RECOMMENDATIONS AND GUIDELINES FOR LINKED SHIP/SHORE EMERGENCY SHUTDOWN OF LIQUEFIED GAS CARGO TRANSFER SOCIETY OF INTERNATIONAL GAS TANKER AND TERMINAL. OPERATORS ‘The Society is a non-profit making organisation dedicated to the protection and promotion of themutual interests of its Membersin the safe operation of liquefied gastankersand liquefied gas loading and receiving terminals. SIGTTO was formed in October 1979 nd currently has in membership over 60 companies owning or operating over 70% of world LNG carrier and terminal capacity and over 45% of LPG carrier and terminal capacity. SIGTTO is organised to represent its membership before, and consult with, the International Maritime Organization and other bodies. The Society of International Gas Tanker and Terminal Operators Ltd., London Liaison Office, Staple Hall, 87/90 Houndsditch, London EC3A 7AX Tel 01-621-1422 Telex 89: G Fax 01-626-5913CONTENTS 1 Purpose of Recommendations and Guidelines 2 Application 3 Summary 4 Preamble 5, Recommendations and Guidelines 6 Interim Solution 1 Definitions 8 Acknowledgements. 0 References Appendix - Criteria Including a Practical Example for an Intrinsically Safe Electric Ship/Shore ESD Signal Link System Al ples ad Recommended ship/shore ESD signal link a3 Intrinsically safe (LS.) electric signal systems Ad Operational criteria for a ship/shore link system AS Recommended link system operating instructions Ab Explosion-Protected Link Between Ship and Shore AGL Design principles A62 Design details A63 Intrinsic safety parameters AGA Example practical design of an ESD_ link Figure 1 Ship/terminal ESD signal link - Schematic Figure 2 Ship/terminal ESD signal link - Design detail 10 10 10 u 2 4Purpose_of Recommendations and Guidelines To minimise the consequences of an accident or a potential hazard to personnel, to the ship and terminal, and to the environment ‘To enable both ships and terminal to communicate an Emergency Shut-Down (ESD) quickly. To. initiate ESD in both ships and terminal cargo transfer systems without delay. Application To existing and to mew bulk liquefied gas carriers and shore marine terminals. these recommendations are not intended for those existing and new terminal-ship-terminal gas trades which have proven safe and satisfactory linked ship/shore ESD systems and whether or not to adopt these recommendations is for individual companies to determine. However, ‘Summary Recommendations are given for a standardised link to connect ship and terminal ESD systems to communicate and initiate emergency shut-down of cargo transfer safely and as quickly as reasonably practicable, This will reduce hazards from pressure surge in an ESD of loading, discharge or ship-to-ship transfer. Criteria for an intrinsically safe (IS) electrical link system are described in the Appendix which have received approval in principle from a number of certification and regulatory authorities world-wide. The recommended link system does not significantly depart from systems and procedures in use on ships and in terminals and entails minimum modification or addition to known arrangements. Ship and terminal ESD systems remain continuously armed throughout testing, connection and disconnection of the ship/shore link Shore terminals are recommended to provide an 1S. electric shore/ship ESD signal link system including a flexible cable and internationally standardised plug. ‘This link system is to be interfaced with the terminal ESD system to transfer ESD signals without delay. ‘The terminal may select the interface arrangements most suited to its circumstances Ships are recommended to provide an internationally standardised fixed socket adjacent to its cargo manifolds which is to be interfaced with the ship’s ESD system to transfer ESD signals without delay. plug ‘Terminal Ship Ship/Shore ESD Interface interface | ESD System ee 7 Sytem flexible cable socket LINK SYSTEM Figure 1 Shore/Ship ESD Link System Concept The I$. electrical shore/ship link system design incorporates galvanic isolation between the ship and the terminal parts of the system. Guidelines are given in Reference 9.1 for the review of cargo transfer ESD systems for both new and existing gas ships and terminals to ensure that surge pressures are controlled within ship and terminal pipeline design pressures. “14a Preamble Liquefied gases were first transported and stored in pressure vessel tanks at ambient temperatures. Many pipelines were constructed with flanging to ASA 300 rating (496 bar ) and quick closing valves did not produce liquid line surge pressures in excess of this rating Following the introduction of product refrigeration, which allows storage tank pressures to be at atmospheric pressure, the IMO ship codes permitted a minimum liquid line design pressure of 10 bar g. Also, the codes evolved requirements for ESD valves (originally described as ‘quick closing’) to function as "Emergency Shut-Down’ valves with a requirement for such valves in liquid lines: “to close within 30 seconds of ESD initiation so as t0 avoid excessive liquid pressure in the loading line. Loading rates should be calculated to limit surge pressure on valve closure to an acceptable level. With typical refrigerated cargo transfer pump pressure of 8 bar g the margin of 2 bar g is often inadequate to accommodate the surge pressures caused by valve closure in the pipeline. It was recognized that the following hazard potentials would be reduced by the provision of linked ship/shore ESD systems: (a) Surge pressure damage to liquid cargo transfer system, especially to the ship/shore (or ship to ship) Kiquid line connection, with consequent release of product during any emergency shut-down, () Consequence of excessive ship movement at the berth. (©) Overfilling of ship or terminal storage tanks. ‘An ICS industry working group report to IMO in October 1977 (Reference 9.2) concluded that one of three ways to resolve the problem would be to link the ship and shore shut- down systems, Subsequent working party reports concluded that it was not practicable to define minimum or maximum safe ship ESD valve closure times for the variety of terminal/ship combinations because safe closure time was entirely dependant on the ifferent terminal loading system characteristics and the properties of the liquefied gas. ‘The basis for a ship/shore signal system was proposed (Reference 9.3) In January 1981, IMO encouraged the ICS industry group to develop guidelines for an acceptable ship/shore link as a matter of 'priority’. This group invited SIGTTO to undertake this work on behalf of their members in the Marine liquefied gas industry. link _systems ing_ship/shore_ES! ‘A review of existing ESD systems on gas ships and in marine terminals in both the LNG ‘and LPG trades was conducted. A number of intrinsically safe electric and pneumatic Tink systems were in existence and were closely examincd. These had been developed for dedicated, terminal-ship-terminal gas trades and had been established as acceptable and safe, In addition, it was considered that a fibre optics and a dedicated radio link may be presently technically possible, Some It was concluded that an IS. electric link be recommended, as a state-of-the-art technology, in that IS. technology was developed and proven in the marine environment and sufficiently understood for international acceptance. An electric link would be delay-free and enable safe emergency shut-down as quickly as reasonably practicable.42 sa 52 53 54 35 ‘The advantages of a_delay-free FSD_signal link ‘The problem of surge pressures on ESD can be reduced if the terminal and the ship ESD systems are linked to act in combination such that, irrespective of whether ESD is initiated on ship or on shore, the terminal will shut down first during loading of cargo and the ship will shut down first on discharging. Typical marine loading and discharge system studies (Reference 94) undertaken for SIGTTO indicate the excessive pipeline pressure that can be generated by closure of a ball valve with a 15 second total valve closure time during loading and during discharging. The studies indicate that considerable reduction in pipeline pressures can occur if the cargo transfer pump pressure is taken off the line at least one pipeline period before the valve commences its effective closure. Pipeline periods vary directly with the total length of the cargo transfer system and the speed of sound waves through the cargo. For example, for a 4 km transfer line, the pipeline period may vary from 6 seconds for ammonia liquid at -33 SC to 14 seconds for propane liquid at +20 °C. Thus, if an ESD signal is transmitted so as to stop the cargo transfer pump without delay, a 15 second ESD Total Valve Closure Time may be acceptable even in a 4 km transfer line. The IMO Ship Codes require that ship cargo pumps be stopped on initiation of ESD. These rapid pump stops may, if line pressure falls below the boiling point pressure of the liquid, result in liquid vapourisation. The usual precautions must be taken to ensure that the line would be re-primed slowly when the transfer pump is re-started. ‘Thus the achievement of universal gas ship/shore ESD linking to ensure removal of pump pressure on initiation of ESD would substantially reduce surge pressures, allow final closure within 30 seconds of ESD initiation and so contribute significantly to minimising spillage in an emergency. Recommendations and Guidelines ‘That all internationally trading gas ships and terminals implement these recommendations as quickly as practicable except that these recommendations and guidelines are not intended for those existing and new terminal-ship-terminal gas trades which have proven safe and satisfactory linked ship/shore ESD systems. That ships’ and terminals’ ESD systems be interlinked by an internationally adopted link system and interfacing arrangements to initiate shut-down of cargo transfer safely and as quickly as reasonably practicable. with associated ‘That all gas ships provide an international standard 1S. ship/shore i IS. power source and a fixed internationally standardised socket (or sockets port and starboard) adjacent to their cargo connection manifolds ‘That all gas terminals provide an international standard 1S. shipishore signal link with associated LS. power source and flexible cable terminating in an internationally standardized plug. This will make a delay-free signal link between the terminal and ship ESD signal systems. That operating managements of gas ships and terminals refer to the Guidelines (Reference 9.1) in reviewing their existing and new cargo transfer systems for the alleviation of excessive surge pressures on ESD.Interim Solution Some discharge terminals require the ship to pass a pendent extension to the shore so that the shore operator can use the ship ESD system to stop the discharge following a terminal ESD requirement. Some loading terminals pass an ESD pendent to the ship and encourage the ship operator to use the shore ESD system to stop the loading flow on a ship ESD requirement. Such arrangements would ensure the correct shut-down sequence if the relevant operator receives the ESD signal and is in a position quickly to operate the pendent system. Such operators follow the correct operating/emergency procedures but reliance is placed on rapid human intervention throughout the cargo transfer operation, The link design provides a simple means whereby a pendent extension may be fitted, Definitions Other ‘The definitions listed below relate to their usage within this. document. publications may use similar terms with different interpretations. Electro-Magnetic Interference (EMI) ‘The interference to electronic or electrically operated instrumentation and equipment due to an electro-magnetic environment generated by neighbouring electrical and electronic equipment Emergency Shut-Down (ESD) Effective, shut-down of relevant operations and equipment in a safe ‘manner. and controlled Emergency Shut-Down System ‘A system which, initiated either manually or by automatic control sensors, enables rapid and effective shut-down of relevant operations and equipment in a safe and controlled ‘manner. Fail to Safe (Fail to Safety) Plant and equipment designed to take the least hazardous condition upon ESD system signal failure or upon loss of power. Fusible_Plug Fusible elements designed to melt at temperatures between 98 °C and 104 °C which will actuate the ESD system and cause the ESD valves to close in the event of fire Interface ‘The components which transfer the link signal to the ship ESD system or to the terminal ESD system. Intsinsically Safe Circuit ‘A circuit in which any spark or thermal effect produced cither normally or in specified fault conditions is incapable in the test conditions prescribed in TEC Standard 79-11:1984, ‘of causing ignition of a given gas or vapourLink ‘The means by which an ESD initiation signal may be transmitted from ship to shore ESD system, or vice versa. Pendent_Extension A manual control to activate ESD at a remote location. Pipeline Period ‘The time required for a pressure signal to travel the pipeline system in use from one end to the other end and back again. The time is twice the length of the pipeline divided by the speed of sound in the fluid in the pipeline. Response Times Signal Response Time: The time between initiation of ESD and the recognition of the initiating signal by the ESD system. (For example, the time between initiating ESD at a remote control and the operation of the ESD interface units in the main control centre). Actuation Response Time; The time between the recognition of an ESD signal by the ESD system and the commencement of the required actuation. The Actuation Response Time occurs immediately following the Signal Response Time. (For example, the time between operation of the ESD interface units in the main control centre and the commencement of an ESD valve closure). Surge Pressure ‘The rapid change in pressure as a consequence of a change in flow rate in a pipeline. n of ESD to final closure of ship or terminal ‘The time from manual or automatic manifold valves. Total_Valve Closure Time The time for a valve to move from the open to the closed postion. Effective Valve Closure Time The period over which a valve reduces the flow from 90% of its steady state to zero, (in relation to Total Valve Closure Time, this is typically about the last 5% for gate valves, about the last 25% for ball valves and about the last 30% for plug valves when these valves are at the end of a long pipeline system). Acknowledgement is due to Members of SIGTTO and to the following organisations for contributions to the development of these recommendations and guidance notes:- ERA Technology Ltd Hydraulic Analysis Ltd Liquid Gas Equipment Ltd Lioyd’s Register of Shipping Measurement Technology Ltd Phillips Petroleum Co UK Ltd92 93 94 95 96 97 98 99 9.10 SIGTTO, Guidelines for the Alleviation of Excessive Surge Pressures on ESD, 1987, Witherby & Co Ltd, London, UK. International Chamber of Shipping (ICS), Overflow Control of Liquid Chemicals and Liquefied Gases, Automatic Shut-Down Systems, IMO BCH IIV/7 26 October 1977. The contents of this report were substantially reproduced in a MariChem "77 paper: G, Villerius, A.P. den Hartog and CR. Clucas, Surge Pressure Control with Automatic Shut- Down Systems, Gastech Ltd, Rickmansworth, U.K. British Shipbuilders, Overflow Control - Proposals for a Linked Ship/Shore System, MariChem °80 (Hamburg), Gastech Ltd, Rickmansworth, U.K. Hydraulic Analysis Ltd, ‘The Effects of Ship and Terminal ESD Systems - SIGTTO Working Group on ESD, November 1984, Hydraulic Analysis Ltd, Horsforth, Leeds, U.K. Explosion-Protected Link between Ship and Shore Terminal Emergency Shut-Down Systems for Bulk Liquefied Gas Cargo Transfer, ERA Technology Ltd, Leatherhead, UK Reference 2638/5, July 1986. Riddlestone, H.G. and Nethercot, W., Minimum Igniting Currents in very Low Voltage Circuits, 1963, ERA Technology Ltd, Cleeve Road, Leatherhead, Surrey, KT22 78A, U.K. Ship/Shore Insulation, June 1986, Hazardous Cargo Bulletin, 38 Tavistock Street, London WCE 7PB, UK. International Maritime Organization (IMO), Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, Resolution A328 (IX) adopted 12 November 1975 incorporating amendments 1-4, 1983 edition. IMO, Code for Existing Ships Carrying Liquefied Gases in Bulk, Resolution 4.329 (IX) adopted 12 November 1975 and supplement with amendments 1-3, IMO Publications, London, U.K. IMO, International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, 1983 amendments to the International Convention for the Safety of Life at Sea, 1974, Volume IILAppendix Criteria_including_a_practical_example for_an_ intrinsically safe ctric_ship/shore ESD_signal_link system. A. dolay-froe, intrinsically safe (IS.) electric signal link system is described in the document reproduced on pages 10-16, "Explosion-Protected Link Between Ship and Shore Terminal Emergency Shut-down Systems for Bulk Liquefied Gas Cargo Transfer” (Reference 95) Al Principles ALL Ship and shore ESD systems to be connected by a delay-free link for ESD of cargo transfer to be achieved safely and as quickly as reasonably practicable. AL2 The ship/shore ESD link to be applicable to existing and to new gas ships and marine terminals where no established and acceptable link is in use AL3 ESD may be initiated manually or by sensors either by the shore terminal or by the ship and the initiation communicated automatically to the main transfer control stations both on shore and on ship without delay. Al4 The shore preferably to shut down cargo transfer automatically before the ship during loading and the ship preferably to shut down cargo transfer automatically before the terminal during discharge. Az Recommended ship/shore_ESD_signal link A21 Terminals should determine the best option for their cargo transfer ESD signal system. Reference 9.1 presents the case for taking transfer pump pressure off the line immediately on initiation of ESD; IS. electric, fibre optic, radio or pneumatic means may be technically feasible and these may be considered for the terminal interface. A22 It is recommended in this document that the ship/shore signal link be a separate system from both the terminal and the ship’s ESD signal systems. Whatever ESD signal system is provided by the terminal, the link with the ship's system should be IS. electric, permitting delay-free signals to be passed either way between the two galvanically isolated systems. Physical connection of the link circuit should be by a flexible cable extending from the link system and terminating in an internationally standardised plug inserted into an internationally standardised fixed socket provided by the ship. A23 Gas ships should provide the LS. electric ship/shore ESD signal link from a galvanically isolated interface with the ship's ESD system to an_ international standard fixed socket connection (or connectors) located within 10 metres of the centre cargo manifold presentation flanges (port and starboard). A24 Reference to these Recommendations and Guidelines may assist in obtaining the necessary formal approvals. from the relevant Certification and Regulatory Authorities A25_ The ship/shore ESD signal link should be designed, installed, maintained and pre operation tested in accordance with local and/or national requirements and to the recommendations in this Appendix,a3 Intrinsically safe (LS.) clectric_signal_systems LS. electric signal systems have been proven reliable and delay-froe in some dedicated liquefied gas shipping contracts and in marine oil/gas installations. ‘The required two: way signal transference between a shore LS. electric ship/shore ESD link system and a ship's IS. electric ESD link system will require international certification agreement and approval since each link system circuit will contain apparatus within the other system which may be supplied by a different manufacturer under a different certification authority Outline criteria: ‘A31 Communicate an ESD incident to operators and activate appropriate ESD in ship and in terminal and stop cargo transfer as quickly as reasonably practicable without creating additional hazards such as unacceptable surge pressures in other parts of the ship or shore systems. A32 Comply with relevant international and national Codes and Regulations and be universally acceptable for existing and new ships and marine terminals handling liquefied gases in bulk (eg. compliance with IMO Gas Ship Codes Section 53 or 56, 131.2 or 1313, 1314, 1331 and 1333). A33. Be reliable and simple in installation, function testing, operation and maintenance. 1) hazardous areas for A34 Be certified intrinsically safe for use in Zone 1 (Divis ia, Apparatus Group 1B, hydrocarbons and ethylene gas/air mixtures. (Category Temperature Class T4 in IEC terminology). ABS Be ‘Fail to Safety’ in design and operation (eg. to signal ESD on a system component failure or on power supply failures). ‘A36 Be proven suitable for the operating environment (eg. for temperature range -#0°C to +70°C with materials of construction and enclosure suitable for marine atmospheres and for atmospheres contaminated with the gases which may be handled). A37 Be provided with test facilities for all interface and link components. — Inhibit switches, if used, shall be located in the main cargo control positions in ship and terminal with procedures and means to prevent their inadvertent operation. A3S Be provided with two or more manual ESD signal initiation devices to be installed to Code/operator requirements with their position and function clearly identified and with means to prevent their inadvertent operation A39 Protect the LS. flexible cable from mechanical damage, from EMI (eg. by use of twisted pairs of cables) and be separated from non’ IS. electric cables and be installed as per IEC 79.14. The cable to be without armour or screen to avoid the hazard of @ potentially incendive spark should the insulating sheath be cut by an earthed metal object on the jetty (see A62 and References 96 and 97). A310 Be provided with a 75m extension cable with plug or socket connector and a manual ESD signal initiation device for extension of ship and terminal ESD_ signal systems for use during the part implementation period (see Section 6). A3.11 Be provided with a link relay assembly and a 75m ship/shore flexible cable with a plug connector. The ship socket connector is to be located within 10m of the centre cargo manifold presentation flanges (port and starboard),Ad AS A312 Be provided with a link relay assembly and a S0m inter-ship flexible cable with a plug connector at each end for use in a ship-to-ship transfer. A313 Be provided with instructions for their installation, function testing, operation, and maintenance. The link system and interface components are to be function tested before every cargo transfer. Operational criteria for_a_ship/shore link system A41 Terminal and ship ESD systems to remain continuously armed throughout testing, connection and disconnection of the link. A42 Function testing of link and interface units to be undertaken by both terminal and ship before every ship/shore cargo transfer. A43. Following an actual ESD of cargo transfer both terminal and ship to be able to reset their own ESD system for operation of equipment prior to recommencing cargo. transfer. Ad4 Means may be provided to identify whether ship or terminal initiated the ESD. Recommended link system operating instructions _for_incorporation_in_terminal_and shi fing_manuals (based on practical example described on pages 10-16) AS.1 Terminal and ship to report to each other and record that their respective link system components and interface components have been independently tested and function correctly with Inhibit Switches closed. AS2 Terminal to request ship to connect their link plug into ship's fixed socket; ship to report "Link Plug and Socket Connected’ and terminal to verify. AS3. When both Terminal and Ship have reported "Ready for Cargo Transfer’, Terminal to press Link relay assembly Reset Switch, check both Zz lights in Link Relay assembly on, and then order "Open Inhibit Switches". Terminal and Ship to report and record “Inhibit Switches open and lights on’. AS4 In the event of an ESD during cargo transfer, the cause of ESD to be reported and rectified ASS When both Terminal and Ship have reported "Ready for Cargo Transfer’, Terminal tO repeat instructions A533. AS6 On completion of cargo transfer, Terminal to request "Close Inhibit Switches’ when Terminal and Ship have reported and recorded “Inhibit Switches Closed’, Terminal to invite Ship to disconnect Link plug and socket. A517 After disconnection, inhibit switches are to be opened. Note: Inhibit switches are only closed to test the link and interface units and for connection and disconnection of link. At all other times the inhibit switches are to remain open and suitable procedures are to be established to ensure this. ASS For Ship-to-Ship transfer, the discharging ship is to give the orders as specified above for the TerminalAG AGL A62 Explosion-Protocted Link between Ship and Shore Terminal Emergency Shut-Down_ Systems for Bulk Liquefied Gas Cargo Transfer (Reference 9.5) principle to meet the intrinsic safety wolved in the marine the ‘An emergency shut-down system designed in requirements of the various certification and regulatory authorities environment worldwide is described. As_a_ basis for international acceptance, interface system should comply with the requirements for intrinsic safety specified in 79-11:1984, Construction and test of intrinsically safe and associated apparatus in respect of category ia, Apparatus Group IIB and Temperature Class T4 ‘The design in principle of an emergency shut-down signal link is considered in paragraph ‘A61 and design details are described in A62 and A63. Paragraphs marked * in Reference 9.5 and as marked * below were submitted for approval in principle by certification authorities. 'A practical application of the design proposed is given in paragraphs A641 (0 A64.10. Design principles ‘The essential component parts of the proposed intrinsically safe (LS.) ESD system are shown schematically in Figure 1A. ‘These component parts may be combined progressively to reduce the number of individual, separate units, as shown in Figures 1B and 1C. “An essential principle followed in the design is that the link (relay assembly) must comply with segregation requirements specified in a widely recognised standard for intrinsic safety to ensure that the terminal and ship ESD systems can be considered to remain effectively independent of cach other so far as intrinsic safety is concerned, ic. the possibility of invasion between IS. systems is avoided. The segregation requirements should be drawn from IEC 79-11:1984, see Table 1, in the expectation that this will be acceptable to all relevant ship and shore regulatory and certification bodies. Note: That segregation requirements in IEC 79-11:1984 are identical to those specified in TEC 79-11:1976. Design details, ‘A more detailed design of the link and interface components is shown in Figure 2 ‘The ship and shore ESD systems are shown as intrinsically safe electrical circuits which are in effect ‘mirror-images’ of each other having appropriate segregation to non-LS. apparatus and linked by a flexible cable having a suitable connector at one end and a relay assembly incorporating components providing the link function with adequate segregation between the ship and shore LS. circuits at the other. “In the relay assembly, the relays should have a nominal operating voltage of 12V de. ‘and an operating current of 5 to SOmA. The duplicate shunt diodes provided to ‘quench’ the relay coil inductance should be Type 1N4005 or equivalent. The diodes should be fitted to the relay coil in accordance with Clause 86 of IEC 79-11:1984. Alternatively, three shunt diodes could be fitted. ‘The LED indicators provide visual indication of correct operation when the check and re- set switches are operated. 10 -*A63 A631 A632 “at the ship end of the link, the "International Connector’ is a five-pin fixed socketifree plug connector, the component parts of which have the following NATO Stock Numbers: Fixed Socket '5935-99-038-5546 Cap '5935-99-038-5637 Free Plug '5935.99.038-5511 Cap '5330-99-038-5629 Gasket, Panel Mounting — 5330-99-038-5645 ‘These numbers identify the connector with zero (standard) orientation or keyways ‘The intrinsically safe supply pin designations are as_follows:- tve: pins 2 and 3 ~we : pins 1 and N Earth pin not used *The link cable should be twisted two-core, without armour or screen, The outer sheath should provide mechanical protection appropriate to the intended conditions of use and should be blue in colour, The cable may alternatively be twisted four-core with each core being terminated on the appropriate pin in the free plug and the appropriate cores connected together in the relay assembly. ‘The link cable is specified without armour or screen {0 avoid the hazard of a potentially incendive spark should the insulating sheath be cut by an earthed metal object on the jetty. ‘The link cable is part of the ship LS. circuit and the armour or screen, if fited, must be carthed to the ship. Intrinsic safety parameters ‘As noted above, the link arrangements must comply with the requirements for intrinsic safety as specified in IEC 79-11:1984 in respect of category ia, Apparatus Group 1B and Temperature Class Ta. The intrinsic safety parameters necessary to meet these requirements are specified in the following sub-sections. Powersupply output parameters ‘The intrinsically safe power supplies for the ship and shore circuits will have the following output parameters:- Maximum output voltage (Vmaxcout) 30V de. Maximum output current (Imax:out) 100mA de. Maximum output power — (Wmax:out) o7sw “The output current must be limited by resistive elements. ‘Segregation ‘The segregation arrangements in the Link Relay Assembly will comply with the appropriate requirements specified in IEC 79-11 for a circuit voltage of 375V_ peak ‘These requirements are given in Table 1 below. The segregation arrangements in the Interface Units (S in Figure 2) between the ship and shore LS. ESD system circuits and non-intrinsically safe electrical apparatus on the ship and terminal respectively may comply with the appropriate requirements specified in IEC 79-11, or with ‘local’ requirements, ie. the requirements of the certification or legislative body responsible for the installation for a circuit voltage of 375V peak. ie+0633 A64 A641 “TABLE 1: Minimum segregation requirements according to IEC_79-11:1984, Peak voltage 395V Creepage distance 10 mm Minimum Comparative Tracking Index 300 Clearance 6 mm Creepage distance under coating 33. mm Separation through encapsulation (or solid insulation) 33 mm “To IEC Publication 112 Cable_parameters ‘The clectrical parameters of the interconnecting cable which comprises the link shall not exceed the following:- Maximum capacitance 01 uF Maximum inductance SmH Maximum inductance/resistance ratio 60 uH/obm Example_practical_design of an ESD link ‘An example practical design of an ESD link can be expected to include the following features in addition to the requirements essential for intrinsical safety identified in paragraphs A6.1 to A63. ‘Test_and_independent operation of ship and shore ESD_systems Operating features of the emergency shut-down systems and link illustrated schematically in Figure 2 are described as. follows. Provision of switch T associated with both ship and terminal interface units, enables each ESD system to be operated independently of the other and permits the link system to be checked prior to or even while in service without operating the ship or terminal ESD systems which remain fully armed throughout these operations. ‘The switch must be open for cargo transfer. Switch Xa associated with both ship and terminal interface units, enables the link to be checked in each direction, Correct operation is indicated by the separately powered light emitting diode (LED) indicator Za in the opposite interface unit Switches Xz associated with the relay assembly enable the relay assembly to be checked independently of the interface units. LED indicators Z2 provide local indication of correct operation, for cxample, when testing link relay assembly by either switch Xz, both light emitting diodes Za should extinguish; if the ship circuit Z2 fails to extinguish when the terminal circuit X2 is opened, then the ship circuit relay contact R has failed to open, and vice versa Switch Y is a reset facility which is required on initial connection of the link and following operation of switches X or an actual emergency shut-down initiated from the terminal or ship. The switch should be of a positive On/Off type which cannot stick in ‘On" position. -12-‘SILWN3HOS — SLIND 30¥483INI ONY ¥NIT TWNOIS NOG LOHS AONSOUSWS UBISNVYL OOYVD TWNINWIL/ INS Wold <—Ks LIN Ataans Hod avs ATIWOISNL Sa °S'1 waisis waisis is soul nge rl sis | gen jsauih S Fag oo, reine raha W3LSAS W3LSAS a ‘0S aviN nse asd HY a0va| as: |g . 83 jaan Sy Nas a, sisi seine snayeunoay aus wT Se eae os Houuoag St souvosudsg St waisis waisis as) |_| aon nse asd wel | ES | cia au Sy si NI 340K | need V3dv SNOGSVZVH WIN SNODYYZVH-NON Wav SNOGEVZVH NON“Wi NOG LHS A. —<—_ as |] 340ns ——p» step - =S = iis | | | I I | I I | | | | | | Va8Y SHOGEYZVH-NON Va8V SNOGEYZVH-NONAGA2, A643 Aba AGAS Component L is a portable (floating) nominal 12V dc. power supply with an international socket to check the link (relay assembly), terminal interface and ship/shore cable prior to connection to the ship. The portable power supply should have the same intrinsic safety parameters as those specified for the link power supply units and should be similarly certified as the LS. link equipment. Use_of tested marine components Components or apparatus are to be proven suitable for the intended use by marine environmental testing as exampled in Ship Classification Type Approval Schemes, or equivalent, ~ for use in enclosed spaces subject to generated heat from other equipment = for use on the open deck or jetty fas appropriate, For general applications, the link relay assembly and pendent controls should be mounted in a marine enclosure to IP 6 (IEC 144) and, for very exposed locations, application of IP 67 should be considered. Fault_monitoring of link circuit Special Link circuit fault monitoring is not considered necessary, provided that every component in the Link system on the ship and in the terminal is installed so as (0 minimise the possibility of earth faults occurring and is fully tested prior to every cargo transfer. Simple reed relays are proposed for the Link relay assembly and the full pre- operation testing required will demonstrate correct functioning of these relays. Alternatively, open circuit and short-circuit faults on the link circuit could be monitored by means of under- and over-current detectors associated with the interface units. The current in each relay circuit will be between 5 and SOmA. Similarly, earth leakage detectors associated with each interface unit could monitor the isolation from carth, or ship's hull, of each relay circuit Users should give consideration to a study of the operational safety of the link system as installed in their ship/terminal so as to identify any aspects of the components and installation which could result in a failure to shutdown cargo transfer, for example, installation of the system cabling so as to prevent short circuits, especially at cable terminations, and so as to detail the functional test instructions required for their system. Pendent _controls ‘As an intermediate solution both ship and terminal could provide a pendent extension, as illustrated in Figure 2, to permit manual operation by the other party. ‘The pendent includes LED indicator Zs, as an indication of correct operation, and a ballast resistor of LOK ohm to represent the resistance of the relay coil in the link Independent operation ‘As an alternative to using the inhibit switch T, the connector on the ship's deck could be capped with a dummy plug incorporating a ballast resistor of 10K ohm, sce Figure 2 A similar dummy plug could be used in place of the shore based link, sce Figure 2. “15+AGA AGAT AGAS. A649 6.4.10 NOTE: Ship to Ship operation For ship to ship cargo transfer, one ship would provide the relay assembly and connecting cable, the relay assembly being connected to the discharging ship international socket. Fire_protection ‘The link system is designed to fail safe, i. to operate both ship and shore ESD systems in the event of @ short-circuit or open-circuit of any part of the link circuit, and in the event of failure of either power supply unit. No specific consideration has been given in the design to the effects of fire engulfment on the link system and the protection that may be necessary, for example running additional connections in physically separated cables. I is expected that fire safety requirements for both the terminal and the ship will be in accordance with the respective national, operator and IMO requirements, and that these will include, on the ship, fire sensors at the ship/shore connections with automatic ESD cof cargo operations. In addition the link cable should be heat, oil and fire resistant ‘An indication of the origin of an emergency shut-down could be provided by a "first alarm" indication in the terminal and ship annunciator systems or alternatively by ‘monitoring directly the input and output signals of each interface unit International _connector ‘The connector identified in Sections 53, 5.4 and A62 is specified by the NATO stock number and hence plugs and sockets from different sources will be compatible if the appropriate NATO stock numbers are used. ‘The connector contacts are to be acid hard gold-plated at least 5 microns thick on a nickel undercoat for reliable contact in the marine environment. Ships_deck LS. ESD_circuit Provision of manually operated delay-free emergency shut-down controls located on the deck of the gas carrier are desirable. This’ is most readily achieved by a separate intrinsically safe circuit supplying a number of switches connected in series. The switch contacts will be normally closed and opening of a switch contact would operate the ESD system in the same manner as the link circuit operating on the ship interface unit, For convenience, the intrinsically safe parameters of the manual circuit could be the same as those of the link power supply units, ie. Vmaxout 30V dc, Imax:out 100mA dc, Wmaxout 0.75W. ‘These parameters imply that the power supply current limiting resistor has a value of 300 ohm. If the signal loop is energised at a nominal voltage of 24V dic, the standing current will be 80mA dc. The ESD system could be set to operate at a current level below 50mA, say. This level is considered to be sufficiently high to ensure correet operation of the system should there be leakage paths associated with the switches due to the marine environment. Acceptances by Certification Authorities to the design principles described on pages 10-16 are held by SIGTTO, London Liaison Office. ee