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(2) Cargo tank pressures are kept within design limits; and
(3) Cargo temperature is maintained or adjusted as required.
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These aims are achieved either by reliquefaction or, on most LNG ships, by using
boil-off as propulsion fuel. Cargo conditioning may not be necessary on ships with
pressure vessel tanks.
If reliquefaction plant is fitted the responsible personnel should have a thorough
understanding of its operational principles. When running, the plant should be
monitored so that anything which might adversely affect its safety or efficiency is
quickly recognized and corrective action taken. Plant is normally fitted with
Documents accompanying
a liquid gas cargo
How LNG transferred from
shore to ships cargo tanks
?
Cargo operation guideline
onboard a liquefied gas
carrier
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General guidance on safe procedures for reliquefaction and boil-off control is given
below. The detailed instructions for any ship depend upon the system fitted, and
manufacturers operating instructions should be closely followed.
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(2) It is possible to burn LNG vapour in boilers, diesel engines or gas turbines. In
each case cargo vapour is introduced into a space from which it is normally
excluded, and the design of the cargo vapour-to-fuel system is therefore subject to
strict requirements. It is vital to ensure that the integrity of the system is not
impaired in any way.
LNG boil-off may be either vented or burnt (or both) to keep tank pressures at the
required level. The decision whether to vent or burn the boil-off depends on many
factors, some economic, some the result of regulations. Regulations may, for
instance, either prohibit venting or the use of cargo as fuel in certain places. Such
regulations should always be observed.
Note: Attention should also be paid to Chapter 16 of the IGC Code, Regulation
II-2/15.1 of the SOLAS Convention, IMO recommendations concerning the use of
low flashpoint cargoes as fuel e.g. IMO Resolution A565(14), and to classification
requirements.
On the high sea, cargo vapour may provide the main fuel, though oil pilot burners
are also required. In the case of steam plants, cargo vapour may also be burnt when
propulsion machinery is not in operation provided that means for steam-dumping
are installed.
The following precautions should be observed:
(1) Personnel should fully understand the system, its limitations, maintenance
requirements and the danger of cargo leakage. The system should be kept clean and
efficient and machinery performance logged so that changes can be identified.
(2) Ventilation fans for the machinery space and the fuel supply line trunking
should be operated before and during gas burning operations. Attention should be
paid to the ventilation of any areas near untrunked gas piping.
(3) Gas detection equipment for the system should be working throughout burning
operations.
(4) Supply lines should be purged with inert gas immediately before and after
burning operations.
(5) All operating instructions for the system should be observed. Safety equipment
(such as interlocks) should not be overridden.
(6) If the gas flame goes out, the reason should be established before it is relit. If
both oil and gas flames are lost all combustion spaces should be ventilated of
flammable vapour before the flame is relit, otherwise an explosion could occur.
Attention should be paid to flame failure sensors; low sensitivity will result in failure
to shut down and high sensitivity will cause unnecessary shutdowns.
(7) Cargo tank pressures should be monitored during all burning operations: if
boil-off is removed too fast, the pressure could be reduced below atmospheric and
air drawn into the tank, creating a flammable mixture. Cargo tank pressures should
be maintained above atmospheric at all times.
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(8) Care should be taken to prevent liquid cargo from entering compressors,
especially if liquid separators are not fitted. Rapid changes in supply pressures
should be avoided, otherwise the flame will not be stable.
(9) The gas supply lines should be checked regularly for leaks. If a leak does occur,
the fuel supply should be isolated immediately and not reconnected until the leak
has been repaired.
(10) No modification whatsoever should be made to the system without the
permission of a responsible authority.
(11) All joints in the supply line should be pressure tested after maintenance before
the system is re-commissioned.
(12) Water should be drained from carbon steel fuel lines to prevent corrosion.
(13) Flame screens may be fitted in the supply line or within each burner: they
have very small holes which are easily blocked, and should be cleaned regularly.
(14) The gas heaters should be regularly checked to ensure that no leakage occurs
between the gas and steam systems. Steam condensate has to be returned to the
feed water system via a ventilated drain tank: the water level in these tanks should
be maintained and vents checked periodically for blockage which could cause gas to
enter the feed system.
(15) Gas booster compressors should be carefully maintained and attention paid to
the condition of shaft seals.
(16) All incidents, however trivial they may seem, should be recorded and brought
to the attention of the responsible officer.
Related Information:
1. Boil-off & vaporized gas (BVG) management system for LNG carriers
2. Cargo containment systems for gas carriers
3. Safety guideline for changing previous cargo
4. Gas analyzing equipment
5. Custody Transfer Measurement (CTM) System
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