus after completion of the Enclosed Space
Entry Permit.
12.6 INSPECTION AFTER COMPLETION OF WORK INSIDE TANKS
When any work has been carried out inside a cargo, ballast or bunker tank, the tank is to be
thoroughly inspected by a responsible Officer when all work has been completed. This
inspection is to ensure that tools, equipment and materials, including debris, have been
removed and that no obvious damage has occurred to tank fittings or coatings.
12.7 HOT WORK
Hot work is any work involving welding or burning, and other work including certain
drilling and grinding operations, electrical work and the use of non-intrinsically safe
electrical equipment, which might produce an incendive spark.
Hot work outside the main machinery spaces (and in the main machinery spaces when
associated with fuel tanks and fuel pipelines) must take into account the possible presence
of hydrocarbon vapours in the atmosphere, and the existence of potential ignition sources.
Hot work should only be carried out outside the main machinery spaces if no other viable
means of repair exists. Alternatives to be considered include cold work, or removal of the
work piece to the main machinery spaces.
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ANGLO-EASTERN GROUP
Hot work outside the main machinery spaces workshop is permitted only in accordance
with prevailing national or international regulations and/or port/terminal requirements and
is subject to the restrictions of a shipboard hot work permit procedure.
Hot work in areas outside the designated area in the main machinery space should not be
proceeded with until the Master has informed our office of the details of work proposed,
and a procedure has been discussed and agreed with the superintendent in charge. This
should be done in all cases without exception unless for some reason the work is very
urgent and time does not permit contacting the office. In this case, the master should
decide if the proposed work can be carried out safely and the extent of precautions
required.
Before any hot work is started, a safety meeting should be held by the master, at which the
planned work and safety precautions should be carefully reviewed. The meeting should be
attended by at least all those who will have responsibilities in connection with the work.
An agreed plan for the work and related safety precautions should be made. The plan must
designate one officer who is responsible for the supervision of the work and another who is
responsible for safety precautions.
All personnel involved in the preparations and hot work operation must be briefed and
instructed in their role. A written hot work permit should be issued for each intended task.
The permit should specify the duration of validity.
A flow chart for guidance is given as follows:. The flow chart assumes the work is
considered necessary for safety or operational capability of the ship, and that it cannot be
deferred until the next planned visit to a repair yard.
Hot work for which a hot work permit is required should be prohibited during cargo,
ballast, tank cleaning, and gas freeing, purging or inerting operations.
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ANGLO-EASTERN GROUP
Can the task be achieved Yes No hot work

without using hot work? permitted
No
Is the part of the ship requiring

work a pipeline or other lifting is it Fitting
a permanent structure?
Permanent Structure Can the fitting be disconnected

and removed from hazardous Yes
No
Description of work necessary, for prior
consent or alternative plans to be Plan work
considered. Fitting to be isolated from all
pipelines and blanks
accordingl
attached.
Operator’s concurrence No hot work

No
received. permitted
Yes
Master to hold safety meeting on Is master satisfied

board attended by all having that work can be No
responsibilities during work. completed safety?
Yes
Written statement of work to be

Hot work permit to be issued drawn up showing separate
showing task and time responsibilities for work
supervision and safety
Complete all preparations for hot
work.
Stop all other work in cargo Perform Report completion to

area task AESM
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ANGLO-EASTERN GROUP
13. EMERGENCY PROCEDURES

Emergency procedures should be pre-planned and exercised during drills, if they are to
succeed. In any emergency procedural plan, the first steps should be:
• raising the alarm

• locating and assessing the incident, and the possible dangers
• organizing manpower and equipment
The detailed circumstances of an actual emergency will differ in many cases from those
encountered during pre-planning. However, pre-planning is still essential to ensure that
basic action can be taken quickly and decisions on how to tackle any additional problems
can be made in an orderly manner. Therefore, standard emergency procedures should be
developed on each ship based on advice given in the relevant company manuals.
Preliminary action in any emergency procedure should be: raising the alarm, assembling
and crew check.
13.1 FIRE
Detailed notes on fighting fire in the cargo area (given in Chapter 19) and for fighting those
in the engine room and accommodation (as given in ECM manual 205, section 8) should be
followed.
13.2 COLLISION
Action as indicated in ECM Manual 205, section 9.2 should be undertaken immediately.
Additionally, the following should be considered:
(1) Issue protective clothing and escape sets.

(2) Implement initial fire fighting measures and activate water spray protection.
(3) Launch boats for survivors, taking into account the potential hazard from unignited
gas.
(4) Mount large scale fire fighting, if necessary.
(5) Assess hull damage and stability.
(6) Assess effects on cargo system.
(7) Strict control of all ignition sources should be exercised if liquefied gas has escaped
from a cargo tank ruptured by collision.
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(8) The ship should be manoeuvred with respect to the prevailing wind so that any
vapour cloud will drift clear of the accommodation space and machinery air intakes.
If this is not practicable because of an inability to manoeuvre and if significant
flammable or toxic vapour clouds appear to be enveloping the ship’s
accommodation, all accommodation and machinery space ventilation should be
stopped.
(9) Any other action, considered necessary by the Master.
13.3 GROUNDING
Action indicated in ECM Manual 205, section 9.4 should be undertaken immediately.
Additionally the following should be considered:
(1) Assess hull damage and stability.

(2) Assess effects on cargo system.
(3) Jettison cargo, if situation demands.
(4) Clear boats for launching.
(5) Any other action, considered necessary by the Master.
13.4 WATER LEAKAGE INTO HOLD OR INTER-BARRIER SPACE
If water rises into a hold or inter-barrier space, it may damage the insulation and result in a
rise of cargo temperature and pressure. It will also adversely affect the stability of vessel
due to increase of large free surface area. These spaces should be regularly checked for
water leakage, if leakage occurs, the water should be pumped out.
13.5 CARGO SPILLAGE (HOSE BURST OR PIPEWORK FRACTURE)
The following action should be taken immediately.
(1) All cargo operations should be stopped, the ESD should be activated and all valves
closed.
(2) Alarm sounded, accommodation access doors shut and all ventilation (except
closed-circuit systems) shut down.
(3) Smoking and naked lights prohibited anywhere on the ship, and electrical switches
used as little as possible.
(4) Appropriate fire fighting equipment should be deployed and breathing apparatus
sets assembled for immediately use. The emergency squad should wear breathing
apparatus and protective clothing.
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(5) If liquid spillage occurs, fire hoses or water sprays should be played along the deck
to disperse the liquid overboard and to maintain steel temperatures so that brittle
fracture is avoided. Water spray from hoses can also be used to deflect a gas cloud.
13.6 TANK LEAKAGE
Cargo tank leakage can be detected by gas detection equipment and constant monitoring
will give information on the change of vapour concentration. The rate of change of reading
will indicate the magnitude of the leak along with constant monitoring of hold or inter-
barrier space pressure and temperature. All cargo tank leakage should be considered serious
and reported immediately. Specific instructions should be followed, and additionally the
following should be considered:
(1) The pumping of liquid in hold or inter-barrier spaces into an undamaged tank with
compatible cargo and sufficient ullage.
(2) The use of a steel heating system if necessary to avoid fracture.
(3) The use of reliquefaction plant to reduce the tank pressure, where applicable.
However, care should be taken to avoid drawing air into the tank thereby creating a
flammable mixture.
13.7 EMERGENCY DISCHARGE OF CARGO AT SEA
If any tank develops a serious defect at sea, as much as possible of the cargo remaining in it
and that which has leaked into the hold or inter-barrier space should be transferred to any
other tank with space available and containing compatible cargo. In certain cases, it may
be necessary to discharge the remainder overboard, taking into account trim and stress
considerations and local circumstances.
If cargo must be discharged, the stern line, if fitted, should be used. If not, a long extension
piece of suitable material, angled downward and fitted at the end with a reducer should be
connected to the manifold.
If emergency cargo discharge has to be undertaken, precautions given in para 18.5 should
be observed and additionally, the following should be considered:
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ANGLO-EASTERN GROUP
(1) Radio warning to all ships in the vicinity

(2) Heading the ship so that the wind direction is the same as that of the discharge, if
possible.
(3) Use of the highest possible pumping rate to get the cargo as far from the ship as
possible.
(4) Any other ship specific precautions as required.
13.8 ACCIDENT INVOLVING PERSONNEL
If personnel are affected by or come into contact with the cargo, emergency action as
described in the data sheet for that cargo should be taken.
If personnel are overcome in an enclosed space, the man standing by should raise the alarm
and assemble the rescue team. The agreed rescue plan should be implemented.
13.9 UNCONTROLLED VENTING
The following actions should be taken:
(1) If alongside, inform the terminal and follow emergency procedures agreed between
ship and shore. Activate the ESD system.
(2) At sea, manoeuvre the vessel to ensure a safe dispersal of the vapour cloud away
from the accommodation space.
(3) Muster crew (with lifejackets and escape sets), close accommodation access doors
and all ventilation (except closed circuit systems) to be shut down.
(4) Activate water spray systems.
(5) Smoking and naked lights to be prohibited anywhere on the ship and all electrical
circuits on deck to be isolated.
(6) Appropriate fire fighting equipment should be deployed and any other necessary
actions should be undertaken.
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13.10 TOXIC GAS RELEASE AT SEA
The following action should be taken in case of accidental release of toxic gases at sea:
(1) Operate the ESD system.

(2) Sound general alarm.
(3) Seal and isolate the accommodation (Close all natural vents).
(4) Change the air conditioner to recirculation.
(5) Inform the coastal state.
(6) Inform AESM.
(7) Do not go out on cargo decks without protective gear suitable for the specific toxic
gas that was released.
(8) Continuously monitor the accommodation, machinery spaces and the outside decks
for toxic gases until the emergency is over.
13.11 TOXIC GAS RELEASE ALONGSIDE
The following action should be taken in case of accidental release of toxic gases while
alongside a terminal:
(1) Operate the ESD system.

(2) Sound the general alarm.
(3) Inform the terminal.
(4) Seal and isolate the accommodation.
(5) Change the air conditioning uptake to recirculation if it is not already on
recirculation.
(6) Do not go out on the cargo decks without suitable protective clothing.
(7) Inform AESM.
(8) Follow any specific advice from the terminal.
(9) Continuously monitor the accommodation, machinery spaces and outside decks for
toxic gases until the emergency is over.
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14. FIRE FIGHTING

If fire occurs, the action taken in the first few minutes is vital. Immediately the alarm
should be raised and the emergency plan implemented. Guidelines given in ECM manual
205, section 8; should be referred to for fighting fire in accommodation, machinery space,
enclosed spaces and electrical fires. In this chapter, instructions are limited to fighting
liquefied gas fires.
14.1 LIQUEFIED GAS FIRE FIGHTING GENERAL CONSIDERATIONS:
The most important consideration in fighting a liquefied gas fire is the large quantity of
vapour given off by the liquid and the considerable heat generated by the flames. In the
event of fire every effort should be made to isolate the source. The ESD should be
activated, dry powder or water sprays used on local fires, which prevent access to valves.
The source of fuel should always be shut off before flames are extinguished to prevent a
potentially flammable gas cloud forming and being reignited downwind or by surfaces
heated in the original fire. If the fuel source cannot be isolated, it is safer to let the fire burn
while continuing to cool the area.
Low expansion foam or water is not used for liquefied gas fires because water will increase
the rate of vaporization. Dry powder is therefore used and since it does not have any
cooling effect, it is essential to use water spray systems or fire hoses with nozzles after the
flames are out. Since the capacity of the dry powder system fitted is limited, it is very
important to use it carefully so as not to waste a large portion of the powder.
A large quantity of flammable material is used in the insulation of cargo tanks, and cargo
handling systems. Care should be taken to protect personnel from the rapid spread of fire,
asphyxiation and toxic products of combustion. Risk of fires in insulation is greatest when
the vessel is undergoing repairs or refit, at which time insulation spaces are not inerted and
sources of ignition such as welding and burning are likely to be present.
14.2 NATURE OF LIQUEFIED GAS FIRES
Cargo and stored product fires may be broadly categorized as follows:
(1) Pressure fires from liquid or vapour leaks at pump glands, pipe flanges, relief valves
or vent headers.
(2) Fires from confined liquid pools
(3) Fires from unconfined spillage, and
(4) Fires in confined spaces.
AESM
ANGLO-EASTERN GROUP
14.3 PRESSURE FIRES
Leaks from pump glands, pipe flanges, relief valves, masthead vent header, etc., will
initially produce vapour and / or possibly liquid which will rapidly vaporize and will not
ignite spontaneously. The ESD should be activated, and if a gas cloud occurs, initial effort
should be directed using water sprays to deflect the cloud away from any potential ignition
source and to protect the equipment with water spray against heat damage should ignition
occur. If ignition does occur, it will probably flash back to the source of leakage, giving a
jet or torch fire. Hence, it is essential to isolate the source of leakage first.
Pressures will persist in a closed pipeline until all the liquid trapped within it has been
expelled either as liquid or vapour through the leak. In such a case, it may be sensible to
allow the fire to burn out while protecting surroundings by the use of copious amounts of
cooling water rather than extinguish the fire and risk a further vapour cloud and flash back
re-ignition. In case of a vent mast fire, inject inert gas into the vent if possible and spray the
masthead with water.
14.4 POOL FIRES

Prompt initiation of the ESD will do much to limit the amount of liquid spilled and because
of the ship’s deck, with its camber and open scuppers, liquid spillage will quickly pass over
the ship’s side and the size and duration of pool fires would be limited. The ignition of the
resulting vapour cloud will burn like petrol, with tall flames and some black smoke. It is
important to remember that the addition of water will increase the rate of vaporization and
intensify the fire. When using water to disperse spilled liquid or to prevent possible brittle
fracture, the water should, wherever possible, be introduced a little at a time. Jets of water
should never be directed onto burning liquid, as this will cause a violent increase in flame.
When contained in drip trays, the cold liquid may also be spilled onto the deck and water-
jet should therefore be avoided. It is essential when fighting a liquefied gas fire to wear
full protective clothing and take advantage of water spray protection.
14.5 FIRES IN ENCLOSED SPACES

Leaking gases may form a flammable mixture within an enclosed space, which may cause
an explosion if a source of ignition is present. Closing openings where possible and
shutting down mechanical ventilation should minimize the supply of oxygen to the space.
Enclosed spaces containing cargo related plant such as compressors, heat exchangers, or
pumps will normally be provided with fixed and remotely activated fire suppressant
systems (CO2 or Halon). These systems should be immediately effective provided no
major damage to the enclosure has occurred due to the ignition of vapour. If possible,
adjacent spaces should be kept smoke-free and patrolled regularly so that boundary cooling
can be carried out, as necessary.
AESM
ANGLO-EASTERN GROUP
15. PERSONAL PROTECTION AND FIRST AID
15.1 PROTECTIVE CLOTHING
Protective clothing should be worn during cargo operations due to hazards associated with
the cargo. The suits, gloves, boots, goggles, face shields, etc., used should be suitable for
the cargo being handled. Many plastics become brittle and crack when subjected to low
temperatures, or can be dissolved by the cargo. Clothing made of PVC or similar type of
material is less susceptible to absorption, and should be worn when exposure to vapour or
liquid emissions is involved.
In particular, gloves should be worn when handling cold equipment, valves or slip tubes.
Face protection should be worn when there is danger of liquid emission (e.g. dismantling
cargo equipment, using slip tubes, sampling) and respiratory protection should be provided
for cargo operations involving toxic or asphyxiating gases. Cargo vapour may be absorbed
into clothing in sufficient quantities to create a hazard if taken into accommodation, galley,
smoke rooms, etc.
15.2 DECONTAMINATION WATER SPRAYS AND SHOWERS
Full use should be made of changing rooms between deck areas and accommodation, and
of the showers, which may be provided in these compartments or on the deck adjacent to
accommodation entrances. Personal hygiene is very important when the cargo is toxic and
personnel involved in cargo operations should always wash their hands thoroughly before
eating and should not wear or bring contaminated clothes into the accommodation.
15.3 BREATHING APPARATUS
Breathing apparatus should be used as necessary by personnel engaged in cargo operations

involving toxic cargoes, by fire fighters and when entering an unsafe space.
Precautions on use of breathing apparatus should be taken before using such equipment in
enclosed spaces.
Escape sets should not be used for purposes other than for emergency escape.
AESM
ANGLO-EASTERN GROUP
15.4 CANISTER OR FILTER TYPE RESPIRATORS
“CANISTER OR FILTER TYPE RESPIRATORS SHOULD NEVER BE USED IN

ENCLOSED SPACES WHERE THE OXYGEN CONTENT OF THE
ATMOSPHERE MAY BY INSUFFICIENT TO SUSTAIN LIFE.”
This type of respirator may be used for handling toxic cargoes like VCM or butadiene
during normal operations, where exposure to the cargo vapour may be probable. An
example could be during connection or disconnection of the manifolds. Such equipment
must not be used for escaping from a hazardous atmosphere or fire fighting. Canisters are
available for absorption of a variety of different vapours, but the following precautions
should be taken:
(1) The type of canister should be correct for the cargo concerned
(2) Canisters should not be opened to the atmosphere until needed for use because they
may gradually become saturated and ineffective.
(3) Canisters have a limited life and unless it is confidently known how much of the
canister’s life remains, it should be discarded and destroyed after use.
The IGC recommends that filter type respirators be replaced by lightweight CABA type
escape sets
15.5 FIRST AID
During accidents involving cargo, first aid procedures as given in data sheets are to be
followed. In the event of cargo liquid entering the eye, the correct treatment is to flood the
eye with clean fresh or salt water and to continue washing for at least 15 minutes. If cargo
liquid comes into contact with the skin, the affected area should be washed and any
affected clothing removed. If frostbite has occurred, this should be treated by immersion in
warm water.
If exposed to cargo vapour, personnel should be advised to vacate the area. Emergency
treatment if required should be:
(1) Remove victim to fresh air and

(2) Give artificial resuscitation if breathing is weak or irregular, or has stopped.
AESM
ANGLO-EASTERN GROUP
15.6 RESUSCITATION
Responsible persons should be instructed in the use of resuscitation apparatus. This

apparatus should NOT normally be kept locked up. The operating instructions provided
with the apparatus should be clearly displayed.
Contents of oxygen or compressed air cylinders should be checked at regular intervals and
replaced or recharged if partially consumed. Resuscitation equipment should not be taken
into an enclosed space containing flammable cargo vapour unless the equipment is
approved.
15.7 FROSTBITE
If frostbite of the skin has occurred, the victim should handled gently and bending of joints
should be avoided. Further reference should be made to the ‘The Ship Master’s Medical
Guide’ or the ‘International Medical Guide for Ships’.
15.8 CASUALTIES IN CONFINED SPACES
If an accident occurs in a confined space and a person is overcome by gas or lack of

oxygen, the first action is to raise the alarm. No rescue should be attempted without taking
proper precautions.
Though speed is vital, breathing apparatus and a manned lifeline must always be used in
rescue operations to avoid the risk of rescuers becoming casualties themselves when they
enter the space. The rescuer should never remove his facemask to provide air to the person
being rescued, as this could only present a hazard to the rescuer, making him a potential
victim.
AESM
ANGLO-EASTERN GROUP
16. SHIP TO SHIP OPERATION

STS operation in general should be carried out in accordance with ICS / OCIMF Ship to
Ship Transfer Guide (Liquefied Gases). Checklists in Appendix 1 are to be used as
guidelines.
(1) Satisfactory communication should be established between both the vessels.

Communication channels should be kept open during approach, mooring, transfer
and unmooring operations.
(2) Vessel’s particulars should be exchanged between both parties, along with details /
transfer rates of cargo to be transferred.
(3) Ship-to-Ship operation should only take place if both Masters are satisfied that
weather conditions are suitable for berthing and cargo transfer.
(4) Navigation warnings should be broadcast to all ships in the vicinity advising them
of the STS operation and requesting for a wide berth. On completion of the
operation, the navigational warning should be cancelled.
(5) Pre-mooring preparation should be carried out, this should include testing of cargo
equipment and safety inspections.
(6) Fenders should be rigged and positioned taking into consideration the length of
each ship, parallel midbody distance and position of manifolds. In general, one
primary fender should be rigged on each end of the parallel body of the shuttle-
vessel, with another two or three fenders somewhere in between. Secondary
fenders made of pneumatic foam or hollow cylindrical rubber should be used on the
bow and quarter of the shuttle-vessel. Fenders should be checked by the mooring
master and master of the vessel prior to the operation.
(7) Mooring lines should be prepared and kept flaked ready for immediate use. An
adequate number of messenger lines, stoppers and portable fenders should be kept
ready.
(8) No gear such as derricks should protrude beyond the ship’s side. Both ships should
be upright and excessive trim avoided. Care should be taken with suitable handling
of ballast / cargo that excessive changes in freeboard are avoided.
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ANGLO-EASTERN GROUP
(9) It is normal practice that the manoeuvring ship approaches and berths with her port
side to the starboard side of the other, whether underway or at anchor. Rapid and
efficient mooring operations are essential for safe berthing. The STS operation is
carried out in different ways for example, with both ships underway, constant
heading ship at anchor and drifting transfer. In all above methods, the following
points should be kept in mind:
• Wind and sea should be ahead or nearly ahead.
• The angle of approach should not be excessive.
• The effects of interaction should be anticipated when manoeuvring at close
quarters.
• The Masters of both ships should be prepared to abort the operation if
necessary. The decision should be taken in ample time while the situation is
still under control.
(10) After the ship’s are moored, the following arrangements should be made:
• Both ships should be prepared to disconnect and unmoor at short notice.
• Continuous power for the winches should be available.
• Extra lines and axes should be placed fore and aft on both ships.
• Flanges between hoses and manifolds should be properly connected and fully
bolted, using bolts and nuts of suitable material and length.
(11) Prior to carrying out transfer operations, a safety checklist should be completed.
(12) After completion of transfer, the following operations should be carried out.
• All hoses should be purged into one or other ship prior to disconnecting.
• Manifolds must be securely blanked.
• Side of transfer to be cleared of obstructions.
• The method of disengagement and of letting go moorings agreed.
• Messengers, rope stoppers etc. should be kept ready at stations.
(13) Moorings should only be cast off after timing and sequences have been agreed.
(14) In general, while unmooring, lines should be singled up fore and aft, after which the
remaining forward moorings should be cast off allowing the bows to swing away
from the constant heading ship to a suitable angle, at which time the remaining after
moorings are let go and the manoeuvring vessel moves clear.
(15) The Crew should be made fully aware of emergency signals, procedures and actions
and every effort should be made to hold an emergency drill prior to commencement
of operations.
AESM
ANGLO-EASTERN GROUP
(16) During transfer operations the following action should be considered in the event of
any emergency arising during the operation.
• All transfer to be stopped and crew alerted on both vessels.
• Hoses purged and disconnected.
• Engines kept ready for immediate use and mooring gangs sent to stations.
• Additionally, emergency procedures described in ICS Tanker Safety Guide
(Liquefied Gas) should be referred to.
(17) Risk assessment should be carried out by the master in consultation with the office
for the planned STS operation. Following factors should be taken into account:
STS should be carried out in sheltered waters and berthing / unberthing should be
done in day light only.
Weather conditions / predictions should be checked from different weather stations

and a weather criteria should be set up. Operation should be aborted well in time
before weather deteriorates to cause damage to vessel.
Certified hose should be used for operation and the hose should be pressure tested
using Nitrogen or compressed air before the operation. Pressure test and continuity
test records should be maintained.
AESM
ANGLO-EASTERN GROUP
17. LPG CARGO CALCULATIONS

LPG cargo quantity calculations, though more complicated than other petroleum cargo
measurements are quite logical, when the principles are fully understood. Because of the
high value involved in the transportation of LPG cargoes, it is essential that cargo
calculations are carried out as accurately as possible.
When making tank measurements, any error in liquid level or liquid density will be directly
reflected in the cargo measurement. An error of 1 kg /m3 on liquid density represents 0.2%
on cargo quantity. Liquid density is often taken without question as correct but the basis of
the liquid should always be known, this is especially so when loading propane / butane
mixture. Temperature is also very important with the liquid temperature used in
calculations being the average taken at several points in the liquid. An error of 1oC in liquid
temperature represents about 0.3% on cargo measurement. Pressure is much less
significant with 1 bar representing 0.01% on total cargo.
Wherever possible, checks on the consistency of data should be made. It is possible to

calculate the vapour pressure of an LPG from knowledge of its density, or composition and
temperature. Any discrepancy between this vapour pressure and the measured tank
pressure points to an inconsistency of the measurements.
22.1 CALCULATION PROCEDURES
GENERAL
• Account must be taken of product on board before loading or left on board after
discharge.
• Account must be taken of vapour quantity in all calculations.
• Mass of liquid or vapour is determined essentially by multiplying the volume (Vt),
at a stated temperature (t) by the density (Dt) at the same temperature. It is essential
that both volume and density should be at the same temperature.
• The result of (Vt x Dt) is mass and may be converted to weight-in-air by an
appropriate conversion factor found in published tables.
AESM
ANGLO-EASTERN GROUP
22.2 CALCULATION FORMAT USING STANDARD TEMPERATURE OF 15oC AND

S.I. UNITS
LIQUID CALCULATION
Corrected liquid level (1) ‘a’ mtrs

Mean liquid temperature deg Celsius
Density of liquid at 15oC (as given by shore) ‘b’ kg/m3
Liquid volume at calibration temperature ‘c’ cu.mtrs
Shrinkage factor (liquid) ‘d’
Liquid volume at observed temperature (c x d) = e cu.mtrs
VCF to 15oC f
Liquid volume at 15oC (e x f) = g cu.mtrs
Mass of liquid at 15oC (g x b) = h kgm
VAPOUR CALCULATION
Mean vapour temperature deg. Celsius

Observed vapour pressure Bars
Molecular weight kg/k.mol
Tank volume (100%) i cu.mtr
Vapour volume at calibration temperature (i - c) = j cu.mtrs
Shrinkage factor (vapour) ‘k’
Vapour volume at observed temperature (j x k) = l cu.mtrs
Vapour density (2) m kg/m3
Mass of vapour (l x m) = n kgm
TOTAL MASS (h + n) = o kgm

WEIGHT IN AIR (o x appropriate conversion factor)
After necessary corrections for trim, list, tape and float corrections.
Vapour density at observed temperature (By Ideal Gas Laws) =
288 Absolute Obs. Vapour Pressure Molecular Wt

(273 – Vap. x 1.013 x 23.645 (Gas Constant)
Temp.)
AESM
ANGLO-EASTERN GROUP
22.3 DETERMINING LIQUID DENSITY OF A MIXTURE WHEN THE DENSITY OF

THE MIXTURE IS NOT GIVEN
Generally, when molecules of one pure liquid are mixed with the molecules of another, the
molecules of the mixture tend to pack more closely together than those of the components
when existing singly, as a result of which the volume of the mixture will be less that the
combined volume of the components. This volumetric shrinkage, as it is termed results in
the density of the mixture being higher than the density, which would be calculated by the
addition of the masses and volumes of the component.
Truly speaking, the Costald Equation should be used to predict densities, because it takes
into account the effects of volumetric shrinkage, which is not taken into account in the
Francis formula. However, since the Costald equation is less easy to understand and there
is no major accuracy improvement between the Costald equation and the Francis formula
within the temperature range (minus 60oC to plus 30oC), it is much better to use Francis
formula.
For details of using the Francis formula or the Costald equation “Review of LPG Cargo
Calculations” published by SIGTTO should be referred to.
22.4 TO CALCULATE THE SVP OF A MIXTURE OF PRODUCTS AT A GIVEN

TEMPERATURE
1) Divide the component ‘weights’ of the mixture by their respective molecular

weights
2) Add the results, together and then divide each individual result by the sum of all the
results. This gives the Mol. Fraction.
3) Multipy the SVP of each product at the temperature concerned by its Mol. Fraction.
This gives the ’partial pressure’ exerted by each product.
4) Add the partial pressures and by Dalton’s Law of partial pressures, the sum of the
partial pressures is the total absolute SVP exerted by the mixture.
AESM
ANGLO-EASTERN GROUP
18. PRECAUTIONS WITH HANDLING TOXIC CARGOES
18.1 GENERAL
Some gas 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. These effects could be acute or chronic or
both. Toxic substances may result in one or more of the following effects:
(1) Permanent damage to the body: With a few chemicals, such serious ill effects may
occur. Vinyl chloride is a known carcinogen. Butadiene is suspected of having
similar effects.
(2) Narcotics: Narcosis results in ill effects to the nervous system. Sensations are
blunted. Prolonged exposure will result in loss of consciousness. All hydrocarbon
gases have this effect to some extent.
(3) Corrosion/ irritation of the skin, lungs, throats and eyes.
18.1.1 THRESHOLD LIMIT VALUES (TLV)
As a guide to permissible vapour concentration in air, various government

authorities publish these values. They are usually quoted in PPM (parts per million
of vapour-in-air by volume) but may be quoted in mg/m3 (milligrams of substance
per cubic metre of air). There are following three categories of TLV, which describe
the concentration in air to which it is believed personnel may be exposed without
adverse effect.
(1) TLV-TWA: this is known as the time weighted average. It is the

concentration of vapour-in-air, which may be experienced for an eight-hour
day or forty-hour week, throughout a person’s working life. It is the most
commonly quoted TLV.
(2) TLV-STEL: this is known as the short-term exposure limit. It is the

maximum concentration of vapour-in-air allowable for a period up to 15
minutes provided there are no more than four exposures per day and at least
one hour between each. It is always greater than the TWA but is not listed
for all cargoes.
(3) TLV-C: this is known as the ceiling concentration. This can never be
exceeded. Fast acting toxic cargoes ammonia or chlorine have to be ascribed
such a value.
AESM
ANGLO-EASTERN GROUP
Treat with respect any cargo with a low TLV.
18.1.2 GAS CODE
The following cargoes are listed in the IGC code as toxic:
Acetaldehyde, ammonia, butadiene, chlorine, diethyl ether, dimethylamine, ethyl

chloride, ethylene oxide, ethylene oxide and propylene oxide mix, isopropylamine,
methyl bromide, methyl chloride, monoethylamine, propylene oxide, sulphur
dioxide, vinyl chloride, vinyl ethyl ether, vinylidene chloride.
Some of these cargoes are covered by the IBC code as well. Of these, vinyl chloride
and butadiene are generally encountered in our fleet.
It is important to realize that the code lists only the main hazards. All gas cargoes
have some detrimental effect on human health. The toxic hazards of some of the
cargoes come to light at a much later date. The TLV values are reduced
periodically.
You must take all precautions in avoiding direct contact with any of the
cargoes carried, as far as practicable, even if they are not listed as toxic in the
IGC code.
18.1.3 MATERIAL DATA SHEET
Before handling any cargo, it is essential to consult the material data sheet of the
cargo. Apart from the “material data sheets” incorporated in the Tanker Safety
Guide, check any additional information provided by the shipper or the terminal.
18.1.4 MEDICAL FIRST AID GUIDE (MFAG)
Before loading any cargo, particularly those that are toxic consult the medical first aid
guide and ensure that recommended antidotes are on board.
18.2 EMERGENCY PROCEDURES
Emergency procedures including health data and action in case of accidental contact must
be prominently displayed for the particular cargo carried.
Instead of posting up the MSD’s of all the cargoes listed in the certificate of fitness, the
material data sheet of the cargo being carried should be posted up in a conspicuous places
(CCR, Notice boards and Bridge), the chief officer should carry out training sessions
regarding the emergency procedures and hazards associated with the cargo, for the entire
crew, at every change of cargo.
AESM
ANGLO-EASTERN GROUP
18.3 MANIFOLD CONNECTION AND DISCONNECTION
This is the most critical period as far as human exposure to the cargo is concerned. During
this period, a certain amount of contact with the cargo is inevitable. Personnel protective
equipment as listed in the material data sheets must be worn.
18.4 RESPIRATORY PROTECTION
In case respiratory protection is required, then the ideal is to use gas masks with the
relevant filter. They are light and do not interfere with normal work. Remember that they
can be used only in the open air as they only filter the air. They do not provide an
independent source of breathable air. They must not be used in enclosed spaces. Refer to
section 20.4 for general precautions for this type of equipment. Escape sets must not be
used for this purpose. Apart from their limited duration of use, they are not usually fitted
with the alarms associated with a compressed air breathing apparatus. They are only used
for the purpose of escape and not for regular cargo operations.
18.5 TANK GAUGING
Use of slip tubes is prohibited with toxic cargoes. Only indirect or closed methods are
allowed.
18.6 GAS DETECTION
In general, our ships are fitted with a permanent sampling system for flammable vapours in
the spaces required under the IGC code. We usually have hand-held equipment for
detecting toxic vapours. This is generally allowed in all cases excepting for chlorine,
methyl bromide and sulphur dioxide where permanent toxic gas detection systems must be
fitted in the required spaces.
The legal requirement is, if the required spaces are checked for toxic gases using
portable equipment before man entry is made, the spaces must be checked at thirty-
minute intervals during the period they remain inside.
Hold and inter-barrier spaces should be provided with a permanently installed piping
system for obtaining gas samples from these spaces. Gas from these spaces should be
analyzed by means of portable (or fixed, if fitted) equipment at intervals not exceeding
four hours and in any event before personnel enter the spaces and at least at thirty-minute
interval while they remain inside.
AESM
ANGLO-EASTERN GROUP
18.7 SOME SPECIFIC CARGOES
We will describe below precautions with VCM and Butadiene as the two most common
toxic cargoes encountered in our fleet. The following are in addition to what is described
above which will apply in full in each of the cases described below.
18.7.1 BUTADIENE
Many special requirements apply to the carriage of this cargo. This cargo is now
considered toxic and may cause liver disorders like jaundice, it may also cause
damage to the liver. This substance is suspected of being carcinogenic to humans.
The cargo has a TLV of 10 PPM. The odour threshold is 1000 PPM, this means the
cargo can be detected by smell at concentrations 100 times the TLV. Do not depend
on smell for detecting dangerous concentrations of this cargo. By the time you
smell it is a hundred times more concentrated than the permitted
concentration.
Butadiene also forms peroxides in contact with air, which leads to polymerisation.
This poses extreme explosion hazards. Polymerisation can generate sufficient heat
to cause uncontrollable vehement explosion. Hence this cargo is always carried
inhibited.
Both hazards of this cargo are considered below.
18.7.1.1 TOXICITY
Butadiene was declared toxic in the 1996 amendments to the IGC code.
Before that, it was considered as flammable only. This illustrates the
point made in the paragraph headed gas code. The IGC code, at present,
still permits restricted gauging of this cargo. It is strongly recommended
that slip tubes should not be used for ullaging and only closed or indirect
methods of tank gauging are used. All other precautions regarding toxic
cargo must be followed.
While any venting etc. of this cargo is done, even at sea, the
accommodation must be hermetically sealed and the air conditioner put
on re-circulation. The accommodation must be regularly checked for the
presence of gas. Suitable equipment must be used which can detect the
presence of butadiene in concentrations as low as 10 PPM and lower.
If you can smell the cargo, the situation may already be dangerous.
All watertight doors, gastight doors, ventilators and other openings in

the accommodation must be tested and proven gastight before handling
this cargo.
AESM
ANGLO-EASTERN GROUP
While connecting and disconnecting manifolds, the following personnel

protective equipment should be used:
(1) Breathing apparatus or air filtration masks.

(2) Protective clothing covering all parts of the body.
(3) Chemical resistant gloves.
(4) Boots.
(5) Goggles or other eye protection.
Ensure the gas tightness of the connection with Draeger type equipment
and not only with soap solution.
Check the integrity of the piping system at the flanges using similar
equipment.
18.7.1.2 INHIBITION
This cargo is always carried inhibited.

Do not commence loading or gassing up until you get a proper
inhibitor certificate from the shippers. Ensure that the expiry date of
the inhibitor is appropriate for the contemplated voyage. Typically, the
inhibitor should not expire within six months of loading the cargo. In
case of language difficulties, do not hesitate to suggest the correct
wording for this certificate. A suggested format is provided below:
The tank atmosphere must not contain more than 0.2% oxygen. A
positive pressure must be maintained in the tanks with an inert gas
blanket with oxygen content less than 0.2%. Maintaining positive
pressure is particularly relevant to refrigerated cargoes.
For butadiene cargo, the compressor discharge temperature must not

exceed 60oC.
See over page for a sample information form.
AESM
ANGLO-EASTERN GROUP
LIQUIFIED GAS- INHIBITOR INFORMATION FORM

To be completed before loading an inhibited cargo
SHIP………………………………….. DATE………………………….
PORT & BERTH……………………. TIME………………………….
1. CORRECT TECHNICAL NAME OF THE CARGO…………………………

2. CORRECT TECHNICAL NAME OF INHIBITOR…………………………..
3. AMOUNT OF INHIBITOR ADDED…………………………………………
4. DATE ………………………ADDED…………………………………………
5. EXPECTED LIFETIME OF INHIBITOR………………………………………
6. ANY TEMPERATURE LIMITATIONS AFFECTING
INHIBITOR…………………………………………………………….……………
………………………………………………………………………………
7. ACTION TO BE TAKEN IF VOYAGE EXCEEDS EFFECTIVE LIFETIME OF
INHIBITOR………………………………………………………………
IF THE ABOVE INFORMATION IS NOT SUPPLIED THE CARGO SHOULD
BE REFUSED (IGC CODE SECTION 18.1.2)
FOR SHIP……………………………. FOR SHORE………………………….

(SIGNED) (SIGNED)
Inhibitor Information Form
Butidiene is usually inhibited with about 100 PPM tertiary butyl catechol. Which does not boil off
with the cargo. Hence the condensate from the reliquifaction plant is uninhibited. This recondensed
cargo should not be allowed to form stagnant pockets of uninhibited liquid.
Although butadiene does not react with water the inhibitor may be removed by water
thereby presenting a hazard. Ensure the cargo is loaded in a dry tank.
If the ship is to carry consecutive loads of this cargo with ballast passages in between, all
uninhibited liquids should be removed prior to starting the ballast voyage. Refer to IGC code
17.4.2 and 17.4.3 for more information about this.
Remember that inhibitors themselves are toxic in nature. Hence if any inhibitor is placed on board,
which is unusual, then material data sheet, antidotes and emergency procedures for them should be
available.
AESM
ANGLO-EASTERN GROUP
18.7.2 VINYL CHLORIDE MONOMER (VCM)
The TLV of VCM is only 2 PPM. Its odour threshold is 250 PPM. As in the case of
the butadiene, the odour threshold is more than a hundred times the TLV.
Therefore, the same considerations as detailed above are applicable in this case.
Long exposure to low concentrations is suspected to cause cancer of the liver.
18.7.2.1 TOXICITY
All precautions as described for butadiene are applicable in this case.

There are some additional requirements as follows.
Personnel protection
Respiratory and eye protection suitable for emergency escape purpose

must be provided for all persons on board. Note that canister type escape
sets are not acceptable. ELSA sets or equivalent should have service
duration of at least 15 minutes. Two such sets must be permanently
located on the bridge. As mentioned earlier, such escape sets must not
be used for fire fighting and cargo handling and must be marked to
that effect (IGC 14.4.2).
However, suitable canister-type facemasks can be used for cargo

operations.
Decontamination showers
Suitably marked decontamination showers and eyewash must be

available on deck in convenient locations. These shower and eyewashes
should be of an all-weather type. Shower and Eyewash pipelines on deck
should be insulated so that they can be used in low temperature
conditions.
Tank gauging
Slip-tubes are not permitted to be used with this cargo.
18.7.2.2 INHIBITION
VCM may be carried in either inhibited or non-inhibited form. For an

inhibited cargo, follow all precautions as listed under butadiene.
VCM may be shipped uninhibited. In this case the oxygen content of

the cargo system must not be more than 0.1%. A positive pressure must
be maintained in the tank at all times even during ballast voyages
between successive carriages with inert gas having an oxygen content of
0.1% or less.
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ANGLO-EASTERN GROUP
Before the loading is started inert gas samples from the tank and pipeline
must be analysed to confirm compliance.
For VCM, compressor discharge temperatures should be limited to 90oC

to prevent polymerisation
Pipe lines or tanks should not contain any material which are identified
as unsuitable on data sheets. Temperature of self reacting cargo should
be closely monitored.
AESM
ANGLO-EASTERN GROUP
19. ODOURIZING
19.1 GENERAL
Methane, propane and butane are all odourless. In order to detect these gases, by smell,
when they are marketed as fuel gases, it has become a regular practice to add a warning
agent, which when mixed with gas imparts a characteristic odour. This process is called
odourizing. In seaman’s parlance this is also called stenching. These two terms may be
used interchangeably in the following sections.
19.1.1 SHIP BOARD ODOURIZING
The practice of shipboard odourizing tends to be most common in Thailand, India,

Hong Kong, People’s Republic of China, West Africa and the Caribbean, but is not
unknown outside of these areas.
SIGTTO recommends that shipboard stenching should not take place unless there is
no reasonably practical alternative. They suggest that as far as practicable this
operation should take place at the terminal. However, if required to be carried out
on board, SIGTTO guidelines for equipment and operation should as far as
practicable be followed. The SIGTTO publication 'Guidelines on the Ship-board
odourisation of LPG' must be referred to.
19.1.2 TYPES OF ODOURANTS
Modern gas odourants are organosulpher compounds. Some of these compounds are
the most odourous substance known. Two broad types of organosulpher compounds
are currently in use as odourants; mercaptans and sulphides.
They are generally known under various trade names and the most common
compounds used for the odourisation of LPG are:
Chemical name (abbreviation) Trade names and synonyms

Ethyl Mercaptan (EM) Ethanethiol or Scentinel A
Diethyl Sulphide (DES) Ethylthioethane
Tetrahydrothiophene (THT) Scentinel T or Thiophene
Of these EM is the most suitable for the stenching of LPG and is most commonly
used.
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ANGLO-EASTERN GROUP
19.1.3 DOSAGE
The typical domestic requirement is that adequate warning of the presence of gas
must be given by an odourant at a concentration of 1% gas in air. This corresponds
to approximately 20% LFL of methane in air. The following dosage will usually
achieve this. The exact PPM requirement should be obtained from the receivers.
Ethyl Mercaptan 1 lb. per 10,000 US gallons

1 kg per 84 m3
Tetrahydrothiophene 6.4 lb. per 10,000 US gallons
1 kg per 13 m3
19.2 ACTION IN THE EVENT OF SPILLAGE
It is important that if spills or leaks occur, the mercaptans are promptly neutralized and the
odour masked. There are several agents available for this.
An effective method is based on converting the spilled mercaptans to a relatively low odour
disulphide, through chemical oxidation. Spraying or flooding the spill area with a dilute
bleach solution does this. Either sodium hypochlorite or calcium hypochlorite in dilute
solution in water may be used. Dilute solutions are more effective than commercial or
concentrated solutions
For example fifty litres of a 0.5% solution is generally more effective than 5 litres of 5%
solution although the amount of the active ingredient is the same.
Avoid the use of dry calcium hypochlorite powder on a concentrated mercaptan because
the heat of reaction may cause ignition of the organic mercaptan.
Spilled liquid should be absorbed using dry sand and the material placed in sealed drums.
19.3 STORAGE ON BOARD SHIP
In case a quantity of odourants is kept on board, a dedicated storage area should be

provided. The containers should be securely stowed, protected from the elements, well
ventilated and away from accommodation areas. Suitable fire fighting and pollution
prevention equipment and stocks of neutralizing agents kept should be readily available.
A high standard of housekeeping should be maintained in all areas where odourants are
stored or handled.
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ANGLO-EASTERN GROUP
19.4 RISK MANAGEMENT AND SAFETY
(1) The odourant manufacturers chemical data sheet must be available on board the
vessel and followed at all times.
(2) Odourants have an odour platform, whereby the concentration in air can increase
significantly without noticeable increase in smell.
(3) Ethyl mercaptan is particularly harmful when in mist form. Therefore under no
circumstances should it be injected by pressurization unless the system has been
specifically designed for this purpose.
(4) Skin and eye contact must be prevented.
(5) It is recommended that a full facepiece air-purifying respirator, with an organic

vapour cartridge should be worn in concentrations up to 25 ppm, including for
escape purposes. Because of the rapidity that EM can evaporate, particularly when
the temperature is over 200 C, it is essential that suitable respirators are available
when connecting and disconnecting the injection equipment.
19.5 MATERIAL COMPATIBILITY
Copper and copper-based alloys are attacked by odourants and should not be used in
the construction of odourant injection or storage equipment.
COMPATIBILITY CHART FOR ETHYL MERCAPTAN
Also suitable for

Diethyl sulphide (DES) and Tetrahydrothiophene (THT)
Aluminium Yes
Butyl rubber No
Carbon steel Yes
Copper No
Copper alloys No
Glass Yes
Graphite Yes
Natural rubber No
Polyethylene No
Polypropylene No
PTFE Yes
Stainless steel Yes
Teflon Yes
Titanium Yes
Viton yes
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ANGLO-EASTERN GROUP
• Materials shown in bold in the table above are preferred for the construction of
injection equipment in contact with EM, DES and THT.
• Pumps should be hermetically sealed or double diaphragm type.
• Gaskets should be PTFE or Viton.
• Carbon steel piping may be used but remember that the first time EM comes in
contact with carbon steel some of it reacts to form an oxide film on the steel and
will not form the calculated level of stenching. Two or three times the quantity of
the odourant may be needed when commissioning a new system.
• Dry break coupling should be used for connecting the equipment to ship’s pipe
work and the odourant container.
• The inner lining of any flexible hose used should be stainless steel braided. Natural
or butyl rubber must not be used. They must be rated for the maximum pressure that
may be encountered in the system.
19.6 ADMINISTRATION
If the stenching is to be done by a representative of the terminal, or a third party, on the

vessel, they should submit a written procedure to the ship for the master’s approval.
However should there be an incident during this operation the master of the vessel will
most certainly be held responsible. Hence, follow all the precautions described above even
in such a case.
If the ship has agreed, or is required under the terms of a charter party, to inject odourant
on behalf of the receiver, it should be the responsibility of the receiver to calculate the
quantity of odourant required and inform the ship in writing, of the quantity to be injected.
19.7 INJECTION
Odourant may be injected into the ship’s cargo tanks or into the ship’s cargo manifold
during discharge. Both these systems have advantages and disadvantages.
Injection in the cargo tank requires a lower injection pressure and simpler equipment than
injecting into the discharge manifold. By using the ship’s cargo pump for injecting the
odourant via an injection pot, the system can be left recirculating until the operator is
confident that all traces of the liquid odourant have been flushed from the system.
Furthermore, an injection pump may not be required, simplifying the system and reducing
the potential for leakage. The drawback of this system is that the odourant may impregnate
into any rust coating on the cargo tanks and put any subsequent cargo off grade. This
method is not recommended for refrigerated cargoes.
Injection into the discharge manifold requires higher pressures, particularly when handling
fully pressurized propane and hence a greater risk of leakage. However, the odourant does
not come in contact with the bulk product in the cargo tank with the attendant risk of future
contamination.
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ANGLO-EASTERN GROUP
When shipboard odourisation cannot be avoided, it is considered that odourant injection

into the ship's manifold pipe-work during discharge, is the preferred method.
19.8 MAINTENANCE
Before undertaking any maintenance on the injection equipment, it should be disconnected

from the ship’s pipe work and odourant container. Flush through all the pipe work first
with methanol and then a neutralizing agent. Use a volume of methanol at least twice the
volume of the of the injection system. Ensure that there are no "dead legs" in the piping
system, with trapped odourant, which can escape to the atmosphere when the equipment is
dismantled.
Before the system is filled with odourant or recommissioned after maintenance it should be
pressure tested. The most suitable test will be nitrogen at the working pressure of the
equipment. If a hydraulic test is considered necessary, do not use water as a test medium as
in the presence of EM water may cause severe corrosion. Kerosene may be considered
instead.
19.9 DISPOSAL OF EMPTY CONTAINERS
If the odourant is supplied in heavy duty drums specially constructed and supplied by the
manufacturer, then the same can be returned to them for refilling. Otherwise the drums
must be completely drained and neutralized before putting them ashore for disposal.
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ANGLO-EASTERN GROUP
DIAGRAM OF SHIP-BOARD ODOURANT INJECTION

SYSTEM
AS PER VIQ 8.22 UNFAMILAIR GAS CARGOES
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ANGLO-EASTERN GROUP
20. HYDRATES
20.1 GENERAL
Some hydrocarbon cargoes like propane or butane, combine with water under some
conditions of temperature and pressure to form hydrates. Hydrates resemble crushed ice or
slush. Hydrates are not ice and may be formed at temperatures above the freezing point of
water. However, hydrates can form only in the presence of free water. This problem is
associated with the carriage of liquefied LPG cargoes. Ice formation will also cause similar
problems as posed by hydrates.
Pressurized LPG systems operating at or above +6o C for propane and +3o C for butane
presents no hydrate problem.
20.1.1 HAZARDS
Hydrates can cause pumps to seize and equipments to malfunction. Hydrate

formation may enter cargo pumps, block lubricating passages, unbalance impellers
and seize bearings. They may also block filters and reliquefaction regulating valves.
20.1.2 TYPICAL CONDITIONS
Hydrates may form in propane vapour or liquid at a temperature below +6oC and at
pressures from the saturated vapour pressure of 5.61 bar absolute to as high as 35
bar absolute. While hydrate formation is particularly relevant to propane,
commercial butane containing propane or iso-butane will also produce stable
hydrates.
For a propane condensate (83.4% propane, 12.4% ethane, 4.2% methane) Hydrates
form under the following temperatures and pressures:
Pressure Temperature
o
Bars absolute C
0.0 -2
0.7 0
2.7 3
4.1 5
5.2 6
The above data is only to illustrate some typical values and to show that hydrates
can form at temperatures above the freezing point of water. For other hydrocarbon
gases the temperature and pressure values, which will lead to hydrate formation,
will be different.
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ANGLO-EASTERN GROUP
20.1.3 SOURCES OF FREE WATER
The water for hydrate formation can come from purge vapours with incorrect
dewpoint, water in the cargo system or water dissolved in the cargo. Rust in the
cargo tanks is also a source of water. Rust that dehydrates in this way looses its
ability to adhere to the tank surface and gathers as fine loose powder in the bottom
of the tank. Water can enter the ship’s cargo system from shore storage during
loading.
20.2 THEORY
20.2.1 HYDRATE FORMATION
Hydrates are a solid water lattice with hydrocarbons within the lattice. The bonding
forces are of the loose physical type rather than the firm chemical type. If the
conditions of pressure and temperature are suitable and if enough water is present,
the formation of hydrates is a continuing process. Once hydrate has begun to form a
seeding effect promotes rapid crystal growth.
20.2.2 SOLUBILITY
LPG is peculiar in that, certainly at temperatures above 0o C, the boil off vapour
will contain a higher proportion of water than the liquid with which it is in
equilibrium. Semi-refrigerated propane at +6o C, for example containing 40-PPM
water by weight in solution, will produce boil-off vapour containing 580-PPM
water by weight. On reliquefaction, this excess water is released as free water. If the
temperature and pressure conditions are conductive to hydrate formation, the
reaction will proceed now.
Thus, properly dried commercial LPG can also give rise to sufficient free water to
form hydrates.
20.3 AVOIDING HYDRATE OR ICE FORMATION
Since the presence of water is a prerequisite for hydrate formation, its removal is clearly
the most important step in avoiding this problem.
20.3.1 DURING INERTING
The inert gas or nitrogen used for this purpose should ideally have a dew point
below that of the lowest tank temperatures. Drying of inert gas on board can be
done either by using solid desiccants (molecular sieve, silica or alumina) or by
expansion refrigeration. They are not used on board for drying cargo gases.
AESM
ANGLO-EASTERN GROUP
20.3.2 DURING GASSING UP
The gas from the top of an LPG shore storage tank will contain more water PPM
than the liquid, due to the effect described in paragraph 25.2.2. If on the other hand
vapour for gassing up is generated by taking liquid from shore tanks and then
converted to vapour on board by passing through a vaporizer then the water content
of the vapour will be less.
20.3.3 DURING CARGO CONDITIONING
Normally freezing point depressants, like methanol, are used for this purpose.
However, methanol injection has many additional hazards, which are considered
separately in section 25.5. Please read that section before contemplating methanol
injection.
20.4 GENERAL PRECAUTIONS
o In case of Deepwell pumps, turn the pump shaft by hand before starting the pump.
Before starting the pump, ensure free and smooth rotation of the shaft. Do not start
the cargo pump if the shaft does not rotate freely. You may now suspect freezing
up or hydrate formation. Prepare for methanol injection as described in section
25.5.
o For submerged pumps, use the nitrogen injection system, if fitted to blow nitrogen
in the bearing lubrication line to confirm that bearings are free of ice and hydrates.
o For submerged pumps, it is very difficult to assess whether the pump is frozen or
not. Hence, if you suspect the presence of hydrates try and use the other cargo
pumps to discharge cargo from the tank, provided that, that pump is not seized by
hydrates. Failing that, try and use the emergency pump. The emergency pump will
not be seized, as it is not in the tank sump.
o Do not inject methanol for hydrate control without the permission of the master. A
general guideline for anti freeze injection is detailed in the next section.
o Always use inline filters at the manifold during loading to trap hydrates from
entering the ships tank from shore storage. Some ships have portable filters. Fit
these in place before loading.
o If possible, arrange to fit pressure gauges on either side of these filters to detect
choking by hydrates.
o When loading propane, depending on the ship’s manifold configuration, always try
to present manifold flanges to the terminal in a way, such that if the propane line is
choked, another liquid line can be presented to the terminal.
o Do not add antifreeze without obtaining written permission from the shippers.
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ANGLO-EASTERN GROUP
o Use of methanol must not be made in chemical gas cargoes (Diethyl ether, Ethylene
oxide/Propylene oxide mixtures, Isoprene, Isopropylamine, Monoethylamine,
Pentanes, Pentene, Propylene oxide, Vinyl ethyl ether and Vinylidene chloride).
Because of the sensitivity of many cargoes to hydrate control products, the use of
hydrate control must be strictly in accordance with the instructions of the
shipper/charterer. There may be alternative ways of providing hydrate control other
than by the use of anti-freeze compounds.
o Carriage of methanol is prohibited with some cargoes as Ethylene or LNG, as in

addition to causing contamination, methanol freezes at –87 deg C (VIQ 8.33)
Additionally the following precautions are applicable for the reliquefaction system:
On ballast passages avoid vapour temperatures from warming up to more than –10o
C. otherwise hydrates will create more problems when the tanks are warmer.
Put the condensate return into the bottom of the tank. This way you will find
hydrates choking up the filters at the expansion valves. You can now open up and
clean the filters. Continue this for some time and then resume spraying.
As tanks cool back, hydrates usually cease to be a problem.
Beware of water getting into cargo tanks through leaking condenser tubes.
If the tank sprays are choked, run hot gas from the compressor into the spray lines.
Bear in mind temperature and pressure restrictions of pipelines. Once lines are
clear, resume cooling.
20.5 ANTI FREEZE
20.5.1 GENERAL
Adding temperature depressants is the most normally adopted method of hydrate

control on board ships. The most widely used depressant in the LPG trade is
methanol. Such substances are also called anti-freeze.
20.5.2 WHERE TO INJECT
Temperature depressants are commonly injected on board in to reliquefaction units,

condensate return line filters and cargo pumps. On fully pressurized ships the only
place to inject methanol will be in the cargo pump. Follow the manufacturer’s
instructions regarding this.
AESM
ANGLO-EASTERN GROUP
20.5.3 HAZARDS ASSOCIATED WITH METHANOL
Methanol is both flammable and toxic. Great care must be exercised in storage and
handling of methanol. Ingestion and eye contact with methanol must be avoided.
Ingestion of methanol leads to blindness and death. Consult and follow all
precautions listed in the material data sheets regarding the handling of such
substances.
20.5.4 COMMERCIAL CONSIDERATIONS
Some LPG cargo quality specifications limit the maximum methanol content. For
chemical cargoes such as ethylene, even one litre of antifreeze per two hundred tons
of cargo could make the cargo commercially valueless. Therefore, you must obtain
the shipper’s permission before adding freezing point depressants.
20.5.5 INHIBITED CARGOES
In case of inhibited cargoes, the anti-freeze could adversely affect the inhibitor.
Hence, addition of antifreeze to such cargoes is prohibited.
20.5.6 ADMINISTRATIVE
In case a stock of anti freeze is carried on board or there is provision for adding
antifreeze to the cargo system, then the master must prepare written procedures
covering the process. This procedure must address the above points.
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ANGLO-EASTERN GROUP
Ch: APP1 Date: 1/8/05 Revision: 2 Prep: PKG/RS Appr: AVG Page 1 of 2
APPENDIX I
COMPANY GAS CARGO STANDING ORDERS
(This Appendix 1 is a repetition of section 7 of this manual)

The Master shall appoint a Deck Officer (normally the Chief Officer) as the Cargo Officer in
charge of all cargo, ballast and tank cleaning operations and shall instruct this Officer regarding
the operational circumstances in which the Master shall be called or consulted.
The duties of the Cargo Officer are to plan, organise, control and supervise all deck, tank and
pumproom aspects of the appropriate operations and to liaise with the Chief Engineer to ensure
timely availability of systems.
A Deck Watch shall be on duty to assist during all cargo, ballast and tank cleaning operations and
the Cargo Officer shall organise other Deck Officers and Ratings into these Watches.
The strength of a Deck Watch may vary from time to time at the discretion of the Master but, when
operating alongside a terminal or other ship, a Watch shall consist of at least:
• The Cargo Officer

• One Deck Officer
• The Gas Engineer
• Two Ratings at least
The rotation of Deck Watch personnel shall be so organised as to ensure that they receive adequate
rest periods. This watchkeeping schedule must be documented and posted up for reference. Gas
Engineer can alternate his with Chief engineer and Chief officer.
The prepared loading/discharge plan must include a bar chart showing the planned progress of the
operation. Company has developed standard forms for planning cargo and ballast operations(6a-1-
3There is a documented procedure for planning cargo and ballast operations and the master
approves each operation./ Pre-arrival planning incorporates stability and stress checking at all
stages of the proposed operation, including any limitation on the number and location of slack
tanks. Additional information includes all details relating to load/discharge rates, ballast
operations, ullages, trim, cargo stowage and management of tank atmosphere and is available at
the ship–shore interface meeting and complies with ISGOTT recommendations. Communications
and coordination between ship and shore are discussed.
The Cargo Officer shall fully brief the Watch Officers of the planned operation and make full use
of the Watch Officer to control and supervise the routine aspects of the operation. However, the
Cargo Officer shall personally:
• Check cargo loading arm/hose connections before commencing to load or discharge.
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ANGLO-EASTERN GROUP
• Supervise and check all pipeline valve and blanking device settings (including sea valves
and inert gas system tank valves) during lining up and closing down procedures.
• Check the venting arrangement/system
• Supervise the commencement and completion of loading and discharging of cargo or
ballast in cargo tanks.
• Supervise the topping off of all cargo tanks whether loading cargo or ballast.
• Supervise all Crude Oil Washing on crude oil tankers.
• Supervise all intentional discharges to the sea where an oil pollution risk exists.
• Before he leaves the deck for any length of time the Cargo Officer shall give clear written
instructions to the Watch Officer regarding the continuance of current operations and the
time or circumstances when he is to be called.
When the Cargo Officer is absent from the deck the Watch Officer shall assume responsibility for
continuing all planned operations as outlined in the “Standing Orders and Operations” and written
instructions. He shall control and supervise all routine aspects of monitoring tanks, pumps and
equipment in use as well as the general shipkeeping requirements of moorings, gangway, draught,
etc. He may regulate tank valves and pump controls in progressing the planned operation but he
shall not depart from the plan without direct instructions from the Cargo Officer. He shall call the
Cargo Officer immediately if any emergency arises or any unforeseen circumstance becomes
apparent. In an emergency he shall not hesitate to stop all operations if he considers that the
circumstances require such action.
The Watch Officer shall record the events of the operations as they occur in the Cargo Logbook
and maintain records of all the parameters monitored.
A copy of these Standing Orders shall be displayed at the Cargo Control Station. A further copy
shall be inserted in the Master's Night Order Book and each Deck Officer shall sign that he has
read and fully understands these Standing Orders before participating in his first Deck Watch on
any ship.
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ANGLO-EASTERN GROUP
APPENDIX II
SHIP / SHORE SAFETY CHECKLIST
Berth : Port :
Date of Arrival : Time of Arrival:
Instructions for Completion
The safety of operations requires that all questions should be answered affirmatively by clearly
ticking the appropriate box. If an affirmative answer is not possible, the reason should be given
and agreement reached upon appropriate precautions to be taken between the ship and the
terminal. Where any question is considered not applicable, then a note to that affect should be
inserted in the remarks column.
A box in the columns ‘ship’ and ‘terminal’ indicates that checks should be carried out by the
party concerned.
The presence of the letters A, P or R in the column ‘Code’ indicates the following:
A – any referenced procedures and agreements should be in writing in the remarks column of
this check list or other mutually acceptable form. In either case, the signature of both parties
should be required
P – in the case of a negative answer the operation should not be carried out without the
permission of the Port Authority
R – indicates items to be rechecked at intervals not exceeding that agreed in the declaration
*NOTE: THE USE OF THIS CHECKLIST MAY BE WAIVED IF THE TERMINAL UTILIZES AN
INTERNATIONAL SHIP/SHORE SAFETY CHECKLIST BASED ON SIGGTO GUIDELINES.
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ANGLO-EASTERN GROUP
GENERAL SHIP TERMINA COD REMARKS

L E
Stop cargo at: kts
1 Is the ship securely moored? R wind vel.
Disconnect at: kts
wind vel.
Unberth at: kts
wind vel.
2 Are emergency towing wires correctly
positioned? R
3 Is there safe access between ship and
shore? R
4 Is the ship ready to move under its own
power? PR
5 Is there an effective deck watch in
attendance onboard and adequate R
supervision on the terminal and on the ship?
6 Is the agreed ship/shore communication
system operative?
7 Has the emergency signal to be used by the
ship and shore been explained and A
understood?
8 Have the procedures for cargo, bunker and
ballast handing been agreed? AR
9 Have the hazards associated with toxic
substances in the cargo being handled been
identified and understood?
10 Has the emergency shut down procedure
been agreed? A
11 Are fire hoses and fire fighting equipment on
board and ashore positioned and ready for R
immediate use?
12 Are cargo and bunker hoses /arms in good
condition, properly rigged and appropriate
for the service intended?
13 Are scuppers effectively plugged and drip
trays in position, both on board and ashore? R
14 Are unused cargo and bunker connected
properly securely with blank flanges fully
bolted?
15 Are sea and overboard discharge valves,
when not in use, closed and visibly
secured?
16 Are all cargo and bunker tank lids closed? AR
17 Is the agreed tank venting system being

used?
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ANGLO-EASTERN GROUP
18 Are hand torches of an approved type?
19 Are portable VHF / UHF transceivers of an

approved type?
20 Are the ship’s main radio transmitter aerials
earthed and radars switched off?
21 Are electric cables to portable electrical
equipment disconnected from power?
22 Are all external doors and ports in the R
accomodation closed?
23 Are window-type air conditioning units
disconnected?
24 Are air conditioning intakes which may
permit the entry of cargo vapors closed?
25 Are the requirements for use of galley and
other cooking appliances being observed?
26 Are smoking regulations being observed? R
27 Are naked light regulations being observed?
28 Is there provision for emergency escape?
29 Are sufficient personnel on board and R

ashore to deal with an emergency?
30 Are adequate insulating means in place in
the ship / shore connection?
31 Have measures been taken to ensure R
sufficient pumproom ventilation?
32 If the ship is capable of closed loading, have R
requirements for closed operations been
agreed?
33 Has an adequate vapor return line been
connected?
34 If a vapor return line is connected, have
operating parameters been agreed?
35 Are ship emergency fire control plans
located externally?
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ANGLO-EASTERN GROUP
BULK LIQUEFIED GASES SHIP TERMINAL CODE REMARKS

1 Is information available giving the necessary data for
the safe handling of the cargo including, as
applicable, a manufacturer’s inhibition certificate?
2 Is the water spray system ready for use?
3 Is sufficient suitable protective equipment (including

self-contained breathing apparatus) and protective
clothing ready for immediate use?
4 Are hold and inter-barrier spaces properly inerted or
filled with dry air as required?
5 Are all remote control valves in working order?
6 Are the required cargo pumps and compressors in A
good order, and have maximum working pressures
been agreed between ship and shore?
7 Is reliquefaction or boil off control equipment in good
order?
8 Is the gas detection equipment properly set of the
cargo, calibrated and in good order?
9 Are cargo system gauges an alarms correctly set
and in good order?
10 Are emergency shutdown systems working
properly?
11 Does shore know the closing rate of ship’s automatic A Ship :

valves; does ship have similar details of shore ........................
system? ..
Shore :
........................
.
12 Has information been exchanged between ship and A
shore on the maximum / minimum temperature /
pressures of the cargo the be handled?
13 Are cargo tanks protected against inadvertent
overfilling at all times while any cargo operations are
in progress?
14 Is the compressor room properly ventilated; the
electric motor room properly pressurized and is the
alarm system working?
15 Are cargo tank relief valves set correctly and actual
relief valve settings clearly and visibly displayed?
Tank No. 1: Tank No. 6:

Tank No. 5: Tank No.10:
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ANGLO-EASTERN GROUP
DECLARATION :
We the undersigned have checked, where appropriate jointly, the items of this
checklist and have satisfied ourselves that the entries we have made are correct to
the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and
agreed that those items marked with the letter ‘R’ in the column ‘Code’ should be re-
checked at intervals not exceeding _____________ hours.
FOR SHIP FOR TERMINAL
Name : Name :
Rank : Rank :
Signatur Signature
e: :
Date :
Time :
AESM
ANGLO-EASTERN GROUP
APPENDIX III
SHIP TO SHIP TRANSFER

CHECKLIST 1 - PRE-FIXTURE INFORMATION (FOR
EACH SHIP)
(BETWEEN SHIP OPERATOR / CHARTERER AND
ORGANIZER)
Ship’s Name:
Ship Operator: Ship Chartered: STS Organizer:

Ship
Operator’s Remarks
Confirmation
1. Is the transfer area agreed?
2. Are fendering arrangements agreed as being
satisfactory?
3. Are communication procedures advised to each ship?
4. Are the hoses to be used suitable for the cargo, its
pressure and temperature?
5. Is the centre of the ship’s cargo manifold 4.0 meters or
less either forward of aft of mid length position?
6. Is the centre of cargo manifold at least 9.0 meter above
the deck (or above the working platform, if fitted)?
7. Is the height of the centre of cargo manifold no greater
than 1.5 meters above the deck (or above the working
platform, if fitted)?
8. What is the horizontal spacing between liquid and
vapour-return manifold connections measured centre to
centre?
9. Is the ship fitted with a hose support rail at the ship’s
side constructed of curved plate or piping having a
diameter of not less than 150 mm?
10. Is the hose support rail (if fitted) at least 700 mm
below the centre of cargo manifold?
11. Is the ship able to present liquid and vapour-return
manifold connections?
12. Is the ship fitted with sufficient enclosed fairleads to
receive all the other ship’s mooring lines?
13. Are two enclosed fairleads fitted for the other’s ships
spring lines and are they positioned within 35 meters
forward and within 35 meters aft of amidships?
AESM
ANGLO-EASTERN GROUP
14. Can the ship supplying the moorings provide soft

mooring ropes or soft rope tails?
15. Are there mooring bitts of sufficient strength (suitably
located) near to all enclosed fairleads to receive
mooring ropes’ eyes?
16. Are both sides of the ship clear of any overhanging
projections?
17. Is a contingency plan established for the transfer area?
For Ship Operator:
Position:
Signature: Date:
AESM
ANGLO-EASTERN GROUP

CHECKLIST 2 - BEFORE OPERATIONS COMMENCE
Discharging Ship’s Name:
Receiving Ship’s Name:
Date of Transfer: Discharging Receiving Remarks

Ship Ship
Checked Checked
1. Have the two ships been advised by ship
owners that Checklist 1 has been
completed satisfactory?
2. Are radio communications well
established?
3. Is language of operation agreed?
4. Is the rendezvous position agreed?
5. Are berthing and mooring procedures
agreed and is it decided which ship will
provide the mooring ropes?
6. Is the ship upright (having no list) and at a
suitable trim?
7. Are engines, steering gear and
navigational equipment tested and found
in good order?
8. Are the engineers briefed on engine speed
(and speed adjustment) requirements?
9. Has a weather forecast been obtained for
the transfer area?
10. Is hose lifting equipment suitable and
ready for use?
11. Are hoses in good condition?
12. Are fenders and fender pennants in good
condition?
13. Are the crew briefed on the mooring
procedure?
14. Is the contingency plan agreed?
15. Have local authorities been advised about
the operation?
16. Has a navigational warning been
broadcast?
17. Is the other ship advised that Checklist 2
is satisfactorily completed?
AESM
ANGLO-EASTERN GROUP
FOR DISCHARGING-SHIP / RECEIVING -SHIP (Delete as appropriate)

Name:
Rank:
Signature: Date:
AESM
ANGLO-EASTERN GROUP

CHECKLIST 3 - BEFORE RUN-IN AND MOORING
Discharging Ship’s Name:
Receiving Ship’s Name:
Date of Transfer: Discharging Receiving Remar

Ship Ship ks
Checked Checked
1. Has Checklist 2 been completed
satisfactorily?
2. Are primary fenders floating in their
proper place? Are fender pennants in
order?
3. Are secondary fenders in place, if
required?
4. Have over-side protrusions on side of
berthing been retracted?
5. Is a proficient helmsman at the wheel?
6. Are cargo manifold connections ready and
marked?
7. Has course and speed information been
exchanged and understood?
8. Is engine speed adjustment controlled
only by changes to revolutions?
9. Are navigational signals displayed?
10. Is adequate lighting available, especially
overside in vicinity of fenders?
11. Is power on winches and windlass and are
they in good order?
12. Are rope messengers, rope stoppers and
heaving lines ready for use?
13. Are all mooring lines ready?
14. Are the crew standing by at their mooring
stations?
15. Are communications established with
mooring gangs?
16. Is the anchor on opposite side to transfer
made ready for dropping?
AESM
ANGLO-EASTERN GROUP
17. Is the other ship advised that Check List 3


Name :
Rank :
Signature : Date :
AESM
ANGLO-EASTERN GROUP

CHECKLIST 4 - BEFORE CARGO TRANSFER
Discharging Ship’s Name :
Receiving Ship’s Name :
Date of Transfer : Discharging Receiving Rema

Ship Ship rks
Checked Checked
1. Are all requirements from the
International Ship / Shore Safety
Checklist compiled with?
2. Is the gangway in good position and
well-secured?
3. Is an inter ship communication system
established?
4. Are emergency signals and shutdown
procedures agreed?
5. Is an engine room watch maintained
throughout transfer and is the main
engine on standby?
6. Are fire axes in position at fore and aft
mooring stations?
7. Is a bridge watch and / or an anchor
watch established?
8. Is a deck watch established to pay
particular attention to moorings, fenders,
hoses, manifold observation and cargo
pump controls?
9. Is the initial cargo transfer rate agreed
with other ship?
10. Is the maximum cargo transfer rate
agreed with other ship?
11. Is the topping off rate agreed with other
ship?
12. Are the cargo hoses tested (after
connection)?
13. Are the cargo hoses well supported and
suspended?
14. Are tools required for rapid
disconnection located at the cargo
manifold?
AESM
ANGLO-EASTERN GROUP
15. Is the other ship advised that Checklist 4 is

satisfactorily completed?

Name :
Rank :
Signature : Date :
AESM
ANGLO-EASTERN GROUP

CHECK LIST 5 - BEFORE UNMOORING
Discharging Ship’s Name :
Receiving Ship’s Name :
Date of Transfer : Discharging Receiving Remar

Ship Ship ks
Checked Checked
1. Are cargo hoses properly purged prior to
hose disconnection?
2. Are cargo hoses or manifolds blanked?
3. Is the transfer side of the ship clear of

obstructions (including hose lifting
equipment)?
4. Has the method of unberthing and of
letting go mooring s been agreed with the
other ship?
5. Are fenders, including fender pennants, in
good order?
6. Is power on winches and windlass?
7. Are rope messengers and rope stoppers at

all mooring stations?
8. Are the crew standing by at their mooring
stations?

other ship?

mooring gangs?
11. Has shipping traffic in the vicinity been
checked?
12. Are mooring gangs instructed to let go

only as requested by the manoeuvring
ship?
13. Is the other ship advised that Checklist 5
14. Has the navigational warning been
cancelled (when clear of other ship)?
AESM
ANGLO-EASTERN GROUP

Name :
Rank :
Signature : Date :
AESM
ANGLO-EASTERN GROUP

CHECK LIST 6
Ship’s
Name
Berth : Port :
Date of Arrival : Time of

Arrival:
PART ‘A’ - BULK LIQUID GENERAL
Other
GENERAL Sh vsl Co Remarks
ip de
Stop cargo at:
1 Is the ship securely moored? R kts wind vel.
Disconnect at:
kts wind vel.
Unberth at:
kts wind vel.
2 Are emergency towing wires correctly
positioned? R
3 Is there safe access between ship and
shore? R
4 Is the ship ready to move under its own
power? PR
5 Is there an effective deck watch in
attendance onboard and adequate R
supervision on the other vessel and on
own ship?
6 Is the agreed ship/ship communication
system operative?
7 Has the emergency signal to be used by
the own ship and other vessel been A
explained and understood?
8 Have the procedures for cargo, bunker
and ballast handing been agreed? A
R
9 Have the hazards associated with toxic
substances in the cargo being handled
been identified and understood?
AESM
ANGLO-EASTERN GROUP
10 Has the emergency shut down

procedure been agreed? A
11 Are fire hoses and fire fighting
equipment on board and on other R
vessel positioned and ready for
immediate use?
12 Are cargo and bunker hoses /arms
in good condition, properly rigged
and appropriate for the service
intended?
13 Are scuppers effectively plugged
and drip trays in position, both on R
board and on other vessel?
14 Are unused cargo and bunker
connected properly securely with
blank flanges fully bolted?
15 Are sea and overboard discharge
valves, when not in use, closed
and visibly secured?
16 Are all cargo and bunker tank lids A
closed? R
17 Is the agreed tank venting system

being used?
18 Are hand torches of an approved
type?
19 Are portable VHF / UHF

transceivers of an approved type?
20 Are the ship’s main radio
transmitter aerials earthed and
radars switched off?
21 Are electric cables to portable
electrical equipment disconnected
from power?
22 Are all external doors and ports in R
the accommodation closed?
23 Are window-type air conditioning
units disconnected?
24 Are air conditioning intakes,
which may permit the entry of
cargo vapours, closed?
AESM
ANGLO-EASTERN GROUP
25 Are the requirements for use of galley

and other cooking appliances being
observed?
26 Are smoking regulations being R
observed?
27 Are naked light regulations being

observed?
28 Is there provision for emergency

escape?
29 Are sufficient personnel on board and R

on other vessel to deal with an
emergency?
30 Are adequate insulating means in
place in the ship/ ship connection?
31 Have measures been taken to ensure R
sufficient pumproom ventilation?
32 If the ship is capable of closed R
loading, have requirements for closed
operations been agreed?
33 Has an adequate vapour return line
been connected?
34 If a vapour return line is connected,
have operating parameters been
agreed?
35 Are ship emergency fire control plans
located externally?
AESM
ANGLO-EASTERN GROUP
PART ‘B’ - BULK LIQUEFIED GASES
Bulk Liquefied Gases Ship Termina Code Remark

l s
1 Is information available giving the
necessary data for the safe handling of
the cargo including, as applicable, a
manufacturer’s inhibition certificate?
2 Is the water spray system ready for use?
3 Is sufficient suitable protective

equipment (including self-contained
breathing apparatus) and protective
clothing ready for immediate use?
4 Are hold and inter-barrier spaces
properly inerted or filled with dry air as
required?
5 Are all remote control valves in working
order?
6 Are the required cargo pumps and A
compressors in good order, and have
maximum working pressures been
agreed between ship and other vessel?
7 Is reliquefaction or boil off control
equipment in good order?
8 Is the gas detection equipment properly
set of the cargo, calibrated and in good
order?
9 Are cargo system gauges an alarms
correctly set and in good order?
10 Are emergency shutdown systems
working properly?
11 Does other vessel know the closing rate A Own
of ship’s automatic valves; does ship Ship.......
have similar details of other vessels’ ..........
system? Other
Vessel...
............
12 Has information been exchanged A
between ship and other vessel on the
maximum / minimum temperature /
pressures of the cargo the be handled?
AESM
ANGLO-EASTERN GROUP
13 Are cargo tanks protected against

inadvertent overfilling at all times while
any cargo operations are in progress?
14 Is the compressor room properly
ventilated; the electric motor room
properly pressurized and is the alarm
system working?
15 Are cargo tank relief valves set correctly
and actual relief valve settings clearly
and visibly displayed?
Tank Tank
No. 1: No. 6:
Tank Tank
No. 2: No. 7:
Tank Tank
No. 3: No. 8:
Tank Tank
No. 4: No. 9:
Tank Tank
No. 5: No.10:
AESM
ANGLO-EASTERN GROUP
DECLARATION :
We the undersigned have checked, where appropriate jointly, the items of this checklist and have
satisfied ourselves that the entries we have made are correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those
items marked with the letter ‘R’ in the column ‘Code’ should be re-checked at intervals not
exceeding _____________ hours.
FOR DISCHARGING SHIP FOR RECEIVING SHIP
Name : Name :
Rank : Rank :
Signature : Signature :
Date :
Time :
AESM
ANGLO-EASTERN GROUP
APPENDIX IV
PURGING AND GRADE CONVERSION
A4.1 GENERAL
The following considerations apply to both pressurized and refrigerated carriage.
A4.1.1 INTRODUCTION
In this section, we will describe the procedures for both gas-freeing a tank for the purpose
of man entry as well as for grade conversion. Both processes involve purging as the first
step. Purging is defined by SIGTTO as the process of replacing a hazardous tank
environment by inert gases to render the atmosphere safe. This term and the term inerting
will be used interchangeably. The next step in the case of man entry will be to introduce
atmospheric air into the tank. In case of grade conversion this will be gassing up. The
methods for achieving this are:
a) Displacement.
b) Dilution.
Dilution is described in detail in section 14.3.2.2. Here the method of displacement is

described in detail. Displacement should be the preferred method of changing a tank
atmosphere unless otherwise indicated.
A4.1.2 PURGING
A4.1.2.1 BASIC CONSIDERATIONS
Inerting of cargo tanks on board can be done either with shore supply of Nitrogen or with
shipboard generated inert gases. In our fleet we could have either inert gas generators or
nitrogen generating plants fitted on board.
The inert gas generating plants on board gas tankers differ from those on oil tankers in that
these do not use flue gas but use dedicated oil burners in order to produce the basic stock.
This inert gas does not contain any sulpher compounds. This is then further cleaned, dried
etc. Most such plants are not designed to produce inert gas with oxygen content below
0.5percent. In actual practice getting down to 1 to 2 percent, oxygen content may be
difficult. Some of our gas carriers cannot generate anything below 1- percent oxygen
content, as per design. Such levels of oxygen concentration could be all right when the
basic consideration is to prepare the tank environment for eventual injection of fresh air in
order to prepare the tank for man entry. However, this would not be adequate for cleaning
tanks for the change of grade. (Please refer to Table 1).
AESM
ANGLO-EASTERN GROUP
The nitrogen generating plants on the other hand are very convenient. It is possible to
reduce the oxygen content of the inert gas to 0.1 percent, which is adequate to load even
uninhibited VCM. The associated problem in this case is the reduced output of the inert
gas. Output volume is directly proportional to the oxygen content. It is important to take the
actual output at the requisite oxygen content when calculating the expected period
envisaged for the purging operation.
This generates another problem. At very slow rates of nitrogen injection, some diffusion
takes place across the interface between the tank content and the purge gas leading to a
certain amount of inevitable dilution. This reduces the efficiency of the displacement.
When time restricted, the only solution might be to use shore nitrogen. This is fast and
convenient, but more expensive. There are ways to reduce the amount of nitrogen needed
to inert tanks. This procedure is considered later.
Whether to use shore nitrogen or inert gas generated on board will depend on the following
factors:
1. The characteristics of the plant on board with respect to:

Designed capabilities of the plant as to the achievable oxygen content.
The designed out put of the plant at the required oxygen level.
2. Any specific constraint placed on the tank environment by the shipper.
3. Time at hand.
4. Any constraints placed on venting due to the specific location of the vessel.
A4.1.2.2 EQUIPMENT
For the purpose of inerting, there might be either an inert gas generator or a nitrogen
generator fitted on board.
The Inert Gas Generator:
The actual design and performance of this equipment will vary from ship to ship. However,
the basic design will incorporate an oil burner, a scrubber, and an air blower with its drive
and a drier unit. There will also be control elements, oxygen and humidity monitors and an
associated alarm system fitted. The gas code requires continuous oxygen monitoring in the
inert gas stream.
The oxygen content should normally be no more than about 1.0 percent. High oxygen
content can trigger an alarm but this would not normally trip the plant. This would
normally divert the flow of gas to the atmosphere via a vent riser.
This type of generator must be located outside the cargo area and is usually installed in the
ship’s engine room.
AESM
ANGLO-EASTERN GROUP
In principle, burning diesel in a dedicated combustion chamber reduces the oxygen content
of atmospheric air. This oxygen-depleted air is then washed, dried, and eventually supplied
to the cargo area.
There is no deck seal on the supply line segregating the cargo deck from the engine room.
There would be two screw-down non-return valves incorporated in the supply line to
protect against any accidental back flow.
It is essential that these valves are tested prior to every operation. Non return valve
should be checked / overhauled every 3 months and a record of this should be
maintained.
One way to test these would be to pressurize the outlet end of the IG supply line with
compressed air. To this end, a flange may need to be fabricated, which would permit
connecting a compressed air line to the IG outlet on cargo deck. These valves have a
tendency to fail, as any debris in the line accidentally carried with the inert gas would not
permit the valve to sit properly.
TO
ATMOSPHERE
C
A B
FROM ENGINE TO CARGO DECK
ROOM
Referring to the above diagram, “A” & “B” are the in-line non-return valves. “C” is a valve
on the venting line, which could be pneumatically operated. This valve is linked to the IG
generator. This valve closes when the plant is operational and opens when the plant is
stopped.
Nitrogen Generator
In such systems, oxygen is removed from atmospheric air by means other than combustion.
On many of our ships, a fiber bundle filter that selectively permits the flow of gases does
this. The vent gas out of the system (permeate stream) is oxygen enriched. It typically
contains about 30% oxygen but can be as high as 45%. While oxygen will not burn,
oxygen concentrations above 25% will support combustion of other materials much
more readily than air. For example, materials that smoulder in air could burn fiercely in
this atmosphere. It is imperative that vent gas is discharged only in well-ventilated and safe
areas.
The same consideration for the testing of the in line non-return valves apply here as well.
AESM
ANGLO-EASTERN GROUP
A4.1.2.3 PHYSICAL CONSIDERATIONS
The preferred method of inerting is by the method of displacement. This is reasonable

because this would involve only one change of tank atmosphere. On the other hand,
dilution involves at least three changes of the tank atmosphere. The more the difference
between the densities of the tank atmosphere and the inert gas the better the stratification
and the better is the efficiency of this method.
The first step towards a successful inerting is to decide to what extent the tank needs to be
inerted. The following could be some of the factors to consider:
1. Whether the tank is to be converted to some other cargo.
2. Whether air is to be introduced into the tank after inerting. In the second case it is
sufficient to inert the tank to below the critical dilution line with a margin of safety
in hand. In practice, a fifty- percent margin of safety is considered adequate. This
allows for a degree of poor mixing in practical circumstances while gas readings are
taken.
(How to draw the critical dilution line)

1. Take the flammability diagram of the product in the tank.
2. Mark a point on the X-axis at 21%
3. Draw a tangent to the flammable envelope from this point. This tangent represents
the critical dilution line.
4. During any gas freeing operation, the tank condition may be regularly plotted on
this diagram. It is essential to ensure that the locus the tank environment is
following remains clearly below the flammable envelope of the cargo.
A4.1.2.4 DISPLACEMENT
Density consideration:
Since displacement is dependent on gas densities it is essential to check the density of the
cargo gas to be displaced against the density of nitrogen or inert gas as the case may be.
Please remember the word NAIL that lists gases in the increasing order of density as
follows:
N - Nitrogen (lightest)
A - Air
I - Inert gas
L - LPG (heaviest)
It is easy to see that LPG is better displaced by nitrogen than by inert gas, as nitrogen is
lighter than inert gas.
AESM
ANGLO-EASTERN GROUP
In order to displace a heavy gas by a light gas the latter must be introduced from the top
and the heavy gas vented out from the bottom. In order to displace a light gas by a heavy
gas, introduce the heavy gas from the bottom and vent off the light gas from the top.
A4.1.2.5 OPERATING PRECAUTIONS:
(1) Never stop the process mid way. This will destroy the interface and further
displacement will be impossible.
(2) Give as many openings for the vent gas as is possible.
(3) Do not pressurize the tanks. This will cause turbulence when the pressure is
released. This will again destroy the interface between the purge gas and the tank
atmosphere.
(4) Do not let the tank pressure fall below atmospheric. Out side air may be drawn into
the tank. This will increase the oxygen content of the tank.
(5) Remember to purge the pump suction line. Unless this is done at the very outset it
will be extremely time consuming to purge the bottom part of the tank later.
(6) Monitor the tank atmosphere with the proper equipment. Use a properly calibrated
Tankscope to measure the hydrocarbon content in a tank which is being purged by
inert gas or nitrogen. This may sound obvious but in the past wrong readings have
been obtained by using a normal explosimeter to monitor tank atmosphere under
inert condition.
(7) Calibrate the gas measuring instruments using proper span gases appropriate to that
instrument. Follow the manufacturer’s instructions implicitly.
(8) Follow all other usual precautions, which are adopted during venting of cargo
gases.
(9) Stop venting of all cargo gases during thunderstorms or lightning. Remember the
vent gas, which was in too-rich condition in the tank, will become flammable,
when mixed with air during venting.
(10) It has been found that displacement is generally effective down to about 0.5% only,
and if lesser concentrations of original tank content are required, dilution method
should be used after reaching this level.
A4.1.2.6 CASCADING:
Always try to vent the tank into another tank rather than directly to the atmosphere. This
can be done to a series of tanks with only the last tank being vented directly. Initially this
will not make any difference to the other tanks, as it will only be cargo gases that are
vented out from the tank under active purge. However, as the concentration of cargo gases
in the tank under active purge begins to reduce the tank or tanks under cascade will begin
to get the benefit of the purge. This will reduce both time as well as the amount of inert gas
needed to purge/ inert the system. This process is called cascading.
AESM
ANGLO-EASTERN GROUP
How exactly this is done will depend on the pipeline layout of the particular ship. In some
cases, it has been found that some non-return valves had to be removed to do this.
Remember that it is usually possible to do cascading.
A.4.2 PRESSURIZED SHIPS
A.4.2.1 PROCEDURE
The process of a successful purging starts at the final discharging of the cargo. The tanks
must be made completely liquid free. As much vapour as can be discharged to the shore
facility must be discharged to reduce the tank pressure to a minimum.
On completion of the discharge, any liquid remaining in the sumps of the cargo pump and
the level gauges must be drained out. This can be done by rigging a hose to the sump
drains. This venting should be continued until the tank pressure is brought down as near to
atmospheric (0 bar) as possible. This will obviously be done at anchor or during passage
where venting is allowed. All safety precautions relevant to venting must be followed. On a
smaller pressure ship, this could take two to three hours. This time has to be allowed in
order to save time on the actual purge later.
Now the vessel is ready to carry out the actual purging. The following diagram shows
schematically a ship with two tanks, where tank No.2 is under active purge by inert gas or
nitrogen and tank No.1 is under cascade. The tank atmosphere is heavier than the purge
gas.
AESM
ANGLO-EASTERN GROUP
LIQUID VAPOUR LIQUID

LINE LINE LINE TO THE
VAPOUR VENT
LINE STACK
LIQUID VAPOUR
CROSSOVER
TANK 2 TANK 1
Figure 1
A.4.2.2 PURGING WITH SHORE NITROGEN:
The basic considerations as described in the previous sections apply here as well. In
particular we will consider three scenarios:
1. In port with vapour return: this is the ideal situation and presents no technical
difficulties. The procedures as described before can be applied directly. The only
consideration would be to reduce the amount of nitrogen intake. To this end,
cascading should be used. Secondly, shore nitrogen should be taken in as warm a
condition as the situation will permit. This is done in order that the density of
nitrogen is farther reduced in order to achieve a better displacement. As the
difference in densities of nitrogen and atmosphere air is very little, for efficient
purging with nitrogen when tanks are under atmospheric conditions, the
temperature of the nitrogen should be either much higher than or much lower than
the air temperature in the tanks.
2. In port without vapour return: Most ports will not allow ships to vent
hydrocarbons and purging under these circumstances is a difficult operation. In
principle, tanks must be pressurized with shore nitrogen, and vented after the ship
has gone out of port limits. This sequence has to be repeated many times to reach
the required level of residual hydrocarbons.
AESM
ANGLO-EASTERN GROUP
To reduce the number of trips, and thus time and expenses, at the first instance
shore nitrogen should be admitted to one tank, the content of this tank is then to be
displaced to the other tanks. By carefully controlling the rate at which the nitrogen
is taken in, it is possible to reduce the hydrocarbon content of this tank to under 1%.
Once this is achieved, all tanks will be at the same pressure and should now be
isolated while continuing to admit nitrogen in the first tank. This tank should be
pressurized with nitrogen to about 3 to 4 bars. The ship can then leave port limits.
The other tanks should be first vented, then nitrogen from the first tank is used to
displace the hydrocarbons in the other tanks. It is possible this way to reach a low
level of hydrocarbons in all tanks, as such, when the ship takes nitrogen again, the
local authorities will allow the ship to vent. In case the ship is not allowed to vent at
all, only one more trip will be necessary to reach the required level of
hydrocarbons.
3. In port or at anchor where venting is permitted: the situation here is similar to

case 1 and presents no difficulties. It is important to work in close cooperation with
the terminal authorities whenever any venting is done alongside and follow their
guidelines regarding venting.
A.4.2.3 GASSING UP
Now that the tanks are purged to the required extent, the next step in grade conversion is
gassing up. Even in this case the preferred method is displacement. The same
considerations as described before will apply regarding density etc.
A.4.2.3.1 DENSITY
In this case, the heavier cargo vapour will be introduced from the bottom and the lighter
inert gas or nitrogen displaced from the top. In case ammonia is the next cargo, that will
have to be to introduced from the top being lighter than nitrogen.
A.4.2.3.2 CARBAMATES
In order to prepare a tank for ammonia as the next cargo inert gas must not be used,
in order to prevent carbamate formation. In such cases, only nitrogen purge is permitted.
Carbamate is a chemical compound, which forms through chemical reaction between
anhydrous ammonia and oxides of carbon. This compound is like a fine white powder,
which will coat the tank body on the inside and clog nozzles etc. in the tank. It is extremely
difficult to remove this powder.
AESM
ANGLO-EASTERN GROUP
A.4.2.3.3 CASCADING
As with purging, cascading is highly recommended. The procedure is as described before.

In this case, assuming the next cargo is not ammonia but a gas heavier than air, the pipe set
up will need to be changed accordingly. For ammonia, there will be no need to reset the
cargo line up.
A.4.2.3.4 TANK PRESSURE
The tank pressure must be reduced to a minimum before attempting to start gassing up.
This involves a secondary problem now, this is described in the next paragraph.
A.4.2.3.5 SUB-COOLING
If any liquid cargo is put in the tank, it will flash off because of the reduced pressure in the
tank. Latent heat required for evaporation is absorbed from the tank structure thus cooling
it down. It is possible for the tanks to be cooled below the designed minimum temperature.
Methods for avoiding this are described below when various scenarios are considered. This
is particularly relevant to the fully pressurized ships, which generally cannot withstand sub
zero temperatures. Generally, when vapour return is not available, the first tank to be
loaded should be kept pressurized with nitrogen or inert gas up to 3.5 bar. This will reduce
flash off and subsequent sub-cooling.
A.4.2.3.6 Three typical gassing up scenarios:
1) With shore vapour, and with vapour return
This is the simplest situation with little technical difficulties. Considerations regarding
density and cascading will apply. For most cargoes, other than ammonia, the pipe line-up
will need to be changed now. This is in order to inject the heavier cargo gases to the bottom
of the tank, through the liquid line and displace the inert gas or nitrogen through the vapour
line. In case of gassing up with ammonia the same pipe line up can be used, as ammonia is
lighter than nitrogen.
2) With liquid from shore, and with vapour return
In this situation, the liquid from shore will be taken in through the cargo heater or a
dedicated vaporizer, if fitted. The cargo will be converted to vapour here, and then
injected into the tanks in the usual manner. It is important to see that no liquid goes
directly into the tanks to guard against sub cooling.
AESM
ANGLO-EASTERN GROUP
3) With liquid from shore, without vapour return
In this case, the vessel will need to go outside the port limits to do the venting. In
case the ship is fitted with deck pressure vessels, then the ship can take the cargo in
this tank and then proceed outside to gas up. In case there are no pressure vessels,
then the cargo will need to be taken in one of the cargo tanks. This is the situation
which presents the maximum difficulty. The master must consider the possibility of
loading without any venting, provided that can be done without over pressurizing
the tanks. With some very low vapour pressure cargoes, this may be possible
provided tank pressures were at a minimum prior to commencement of loading.
The excess nitrogen pressure may be vented once the vessel has left port and is in
an area which the Master considers safe. Alternatively, the vessel may take a partial
load of cargo in one of the tanks. The excess pressure may be vented to the other
cargo tanks. We will now consider a pressurized ship with two cargo tanks with a
typical cargo capacity of about 1600 cbm per tank. The situation can be
extrapolated for different tank configurations. The liquid will generally be loaded in
No.2 tank.
We must appreciate the fact that in this case there is no other drive than the vapour
pressure of the cargo. This will not amount to much. Hence using a cargo
compressor is required to create a drive.
a) One way of doing this would be to connect the vapour line from No.2 tank to the
liquid line through the liquid-vapour crossover. If a non-return flap backs up this
valve, which is usually the case, that flap will need to be removed.
Vapour now goes into the bottom of No.1 tank through the liquid line. The vapour
line is now connected to the compressor, which will extract from the top of No.1
tank and vent it out.
Or
b) Alternatively, the compressor will draw from the top of No.2 tank through the
vapour line and then inject into the bottom of No.1 tank through the liquid line. To
achieve this, one will need to open the liquid-vapour crossover and remove any non-
return flap backing up this valve. After this No.1 tank will be vented from the top
through the vapour line. In both cases, this is where the difficulty arises since a part
of the vapour line is already in use by the compressor for evacuating a tank. It may
be necessary to insert a blank in the vapour line to achieve this. The exact place to
insert this blank will depend on the piping layout of the ship. It is a good idea to
mark out this flange in the process sheet in advance and keep a blank standby for
future use rather than look for it when required. On most ships this can be done.
Both tanks can be safely considered gassed-up, when one sees gas being vented out
from No.1 tank. However regular monitoring of the tank environment should be
done. Of these two methods, method "a" would be considered the preferred method
for the following reasons, provided the vessels piping permits it:
AESM
ANGLO-EASTERN GROUP
1. Injecting the vapour into No.1 with the compressors causes turbulence. This reduces
the efficiency of the displacement.
2. While running through the compressor the gas will warm up. This will reduce the
density of the cargo. This in turn will reduce the efficiency of the displacement.
The amount of cargo to take in will depend on the following factors:
1) The amount of cargo that will be needed to gas up.

2) Any stability, trim and stress constraints.
3) Any restrictions imposed by the terminal or shipper as to the minimum
parcel that they can provide.
Considering point one, theoretically, at the end of the gassing up, the cargo tanks
and the pipelines will be full of cargo gas at ambient temperature.
Hence a mass of liquid plus an allowance for process losses is the amount of cargo
that will be needed to be loaded for gassing up. Speaking roughly, about 40 tonnes
of propane or propylene, or about 15 tonnes of butane or butylene or butadiene is
generally needed to gas up a ship of about 3500 cbm. However it is prudent to call
for double this amount in order that the vessel need not come back for some cargo
to cover for process losses. Coming in for 5 tonnes of additional cargo is
economically ruinous.
A.4.3 REFRIGERATED SHIPS
The following section applies to refrigerated carriage
A.4.3.1 GENERAL
In general, the basic considerations as described above regarding density, displacement and
cascading apply in this case also. However, the procedure of liquid freeing the tanks is
slightly different. We will consider the processes and precautions typical to refrigerated
carriage in this section.
A.4.3.2 STRIPPING
A small amount of cargo called “heel” (about 1% of tank capacity) is always retained on
board after discharging in a refrigerated ship. This is used for cooling the tanks in the
ballast passage. However, if a grade change or gas freeing of the tanks is to be done then
the tanks must be completely stripped at the last discharge. Unless this is done the next step
called, sparging will take a long time.
Additionally, due to enhanced evaporation in a non-saturated atmosphere residual liquid

can become super-cooled to a temperature which could result in brittle fracture of the tank.
AESM
ANGLO-EASTERN GROUP
A.4.3.3 SPARGING
Sparging is the process of converting remaining liquid in the tank sumps to vapour.
Blowing hot gas from the reliquefaction plant into the sumps through specially fitted pipes
called puddle heaters does this. Consult the operating manual of the ship regarding the
maximum temperature allowed for this purpose. Otherwise, you will damage the tank
insulation. (Typically about 70o C or below).
When puddle-heating coils are used, the heat source in the coils is hot gas discharged from
the cargo compressors. Vapour is drawn from the cargo tank atmosphere and passed
through the compressor where the vapour is heated up by the compression. The condenser
is bypassed and hot vapour can be led directly to the heating coil system. This evaporates
the liquid in the tank.
Alternatively, the hot gas may be directly supplied to the sumps. In this case there are holes
in the puddle heater coils. The hot gas comes in direct contact with the liquid in the sumps
and causes evaporation. In this case there is no liquid formation.
At sea, in order to finish the operation, cargo tank vapour could be:
1. Sent to the vent riser.
2. Condensed and kept in deck storage tanks.
3. Condensed and drained overboard.
Alongside venting directly to atmosphere is seldom permitted. In such cases the condensate
is either pumped ashore or kept in the deck pressure vessels.
1. Always keep a trim by the stern. The exact trim needed will of course vary from
ship to ship.
2. Keep in mind the arrangement of the thermometer and sparge pipes.
3. Temperature differential between the top and bottom of the tank must not exceed
the designed feature. (Typically about 50o C)
4. Monitor the tank pressure closely.
A.4.3.4 INERTING
The next step after sparging is inerting. The general considerations are the same as in the
case of pressurized ships.
AESM
ANGLO-EASTERN GROUP
It may be convenient to supply the inert gas or nitrogen through the reliquefaction gas line
(condensate return line) on top, and displace the LPG through the liquid filling line and
pump discharge line.
Always gas-free the pump suction and discharge at the very outset. Otherwise,
inerting the bottom level of the tank will be extremely difficult.
In case the pump discharge is fitted with a non return line, open the housing and lift the
valve. Remember that the pressure of the nitrogen or inert gas will not be sufficient to lift
the valve. Do not open this valve completely or it may prevent the turning of the pump.
A.4.3.5 GASSING UP
In case of grade change, the next step is gassing up with the next cargo. All considerations
as described for pressurized vessels will apply here. Fully refrigerated ships cannot sustain
much pressure so the option of pressurizing the tanks is ruled out. In the event, liquid is
directly loaded in the cargo tanks, a problem arises with prismatic or membrane tanks,
called sloshing. For details see the next paragraph.
Cool cargo vapours are the best for gassing up. In order to prevent hydrate formation it is
best to take liquid from the shore or deck pressure vessels and convert it to vapour in the
cargo heaters. Remember there is a danger of dewing if the inert gas supplied is not dry
enough.
A.4.3.5.1 SLOSHING
Large prismatic cargo tanks, due to their width and shape, may suffer from substantial
sloshing of the cargo in heavy rolling conditions. Such tanks and particularly membrane
type tanks, which have no centre line wash bulkhead, may have prohibited filling levels in
order to avoid damage to the tank structures or internal fittings. Typically, prismatic tanks
are prohibited to load in the 10% to 80% filling level range. For membrane tanks the upper
limit could be typically 95%. Although in a gassing up situation it is unlikely, but it must
be confirmed that the vessel is not leaving the terminal with liquid cargoes in its tank which
falls into the barred range.
A.4.3.6 COOLDOWN
The next step after gassing up is cooldown. Refer to the cargo-operating manual of your
ship for specific instructions for this operation. The problem faced in this process is the
presence of nitrogen in the tanks. Since nitrogen cannot be condensed by the ship’s plant
this results in a collection of nitrogen in the cargo condenser leading to high pressure in the
second stage discharge of the cargo compressors, the plant will trip. The only solution is to
vent the nitrogen out of the compressor.
AESM
ANGLO-EASTERN GROUP
In most terminals no venting is permitted alongside, even the venting of nitrogen is not
permitted. Therefore, under such circumstances this must be vented to a shore flare stack.
A.4.3.7 CASE STUDY
A typical operation on a VLGC with prismatic tanks is considered in the Appendix V.
A 4.4 PREPARING THE TANK FOR MAN ENTRY
This section applies to both pressurized as well as refrigerated ships.

If this was the objective of the initial purge then, once the tank has been inerted sufficiently
below the critical dilution line air will be injected into the tank.
Air can be injected in the tanks using:
1. The IG blower.
2. In some cases with the cargo compressors.
3. With portable hydro-blowers or similar equipment.
4. With wind-sails.
The most convenient means of introducing air is using the IG blowers or the cargo
compressors. The hydro-blowers tend to be more efficient in exhaust mode than in the
supply mode. These can be rigged on the tank manholes to in the exhaust mode where
displacement from the top is indicated.
If possible, heat up the cargo tank temperatures above atmospheric when using
portable blowers in order to prevent dewing.
All considerations regarding density etc. as described above are applicable here.
A.4.4.1 DISPLACING NITROGEN WITH AIR
In order to displace nitrogen with the air, air should be introduced from the bottom using
the liquid line and the nitrogen displaced from the top. Displacing nitrogen with air is
difficult as the density difference between the two is very little, nitrogen being nominally
lighter than air at the same temperature. However, hot air is lighter than nitrogen. In this
situation hot air may be injected from the top using the vapour lines and the nitrogen
displaced from the bottom using the liquid line. The upper limit of the temperature of the
nitrogen will depend on the tank insulation. Refer to the cargo-operating manual of your
ship to check this temperature. This process works better in cold ambient temperatures
where the tank atmosphere will be at the ambient temperature. In tropical summers, the
only practical solution would be to use the dilution method.
AESM
ANGLO-EASTERN GROUP
A.4.4.2 DISPLACING INERT GAS WITH AIR
In order to displace inert gas with air, the air should be introduced from the top through the
vapour line and the inert gas displaced from the bottom using the liquid line. In this case, it
is better to introduce hot air through the inert gas plant to increase the density difference.
Remember the upper limit of the temperature with reference to the tank insulation.
A.4.4.3 PRECAUTIONS
1. Venting must be continued until any pockets of gas that may remain in the tank are
driven out.
2. The tank atmosphere must be thoroughly checked and enclosed space entry
procedure followed before man entry is made.
3. It is prudent to continue forced ventilation of the tanks for the entire duration of the
man entry. In some of the wet or dry-docks, it is mandatory to do so.
AESM
ANGLO-EASTERN GROUP
APPENDIX V
VLGC GAS FREEING AND GASSING UP REPORT
A5.1 GAS FREEING REPORT
CASE 1
Vessel sailed from Oita on 16 July 1999 for Kawasaki. During discharge at Oita, tanks 1 &
4 were emptied in order sparge tanks enroute to Kawasaki.
On 17 July 1999 at 0600 UTC commenced sparging of tanks 1 & 4 with No.1 and No.4
compressors on a hot gas cycle and No.2 and No.3 compressors on reliquefaction cycle to
their respective tanks for bleeding off extra vapour generated in No.1 and no.4 tanks.
Completed sparging of No.1 and No.4 tanks at 0300 UTC on 19 July 1999.
Time taken = 45 hours.
Important points to monitor for future reference:
1. Try and use 2 compressors on each tank while sparging. Also, extra vapour that is
generated should be vented off immediately, as it takes longer to release pressures
from the tank through the compressors.
2. During hot gassing maintain header temperature around 70 deg C, as any

temperature above this will damage the insulation.
3. While sparging, it was noticed that the butane content of the cargo was very high;
hence it took a long time to make the tank liquid free.
4. Before introducing Inert gas into the tank, ensure that the over all tank temperature
is in the region of 15 deg C.
CASE 2
On passage from Kawasaki to Singapore started 2 compressors each on a hot gas cycle on
tanks 2 & 3 at 1300 UTC on 20 July 1999.
Completed sparging of tanks 2 & 3 at 0100 UTC on 22 July 1999.
Time taken for sparging tanks 2 & 3 = 36 Hours.
Simultaneously, commenced inerting tanks 1 & 4 with inert gas being introduced through
the vapour line and propane vapours being removed from the liquid line, either through the
manifold or the vent riser.
Time taken for inerting tanks 1 & 4 = 22 Hours.
AESM
ANGLO-EASTERN GROUP
After tanks 2 & 3 were liquid free, commenced inerting of tanks 2 & 3 at 0130 UTC on 22
July 1999, as mentioned above.
Completed inerting tanks 2 & 3 at 0130 UTC on 23 July 1999.
Time taken for inerting tanks 2 & 3 = 24 Hours.
During this period all lines in the compressor room were inerted with inert gas from tanks 1
& 4.
CASE 3
The inert gas system was changed over to the fresh air mode and commenced gas freeing
tanks 1 & 4 at 0300 UTC on 23 July 1999 with fresh air being introduced in both the tanks
simultaneously through the vapour line and inert gas removed from the liquid line, either
forward or aft.
Completed gas-freeing tanks 1 & 4 at 0400 UTC on 24 July 1999.
Time taken for gas freeing tanks 1 & 4 = 25 Hours.
Commenced gas freeing tanks 2 & 3 at 0500 UTC on 24 July 1999 with procedure as
described above. Completed gas freeing of tanks 2 & 3 at 0800 UTC on 25 July 1999.
Time taken for gas freeing tanks 2 & 3 = 27 Hours.
On completion of gas freeing of cargo tanks, all cargo holds were gas freed simultaneously
with the I.G. blower in the fresh air mode at 0900 UTC on 25 July 1999 and completed
gas-freeing holds at 0700 UTC on 26 July 1999.
Time taken for gas freeing of holds = 22 Hours.
After gas freeing of all tanks and holds the I.G. blower was kept running in fresh dry air
mode in all cargo tanks and holds.
Points to monitor:
1. Tank bulkhead valves to be kept open. Also ensure all sampling cocks, drain valves
and pump discharge valves are kept open.
2. If short of time, then tanks can be gas freed using portable blowers, however
possibility of moisture condensation is very strong and hence not recommended.
Using dry air will reduce possibility of hydrate formation.
Time Taken:
(A) Sparging of tanks: 45 + 36 Hours = 81 Hours.

(B) Inerting of tanks: 22 + 24 Hours = 46 Hours.
(C) Gas Freeing of tanks: 25 + 27 Hours = 52 Hours.
(D) Gas Freeing of holds: 22 Hours.
Total time: 81 + 24 + 52 + 22 = 179 Hours
AESM
ANGLO-EASTERN GROUP
A5.2 GASSING UP AND COOLING DOWN REPORT
Vessel berthed NGL Terminal Berth No. 71 Yanbu on 19 August 1999 at 0412 LT for
taking coolant. After safety meeting was completed, gassing up with Propane liquid was
commenced at 0625 LT. During the Safety meeting, Saudi Aramco Loading Master was
informed that loading rate will be in the region of 5 – 10 Mts/ Hour and will be spraying
line in No. 2 tank, vapours generated will be sent to No. 3 tank and from that tank to the
shore flare. However, Loading Master did not agree to this and said that only one tank will
be allowed to gas up and cool down. All cargo tank pressures in the region of 0.03 kg/cm2g
with maximum oxygen content of 1.5% and tank dew point in the region of –15 deg C.
Gassing up of No.2 tank commenced at 0625 LT/ 19.08.99 by opening top and side sprays
of that tank. Gassing up was suspended from 0700 LT to 0840 LT/ 19.08.99. For cooling
down of shoreline. On resumption of loading, loading rate was in the region of 60-bbls/
hour, as manifold pressure kept rising beyond that. Manifold pressure was kept in the
region of 2.0 kg/cm2g. When the manifold pressure was increased, it was found that the
liquid loading valve of No. 4 tank starboard side was leaking slightly, even though the
valve was fully shut.
From 1520 LT to 1920 LT/ 19.08.99, loading was suspended due to high wind speeds. At
this juncture, No.2 tank was about 35% gassed up with tank pressure in the region of 0.10
kg/cm2g. Shore started loading again at 1950LT, however, vessel did not receive any cargo
till 2040 LT. Gassing up was in progress at a slow rate when shore again ceased loading
from 0140 LT to 0440 LT/ 20.08.99 for cooling down of their shore lines.
At 1020 LT/ 20.08.99 when No.2 tank was 88% gassed up, loading was suspended for
trying our compressors. However, on starting the compressors, condenser pressures kept
increasing, hence had to open the condenser vent valve to the mast riser. Since venting was
not permitted through the mast riser (Even though it was only inert gas) terminal asked
vessel to stop venting and after giving written explanations etc., shore decided to give
coolant again for gassing up of No. 2 tank at 1255 LT/ 20.08.99.
By this time No.2 tank bottom temperature was in the region of –25 deg C, hence by 1340
LT, loading rate was increased to 200 bbls with vapour being vented to the shore flare. At
1500 LT/ 20.08.99, hydrocarbon concentration was checked in No. 2 tank and found in the
region of 90%. So No.2 compressor was started on a reliquefaction cycle and found that the
compressor was coping up without opening the condenser vent valve. Rate was increased
to 1000 bbls by 1650 LT and ultimately at 1710 LT confirmed to the terminal that gassing
up and cooling down of No.2 tank was completed. Loading rate was increased to 2500 bbls
for taking in the balance coolant. Accordingly completed taking balance coolant at 1820
LT/ 20.08.99.
COOLANT LOADED: 528.311 MTS
Pilot boarded at 2024 LT/ 20.08.99 and vessel shifted to anchorage at 2154 Lt/ 20.08.99 for
conditioning remaining cargo tanks.
AESM
ANGLO-EASTERN GROUP
Ch: APP5 Date: 01.08.05 Revision: 2 Prep: PKG/RS Appr: AVG Page 4 of 5
Important Points for Future Reference:
1. It is recommended that No. 4 tank is gassed up as the condensate line has a branch
that is connected to No. 4 liquid line. Hence, even if the manifold pressure rises it
can be released in no. 4 tank.
2. Spool piece on top of compressor room which connects condenser vents to the vent
riser should be kept closed by which it will be connected to the shore vent flare.
3. Initial loading rate should be kept in the region of 5 Mt/Hour, however, after bottom
temperature comes to about -25 deg C, loading rate should be increased and liquid
taken through the loading line, vapour expelled from top via compressor vent valve
to the shore flare. This way amount of cargo that is flared will be also minimized
instead of sending it directly to the flare. While taking liquid from the bottom
loading rate can be increased gradually to about 100 to 200 Mts/ hour and necessary
gassing up/ cooling down operation for that tank is completed.
4. Frequent start/ stops for whatever reasons did not help the matter as it resulted in
forming a complete mixture in the tank and consequently landed up taking more
time.
5. While gassing up and cooling down of the tank where coolant is to be taken, try to
gas up one more tank at that time in order to save time and coolant.
6. If above procedures are followed, estimated about 14 hours will be required for
gassing up and cooling down of one tank alongside and another about 4 hours will
be required for taking balance coolant.
A5.3 CONDITION OF OTHER CARGO TANKS AT ANCHORAGE
No. 2 (P) tank cargo pump was started on 0001 LT/ 21.08.99 for spraying liquid in no. 4
tank through the top and side sprays. Vapour generated were expelled from the liquid line
and sent in to the bottom of no. 3 tank. Excess vapour in no. 3 tank was vented out through
the vent riser and forward vapour manifold.
This process continued till 1300 LT, when no. 4 compressor was started for cooling down
of no. 4 tank, but since the tank was not gassed up had to keep condenser vent valve open.
On doing so found tank pressure in no. 4 tank falling and had to replenish clean propane
vapour in that tank continuously. By 2245 Lt/ 21.08.99 found that no. 3 tank was
completed gassed up.
Commenced spraying liquid in No. 3 tank at 0050 LT/ 22.08.99. Excess vapour generated
was used for gassing up of No. 1 tank from bottom and vapour from No. 1 tank expelled
through the vent riser.
Compressor No. 4 was kept running on no. 4 tank for cooling down that tank, but the
condenser vent valve was still open, which resulted in very slow cooling down rate and
frequent replenishment of clean propane vapour.
AESM
ANGLO-EASTERN GROUP
Ch: APP5 Date: 01.08.05 Revision: 2 Prep: PKG/RS Appr: AVG Page 5 of 5
No.3 tank was completely cooled down by 1930 LT/ 22.08.99 and no. 3 compressor was
started on no. 3 tank directly for keeping it cold.
No. 1 tank was gassed up by 2100 LT/ 22.08.99. All operations were ceased for allowing
tank atmospheres to stabilize.
Cooling down of No.1 tank was started at 0130 LT/ 23.08.99 with No. 1 compressor.
Started no. 5 compressor also on no. 4 tank along with No. 4 compressor to hasten the
cooling rate, but the condenser vent valves were still slightly open which resulted in low
cooling down rate and continuous replenishment of propane vapour. No. 4 tank was
ultimately cooled by 1600 LT/ 23.08.99. It was noticed that cooling down rate of No. 1
tank was in the region of 1 deg C, so cargo pump was started to spray liquid in No. 1 tank
at 1800 LT/ 23.08.99. At 2030 LT to 2230 LT all tanks were de-pressurized and cooled
down for required loading.
Tanks 2, 3 & 4 were cooled down for propane loading and tank 1 for butane loading.
Time required for Gassing up and Cooling down of no. 4 tank: 64 Hours
Time required for Gassing up no. 3 tank: 22.5 Hours
Time required for Cooling down of no. 3 tank: 18.5 Hours
Time required for Gassing up no. 1 tank: 20 Hours
Time required for Cooling down of no. 1 tank: 19 Hours
Total Time required: 70.5 Hours
COOLANT ROB: 438 MTS
COOLANT LOST: About 90 MTS
Important points for future:
1. No. 4 tank took a lot of time for gassing up and cooling down due to the presence of
in-condensable as liquid as sprayed in the tank. Therefore, a displacement method
might be a better option as it will result in saving a lot of cargo and possibly time.
2. Cooling down with compressors is very slow with cooling down rate in the region
of 1 deg C/Hour (tank pressure 0.12 kg/cm2g). But with pump running and header
pressure around 3.5 kg/cm2g, cooling down rate was much faster in the region of 3
to 4 deg C/Hour.
3. To gas up one tank will require about 18 to 20 hours and further 20 hours for
cooling it down by the pump.
AESM

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ANGLO-EASTERN GROUP

LPG CARRIER OPERATION & SAFETY MANUAL

DATE CIRCULAR REV. NO. CORRECTIONS

01.08.05 0 Complete Manual Reissued

1. Company Safety Manual

CHAPTER NO. VALIDITY

2. COMPANY LIQUID CARGO STANDING ORDERS 01.08.05

3. GENERAL PRACTICES 01.08.05

5. PORTABLE GAS DETECTORS 01.08.05

6. PROPERTIES AND HAZARDS OF LIQUEFIED GASES 01.08.05

CHAPTER NO. VALIDITY

7. GENERAL PRECAUTIONS 01.08.05

8. FIRE HAZARDS AND PRECAUTIONS 01.08.05

9. CARGO OPERATIONS 01.08.05

10. CARGO EQUIPMENT 01.08.05

CHAPTER NO. VALIDITY

12. GAS FREEING, TANK ENTRY & HOT WORK 01.08.05

13. EMERGENCY PROCEDURES 01.08.05

14. FIRE FIGHTING 01.08.05

CHAPTER NO. VALIDITY

16. SHIP TO SHIP OPERATIONS 01.08.05

17. LPG CARGO CALCULATIONS 01.08.05

18. PRECAUTIONS WITH HANDLING TOXIC CARGOES 01.08.05

19. ODOURIZING 01.08.05

20. HYDRATES 01.08.05

CHAPTER NO. VALIDITY

APPENDIX 1 – COMPANY LIQUID CARGO STANDING 01.08.05

APPENDIX 2 – INTERNATIONAL SHIP/SHORE SAFETY 01.08.05

APPENDIX 3 – SHIP TO SHIP TRANSFER CHECKLISTS 01.08.05

APPENDIX 4 – PURGING AND GRADE CONVERSION 01.08.05

APPENDIX 5 – VLGC - GAS FREEING AND GASSING UP 01.08.05

1.4 DOCUMENTATION AND REPORTING

1.5 COMMERCIAL RESPONSIBILITIES

1.6 LIQUID CARGO

1.6.1 CARGO RELATED PUBLICATIONS

2. COMPANY LIQUID CARGO STANDING ORDERS

• Supervise the commencement and completion of loading and discharging of cargo or

• Check the cargo manifold draining arrangement/system.

3.1 RECORDING OF OPERATIONS

In addition to the recording of events, a record of the operating conditions of relevant

3.2 SYSTEMS, MACHINERY AND EQUIPMENT

3.3 STANDARD OPERATIONAL TESTS

In addition to the routine tests during operation specified by the Shipbuilder or

• .Operational accuracy shall be tested of loading computer quarterly using class

3.4 PIPING SYSTEMS

3.5 SETTING LINES

• where, due to the remote operation of a valve, it is impractical to lash it in the

• setting of valves and isolating devices shall be progressed in a logical sequence to

3.6 OPERATION OF VALVES

3.7 ENGINE ROOM MANNING

3.8 DISCOVERY AND REPORTING OF DEFECTS

Defects discovered in cargo equipment or machinery are to be reported to the Chief

3.9 ROUTINE SOUNDING AND TESTING OF TANKS AND SPACES

3.10 MANHOLES, ACCESSES AND OPENINGS

FIRE WIRES: OCIMF recommendation- wires of 6 x 36 construction with an independent

EMERGENCY TOWING ARRANGEMENT (ETA): To be readily available for

4.1 STATIC ELECTRICITY

• flow of liquid through pipes and valves

• flow of liquid/vapour mixtures through spray nozzles

• flow of vapour containing foreign particles, e.g. rust, through piping