LNGC GRACE ACACIA
Issue and Update Control .................................................................................. 3
Trading Area ....................................................................................................... 8
Operating Requirements.................................................................................... 9
Cargo Machinery Symbols and Colour Scheme ............................................ 10
Abbreviations .................................................................................................... 11
Part 1 : Design Concept of the Vessel
1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship .............................................1 - 1
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3
1.1.3 Cargo Valve Check List ..........................................................1 - 5
1.1.4 Maker List...............................................................................1 - 6
1.1.5 General Arrangement..............................................................1 - 9
1.1.6 Ship Gangway Position.........................................................1 - 10
1.1.7 Tanks and Capacity Plan....................................................... 1 - 11
1.2 Classification, Rules and Regulations..............................................1 - 13
1.3 Design Concept of the Cargo System ..............................................1 - 15
1.3.1 Cargo Containment System Principle ...................................1 - 15
1.3.2 Membrane Cargo Containment.............................................1 - 23
1.3.3 Deterioration or Failure ........................................................1 - 25
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 27
Illustration
1.3.1a Cargo Tank Lining Reinforcement..............................................1 - 14
1.3.1b Cargo Tank General ....................................................................1 - 18
1.3.2a Construction of Containment System .........................................1 - 19
1.3.2b Construction of Containment System – Flat Area ......................1 - 20
1.3.2c Construction of Containment System – Corner Part 1 ................1 - 21
1.3.2d Construction of Containment System – Corner Part 2................1 - 22
1.4a Hazardous Areas and Gas Dangerous Zone ...................................1 - 26
Part 2 : Properties of Gases
2.1 Characteristics of LNG ...................................................................... 2 - 4
2.1.1 Physical Properties and Composition of LNG........................ 2 - 4
2.1.2 Flammab ility of Meth an e, Ox yg en and Nitrog en
Mix tur es ............................................................................... 2 - 5
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9
Illustration
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ........... 2 - 1
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5
2.1.3a Temperature and Steel Grades ...................................................... 2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve...................... 2 - 8
Part 3 Integrated Automation System (IAS)
3.1 IAS for general ................................................................................. 3 - 4
3.2 DEO Open Supervisory Station (DOSS) ........................................ 3 - 4
3.3 DOHS (DEO Open History Station)................................................. 3 - 8
3.4 DOGS (DEO Open Gateway Station)............................................... 3 - 8
3.5 DOPC ІІ (DEO Process Controller ІІ) .............................................. 3 - 8
Cargo Operating Manual
3.6 Alarm Management........................................................................... 3 - 9
3.6.1 Classification of Alarm .......................................................... 3 - 9
3.6.2 Alarm Acceptance Procedure ................................................. 3 - 9
3.7 Alarm Printout................................................................................. 3 - 10
3.8 Fast Alarm Function........................................................................ 3 - 10
3.9 Data Logging .................................................................................. 3 - 10
3.10 Extension Alarm and Engineer’s Alarm........................................ 3 - 11
3.10.1 Extension Alarm................................................................. 3 - 12
3.10.2 Engineer’s Alarm and Patrolman System........................... 3 - 15
Illustration
3.1.1a IAS Overview (System Configuration)........................................ 3 - 1
3.1.1b IAS Overview (System Connection)............................................ 3 - 2
3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3
3.6a Alarm Acceptance Procedure .......................................................... 3 - 9
3.7a Alarm Printer Configuration.......................................................... 3 - 10
3.7b Example of Alarm Printout ........................................................... 3 - 10
3.8a Example of Alarm Printout ........................................................... 3 - 10
3.10a Extension Alarm and Engineer Call System ............................... 3 - 11
3.10.1a Layout of Group Alarm Indication........................................... 3 - 12
3.10.1b Alarm Annunciation Sequence for Machinery System ............ 3 - 13
3.10.1c Alarm Annunciation Sequence for Cargo System .................... 3 - 14
3.10.1d Duty Selector Indication for Machinery................................... 3 - 14
3.10.1e Duty Selector Indication for Cargo .......................................... 3 - 14
Part 4 : Cargo System
Alarm & Trip Set-Point............................................................................4 - 1
4.1 Cargo Piping System........................................................................4 - 12
4.2 Cargo Tank Pressure Control System...............................................4 - 15
4.2.1 Cargo Tank Pressure Control ................................................4 - 15
4.2.2 Cargo Tank Vent Control.......................................................4 - 15
4.2.3 Mode Selection .....................................................................4 - 16
4.3 Cargo Pumps....................................................................................4 - 18
4.3.1 Main Cargo Pumps................................................................4 - 18
4.3.2 Stripping/Spray Pumps .........................................................4 - 24
4.3.3 Emergency Cargo Pump .......................................................4 - 30
4.4 Cargo Compressors..........................................................................4 - 36
4.4.1 HD Compressors...................................................................4 - 36
4.4.2. LD Compressors ..................................................................4 - 42
4.5 High Duty / Low Duty Heaters ........................................................4 - 48
4.6 LNG Vaporiser .................................................................................4 - 52
4.7 Forcing Vaporiser.............................................................................4 - 56
4.8 Custody Transfer System .................................................................4 - 60
4.8.1 Custody Transfer System ......................................................4 - 60
4.8.2 Float Level Gauge.................................................................4 - 68
4.8.3 Trim-List Indicator................................................................4 - 70
4.9 Nitrogen Production System ............................................................4 - 72
4.10 Inert Gas and Dry Air System ........................................................4 - 76
4.11 Gas Detection System ....................................................................4 - 80
4.12 Cargo and Ballast Valve Control....................................................4 - 84
4.12.1 Cargo Valve Control System ...............................................4 - 84
1 Index
4.12.2 Hydraulic System Operation ...............................................4 - 85
4.12.3 Ballast and F.O Valve Control System ................................4 - 88
4.12.4 Emergency Shutdown System.............................................4 - 90
4.12.5 Ship Shore Link...................................................................4 - 92
4.12.6 Mooring Load Monitoring System......................................4 - 97
4.13 Relief Systems..............................................................................4 - 100
4.13.1 Cargo Tank Relief Valves ..................................................4 - 100
4.13.2 IBS & IS Relief Valves......................................................4 - 100
4.13.3 Pipe Relief Valves .............................................................4 - 100
Illustration
4.1a Cargo Piping System ......................................................................4 - 11
4.3.1a Main Cargo Pumps......................................................................4 - 17
4.3.1b Main Cargo Pump Characteristic Curve......................................4 - 19
4.3.2a Stripping/Spray Pumps................................................................4 - 23
4.3.2b Stripping/Spray Pump Characteristic Curve ...............................4 - 25
4.3.3a Emergency Cargo Pump..............................................................4 - 29
4.3.3b Emergency Pump Characteristic Curve.......................................4 - 31
4.4.1a HD Compressor...........................................................................4 - 35
4.4.1b Performance Map of HD Compressor.........................................4 - 37
4.4.2a LD Compressor ...........................................................................4 - 41
4.4.2b Performance Map of LD Compressor .........................................4 - 43
4.5a High Duty/ Low Duty Heaters .......................................................4 - 47
4.6a LNG Vaporiser ...............................................................................4 - 51
4.7a Forcing Vaporiser ...........................................................................4 - 55
4.8.1a Custody Transfer System.............................................................4 - 59
4.8.2a Float Level Gauge .......................................................................4 - 67
4.8.2b Float Level Gauge .......................................................................4 - 69
4.8.2c Float Level Gauge .......................................................................4 - 69
4.8.3a Trim – List Indicator....................................................................4 - 70
4.9a Nitrogen Generator.........................................................................4 - 71
4.10a Inert Gas and Dry Air System ......................................................4 - 75
4.11a Gas Detection System...................................................................4 - 79
4.12.1a Cargo Valve Hydraulic Lines ....................................................4 - 83
4.12.3a Ballast Valve Hydraulic Lines ...................................................4 - 87
4.12.4a Emergency Shutdown System ...................................................4 - 89
4.12.5a Ship-Shore Link ........................................................................4 - 91
4.13.1a Cargo Tank Relief Valves ..........................................................4 - 99
4.13.2a IBS & IS Relief Valves..............................................................4 - 99
4.13.3a Pipe Relief Valves (REC131-S1(E))........................................4 - 101
4.13.3b Pipe Relief Valves (REC131-S1(N)) .......................................4 - 101
Part 5 : Cargo Auxiliary and Ballast System
5.1 Temperature Monitoring System........................................................5 - 3
5.2 Insulation Space Nitrogen Control System ........................................5 - 6
5.3 Cofferdam Glycol Heating System ....................................................5 - 8
5.3.1 Glycol Water Heater................................................................5 - 8
5.3.2 Cofferdam Heating System ...................................................5 - 12
5.4 Cargo Machinery F.W. Cooling System ...........................................5 - 14
5.5 Ballast System..................................................................................5 - 16
5.6 Loading Computer ...........................................................................5 - 19
LNGC GRACE ACACIA
5.6.1 ON-Line and OFF-Line Mode .............................................. 5 - 19
5.6.2 Software Configuration......................................................... 5 - 19
5.6.3 Explanation of the Ship Manager Screen.............................. 5 - 20
5.6.4 Operation of the Ship Manager Screen ................................. 5 - 21
5.7 Fuel Oil and Gas oil Systems........................................................... 5 - 22
5.8 Steam Condensate System ............................................................... 5 - 23
5.9 Bilge and Scupper System ............................................................... 5 - 24
5.10 Instrument Air System ................................................................... 5 - 27
Illustration
5.1a Temperature Sensors in Cofferdams ................................................ 5 - 1
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
................................................................................................................. 5 - 2
5.1c Cargo Tank Temperature .................................................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4
5.2b Barrier Space N2 Pressurisation Control.......................................... 5 - 5
5.3.1a Glycol Water Heater...................................................................... 5 - 7
5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11
5.4a Auxiliary Fresh Water Cooling System.......................................... 5 - 14
5.5a Ballast System................................................................................ 5 - 15
5.5b Ballast Exchange Conditions ......................................................... 5 - 18
5.7a Fuel Oil and Gas oil Systems......................................................... 5 - 22
5.8a Fuel Oil Heating and Cargo Steam System.................................... 5 - 23
5.9a Bilge System .................................................................................. 5 - 24
5.9b Bilge System.................................................................................. 5 - 25
5.9c Scupper System.............................................................................. 5 - 26
5.10a Compressed Air System ............................................................... 5 - 27
5.10b Inert Gas and Dry Air System...................................................... 5 - 28
Part 6 : Cargo Operations
6.1 Post Dry Dock Operation................................................................... 6 - 2
6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2
6.1.2 Drying Cargo Tanks................................................................ 6 - 4
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12
6.2 Ballast Passage ................................................................................ 6 - 15
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 18
6.2.2 Spraying During Ballast Voyage........................................... 6 - 20
6.3 Loading............................................................................................ 6 - 21
6.3.1 Preparations for Loading ...................................................... 6 - 21
6.3.2 Ship’s Liquid Lines Cool Down ........................................... 6 - 24
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 28
6.3.4 De-Ballasting ........................................................................ 6 - 34
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 36
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 36
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 38
6.5 Discharging with Gas Return from Shore........................................ 6 - 40
6.5.1 Preparations for Unloading................................................... 6 - 40
6.5.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 42
6.5.3 Discharging with Vapour Return from Shore........................ 6 - 44
Cargo Operating Manual
6.5.4 Ballasting ..............................................................................6 - 46
6.6 Pre-Dry Dock Operations ................................................................6 - 48
6.6.1 Stripping and Line Draining..................................................6 - 48
6.6.2 Tank Warm Up ......................................................................6 - 52
6.6.3 Inerting..................................................................................6 - 54
6.6.4 Aeration.................................................................................6 - 64
Illustration
6.1.1a Insulation Space Inerting...............................................................6 - 1
6.1.2a Drying Cargo Tanks ......................................................................6 - 3
6.1.3a Inerting Cargo Tanks .....................................................................6 - 5
6.1.4a Gassing-up Cargo Tanks (Stage-1)................................................6 - 7
6.1.4b Gassing-up Cargo Tanks (Stage-2)................................................6 - 9
6.1.5a Cooling Down Cargo Tanks ........................................................ 6 - 11
6.2.1a Cooling Down Tanks Prior to Arrival .........................................6 - 17
6.2.2a Cooling Down One Tank During Ballast Voyage........................6 - 19
6.3.2a Ship’s Liquid Lines Cool Down..................................................6 - 23
6.3.3a Loading with Vapour Return to Shore....................................... 6 - 27
6.3.4a De-Ballasting by Gravity ............................................................6 - 31
6.3.4b De-Ballasting by Pump ...............................................................6 - 32
6.3.4c De-Ballasting by Stripping Eductor ............................................6 - 33
6.4.1a Normal Boil-Off Gas Burning.....................................................6 - 35
6.4.2a Forced Boil-Off Gas Burning......................................................6 - 37
6.5.1a Inerting Manifold Connections ...................................................6 - 39
6.5.2a Liquid Line and Arm Cool Down before Discharging ................6 - 41
6.5.3a Discharging with Vapour Return from Shore ..............................6 - 43
6.5.4a Ballasting ....................................................................................6 - 45
6.6.1a Stripping......................................................................................6 - 47
6.6.1b Drainage of Cross-over Piping....................................................6 - 48
6.6.1c Typical Section for Cross-over Piping ........................................6 - 49
6.6.2a Tank Warm Up ............................................................................6 - 51
6.6.3a Inerting ........................................................................................6 - 53
6.6.3b Inerting Liquid Line....................................................................6 - 55
6.6.3c Inerting Spray Line .....................................................................6 - 57
6.6.3d Inerting Manifolds and Machinery Space ...................................6 - 59
6.6.4a Aeration...................................................................................... 6 – 63
Part 7 : Emergency Procedures
7.1 Vapour Leakage .................................................................................7 - 2
7.2 Liquid Leakage ..................................................................................7 - 4
7.3 Water Leakage to Barrier Space.........................................................7 - 8
7.4 Fire and Emergency Breakaway ........................................................7 - 9
7.5 Emergency Cargo Pump Installation................................................7 - 12
7.6 One Tank Operation .........................................................................7 - 14
7.6.1 Warm Up (No.2 Cargo Tank) ................................................7 - 14
7.6.2 Gas Freeing (No.2 Cargo Tank) ............................................7 - 16
7.6.3 Aeration (No.2 Cargo Tank)..................................................7 - 18
7.6.4 Drying and Inerting (No.2 Cargo Tank) ................................7 - 20
7.6.5 Gassing-Up (No.2 Cargo Tank).............................................7 - 24
7.6.6 Cool Down (No.2 Cargo Tank) .............................................7 - 26
2 Index
7.7 Ship to Ship Transfer........................................................................7 - 27
7.8 Jettisoning of Cargo .........................................................................7 - 29
Illustration
7.1a Insulation Space Nitrogen Control System .......................................7 - 1
7.2a LNG Drain from Inter Barrier Space ................................................7 - 3
7.3.a Water Drain from Insulation Space..................................................7 - 7
7.3b Water Drain From Insulation Space..................................................7 - 8
7.5a Emergency Cargo Pump Fitting Sequence......................................7 - 11
7.6.1a Warm Up (No.2 Tank) .................................................................7 - 13
7.6.2a Gas Freeing (No.2 Cargo Tank)...................................................7 - 15
7.6.3a Aeration (No.2 Cargo Tank) ........................................................7 - 17
7.6.4a Drying (No.2 Cargo Tank)...........................................................7 - 19
7.6.4b Inerting (No.2 Cargo Tank) .........................................................7 - 21
7.6.5a Gassing-Up (No.2 Cargo Tank) ...................................................7 - 23
7.6.6a Cool Down (No.2 Cargo Tank)....................................................7 - 25
Part 8 : Fire Fighting System
8.1 Fire and Deck Wash System...............................................................8 - 2
8.2 Water Spray System ...........................................................................8 - 4
8.3 Dry Powder System ...........................................................................8 - 6
8.4 CO2 System ......................................................................................8 - 10
8.5 Fire Detection System ......................................................................8 - 11
8.5.1 Fire Alarm System.................................................................8 - 11
8.5.2 Fire Alarm Detector...............................................................8 - 14
8.6 Quick Closing Valves and Fire Dampers System.............................8 - 16
8.7 Emergency Escape from E/R ...........................................................8 - 17
Illustration
8.1a Fire and Deck Wash System..............................................................8 - 1
8.2a Water Spray System ..........................................................................8 - 3
8.2b Water Spray System ..........................................................................8 - 4
8.3a Dry Powder System ..........................................................................8 - 5
8.3b Dry Powder System ..........................................................................8 - 7
8.4a CO2 System for Cargo Area ..............................................................8 - 9
8.6a Quick Closing Valves and Fire Dampers System............................8 - 15
8.7a Emergency Escape from Engine Room...........................................8 - 17
LNGC GRACE ACACIA Cargo Operating Manual

Issue and Update Control Item Issue 1 Issue 2 Issue 3

2.1 Characteristics of LNG January 2007
This manual was produced by:
2.1.1 Physical Properties and Composition of LNG January 2007

PENTATECH CO., LTD. 2.1.2 F l a m m a b i l i t y o f M e t h a n e , O x y g e n a n d N i t r o g e n January 2007

Mixtures
For any new issue or update contact: 2.1.3 Supplementary Characteristics of LNG January 2007

2.1.4 Avoidance of Cold Shock to Metal January 2007

Business Marine Venture Center Korea Maritime University
2.2 Properties of Nitrogen and Inert Gas January 2007
1, Dongsam-Dong, Yeongdo-Gu, Busan, Korea
Illustration
E-Mail: company@pentatech.co.kr 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature January 2007

2.1.1b Boiling Point of Methane with Pressure January 2007

1. Modification/Correction Records
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures January 2007

Item Issue 1 Issue 2 Issue 3 2.1.3a Temperature and Steel Grades January 2007

Index January 2007 2.1.4a Structural Steel Ductile to Brittle Transition Curve January 2007

Issue and Update Control January 2007 Text

Cargo Machinery Symbols and Colour Scheme January 2007 3.1 IAS for general January 2007

Abbreviations January 2007 3.2 DEO Open Supervisory Station (DOSS) January 2007

Text 3.3 DOHS (DEO Open History Station) January 2007

1.1 Principal Particulars January 2007 3.4 DOGS (DEO Open Gateway Station) January 2007

1.1.1 Principal Particulars of the Ship January 2007 3.5 DOPC ІІ (DEO Process Controller ІІ) January 2007

1.1.2 Principal Particulars of Cargo Machinery January 2007 3.6 Alarm Management January 2007

1.1.3 Maker List January 2007 3.6.1 Classification of Alarm January 2007

1.1.4 General Arrangement January 2007 3.6.2 Alarm Acceptance Procedure January 2007

1.1.5 Tanks and Capacity Plan January 2007 3.7 Alarm Printout January 2007

1.2 Classification, Rules and Regulations January 2007 3.8 Fast Alarm Function January 2007

1.3 Design Concept of the Cargo System January 2007 3.9 Data Logging January 2007

1.3.1 Cargo Containment System Principle January 2007 3.10 Extension Alarm and Engineer’s Alarm January 2007

1.3.2 Membrane Cargo Containment January 2007 3.10.1 Extension Alarm January 2007

1.3.3 Deterioration or Failure January 2007 3.10.2 Engineer’s Alarm and Patrolman System January 2007

1.4 Hazardous Areas and Gas Dangerous Zone January 2007 Illustration
Illustration 3.1.1a IAS Overview (System Configuration) January 2007

1.3.1a Cargo Tank Lining Reinforcement January 2007 3.1.1b IAS Overview (System Connection) January 2007

1.3.1b Cargo Tank General January 2007 3.1.1c IAS Overview (Power Supply Concept) January 2007

1.3.2a Construction of Containment System– Securing of Insulation Boxes January 2007 3.6a Alarm Acceptance Procedure January 2007

1.3.2b Construction of Containment System – Flat Area January 2007 3.7a Alarm Printer Configuration January 2007

1.3.2c Construction of Containment System – Corner Part January 2007 3.8 Example of Alarm Printout January 2007

1.3.2.d Construction of Containment System – Longitudinal Dihedral January 2007 3.10a Extension Alarm and Engineer Call System January 2007

1.4a Hazardous Areas and Gas Dangerous Zone Plan January 2007 3.10.1a Layout of Group Alarm Indication January 2007

Text 3.10.1b Alarm Annunciation Sequence for Machinery System January 2007

3 Issue and Update Control

LNGC GRACE ACACIA Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

3.10.1c Alarm Annunciation Sequence for Cargo System January 2007 4.1a Cargo Piping System January 2007

3.10.1d Duty Selector Indication for Machinery January 2007 4.3.1a Main Cargo Pumps January 2007

3.10.1e Duty Selector Indication for Cargo January 2007 4.3.1a Main Cargo Pumps January 2007

Text 4.3.2a Stripping/Spray Pumps January 2007

4.1 Cargo Piping System January 2007 4.3.2a Stripping/Spray Pumps January 2007

4.2 Cargo Tank Pressure Control System January 2007 4.3.3a Emergency Cargo Pump January 2007

4.2.1 Cargo Tank Pressure Control January 2007 4.4.1a HD Compressor January 2007

4.2.2 Cargo Tank Vent Control January 2007 4.4.2a LD Compressor January 2007

4.2.3 Mode Selection January 2007 4.5a High Duty/ Low Duty Heaters January 2007

4.3 Cargo Pumps January 2007 4.5a High Duty/ Low Duty Heaters January 2007

4.3.1 Main Cargo Pumps January 2007 4.6a LNG Vapouriser January 2007

4.3.2 Stripping/Spray Pumps January 2007 4.6a LNG Vapouriser January 2007

4.3.3 Emergency Cargo Pump January 2007 4.7a Forcing Vapouriser January 2007

4.4 Cargo Compressors January 2007 4.8.1a Custody Transfer System January 2007

4.4.1 HD Compressors January 2007 4.8.2a Float Level Gauge January 2007

4.4.2 LD Compressors January 2007 4.8.2b Float Level Gauge January 2007

4.5 H/D & L/D Heater January 2007 4.8.2c Float Level Gauge January 2007

4.6 LNG Vaporizer January 2007 4.8.3a Trim – List Indicator January 2007

4.7 Forcing Vaporizer January 2007 4.9a Nitrogen Generator January 2007

4.8 Custody Transfer System January 2007 4.10a Inert Gas and Dry Air System January 2007

4.8.1 Custody Transfer System January 2007 4.11a Gas Detection System January 2007

4.8.2 Float Level Gauge January 2007 4.11a Gas Detection System January 2007

4.8.3 Trim-List Indicator January 2007 4.12.4a Emergency Shutdown System January 2007

4.9 Nitrogen Production System January 2007 4.12.5a Ship-Shore Link January 2007

4.10 Inert Gas and Dry Air System January 2007 4.13.1a Cargo Tank Relief Valves January 2007

4.11 Gas Detection System January 2007 4.13.2a IBS & IS Relief Valves January 2007

4.12 Cargo and Ballast Valve Control January 2007 4.13.3a Pipe Relief Valves (REC131-S1(E)) January 2007

4.12.1 Cargo Valve Control System January 2007 4.13.3b Pipe Relief Valves (REC131-S1(N)) January 2007

4.12.2 Hydraulic System Operation January 2007 Text

4.12.3 Ballast and F.O Valve Control System January 2007 5.1 Temperature Monitoring System January 2007

4.12.4 Emergency Shutdown System January 2007 5.2 Insulation Space Nitrogen Control System January 2007

4.12.5 Ship Shore Link January 2007 5.3 Cofferdam Glycol Heating System January 2007

4.12.6 Mooring Load Monitoring System January 2007 5.3.1 Glycol Water Heater January 2007

4.13 Relief Systems January 2007 5.3.2 Cofferdam Heating System January 2007

4.13.1 Cargo Tank Relief Valves January 2007 5.4 Cargo Machinery F.W. Cooling System January 2007

4.13.2 IBS & IS Relief Valves January 2007 5.5 Ballast System January 2007

4.13.3 Pipe Relief Valves January 2007 5.6 Loading Computer January 2007

Illustration 5.6.1 ON-Line and OFF-Line Mode January 2007

4 Issue and Update Control

LNGC GRACE ACACIA Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

5.6.2 Software Configuration January 2007 6.3.2 Cargo Lines Cool Down January 2007

5.7.4 Operation of the Ship Manager Screen January 2007 6.3.3 To Load Cargo with Vapour Return to Shore January 2007

5.6.3 Explanation of the Ship Manager Screen January 2007 6.3.4 Nitrogen Set-up during Loading January 2007

5.7 Fuel Oil and Gas oil Systems January 2007 6.3.5 De-Ballasting January 2007

5.8 Steam Condensate System January 2007 6.4 Loaded Voyage with Boil-Off Gas Burning January 2007

5.9 Bilge and Scupper System January 2007 6.4.1 Normal Boil-Off Gas Burning January 2007

5.10 Instrument Air System January 2007 6.4.2 Forced Boil-Off Gas Burning January 2007

Illustration .5 Discharging with Gas Return from Shore January 2007

5.1a Temperature Sensors in Cofferdams January 2007 6.5.1 Preparations for Unloading January 2007

5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct January 2007 6.5.2 Liquid Line and Arm Cool Down before Discharging January 2007
Keel 6.5.3 Discharging with Gas Return from Shore January 2007
5.1c Cargo Tank Temperature January 2007 6.5.4 Ballasting January 2007
5.2a Insulation Space Nitrogen Control System January 2007 6.6 Pre-Dry Dock Operations January 2007
5.2b Barrier Space N2 Pressurisation Control January 2007 6.6.1 Stripping and Line Draining January 2007
5.3.1a Glycol Water Heater January 2007 6.6.2 Tank Warm Up January 2007
5.3.2a Cofferdam Heating System January 2007 6.6.3 Inerting January 2007
5.4a Auxiliary Fresh Water Cooling System January 2007 6.6.4 Aeration January 2007
5.5a Ballast System January 2007 6.3.1 Preparations for Loading January 2007
5.7a Fuel Oil and Gas oil Systems January 2007 6.3.2 Cargo Lines Cool Down January 2007
5.8a Fuel Oil Heating and Cargo Steam System January 2007 6.3.3 To Load Cargo with Vapour Return to Shore January 2007
5.9a Bilge System January 2007 6.3.4 Nitrogen Set-up during Loading January 2007
5.9b Bilge System January 2007 6.3.5 De-Ballasting January 2007
5.9c Scupper System January 2007 6.4 Loaded Voyage with Boil-Off Gas Burning January 2007
5.10a Compressed Air System January 2007 6.4.1 Normal Boil-Off Gas Burning January 2007
5.10b Inert Gas and Dry Air System January 2007 6.4.2 Forced Boil-Off Gas Burning January 2007
Text .5 Discharging with Gas Return from Shore January 2007
6.1 Post Dry Dock Operation January 2007 6.5.1 Preparations for Unloading January 2007
6.1.1. Procedure for Normal Insulation Space Inerting January 2007 6.5.2 Liquid Line and Arm Cool Down before Discharging January 2007
6.1.2 Drying Cargo Tanks January 2007 6.5.3 Discharging with Gas Return from Shore January 2007
6.1.3 Inerting Cargo Tanks January 2007 6.5.4 Ballasting January 2007
6.1.4 Gassing-up Cargo Tanks January 2007 6.6 Pre-Dry Dock Operations January 2007
6.1.5 Cooling Down Cargo Tanks January 2007 6.6.1 Stripping and Line Draining January 2007
6.2 Ballast Passage January 2007 6.6.2 Tank Warm Up January 2007
6.2.1 Cooling Down Tanks Prior to Arrival January 2007 6.6.3 Inerting January 2007
6.2.2 Spraying During Ballast Voyage January 2007 6.6.4 Aeration January 2007
6.3 Loading January 2007 Illustration
6.3.1 Preparations for Loading January 2007 6.1.1a Insulation Space Inerting January 2007
6.3.2 Cargo Lines Cool Down January 2007

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LNGC GRACE ACACIA Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

6.1.2a Drying Cargo Tanks January 2007 7.6.4 Drying and Inerting (No.2 Cargo Tank) January 2007

6.1.1a Insulation Space Inerting January 2007 7.6.5 Gassing-Up (No.2 Cargo Tank) January 2007

6.1.2a Drying Cargo Tanks January 2007 7.6.6 Cool Down (No.2 Cargo Tank) January 2007

6.1.3a Inerting Cargo Tanks January 2007 7.7 Ship to Ship Transfer January 2007

6.1.4a Gassing-up Cargo Tanks (Stage-1) January 2007 7.8 Jettisoning of Cargo January 2007

6.1.4b Gassing-up Cargo Tanks (Stage-2) January 2007 Illustration

6.1.5a Cooling Down Cargo Tanks January 2007 7.1a Insulation Space Nitrogen Control System January 2007

6.2.1a Cooling Down Tanks Prior to Arrival January 2007 7.2a LNG Drain from Inter Barrier Space January 2007

6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage January 2007 7.3.a Water Drain from Insulation Space January 2007

6.3.2a Cargo Lines Cool Down January 2007 7.5a Emergency Cargo Pump Fitting Sequence January 2007

6.3.3a Loading with Vapour Return to Shore January 2007 7.3b Water Drain From Insulation Space January 2007

6.3.4a Nitrogen Set-up During Loading January 2007 7.6.1a Warm Up (No.2 Tank) January 2007

6.3.5a De-Ballasting by Gravity January 2007 7.6.2a Gas Freeing (No.2 Cargo Tank) January 2007

6.3.5b De-Ballasting by Pump January 2007 7.6.4a Drying (No.2 Cargo Tank) January 2007

6.3.5c De-Ballasting by Eductor January 2007 7.6.3a Aeration (No.2 Cargo Tank) January 2007

6.4.1a Normal Boil-Off Gas Burning January 2007 7.6.4b Inerting (No.2 Cargo Tank) January 2007

6.4.2a Forced Boil-Off Gas Burning January 2007 7.6.5a Gassing-Up (No.2 Cargo Tank) January 2007

6.5.1a Inerting Manifold Connections January 2007 7.6.6a Cool Down (No.2 Cargo Tank) January 2007

6.5.2a Liquid Line and Arm Cool Down before Discharging January 2007 Text
6.5.3a Discharging with Gas Return from Shore January 2007 8.1 Fire and Deck Wash System January 2007

6.5.3b Discharging without Gas Return from Shore January 2007 8.2 Water Spray System January 2007

6.5.4a Ballasting January 2007 8.3 Dry Powder System January 2007

6.6.1a Stripping January 2007 8.4 CO2 System January 2007

6.6.1b Drainage of Cross-over Piping January 2007 8.5 Fire Detection System January 2007

6.6.1c Typical Section for Cross-over Piping January 2007 8.5.1 Fire Alarm System January 2007

6.6.2a Tank Warm Up January 2007 8.5.2 Fire Alarm Detector January 2007

6.6.3a Inerting January 2007 8.6 Quick Closing Valves and Fire Dampers System January 2007

6.6.4a Aeration January 2007 8.7 Emergency Escape from E/R January 2007

Text Illustration
7.1 Vapour Leakage January 2007 8.1a Fire and Deck Wash System January 2007

7.2 Liquid Leakage January 2007 8.2a Water Spray System January 2007

7.3 Water Leakage to Barrier Space January 2007 8.2b Water Spray System January 2007

7.4 Fire and Emergency Breakaway January 2007 8.3a Dry Powder System January 2007

7.5 Emergency Cargo Pump Installation January 2007 8.3b Dry Powder System January 2007

7.6 One Tank Operation January 2007 8.4a CO2 System for Cargo Area January 2007

7.6.1 Warm Up (No.2 Cargo Tank) January 2007 8.7a Emergency Escape from Engine Room January 2007

7.6.3 Aeration (No.2 Cargo Tank) January 2007

7.6.2 Gas Freeing (No.2 Cargo Tank) January 2007

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LNGC GRACE ACACIA
2. General
Although the ship is supplied with Shipbuilder’s plans and manufacturer’s
instruction books, there is no single handbook which gives guidance on
operating complete systems.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
In addition to containing detailed information on the machinery and related
systems, the machinery manual provided by each vendor contains safety
procedures and procedures to be observed in emergencies and after accidents.
Used in conjunction with the SMS MANUAL, this information is designed to
ensure the safe and efficient operation of the ship. Quick reference to the relevant
information is assisted by division of the manual into Parts and Sections, detailed
in the general list of contents on the preceding pages.
Reference is made in this book to appropriate plans or instruction books.
For other information refer to:
1) Books and Publications contained in the SMS Directory
2) SMS Manual
In many cases the best operating practice can only be learnt by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to HHI so that revisions may be made to manuals of other
ships of the same class.
3. Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and are
detailed in the various manuals available onboard. However, records show that
even experienced operators sometimes neglect safety precautions through over
familiarity and the following basic rules must be remembered at all times.
1) Never continue to operate any machine or equipment which appears to be
potentially unsafe or dangerous and always report such a condition
immediately.
2) Make a point of testing all safety equipment and devices regularly.
3) Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
4) Never underestimate the fire hazard of petroleum products, whether fuel
oil or cargo vapour.
5) Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily.
In the design of equipment and machinery, devices are included to ensure that as
far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices are
neglected, the operation of any machine is potentially dangerous.
Cargo Operating Manual
4. Description
The concept of this Cargo Operating Manual is based on the presentation of
operating procedures in the form of one general sequential chart (algorithm)
which gives a step-by-step procedure for performing operations.
The manual consists of introductory sections which describe the systems and
equipment fitted and their method of operation related to a schematic diagram
where applicable. This is then followed where required by detailed operating
procedures for the system or equipment involved.
The overview of machinery operations consists of a basic operating algorithm
which sets out the procedure for operations, from preparing the plant for
operation from dead ship condition, to shutting down the plant in readiness for
dry dock. The relevant illustration and operation section number is located on the
right hand side of each box.
Each machinery operation consists of a detailed introductory section which
describes the objectives and methods of performing the operation, related to the
appropriate flow sheet which shows pipelines in use and directions of flow
within the pipelines.
Details of valves which are OPEN during the different operations are provided in
the text for reference.
5. Illustrations
All illustrations are referred to in the text and are located either within or above
the text where sufficiently small, so that both the text and illustration are
accessible when the manual is laid face up. When text concerning an illustration
covers several pages, the illustration is duplicated above each page of text.
Where flows are detailed in an illustration these are shown in colour. A key of all
colours and line styles used in an illustration is provided on the illustration.
Details of colour coding used in the illustrations are given in the colour scheme.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.
6. Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw reader’s attention to operations where danger to life
or limb may occur.
CAUTION
Cautions are given to draw reader’s attention to operations where danger to life
or limb may occur.
NOTE
Notes are given to draw reader’s attention to points of interest or to supply
supplementary information.
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LNGC GRACE ACACIA Cargo Operating Manual

Trading Area The following items shall be considered in the design criteria of the vessel at the
above listed LNG terminals.
The vessel is designed to meet the ship/shore compatibility in following LNG - Mooring force calculation, layout and including fender reaction force
terminals for this size of size of vessel as far as practicable. - Parallel middle body with fender contact area matching in ship’s
condition
Discharging Terminals - Working range of loading & discharging arm ( high and low), and
- Chita L-1/L-2, Japan envelope, with detailed arrangement
- Futtsu, Japan - Ship/shore communication (including Optical Fiber Data Link)
- Himeji, Japan - Emergency shutdown system
- Kawagoe, Japan - Fire Fighting
- Higashi, Ogishima, Japan - Storage and crane, etc
- Niigata, Japan - Breasting Dolphin(BD) layout including equipment
- Ohgishima, Japan - Mooring Dolphin(MD) lay out including equipment
- Senboku 2-1 & 2-2, Japan - Alongside of terminals (Port and Starboard side)
- Yokkaichi, Japan - Tidal level(high and low) of terminal
- Yung An, Taiwan - Other information of terminals (Depth of water, Weather criteria, etc.)
- Lake Charles, USA - Any special navigation or working light requirement on the ship)
- Cove Point, USA
- Penuelas, Puerto Rico According to the SIGTTO Port information, the size of vessel does not meet the
- Montoir ( Upstream & Downstream Berths), France Port requirement for the following LNG terminals.
- Revithousa, Greece
- Inchon No.1 & 2 Korea Discharging Terminals
- Pyeong-Taek No.1 & 2, Korea - Negishi, Japan
- Tongyeong, Korea - Oita, Japan
- Zeebrugge, Belgium - Yanai, Japan
- Marmara Ereglisi, Turkey - Huelva, Spain
- Cartagena, Spain
Loading Terminals - Barcelona, Spain
- Sines, Portugal
- Ras Laffan No.1 & 2, Qatar - Elba Island, USA
- Qalhat, Oman - Porto Levante, Italy
- Withnellbay, Australia - Dahej, India
- Bintult No.1,2 & 3 Bertha - Dabhol, India
- Das Island, U.A.E - Ismir, Turkey
- Arzew, Algeria - Aliaga, Turkey
- Berthioua, Algeria
- Point Fortin, Trinidad and Tobago Loading Terminals
- Bontang No.1,2 & 3 Berths

8 Trading Area
LNGC GRACE ACACIA Cargo Operating Manual

Operating Requirements
Cargo information (IGC Code 18.1)
1. Information should be on board and available to all concerned, giving the
necessary data for the safe carriage of cargo. Such information should include
for each product carried:
(1) A full description of the physical and chemical properties necessary for
the safe containment of the cargo;
(2) Action to be taken in the event of spills or leaks;
(3) Counter-measures against accidental personal contact;
(4) Fire-fighting procedures and fire-fighting media;
Personnel training (IGC Code 18.3)
1. Personnel involved in cargo operations should be adequately trained in
handling procedures.
2. All personnel should be adequately trained in the use of protective equipment
provided on board and have basic training in the procedures, appropriate to
their duties, necessary under emergency conditions.
3. Officers should be trained in emergency procedures to deal with conditions of
leakage, spillage or fire involving the cargo, and a sufficient number of them
should be instructed and trained in essential first aid for cargoes carried.
Entry into spaces (IGC Code 18.4)
1. Personnel should not enter cargo tanks, hold spaces, void spaces, cargo
handling spaces or other enclosed spaces where gas may accumulate, unless:
Protective equipment (IGC Code 18.6)
Personnel should be made aware of the hazards associated with the cargo being
handled and should be instructed to act with care and use the appropriate
protective equipment as mentioned in 1401. during cargo handling.
Systems and controls (IGC Code 18.7)
Cargo emergency shutdown and alarm systems involved in cargo transfer should
be tested and checked before cargo handling operations begin. Essential cargo
handling controls should also be tested and checked prior to transfer operations.
Cargo transfer operations (IGC Code 18.8)
1. Transfer operations including emergency procedures should be discussed
between ship personnel and the persons responsible at the shore facility prior
to commencement and communications maintained throughout the transfer
operations.

(5) Procedures for cargo transfer, gas-freeing, ballasting, tank cleaning and
changing cargoes;
(6) Special equipment needed for the safe handling of the particular cargo;
(7) Minimum allowable inner hull steel temperatures; and
(8) Emergency procedures.
2. Products required to be inhibited should be refused if the certificate required
by 1708. is not supplied.
3. A copy of this Chapter or national regulations incorporating the provisions of
this Chapter should be on board every ship covered by this Chapter.
Compatibility (IGC Code 18.2)
1. The master should ascertain that the quantity and characteristics of each
product to be loaded are within the limits indicated in the International
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk and in the
Loading and Stability Information booklet provided for in 202. 5 and that
products are listed in the International Certificate of Fitness for the Carriage
of Liquefied Gases in Bulk as required under Sec 3 of the Certificate.
2. Care should be taken to avoid dangerous chemical reactions if cargoes are
mixed. This is of particular significance in respect of:
(1) Tank cleaning procedures required between successive cargoes in the
same tank; and
(2) Simultaneous carriage of cargoes which react when mixed. This should be
permitted only if the complete cargo systems including, but not limited to,
cargo pipework, tanks, vent systems and refrigeration systems are
separated as defined in 106. 32.
(1) The gas content of the atmosphere in such space is determined by means 2. The closing time of the valve referred to in 1303.1 (i.e. time from shutdown
of fixed or portable equipment to ensure oxygen sufficiency and the signal initiation to complete valve closure) should not be greater than:
absence of toxic atmosphere; or
3,600U
(sec)
(2) Personnel wear breathing apparatus and other necessary protective LR
equipment and the entire operation is under the close supervision of a
responsible officer. where:
U = ullage volume at operating signal level (m3)
2. Personnel entering any space designated as gasdangerous on a ship carrying LR = maximum loading rate agreed between ship and shore
flammable products should not introduce any potential source of ignition into facility (m3/h).
the space unless it has been certified gas-free and is maintained in that
condition. The loading rate should be adjusted to limit surge pressure on valve closure to
an acceptable level taking into account the loading hose or arm, the ship and
3. (1) For internal insulation tanks, special fire precautions should be taken in the the shore piping systems where relevent.
event of hot work carried out in the vicinity of the tanks. For this purpose,
gas absorbing and deabsorbing characteristics of the insulation material
should be taken into account.
(2) For internal insulation tanks, repairs should be carried out in accordance
with the procedures provided for in 404. 7 (6).
Carriage of cargo at low temperature (IGC Code 18.5)
1. When carrying cargoes at low temperatures:
(1) If provided, the heating arrangements associated with cargo containment
systems should be operated in such a manner as to ensure that the
temperature does not fall below that for which the materials of the hull
structure is designed;
(2) Loading should be carried out in such a manner as to ensure that
unsatisfactory temperature gradients do not occur in any cargo tank,
piping, or other ancillary equipment; and
(3) When cooling down tanks from temperatures at or near ambient, the cool-
down procedure laid down for that particular tank, piping and ancillary
equipment should be followed closely.

9 Operating Requirements
LNGC GRACE ACACIA Cargo Operating Manual

Cargo Machinery Symbols and Colour Scheme

Symbol Description Symbol Description Symbol

Symbol Description
Description Colour Description

Crossing Pipe, Not Connected Hose Globe Valve Float Type Air Vent Head Without Fire Screen
LNG Liquid
Crossing Pipe, Connected Hose Angle Valve Float Type Air Vent Head With Fire Screen
Flexible Hose LNG Spray
Pressure Reducing Valve Filling Cap
Sliding Type Expansion Joint
Three Way Valve Sounding Head With Cap (Deck Stand Type) LNG Vapour
Sleeve Type Expansion Joint
Three Way Cock Sounding Head with Self Closing Valve
Inert Gas
Expansion Bend
Three Way Control Valve Rose Box
Bellows type Expansion Joint Superheated Steam
Ball Valve Mud Box
Blank Flange
S De-superheated Steam
Solenoid Valve Box Type Strainer
Spectacle Flange
A
Air Motor Operated Valve
Orifice ※ Cast Steel or Duct Cast Iron Nitrogen

M
Center Flange Electric Motor Operated Valve Y-type Strainer
Lubricating Oil

Reducer Pressure Control Valve Steam Trap

Heavy Fuel Oil
Spool Piece Manual Operated Butterfly Valve Steam Trap With Strainer
Glycol Water
Globe Angle Hydraulic Remote Operated Butterfly Valve Hand Pump

Angle Valve Pneumatic Remote Operated Butterfly Valve Ejector, Eductor Sea Water

Screw Down Non-return Valve (Globe)

Hydraulic Cylinder Type Actuator Drain Hold With Plug
Fresh Water
Screw Down Non-return Valve (Angle)
Pneumatic Cylinder Type Actuator Oil Coaming
Lift Check Valve (Globe) Hydraulic Oil
Intermediate Position Control Valve Actuator Suction Bellmouth
Lift Check Valve (Angle) A A Diesel Oil
Auto Control Valve Actuator Open Scupper
Swing Check Valve
Surface Valve Scupper for Indoor Part Condensate/Distilled Water
Flap Check Valve
Vapour Control Valve Electric Motor Driven Pump Compressed Air
Relief Valve (Globe)
Hand Operated Pressure Gauge
Relief Valve (Angle)
Bilge
Deck Stand Compound Gauge
Self Closing Valve (Globe)
Sludge & Waste Oil
Self Closing Valve (Angle) Manual Hydraulic Operated Deck Stand Flow Meter

Gate Valve (Sluice) Goose Neck Air Vent Pipe Sight Glass Fire Sea Water

10 Symbols and Colour Scheme

LNGC GRACE ACACIA Cargo Operating Manual

Abbreviations C CARGO/CONTROL DP DIFFERENTIAL PRESSURE GW GLYCOL WATER

CAS CASCADE DV DRAIN VALVE H HIGH/HOUR
A AIR CIRC CIRCULATING DW DISTILLED WATER/DRINKING WATER HD HIGH DUTY
A/B ABOVE BASE LINE CO CHANGE-OVER DWG DRAWING HDR HEADER
ABNOR ABNORMAL CAB CABINET DRN DRAIN HFO HEAVY FUEL OIL
ABS ABSOLUTE CCR CENTRAL CONTROL ROOM DRV DRIVE, DRIVING HH HIGH-HIGH
ACB AIR CIRCUIT BREAKER C/D COFFERDAM DSHTR DESUPERHEATER HLA HIGH LEVEL ALARM
ACC AUTOMATIC COMBUSTION CONTROL CENT CENTRAL/CENTRIFUGAL ECDIS ELECTRONIC CHART DISPLAY & HORI HORIZONTAL
ACCOM ACCOMMODATION. CFW COOLING FRESH WATER INFORMATION SYSTEM HP HIGH PRESSURE
AC/H AIR CHANGES PER HOUR CH-VR CHANGE-OVER EGE EXHAUST GAS ECONOMIZER HPT HIGH PRESSURE TURBINE
ACK ACKNOWLEDGE CIRC CIRCULATING EDSHTR EXTERNAL DESUPERHEATER HSE HEALTH SAFETY AND THE ENVIRONMENT
ACT ACTIVATE CL CLOSE EER ELECTRIC EQUIPMENT ROOM HSC HIGH SEA CHEST
ADJ ADJUST CLASS CLASSIFICATION SOCIETY ELE. ELECTRIC HR HOUR
ADV ADVANCE CLR COOLER ELEV ELEVATOR H/T HIGH TEMPERATURE
A/E AUXILIARY ENGINE CRT CATHODE RAY TUBE EM’CY EMERGENCY HTR HEATER
AFT AFTER CNR CORNER EMR ELECTRIC MOTOR ROOM HVAC HEATING VENTILATION AND AIR CONDITIONING
AHD AHEAD CO2 CARBON DIOXIDE ENG ENGINE HYD HYDRAULIC
AI ANALOG INTPUT C/D COFFERDAM E/R ENGINE ROOM I INDICATOR
ALM ALARM COMP COMPRESSOR E.R.W ELECTRIC RESISTANCE WELDING PIPE IAS INTERGRATED AUTOMATIC SYSTEM
AM APPLICATION MODULE COND CONDENSATE/CONDENSER ESBD EMERGENCY SWITCHBOARD IBS INTER BARRIER SPACE
ANG ANGLE CONN CONNECTION ECR ENGINE CONTROL ROOM IG INERT GAS
AO ANALOG OUTPUT CONT CONTROL ESB EMERGENCY SWITCHBOARD IGG INERT GAS GENERATOR
APPROX APPROXIMATELY COOL. COOLING ESD EMERGENCY SHUT DOWN IGV INLET GUIDE VANE
APT AFT PEAK TANK CP CONTROL PANEL ESDS EMERGENCY SHUT DOWN SYSTEM IN INLET
AST ASTERN CPP CONTROLLABLE PITCH PROPELLER EXH EXHAUST INCIN INCINERATOR
ATM ATMOSPHERE CSB CARGO SWITCHBOARD EXP EXPANSION IND INDICATION
ATOM ATOMISING CSBD CARGO SWITCH BOARD EXT EXTENSION INH INHIBIT
AUTO AUTOMATIC CSL CONSOLE FCV FLOW CONTROL VALVE INSUL INSULATION
AUX AUXILIARY CST CENTISTOKES FDB FORWARD DEEP BALLAST IR INFRA-RED
B BASE CSW COOLING SEA WATER FDF FORCED DRAFT FAN IGG INERT GAS GENERATOR
B/L BALLAST/LADEN CTS CUSTODY TRANSFER SYSTEM FG FUEL GAS ILLC INTERNATIONAL CONVENTION ON LOAD LINES
B/T BOW THRUSTER CUR CURRENT FLG FLOAT LEVEL GAUGE IMO INTERNATIONAL MARITIME ORGANIZATION
BA BALLAST CYL CYLINDER FM FROM IRD INTERNATIONAL RESEARCH DEVELOPMENT
BATT BATTERY D DUMP FO FUEL OIL IS INSULATION SPACE
BGB BOILER GAUGE BOARD DB DOUBLE BOTTOM/DISTRIBUTION BOARD FPT FORE PEAK TANK ISO ISOLATING
BHT BILGE HOLDING TANK DBT DOUBLE BOTTOM TANK FRP FIBER REINFORCED PLASTIC IWRC INDEPENDENT WIRE ROPE CORE
BHD BULKHEAD D/A DEAERATOR FW FRESH WATER JIS JAPANESE INDUSTRIAL STANDARD
BLG BILGE DEL DELIVERY FWC FEED WATER CONTROL JSRA SHIPBUILDING RESEARCH ASSOCIATION OF
BLK BLOCK DET DETECTOR/DETECTION/ DETAIL FWD FORWARD JAPAN
2
BLR BOILER D/G DIESEL GENERATOR FWE FINISHED WITH ENGINE K kg/cm G
BLWR BLOWER DGPS DIFFERENTIAL GLOBAL POSITIONING GA GENERAL ARRANGEMENT KS KOREAN INDUSTRIAL STANDARD
BMS BURNER MANAGEMENT SYSTEM SYSTEM GACP GENERATOR AUTO CONTROL PANEL L LOW/LEVEL/LITRE
BNR BURNER DI DIGITAL INPUT GALV GALVANIZED LBP LENGTH BETWEEN PERPENDICULARS
BO/WU BOIL OFF / WARM-UP DIAM DIAMETER GC GLASS CLOTH LCV LEVEL CONTROL VALVE
BOG BOIL-OFF GAS DIA DIAMETER GE GENERATOR ENGINE LD LOW DUTY
BRG BEARING DIFF DIFFERENTIAL GEN GENERATOR LDO LIGHT DIESEL OIL
BW BILGE WELL DISCH DISCHARGE GMS GAS MANAGEMENT SYSTEM LG LEVEL GAUGE
BWC BRIDGE WING CONSOLE DK DECK GRP GLASS REINFORCED PLASTIC LIQ LIQUID
BWL BALLAST WATER LINE DMCR DERATE MAXIMUM CONTINUOUS RATING G/S GENERAL SERVICE LL LOW-LOW
BZ BUZZER DO DIESEL OIL/DIGITAL OUTPUT GTT GAZ TRANSPORT & TECNIGAZ LLA LOW LEVEL ALARM/LOW-LOW ALARM

11 Abbreviation
LNGC GRACE ACACIA Cargo Operating Manual

LNG LIQUEFIED NATURAL GAS OVBD OVERBOARD SEL SELECT TYP TYPICAL
LO LUBRICATION OIL OVFL OVERFLOW SEPTR SEPARATOR TX TEMPERATURE TRANSMITTER
LOA LENGTH OVER ALL OVLD OVERLOAD SEQ SEQUENCE UPP UPPER
LP LOW PRESSURE OVRD OVERRIDE SERV SERVICE UPS UNINTERRUPTED POWER SUPPLY
LPT LOW PRESSURE TURBINE P PRESSURE/PRIMARY/PORT SETT SETTLING V VOLTAGE/VALVE
LS LEVEL SWITCH PB PUSH BUTTON S/G STEERING GEAR VAP VAPOUR
LSC LOW SEA CHEST PCV PRESSURE CONTROL VALVE SHP SHAFT HORSE POWER VDR VOYAGE DATA RECORDER
LT LOW TEMPERATURE PD PIPE DUCT SHTR SUPERHEATER VDU VISUAL DISPLAY UNIT
LTG LIGHTING PI PRESSURE INDICATOR SIGTTO SOCIETY OF INTERNATIONAL GAS TANKER VIB VIBRATION
LVL LEVEL PID PROPORTIONAL INTEGRATE DERIVATIVE & TERMINAL OPERATION VISC VISCOSITY
L.W.L LOW WATER LINE PST PISTON SMLS SEAMLESS VL VERY LOW
LWR LOWER PKG PACKAGE SNAME SOCIETY OF NAVAL ARCHITECTS AND VPR VAPOUR
MACH MACHINERY PMS POWER MANAGEMENT SYSTEM MARINE ENGINEERS VRC VALVE REMOTE CONTROL
MAN MANUAL PNL PANEL SOL SOLENOID V/V VALVE
MANI MANIFOLD POS POSITION SOLAS INTERNATIONAL CONVENTION FOR SAFETY WTR WATER
MARVS MAXIMUM ALLOWABLE RELIEF VALVE P/P PUMP OF LIFE AT SEA W/H WHEELHOUSE
SETTING PRESS PRESSURE SP SPACE/SET POINT WHC WHEELHOUSE CONSOLE
M/B MAIN BOILER PRI PRIMARY/PRIMING SPR SPRAY WIND WINDING
MBL MINIMUM BREAKING LOAD PROV PROVISION ST START WO WASTE OIL
MCR MAXIMUM CONTINUOUS RATING PSU POWER SUPPLY UNIT S/T STERN TUBE WS WORKSHOP
M/E MAIN ENGINE PURI PURIFIER STBD STARBOARD WU WARM UP
MFWPT MAIN FEED WATER PUMP TURBINE PURIF PURIFIER STBY STAND-BY X CROSS/TRANSMITTER
MG MASTER GAS PV PROCESS VALUE STC STEAM TEMPERATURE CONTROL
MGPS MARINE GROWTH PREVENTING SYSTEM PVC POLYVINYL CHLORIDE STM STEAM
MID MIDDLE PWR POWER STOR STORAGE
MIN MINIMUM PX PRESSURE TRANSMITTER STR STARTER/STRAINER/STRAIGHT
MSB MAIN SWITCHBOARD Q’TY QUANTITY STR’G STEERING
MSBD MAIN SWITCHBOARD R REDUNDANT SUC SUCTION
MSBR MAIN SWITCHBOARD ROOM RECIRC RECIRCULATING SUP SUPPLY
MT MAIN TURBINE REG REGULATOR SV SOLENOID VALVE
MT. METRIC TONNES REM REMOTE SVB SOLENOID VALVE BOX
MTH METRES IN HEIGHT REV REVERSE SW SEA WATER/SWITCH
MTR MOTOR RM ROOM SWBD SWITCHBOARD
MV MAGNETIC VALVE RPB REMOTE PUSH BUTTON SWL SAFETY WORKING LOAD
N2 NITROGEN RPM REVOLUTIONS PER MINUTE SYN SYNCHRONIZE
NAV NAVIGATION RTN RETURN SYS SYSTEM
NCR NORMAL CONTINOUS RATING RVI ROTOR VIBRATION INDICATION TAL TEMPERATURE ALARM LOW
NIM NETWORK INTERFACE MODULE RW ROCK WOOL TC TURBOCHARGER/THERMOCOUPLE
NO. NUMBER S SECONDARY/ STARBOARD T/C TURBO CHARGER
NOM. NOMINAL SBT SEGREGATED BALLAST TANK TCV TEMPERATURE CONTROL VALVE
NOR NORMAL SEC SECOND TEMP TEMPERATURE
NPSH NET POSITIVE SUCTION HEAD SEQ SEQUENCE T/G TURBO GENERATOR
NZL NOZZLE S/S SHIP SIDE THK THICKNESS
OBS OBSERVATION S/T STERN TUBE THR THRUSTER
O/C OPEN/CLOSE SAH STEAM AIR HEATER TI TEMPERATURE INDICATOR
OCIMF OIL COMPANIES INTERNATIONAL MARITIME SAL SALINITY TIAL TEMPERATURE INDICATOR ALARM LOW
FORUM SB SOOT BLOWER TK TANK
O2 OXYGEN SC SEA CHEST TPS TANK PROTECTION SYSTEM
OMD OIL MIST DETECTOR SDC STEAM DUMP CONTROL TRB TROUBLE
OP OPEN/OUTPUT SEC SECONDARY TSWT TOP SIDE WING TANK

12 Abbreviation
LNGC GRACE ACACIA Cargo Operating Manual

Part 1 : Design Concept of the Vessel

1.1 Principal Particulars...........................................................................1 - 1
1.1.1 Principal Particulars of the Ship .............................................1 - 1
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3
1.1.3 Cargo Valve Check List ..........................................................1 - 5
1.1.4 Maker List...............................................................................1 - 6
1.1.5 General Arrangement..............................................................1 - 9
1.1.6 Ship Gangway Position.........................................................1 - 10
1.1.7 Tanks and Capacity Plan....................................................... 1 - 11
1.2 Classification, Rules and Regulations..............................................1 - 13
1.3 Design Concept of the Cargo System ..............................................1 - 15
1.3.1 Cargo Containment System Principle ...................................1 - 15
1.3.2 Membrane Cargo Containment.............................................1 - 23
1.3.3 Deterioration or Failure ........................................................1 - 25
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 27

Illustration
1.3.1a Cargo Tank Lining Reinforcement..............................................1 - 14
1.3.1b Cargo Tank General ....................................................................1 - 18
1.3.2a Construction of Containment System .........................................1 - 19
1.3.2b Construction of Containment System – Flat Area ......................1 - 20
1.3.2c Construction of Containment System – Corner Part 1 ................1 - 21
1.3.2d Construction of Containment System – Corner Part 2................1 - 22
1.4a Hazardous Areas and Gas Dangerous Zone ...................................1 - 26

Part 1
Design Concept of the Vessel

Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Part 1 : Design Concept of the Vessel Main Steam Turbine Main Sea Water Circ. Pump
Maker: HHI-MHI Maker: Shinko Ind. Ltd.
1.1 Principal Particulars Model: MS 40-2 Model: CVF850M
Type: Cross Compound Marine Steam Type: Vertical, single stage Centrifugal
1.1.1 Principal Particulars of the Ship Turbine. Capacity x Total head: 6,000/4,500 M3/H x 5/8 MTH
Output: MCR 40,000 PS x 88 RPM Motor output & speed: 150 kW / 400 RPM
Shipbuilder: Hyundai Heavy Industries Ulsan Shipyard NCR 36,100 x 85 RPM No. of set : 1
Republic of Korea Steam: 5.88 MpaG, 510 ºC
Yard Number: 1728 No. of set: 1 Aux. Sea Water Circ. Pump
Ship Name: GRACE ACACIA Maker: Shinko Ind. Ltd.
Delivery Date: 2007.02.06 Main Boiler Model: CVF850LM
Nationality: Bahamas Maker: Mitsubishi Heavy Ind. Ltd Type: Vertical, single stage Centrifugal
Call Sign: C6UU9 Model: MB-4E-KS Capacity x Total head: 6,000/4,500 M3/H x 5/8 MTH
Inmarsat-C I.D.: 764682894 Type: Two Drum Water Tube. Motor output & speed: 150 kW / 400 RPM
764682895 Max. Evaporation: 70,000 kg/h No. of set : 1
764682896 Nor. Evaporation: 52,000 kg/h
764682897 Steam: 6.03 MPa, 515 ºC Main Cooling Sea Water Pump
Type of Cargo: LNG No. of sets: 2 Maker: Shinko Ind. Ltd.
Type of Ship: 150,000 m3 class Mark Ш Membrane LNG carrier Model: SVS400M
Stem: Bulbous Bow and Raked Stem Generator Turbine Type: Vertical, single stage Centrifugal
Stern: Transom Maker: Shinko Ind. Ltd. Capacity x Total head: 1200 m3/h x 21 MTH
Navigation: Foreign going Model: RG92-2 Motor output & speed: 110kW / 1200 RPM
Freeboard Type: “A” Type: Multi-Stage Impulse No. of sets : 2
Classification: Lloyd’s Register, +100A1 Liquefied Gas Tanker, Steam: 5.88 MPa, 510 ºC
Shiptype 2G (-163˚C, 500kg/m3, 0.25barG) IWS, Turbine rated speed: 8,145 RPM Central Cooling F. W Pump
“ShipRight (SDA,FDAplus,CM)”, +LMC, UMS, ICC, Generator output & speed: 3850 kW (4313KVA), 1800 RPM Maker: Shinko Ind. Ltd.
NAV1, IBS, SCM, EP, LI, BWMP(S), TCM, with No. of sets: 2 Model: SVS350M
descriptive note “pt HT steel” Type: Vertical, single stage Centrifugal
Diesel Generator Engine Capacity x Total head: 1100 m3/h x 30 MTH
Length Overall: 288 m Maker: HHI-EMD Motor output & speed: 132kW / 1800 RPM
Length Between Perpendiculars: 275 m Model: 7L 27/38 No. of sets : 2
Breadth Moulded: 44.2 m Type: 4 Stroke, Trunk Piston type
Depth Moulded: 26.0 m Generator speed: 720 RPM Ballast Pump
Draft Design: 11.35 m No. of set: 1 Maker: Shinko Ind. Ltd.
Scantling Draft: 12.35 m Model: GVD500-3M
Cargo Tank Capacity: 149,730 m3 Emergency Generator Engine Type: Vertical, single stage Centrifugal
Cargo Tank Safety Valve: 25 kPa Maker: Cummins Capacity x Total head: 3000 m3/h x 30 m
Inter Barrier Space Safety Valve: 3 kPa Model: KTA38 Motor output & speed: 355 kW / 1200 RPM
Insulation Space Safety Valve: 3.5 kPa Generator output & speed: 850 kW, 1062.5 kVA at p.f. 0.8 No. of sets: 3
Main Engine Type: HHI-MHI MS40-2 No. of set: 1
MCR: 40,000 SHP x 88 RPM Voltage : 3 x 450V Bilge, Fire & G.S. Pump
NCR: 36,000 SHP x 85 RPM Maker: Shinko Ind. Ltd.
Steering Gear Model: RVP200-2MS
Maker: ROLLS-ROYCE Type: Vertical, Centrifugal electric motor,
Type: Vane two speed with self priming
Capacity: 3500KN-M (at 35 deg.) Capacity x Total head: 240 m3/h x 45 m
No. of set: 1 150 m3/h x 100 m
Motor output & speed: 110 kW / 1800 RPM
No. of sets: 2

1-1 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Em’cy Fire Pump Capstan

Maker: Shinko Ind. Ltd. Maker: Jung-A Marine Co., Ltd
Type: Vertical centrifugal, electric motor Type: Air.Motor Driven Type
driven with self priming No. of sets: 4
Model: RVP160-2MS
Rated out-put: 72 m3/h x 110 m x 55kW
Provision Crane
Number of sets: 1
Maker: TTS Marine ASA
Type: GP 150-5-17
Water Spray Pump
Capacity: SWL 5T at 17m
Maker: Shinko Ind. Ltd.
No. of sets: 2
Model: KV300K
Type: Vertical Centrifugal
Hose Handling Crane
Capacity Total head: 850 m3/h x 110 m
Maker: TTS Marine ASA
Motor output & speed: 400 kW / 1800 RPM
Type: GP 400-10-25
No. of set: 1
No. of sets: 2
F.W Generator
Anchor
Maker: Alfa-Laval Korea
Maker: Kum Hwa Cast Steel
Model: VSP-36-C125CC / VSP-36-125SWC
Weight: 12,675 kg
Type: Cond. Water Cooled(VSP-C25CC)
No. of sets: 3
S.W. Cooled(VSP-C125SWC)
Capacity: 60 ton/day per unit
Anchor Chain Cable
Max. salinity: 1.5 PPM
Maker: DaiHan
No. of sets: 2
Dimension: ø100 mm x 742.5m
No. of set: 1
Control & G.S Air Compressor
Maker: ATLAS COPCO
Fire wire reel
Type: M.D. Rotary Screw, F.W Cooled
Maker: Jung-A Marine Co., Ltd.
Capacity: 350 m3/h x 0.9MPa
Type: Air motor driven
No. of sets: 2
No. of sets: 2
Starting Air Compressor
Maker: JONGHAP PNEUTEC
Type: M.D. 2 Stage reciprocating, Air
Cooled
Capacity: 25 m3/h x 2.5 MPa
No. of sets: 2

Windlass
Maker: Rolls-Royce
Type: LBFM41,100
No. of sets: 2

Mooring Winch
Maker: Rolls-Royce
Type: LW. M22. 030
No. of sets: 5

1-2 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

1.1.2 Principal Particulars of Cargo Machinery

Main Cargo Pump Emergency Cargo Pump BOG/WARM-UP Heater

Maker: Shinko Maker: Shinko Maker: Cryostar
Model: SM350 Model: SMR200 Model: 108-UT-38/34-4.6
Capacity: 1,800 m3/h x 155 MLC Capacity: 550 m3/h x 155 MLC Type: BEU
Shaft power: 469kW Shaft power: 161 kW Mass Flow: 37,200 kg/h (Design)
Efficiency: 81% Efficiency: 72 % Inlet volume flow & temp: 17,394 m3/h , -90C (Design)
Minimum flow: 720 m3/h Minimum flow: 220 m3/h Outlet volume flow & temp: 38,346 m3/h , 80˚C (Design)
Design pressure: 1 MPaG Design Pressure: 1 MPaG Heat exchange: 4,003 kW (Design)
Design temperature: -163 ˚C Design temperature: -163 ˚C Design temperature (Tube): -196 ~ +200˚C
No. of sets: 8 (2 per each cargo tank) No. of set: 1 Design pressure: 1 MPa
No. of sets: 2
Motor Motor
Manufacturer: Shinko Manufacturer: Shinko LNG Vapouriser
Rated output: 575kW Rated output: 200 kW Maker: Cryostar
Synchronous speed: 1800 RPM Synchronous speed: 3600 RPM Model: 65-UT-38/34-5.6
Electric power source: AC 6600 V / 60Hz Electric power source: AC 440 V / 60Hz Type: BEU
Starting & Rated current: 400A / 66 A Starting & Rated current: 2500 A / 355 A Mass Flow: 22,000 kg/h (LNG disch)
Starting method: Soft start or Direct on line Starting Method: Direct on line Inlet volume flow & temp: 49 m3/h , -163˚C (LNG disch)
Number of poles: 4 Number of Poles: 2 Outlet volume flow & temp: 12,367 m3/h , -130˚C (LNG disch)
Heat exchange: 3,581 kW (LNG disch)
Stripping/Spray Pump HD Compressor Design temperature (Tube): -196 ~ +200˚C
Maker: Shinko Maker: Cryostar Design pressure: 0.1 MPa
Model: SM65 Model: CM 400/55 No. of set: 1
Capacity: 50 m3/h x 145 MLC Type: Centrifugal. Single stage. Fixed speed
Shaft power: 22.4 kW with adjustable guide vanes. Forcing Vapouriser
Efficiency: 46 % Volume Flow: 32,000 m3/h Maker: 34-UT-25/21-3.6
Minimum flow: 20 m3/h Inlet pressure : 0.103 MPa Type: BEU
Design pressure: 1 MPaG Outlet Pressure: 0.196 MPa Mass Flow: 7,100 kg/h
Design temperature: -163 ˚C Inlet Temperature: -140˚C Inlet volume flow & temp: 16 m3/h , -163˚C
No. of sets: 4 (1 each cargo tank) IGV setting: -30 ~ +80 Outlet volume flow & temp: 4,313 m3/h , -40˚C
No. of sets: 2 Heat exchange: 1,560 kW
Motor Design temperature (Tube): -196 ~ +200˚C
Manufacturer: Shinko LD Compressor Design pressure: 0.1 MPa
Rated output: 30 kW Maker: Cryostar No. of set: 1
Synchronous speed: 3600 RPM Model: CM 300/45
Electric power source: AC 440 V / 60Hz Type: Centrifugal. Single stage.
Starting & Rated current: 380 A / 60 A Adjustable guide vanes. Glycol Water Circ. Pump
Starting method: Direct on line Volume Flow: 8,500 m3/h Maker: Shinko Ind. Ltd.
Number of poles: 2 Inlet pressure : 0.103 MPa Model: GVC100M
Outlet Pressure: 0.196 MPa Capacity: 22 m3/h x 35 MTH
Inlet Temperature: -40˚C Motor output & speed: 5.5 kW / 3600 RPM
IGV setting: -30 ~ +80 No. of Sets: 2
No. of sets: 2

1-3 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Nitrogen Generator Conventional Safety Valve for Cargo Piping System

Maker: Air Products As Maker: Fukui Seisakusho co., Ltd.
Type: Membrane Separation of Nitrogen Type: REC131-S1(E)
from Air Relieving pressure: 1.3013 MPa
Capacity: 2 X 125Nm3/h Set pressure: 1.0 MPa
N2 purity(N2+Argon): 97% Reseating pressure: 0.9 MPa
Dew point: -65˚C No. of sets: 12
Outlet pressure & temperature: min. 0.65MPa / max. 50˚C
No. of sets: 2 Conventional Safety Valve for Cargo Piping System
Maker: Fukui Seisakusho co., Ltd.
Inert Gas Generator Type: REC131-S1(N)
Maker: SMit Relieving Pressure: 1.3013 MPa
Type: Gin 15,000-0.25BUFD Set Pressure: 1.0 MPa
Capacity: 14,500 m3/h Reseating Pressure: 0.9 MPa
Discharge pressure: 0.025 MPa No. of sets: 27
Temperature: About 30˚C average
(max. 65˚C during switch-over of Drain Cooler for Heater’s Drain
dryer vessels) Maker: DongHwa Entec
Dew point after dryer: max. -45˚C Type: Shell/Tube Type
Main Power Supply 440V, 3ph, 60Hz Capacity(Tube): 63.04 m3/h X 2
No. of set: 1 No of set: 1

Pilot operated Safety Valve for Cargo Tank

Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-LS1(B), 10”x 12”
Relieving capacity: 27,030 Nm3/h
Relieving pressure: 131.3 kPa
Set pressure: 25 kPa
Reseating pressure: 22 kPa
No. of sets: 8

Pilot operated Safety Valve for I.B.S

Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-S1(B), 2”x 3”
Relieving capacity: 502 Nm3/h
Relieving pressure: 104.9 kPa
Set pressure: 3 kPa
Reseating pressure: 1.8 kPa
No. of sets: 8

Pilot operated Safety Valve for I.S

Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-S1(B), 2”x 3”
Relieving capacity: 544 Nm3/h
Relieving pressure: 105.5 kPa
Set pressure: 3.5 kPa
Reseating pressure: 2.1 kPa
No. of sets: 8

1-4 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

1.1.3 Cargo Valve Check List

Cargo Tank No.1 No.2 No.3 No.4 FWD / Crossover / AFT

Vapour Outlet V/V CG100 CG200 CG300 CG400 Vapor Vent Control V/V CG701
Vapor Vent Block V/V CG702
Liquid Filling V/V CL100 CL200 CL300 CL400 Liquid-Vapor Cross Conn. V/V CL700
Liquid Branch V/V CL110 CL210 CL310 CL410
Port Cargo Pump Disch.V/V CL101 CL201 CL301 CL401 Vapor Crossover Block V/V CG703
Stbd Cargo Pump Disch V/V CL102 CL202 CL302 CL402
Em’cy Cargo Pump Disch V/V CL103 CL203 CL303 CL403 Spray Crossover Block V/V CS701
FWD Spray Header Block V/V CS700
Spray Pump Disch. V/V CS101 CS201 CS301 CS401 AFT Spray Header Block V/V CS702
Spray Return V/V CS100 CS200 CS300 CS400
Spray Master V/V CS103 CS203 CS303 CS403 Vaporizer Supply V/V CS600
Spray By-pass V/V CS104 CS204 CS304 CS404 Comp or Vapor Suction V/V CG601
CS105 CS205 CS305 CS405 Comp or Vapor Return V/V CG602
Port Spray Nozzle Inlet V/V CS107 CS207 CS307 CS407
Stbd Spray Nozzle Inlet V/V CS108 CS208 CS308 CS408

Cargo Tank No.1 No.2

H/D Compressor Suction V/V CG513 CG514
H/D Compressor Discharge V/V CG521 CG522
Manifold Port Stbd
No. 1 Liquid ESD V/V CL001 CL004 L/D Compressor Suction V/V CG515 CG516
No. 2 Liquid ESD V/V CL005 CL008 L/D Compressor Discharge V/V CG523 CG524
No. 3 Liquid ESD V/V CL009 CL012
No. 4 Liquid ESD V/V CL013 CL016 L/D HTR Inlet V/V CG504
Vapor ESD V/V CG001 CG002 L/D HTR Outlet V/V CG510

Vapor ESD By-Pass V/V CG003 CG004 H/D HTR Inlet V/V CG503
H/D HTR Outlet V/V CG509
No.1 Liquid Manual V/V CL002 CL003
LNG Vaporizer Inlet V/V CS505
No.2 Liquid Manual V/V CL006 CL007
LNG Vaporizer Outlet V/V CG501
No.3 Liquid Manual V/V CL010 CL011
No.4 Liquid Manual V/V CL014 CL015
Forcing Vaporizer Inlet V/V CS506
Forcing Vaporizer Outlet V/V CG502
No.1 Manifold Cooldown V/V CS001 CS002
No.2 Manifold Cooldown V/V CS003 CS004 H/D & L/D Disch. Cross Conn. V/V CG530
No.3 Manifold Cooldown V/V CS005 CS006
No.4 Manifold Cooldown V/V CS007 CS008 L/D HTR Outlet Cross Conn. V/V CG512

Vapor Return Main V/V CG529

W/U Vapor Return V/V CG511

Master Gas V/V CG606

1-5 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

1.1.4 Maker List

SER NAME OF ADDRESS/ SER NAME OF ADDRESS/

MODEL & TYPE MAKER TEL/FAX/E-MAIL MODEL & TYPE MAKER TEL/FAX/E-MAIL
NO. EQUIPMENT PERSON IN CHARGE NO. EQUIPMENT PERSON IN CHARGE

1 CARGO PUMP SM350 SHINKO TEL) 5-7-21, OHZU, MINAMI-KU, ELECTRO-

10 TEL) 1610-5, SONG JEONG-DONG,
PNEUMATIC
81-82-508-1000 HIROSHIMA, JAPAN KANG SEO-KU, PUSAN,
TANK LEVEL GAUGE HANLA 82-51-601-3000
FAX) KOREA
LEVEL CO.
81-82-508-1020 AND DRAFT GAUGE FAX)
LTD
2 SPRAY PUMP SM65 SHINKO TEL) 5-7-21, OHZU, MINAMI-KU, SYSTEM 82-51-831-1850
81-82-508-1000 HIROSHIMA, JAPAN 11 FWD H.F.O VG-50MAB TAIKO KIKAI TEL) 209-1 Tabuse - Cho,
FAX) TRANS. PUMP INDUSTRIES 81-82-52-3112 Kumage - gun,
81-82-508-1020 CO, LTD FAX) Yamaguchi - Pref.
EMERGENCY 81-82-53-1001 Japan
3 SMR200 SHINKO TEL) 5-7-21, OHZU, MINAMI-KU,
CARGO
CUSTODY
PUMP 81-82-508-1000 HIROSHIMA, JAPAN 12 KONGSBERG TEL) Kongsberg Maritime As
TRANSFER
FAX) SYSTEM MARITIME AS 47-73-58-1000 N-7005 Trondheim, Norway
81-82-508-1020 (CARGO
FAX)
INSTRUMENTATION)
CARGO
4 CM 300/45 CRYOSTAR TEL) Cryostar-France SA 47-73-58-1417
COMPRESSOR
FRANCE S.A. 33-389-7027 27 Zone Industrielle, BP 48 13 FLOAT TYPE FLOAT TYPE WHESSOE TEL) Whessoe Europe Ltd
FAX) F-68220 Hesingur/France LEVEL GAUGE 44(0) 1325 350 666 Unit 2D Enterprise House
33-389-7029 00 FAX) Valley Street Darlington
CM 400/55 44(0) 1325 465 596 Co. Durham DL1 1GY
HIGH DUTY United Kingdom
5 108-UT-38/34-4.6 CRYOSTAR TEL) Cryostar-France SA
COMPRESSOR
TRIM / LIST
FRANCE S.A. 33-389-7027 27 Zone Industrielle, BP 48 14 CSM-2DD UTSUKI TEL) Utsuki Keiki Co., Ltd
INDICATOR
FAX) F-68220 Hesingur/France 3530, Kamiyabe-Cho, Totsuka-
CB-2S 81-45-813-1239
Ku,
33-389-7029 00
WM-2 FAX) Yokohama, 245-0053
LOW DUTY
6 21-UT-38/34-3.2 CRYOSTAR TEL) Cryostar-France SA DVF-11E 81-45-811-0425 Japan
COMPRESSOR
FRANCE S.A. 33-389-7027 27 Zone Industrielle, BP 48 MC-DBPH
FAX) F-68220 Hesingur/France INERT GAS
15 2 x 100% SMIT GAS TEL) SMIT GAS SYSTEM BV
33-389-7029 00 GENERATOR

7 LNG VAPOURISER 65-UT-38/34-5.6 CRYOSTAR TEL) Cryostar-France SA MULT-STAGE FANS SYSTEM 31-24-352-31-00 ST. HUBERTUSSTRAAF
FAX) 6531 LB NIJMEGEN
FRANCE S.A. 33-389-7027 27 Zone Industrielle, BP 48
31-24-356-49-95 P.O BOX 6664, 6503
FAX) F-68220 Hesingur/France
GD NIJMEGEN
33-389-7029 00
FORCONG NETHERLANDS
8 34-UT-25/21-3.6 CRYOSTAR TEL) Cryostar-France SA
VAPOURISER
AIR
FRANCE S.A. 33-389-7027 27 Zone Industrielle, BP 48 16 NITROGEN SYSTEM NITROGENERATOR TEL) Air Products AS
PRODUCTS
FAX) F-68220 Hesingur/France (MEMBRANE 47-3803-9900 Lumberveien 49 P.O. Box 8100,
33-389-7029 00 Vagsbygd N-4675 Kristiansand
SEPARATION OF FAX)
S,
9 MIST SEPARATOR VMS-12/12-1000 CRYOSTAR TEL) Cryostar-France SA
NITROGEN FROM 47-3801-1113 Norway
FRANCE S.A. 33-389-7027 27 Zone Industrielle, BP 48
AIR)
FAX) F-68220 Hesingur/France
17 SAFETY VALVE FOR PILOT OPERATED FUKUI TEL) Fukui Seisakusho Co., Ltd
33-389-7029 00
CARGO TANK AND SEISAKUSHO 81-72-857-4527 6, 1-Chome, Shodai-Tajika,
CARGO PIPING SPRING LONDED CO., LTD FAX) Hirakata, Osaka, Japan
HOLD SPACE 81-72-857-3324

1-6 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

SER NAME OF ADDRESS/ SER NAME OF ADDRESS/

MODEL & TYPE MAKER TEL/FAX/E-MAIL MODEL & TYPE MAKER TEL/FAX/E-MAIL
NO. EQUIPMENT PERSON IN CHARGE NO. EQUIPMENT PERSON IN CHARGE
18 CRYOGENIC MANUAL KSB AMRI TEL)33-553-924-965 KSB AMRI 503, Shinpyeong-Dong, Saha-
27 GAS FLOW METER EDGE DAEYANG TEL)
BUTTERFLY VALVE REMOTE Zone industrielle Gu,

FAX)33-553-924-920 Gag naire Fonse che CONCENTRIC INSTRUMENT 82-51-200-5212 Busan, Korea
24490 La CO., LTD FAX) Attn. : Mr. P. W. Jang
Roche-chalais, 82-51-200-5210
France 28 GLYCOL WATER SHEEL & TUBE DongHwa TEL) 1575-6, Song Jeong -Dong
19 CRYOGENIC BALL REMOTE/MANUAL FRUFLO TEL) Fruflo Rona S.A.
HEATER TYPE EN'TEC 051)970-1070 Gang Seo-Gu, Busan. Korea
VALVE RONA S.A. 32-42-40-6886 Parc Industrel des
EDGE FAX)
FAX) Hauts Sarts 3 Avenue
CONCENTRIC 051)970-1031
32-42-48-0246 4040 HERSTAL (Belgium)
29 PORTABLE GAS SADD-P RIKEN TEL) #301-16,
20 CRYOGENIC GLOBE REMOTE SNRI TEL) Route du treuil bp
DETECTOR RX-515 KEIKI 82-51-518-3613~5 Bugok-dong,
VALVE OPERATED 33-5-45-29-6000 107 16700 ruffec (France)
GW-2X KOREA FAX) Keumjung-gu,
FAX)
GV-100S CO. LTD 82-51-512-7737 Busan, Korea
MANUAL OPERATED 33-5-45-31-1291
30 EM'CY FIRE PUMP RVP 250MS SHINKO TEL) 5-7-21, Ohzu,
21 CRYOGENIC CHECK SWING CHECK SNRI TEL) Route du treuil bp
IND. LTD, 81-82-508-1000 Minami-ku,
VALVE SDNR 33-5-45-29-6000
FAX) Hiroshima,
22 CRYOGENIC GATE SNRI TEL) Route du treuil bp
81-82-508-1020 Japan
VALVE 33-5-45-29-6000 107 16700 ruffec (France)
31 AUX. CEHT. COOL SVA125M SHINKO TEL) 5-7-21, Ohzu,
FAX)
F.W.PUMP IND. LTD, 81-82-508-1000 Minami-ku,
33-5-45-31-1291
FAX) Hiroshima,
EXPANSION
23 STAINLESS STEEL SFZ TEL) 8, rue des Fr'eres
BELLOWS
SUSPENDED 33-4-7247-6200 Lumie'res 69680 GLYCOL W.CIRC.
32 GJ40-20MH SHINKO TEL) 5-7-21, Ohzu,
PUMP
UNIVERSAL TYPE FAX) CHASSIEU FRANCE
IND. LTD, 81-82-508-1000 Minami-ku,
33-4-7247-6201
FAX) Hiroshima,
CARGO VALVE
24 NAKAKITA TEL) NAKAKITA 81-82-508-1020 Japan
REMOTE
CONTROL AND ESD 81-72-871-1341 1-1 FUKONO MINAMIMACHI 33 DRY CHEMAICAL NK CO., LTD TEL) 499
SYSTEM FAX) DAITO-SHI OSAKA POWDER FIRE EXT. 82-51-204-2211 SHINPYUNG-DONG, SAHA-KU
81-72-874-7501 SYSTEM FAX) PUSAN, KOREA
25 VALVE REMOTE NAKAKITA TEL) NAKAKITA 81-51-204-2215
CONTROL SYSTEM 81-72-871-1341 1-1 FUKONO MINAMIMACHI 34 CO2 FIRE EXTING. NK CO., LTD TEL) 499
FOR WATER 82-51-204-2211 SHINPYUNG-DONG, SAHA-KU
FAX) DAITO-SHI OSAKA SYSTEM
BALLAST
81-72-874-7501 FAX) PUSAN, KOREA
81-51-204-2215
88- DRESSER
26 N2 BLEED CONTROL TEL) MASONEILAN 3, RUE SAINT
21114/HW/78/4701E FLOW
88- CON.
VALVE 33-2-31-59-59-59 PIERRE-B.P.87-14110 CONDE
21114EB/HW/78/4701E MASONEILAN
35- DRESSER
FAX) SUR NOIREAU, FRANCE
35202/HW/78/4700E PRODUITS
INDUSTRIELS 33-2-31-59-59-60

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LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

1-8 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

1.1.5 General Arrangement

Air Draft 41.2M in Berthing Condition (Draft 9.8M)

Fan Vent Mast Vent Mast Vent Mast Vent Mast

Room Manifold Service Handling
Crane, 10 Ton (P&S) Fore Mast
Cargo Gear L.P. L.P. L.P.
Locker
Motor Cargo Compressor
Room Room Dry Powder
Room (P&S)
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Trunk (Void)
Drinking W. Paint
Store
Deck Incinerator Pool
Store Room Tank S.L.
Tank (P)
F.W Tank (S) B.V.H.
M.L.O G/E
G/E M.D.O
Service Bosun Store
Room
2nd Deck Settling L.O Tank
Tank Storage
Distilled Tank(S)
Low
AFT
M.L.O H.F.O H.F.O
Water Tank Storage
M.L.O.
M.D.O Sulphur Settling Bunk
(P&S)
Grav. Tank (S) FWD H.F.O Bunker
3rd Deck Tank
Tank(S) Storage Fuel ank (S)
No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Tank (P&S) Cargo Tank
Tank Tank (S) Fore Peak
After Peak Tank
(S)
4th Deck Tank
FWD Water Ballast
H.F.O Overflow (Void)
Engine Room Tank (P&S)
Tank No.4 Cargo Tank
H.S.C Pipe
Water Ballast Tank Duct
Water Ballast Tank

C.W. Tank M.L.O Sump Tank L.S.C

Oily Bilge Tank No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam Bow Thrust &
Stern Tube L.O Sump Tank Emergency Fire
Electrical Bonding Earth
Bilge Holding Tank ESDS/Ship-Shore Connetion Box Pump Room

F.O Filling (F.O. ADD. Tank) LNG Vapour

Bilge Discharge Shore Connection LNG Liquid LNG Liquid
Seawage Shore Connection
L.O Filling (Main L.O Stor. Tank) Fuel Oil Fuel Oil
L.O Filling (G/E L.O Stor. Tank) Diesel Oil Diesel Oil
Filling (D.W.Tank) L.O Filling (G/T L.O Stro. Tank) Fresh Water Fresh Water

LIFE BOAT (44P) UPPER DECK

RESCUE BOAT (6P)
DRY
CABLE POWDER
CHANGE NO.1 CARGO SPACE SPACE
CO2 ROOM ROOM SWBD. RM
(ENG) NO.1 CARGO
(LOW)
TRANSFOEMER
AIR CON ROOM

ROOM C.D.
POOL TANK &
P.D NO.1 CARGO
SWBD. RM
(HIGH)

C.L.

CHANGE LIFT
DRY ROOM
ROOM (DECK) NO.2 CARGO
SHIP'S
C.D.
SWBD. RM WINCH
LAUNDRY PUR. (HIGH)
LINEN &
LKR P.D
GARB. C.G
STR

MOTOR CARGO
FIRE NO.2 CARGO ROOM COMPRESSOR ONLY
EQUIP'T
PAINT DECK
INCINERATOR LKR. SUEZ FIRE NO.2 CARGO TRANSFORMER ROOM
STORE STORE
ROOM WORKER CONTROL LBY SWBD. RM ROOM
E/R (LOW) CABLE
(4-P) STATION
BATT. SPACE
ROOM
LIFE BOAT (44P)

Fresh Water Fresh Water

Filling (F.W.Tank)
L.O Filling (G/T L.O Stro. Tank)
Diesel Oil
Fuel Oil
Diesel Oil
Fuel Oil
Principal Dimensions
L.O Filling (G/E L.O Stor. Tank)
L.O Filling (Main L.O Stor. Tank) LNG Liquid LNG Liquid
Seawage Shore Connection Overall Length 288.0 m
Bilge Discharge Shore Connection LNG Vapour
F.O Filling (F.O. ADD. Tank) Length Between Perpendiculars 275.0 m
Breadth (Moulded) 44.2 m
Depth (Moulded) 26.0 m
Trunk Depth (Moulded) 33.09 m
Draught Design (Moulded) 11.35 m
Scantling Draught (Moulded) 12.35 m

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LNGC GRACE ACACIA Cargo Operating Manual

1.1.6 Ship Gangway Position

113312 (Bethioua M5)

107300 (Elba Island ) : Removable Rail

107300 (Cove Point North) : Removable rail (Width : 1400)
55565 (Zeebrugge) : The Acc. Ladder to be Unfilded Before The Medium Size Chair Frame (Height : 1500) Islanding on Deck

54650 (Marmara Ereglisi)

41000 (range 41000-46000) (Montoir Up/Down Stream Removeable Gang Way ): Strengthened Rail

37250 (Range 42650-31850) (Withnell Bay)

36000 (Revithousa)
30250 (Bonny)
24000 (Bintulu No.1)
: Strengthened Rail (Span:1100)
23400 (Das Island): Strengthened Rail
22000 (Inchon No.1)
20000 (Tong Yeong) 51850 (Bontang-3)
19450 (Sines)
18250 (Higashi-Ohgisima) : 41000(Range41000-46000)
Strengthened Rail (Montoir Up/Down Stream Removable Gangway): Strengthened Rail
18250 (Futtsu No.1 & 2): 31000 (Bintulu No.2)
Strengthened Rail
18000 (Qalhat) 20750 (Heulva)
17800 (Ras Laffan No.2) 20000 (Inchon No.2)
17050 (Senboku No.2-2) :
Strengthened Rail 17500 (Pyeong Taek No.2)
17000(Ohgishima): Strengthened Rail 17370 (Elba Island):Removable Rail)
15500 (Nigata): Strengthened Rail 15600 (Bontang-1)
15250 (Yanai) 15250 (Bontang-2)
14050 (Yung-An East) 14050 (Yung-An East)

12000 (Point Fortin) 13000 (Penuelas)

4500(Max. Slew:4500)
10000 (Oita)

LIFE BOAT (44P)

UPPER DECK
RESCUE BOAT (6P)
DRY
CABLE POWDER
CHANGE NO.1 CARGO SPACE SPACE
ROOM SWBD. RM
CO2 ROOM (ENG) NO.1 CARGO
(LOW)
TRANSFOEMER
AIR CON ROOM

ROOM C.D.
POOL TANK &
P.D NO.1 CARGO
SWBD. RM
(HIGH)
C. L.

CHANGE LIFT
DRY ROOM
ROOM (DECK) NO.2 CARGO
SHIP'S
C.D. SWBD. RM WINCH
LAUNDRY PUR.
& (HIGH)
LINEN Cargo Gear
GARB.
LKR P.D Locker
C.G
STR

MO T O R CA RGO
FIRE NO.2 CARGO RO OM COMPRESSOR ONLY
EQUIP'T
PAINT DECK
INCINERATOR LKR. SUEZ FIRE NO.2 CARGO TRANSFORMER RO OM
STORE STORE LBY SWBD. RM ROOM
ROOM WORKER CONTROL
E/R (LOW) CABLE
(4-P) STATION
BATT. SPACE
ROOM

LIFE BOAT (44P)

15100 (Himeji) : 5700

Strengthened Rail (Span:4000) (barcelona) 15deg.
15150 (Senboku No.2-1) :
Strengthened Rail
10000 (Oita)
16000(Chita) :
Strengthened Rail (Span:2000) 12000 (Point fortin)
16000(Kawagoe) : 4500 (Max. Slew : 4500)
Strengthened Rail (Span:4000)
17000 (Negishi) : 18000 (Qalhat)
Strengthened Rail
17500 (Pyeong Taek No. 1&2) 19000 (Lake Charles) : Securing
Braket With Removable Rail
20000 (Inchon No.2)
20000 (Tong Yeong)
22400 (Ras Laffan No.1) 36000 (Revithousa)
23800 (Yokkaichi) : Strengthened Rail

26540 (Cartagena) 41000 (Range 41000-46000) (Motior Up/Down Stream Removable Gangway) : Strengthened Rail
31000 (Bintulu No.2)

41000 (Range 41000-46000)

104000 (Lake Charles) : Securing Braket Welded on Deck With removable Rail (Motior Up/Down Stream Removable Gangway) : Strengthened Rail

107300 (Cove Point South) : Removable Rail (Width : 1400)

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LNGC GRACE ACACIA Cargo Operating Manual

1.1.7 Tanks and Capacity Plan

Cargo Tanks S.G.=0.47 Fresh Water Tanks S.G.=1.000

Centre of Gravity Centre of Gravity
Capacities Capacities
(100% Base) Free Free
Location Location (100% Base)
Surface Surface
Compartment Frame Weight V.C.G. L.C.G. Compartment Frame Weight V.C.G. L.C.G.
Volume Moment Volume Moment
Number 98% Above B.L From Number 100% Above B.L From
100% (m3) (m4) 100% (m3) (m4)
(Tons) (m) Mid.(m) (Tons) (m) Mid. (m)

Distilled W. TK (P) 2.0-10.0 145.8 145.8 18.386 -132.51 206

Distilled W. TK (S) 2.0-10.0 145.8 145.8 18.386 -132.51 206
No. 1 Cargo Tank 118.1-128.9 24653.8 24160.8 17.797 79.57 103566 Drinking W. TK (P) 10.0-17.0- 170.8 170.8 18.386 -126.59 417
Domestic F.W. TK (S) 10.0-17.0 170.8 170.8 18.386 -126.59 417
No. 2 Cargo Tank 103.1-116.9 43266.88 42401.5 16.662 38.00 206520

No. 3 Cargo Tank 88.1-101.9 43235.6 42370.9 16.662 -10.19 206520

Total 633.1 633.1 18.386 -129.31
No. 4 Cargo Tank 74.1-86.9 38630.2 37857.6 16.662 -56.01 184617

Total 149786.5 146790.8 16.849 6.66

Water Ballast Tanks S.G.=1.025 Fuel Oil Tanks S.G.=0.970

Centre of Gravity Centre of Gravity

Capacities Free Capacities Free
Location (100% Base) Location (100% Base)
Surface Surface
Compartment Frame Compartment Frame Volume Weight V.C.G. L.C.G.
Volume Weight V.C.G. L.C.G. Moment Moment
Number Number 100% 95% Above B.L From Mid.
100% 100% Above B.L From Mid. (m4) (m4)
(m3) (Tons) (m) (m) (m3) (Tons) (m) (m)

FWD W.B. TK (S) 130-154 2009.7 2060.0 12.198 107.08 1361 FWD H.F.O.Bunker TK (S) 130.0-154.0 2570.1 2368.4 12.685 106.88 745
FWD W.B. TK (P) 130-154 2009.7 2060.0 12.198 107.08 1361 FWD H.F.O.Bunker TK (P) 130.0-154.0 2599.4 2395.4 12.685 106.80 758
No. 1 W.B. TK (S) 117-130 6161.4 6315.5 10.769 76.63 10884 AFT H.F.O.Bunker TK (S) 63.0-73.0 465.5 428.9 17.965 -83.37 34
No. 1 W.B. TK (P) 117-130 6161.4 6315.5 10.769 76.63 10884 AFT H.F.O.Bunker TK (P) 63.0-73.0 355.7 327.8 17.966 -82.47 23
No. 2 W.B. TK (S) 102-117 6367.6 6526.8 8.903 36.39 27780 HFO. Sett. TK (S) 53.0-63.0 537.6 495.4 18.063 -91.07 51
No. 2 W.B. TK (P) 102-117 6367.6 6526.8 8.903 36.39 27780 HFO. Sett. TK (P) 55.0-65.0 542.2 499.6 18.005 -89.48 51
No. 3 W.B. TK (S) 87-102 6459.6 6621.1 8.805 -11.57 28957 Low Sulphur Fuel TK (S) 49.0-53.0 207.6 191.3 18.337 -96.70 20
No. 3 W.B. TK (p) 87-102 6459.6 6621.1 8.805 -11.57 28957 Low Sulphur Fuel TK (P) 49.0-55.0 295.9 272.7 18.009 -95.78 31
No. 4 W.B. TK (S) 73-87 5604.5 5744.6 9.072 -56.92 23824
No. 4 W.B. TK P) 73-87 5604.5 5744.6 9.072 -56.92 23824 Total 7574.0 6979.5 14.383 44.67 -
A.P. TK -6.1-17 2320.6 2378.7 14.291 -131.40 44268

Total - 55526.4 56914.6 9.792 13.43

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LNGC GRACE ACACIA Cargo Operating Manual

Lubricating Oil Tanks S.G.=0.900 Other Tanks S.G.=1.000

Centre of Gravity Centre of Gravity

Capacities Free Capacities Free
Location (100% Base) Location (100% Full)
Surface Surface
Compartment Frame Weight V.C.G. L.C.G. Compartment Frame Weight V.C.G. L.C.G.
Volume Moment Volume Moment
Number 95% Above B.L From Mid. Number 100% Above B.L From Mid.
100% (m3) (m4) 100% (m3) (m4)
(Tons) (m) (m) (Tons) (m) (m)
Main L.O Sump TK (C) 32.0-37.0 69.9 59.8 2.746 -109.94 102 C.W. TK (C) 8.6-17.0 70.7 70.7 4.916 -125.80 47

Main L.O Sett. TK. (S) 38.0-41.0 106.5 91.9 20.461 -105.90 15 Bilge Holding TK(C) 17.0-28.0 119.2 119.2 1.724 -118.32 206

Main L.O Stor. TK. (S) 35.0-38.0 106.5 91.1 20.461 -108.30 15 Oily Bilge TK (C) 28.0-31.0 47.9 47.9 2.608 -113.32 240

Main L.O Grav. TK. (S) 41.0-43.0 28.1 24.0 16.765 -103.90 5 HFO Overflow TK (C) 57.0-73.0 87.6 87.6 8.517 -85.22 22

G/T L.O Sett. TK (P) 41.0-43.0 16.6 14.4 23.627 -103.90 1 Clean Bilge TK (C) 31.0-38.0 38.2 38.2 2.766 -109.39 19

G/T L.O Stor. TK. (P 41.0-43.0 16.7 14.3 23.598 -103.90 1 Sludge TK (S) 33.0-41.0 14.0 14.0 9.356 -108.12 9

G/E L.O Sett. TK. (S) 41.0-43.0 16.9 14.4 23.627 -103.90 1
Total 377.7 377.7 4.397 -110.20
G/E L.O Stor. TK. (S) 41.0-43.0 16.7 14.3 23.598 -103.90 1
S/T L.O Sump TK (S) 21.0-24.0 5.4 4.6 2.163 -119.44 1

Total 383.6 327.9 17.255 -107.00

Other Tanks S.G.=1.000

MDO & Gas Oil Tanks S.G.=0.850
Centre of Gravity
Centre of Gravity Capacities Free
Capacities Free Location (100% Full)
Location (100% Full) Surface
Surface Compartment Frame Weight V.C.G. L.C.G.
Compartment Frame Volume Moment
Weight V.C.G. L.C.G. Moment Number 100% Above B.L From Mid.
Number Volume 100% (m3) ((m4)
95% Above B.L From Mid. (m4) (Tons) (m) (m)
100% (m3)
(Tons) (m) (m)
C.W. TK (C) 8.6-17.0 70.7 70.7 4.916 -125.80 47
M.D.O. Stor. TK (S) 45.0-51.0 211.0 170.4 15.813 -99.10 31
Bilge Holding TK (C) 17.0-28.0 119.2 119.2 1.724 -118.32 206
G.E/M.D.O. Serv. TK (S) 51.0-59.0 134.2 108.3 23.613 -93.10 41
Oily Bilge TK (C) 28.0-31.0 47.9 47.9 2.608 -113.87 240
IGG G.O Serv. TK (P) 49.0-54.0 83.9 67.8 23.613 -96.30 26
HFO Overflow TK (C) 57.0-73.0 87.6 87.6 8.517 -85.22 22

Total 429.1 346.5 19.777 -96.80 Sludge TK (C) 33.0-41.0 14.0 14.0 9.356 -108.12 9

Total 339.5 339.5 4.581 -110.29

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LNGC GRACE ACACIA Cargo Operating Manual

1.2 Classification, Rules and Regulations
1. Classification
The vessel shall be built in compliance with the current rules and regulations of
Lloyd’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163˚C,
500kg/m3, 0.25barG) IWS, “ShipRight (SDA,FDAplus,CM)”, +LMC, UMS,
ICC, NAV1, IBS, SCM, EP, LI, BWMP(S), TCM, with descriptive note “pt HT
steel”
2. Rules and Regulations
IMO amendments coming into effect and becoming compulsorily applicable to
this type of vessel up to 31 Dec. 2010 as defined in the LR publication “Future
IMO legislation 2003” dated Feb. 2003 shall be applied.
1) Rule and Regulation of the Classification Society (LR)
2) Rule and Regulation of the country of registry
Classification Society with regard to the above requirements and
recommendations of U.S.C.G including :
- Title 46, Chapter I.
Subchapter O (certain bulk dangerous cargoes), part 154
- Title 33. Chapter I.
Subchapter O (pollution), part 155,156,159
Subchapter P (ports and water safety) part 164
13) Rules of Navigation of the Suez Canal Authority including Regulations for
the Measurement of Tonnage Measurement
14) ILO Guide to Safety and Health in Dock work 1976, as amended in 1979
15) ILO Convention concerning Crew Accommodation on board Ship, No 92
& 133
Above Rules and Regulations are applied without inspection or survey by third
parties unless certificate is required by section 1.7 “Certificate” and/ or other
sections
11) SIGTTO Guidelines for ship to shore access for gas carriers, 1993
12) International Electro-Technical Commission (IEC) Publication 60092-
Electrical Installations in Ships except :
- Enclosure test for electric equipment (IEC 60092-12, 30)
- Graphic symbols (60092-2)
- Fire resistance cables (60092-401 Amendment no 1, 32, 3)
Rules of Class have preference over IEC
13) IEC Publication 60533 “Electromagnetic Compatibility of Electrical and
Electronic Installations on Ships”
14) ISO 6954-1984 (for hull vibration)
15) VDI 2056 Criteria for Assessment of Mechanical Vibrations in Machines
16) IMO Resolution A.330(9) Amendment to the recommendation on safe
access to and working in large tanks to include large water ballast tanks

3) International Convention on Load Lines, 1966 and supplement,1981 3. Guidelines and Recommendations 17) IMO Resolution A.468(12),Code on noise Levels on Board Ships

4) International Code for the Construction and Equipment of Ships Carrying The vessel to be built in compliance with following Guidelines and 18) IMO Resolution A601(15) Provision and Display of Manoeuvring
Liquefied gases in Bulk (IGC Code)
Recommendations. Information Onboard Ships

5) International Convention for the Safety of Life at Sea (SOLAS), 1974 with
1) OCIMF. “Mooring Equipment Guidelines”, 1997 19) IMO Resolution A708(17) “Navigation Bridge Visibility and Function”
Protocol of 1978, and the Amendments
2) OCIMF. Guidelines and Recommendations for the safe Mooring of large 20) IMO Resolution A.719(17) Prevention of Air Pollution on Ships
6) International Convention for the Prevention of Pollution from
Ships at Piers and Sea Islands
Ships(MARPOL), 1973/1978 (Annexes I, Ⅳ, Ⅴ) and Amendments and
21) IMO Resolution A.751(18) Interim standards for ships Maneuverability
Protocol of 1997 Annex Ⅳ “Prevention of Air Pollution from Ships”, Reg.
3) OCIMF. “Recommendations for Manifolds for Refrigerated liquefied
12, 13, 14 & 16
Natural Gas Carriers(LNG)”, 1994 22) IMO Resolution A.830(19) Code on Alarms and Indicators

7) Convention on the International Regulation for Preventing Collisions at Sea,

4) OCIMF. “Ship to Ship Transfer Guide (liquefied gases)”, 1995 23) IMO Publication No 978- Performance standards for navigational
1972(1990 edition)
equipment(1997)
5) ICS guide to Helicopter / Ship operation (winching) 1989
8) International Convention Standards of Training, certification and
Watchkeeping (STCW), 1993
6) SIGTTO “Recommendations and Guidelines for Linked Ship/Shore
Emergency Shutdown of Liquefied Gas Cargo Transfer”, 1987
9) International Tele-Communication and Radio Regulation, 1974, 1982 and
1982/87
7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressures on
ESD, 1987
10) International Convention on Tonnage measurement of ships, 1969, as
amended by IMO Resolution A.493(12) and A.494(12)
8) SIGTTO Recommendations for the installation of Cargo Strainers on LNG
Carriers
11) International ship & Port Facility Security (ISPS) Code
9) SIGTTO An Introduction to the Design and Maintenance of Cargo System
12) U.S.C.G. Rules and Regulations for Foreign Vessels operating in the
Pressure Relief Valves on Board Gas Carriers, 1998
Navigable Waters of the United states U.S.C.G.. Rules regarding Oil
Pollution, Sanitation and Navigation Safety
10) SIGTTO Port information for LNG Export and Import Terminals
Note : The Builder to furnish a Letter of Compliance from the

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.3.1a Cargo Tank Lining Reinforcement

Void Area

Cofferdam

Membrane Sheet
Primary Membrane

Secondary Membrane

Ballast
Inter Barrier Space

Void

Cofferdam
Insulation Space

Duct Keel
Ballast Tank

Pipe Duct
Duct Keel

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LNGC GRACE ACACIA Cargo Operating Manual

1.3 Design Concept of the Cargo System

High duty and low duty compressors (hereinafter called H/D compressor and
Composition Range(Mole%) Standard(Mole%)
General Description L/D compressor), boil-off/warming up heaters, LNG vapouriser and forcing
vapouriser are installed in the cargo machinery room. Nitrogen 0.04 – 1.00 0.35
The cargo containment, cargo handling, control and measuring systems are
Methane 86.70 – 90.40 88.0
designed, constructed and equipped to transport liquefied natural gas An oil fired inert-gas generator unit is installed in a separate compartment
(hereinafter called LNG) in four (4) membrane cargo tanks at about -163˚C within the engine room to supply the inert-gas and dry air necessary to prepare Ethane 7.00 – 8.50 7.8
and at the absolute pressure of 106.0 kPa. the cargo tanks for filling with LNG, or for inspection and repair.
Propane 1.10 – 3.10 2.8
The cargo containment system is of the membrane type in accordance with the Two nitrogen generators are installed in the engine room to supply the N2 gas Butane 0.10 – 1.15 1.0
patent and design of the GTT MARK-Ⅲ and the requirements of the Class and necessary to fill and make up the insulated spaces and purge the pipes, etc.
the regulatory bodies concerned. Pentanes and Heavier 0.007 – 0.10 0.05
A cargo machinery room and an electric motor room is provided on the trunk
The thickness of insulation is determined to limit the boil-off rate to less than deck.
0.15% per day of methane during loaded voyages with tanks initially to 98.5% Heat value (Average)
of their total capacity. During loading the cargo vapour is returned to shore. HHV 53.8 MJ/kg

The top part of tanks is chamfered athwartships by 45˚ to limit the effect of
liquid motion. The bottom part is similarly chamfered to enable tanks to
follow the lines of the ship.
The vessel’s design is such as to allow any one or more cargo tanks to be
empty with the remaining cargo tanks filled within the range acceptable to
GTT in the sea-going condition.
Each tank is fitted with a rectangular insulated liquid dome (about 4.9 x 4.5
meters) situated at its after end.
This dome is used as a common access for the cargo handling equipment into
the tank and also for various instrumentation and control lines, and as a means
for personnel access into the tank.
1.3.1 Cargo Containment System Principle LHV 49.2 MJ/kg
Membrane tanks are non-self-supporting tanks which consist of a thin layer NOTE
(membrane) supported through insulation by the adjacent hull structure. The Standard Composition is used for designing equipment. The equipment shall
membrane is designed in such a way that thermal and other expansion or work with any composition complying with the range shown in the above
contraction is compensated for without undue stressing of the membrane. table.
The cargo containment, cargo systems and ship’s hull structures are designed 5. Boil-off rate
on the following bases.
The maximum boil-off rate of the cargo during a loaded voyage (tanks to be
1. Cargo full but cargo piping to be empty) is less than 0.15% per day of the cargo
volume at the fully loaded condition (98.5% of their total capacity) under the
- Density, cargo LNG : 470kg/m³ for general design of the ship, 500 following conditions.
kg/m³ for hull scantlings, cargo containment system and cargo pumps.

Each tank is also fitted with a gas line at the middle of cargo tank top. - Density, pure methane : 425 kg/m³ Temperature +45˚C

Sea water temperature +32˚C

The domes are properly insulated inside to reduce thermal heat flow and - Minimum design temperature : -163˚C
provide feed-through for cargo pipes, electric power, instrumentation and for Cofferdam temperature +5˚C
other necessary installations. 2 Ambient pressure conditions
Other compartments no heating

Each cargo tank is provided with a vent mast. z Atmospheric pressure range : 95 to 104kPa Absolute Temperature of cargo -161.5˚C

3. Design pressure of cargo tank Cargo Pure methane

The cargo handling piping system shall consist basically of fore and aft LNG
liquid and vapour headers connected to their respective crossover and branch Cargo tank pressure 106 kPa Absolute
lines leading to each cargo tank. Pressure range -1kPa to 25 kPa Gauge
Sea condition calm
The shore connections with two (2) liquid crossovers with Y piece and one (1) Normal operating pressure 106 kPa Absolute
Cargo tank surface condition 100% wetted
vapour crossover are provided, and the lines are arranged to allow for easy
access for operation. 4 Cargo composition NOTE
The cargo pumps and stripping/spray pumps are of the electric motor-driven, The natural boil-off rate of 0.15% per day is achieved without the use of
The make up of the LNG to be handled as loaded is expected to be within the vacuum conditions in the insulation space.
submerged type, and are installed in each cargo tank. following range.

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LNGC GRACE ACACIA Cargo Operating Manual

Differential press between IBS & IS is 0.2kPa to 0.7kPa. - Chemical composition ( for reference )
The properties of pure methane at -161.5˚C used in the calculations are: AL ≥ 99.2%, Fe ≤ 0.6%, Si ≤ 0.25%, Cu ≤ 0.05%, Zn≤ 0.03%,
LNG Filling Limit Mn ≤ 0.03
Specific gravity 425 kg/m³
Cargo tanks are said to be full when they are filled to within 98.5% of their - Physical characteristics : Thickness : 0.7mm, Weight : 190 g/m²
Latent Heat 511 KJ/kg total capacity.
- Ultimate tensile strength ≥ 60 kg/mm
Sailing at sea with filling ratios between 10% of the tank length and 70% of
Metered under a constant pressure of 106 kPa Absolute in the cargo tanks
the tank height is prohibited. - Elongation at break ≥ 10 %
(steady state established for 48 hours at least)

7. Construction of the Insulation and Barriers Glasscloth

Checked from readings made at sea in fine weather (Beaufort 5) during a
voyage in the loaded condition, after the ship has been loaded and upon arrival
Stainless Steel Sheets - Warp contexture ≥ 10 per 25 mm
in harbour before unloading takes place.

The specified material for construction of the membrane primary barrier is - Weft contexture ≥ 10 per 25 mm
No liquid pumping is done using the forcing vapouriser and sprayer during the
supplied by manufacturers and approved by GTT.
voyage.
- Weight : 330 g/m² about
- Type of steel : Nickel-Chromium stainless steel with very low carbon
The average of corrected calculated rates from the readings made during at
content, The secondary barrier should be so designed that:
least ten (10) voyages in the loaded condition, excluding the first voyage on
entering service.
- Nominal thickness : 1.2 mm - It is capable of containing any envisaged leakage of liquid cargo for a
period of 15days, unless different requirements.
6. Design and calculation
- Chemical composition ( for reference ) - It will prevent lowering of the temperature of the ship structure to an
C ≤ 0.030%, S ≤ 0.020%, P ≤ 0.040%, Cr = 17% to 20%, unsafe level in the case of leakage of the primary barrier.
Cargo Tank Pressure
Ni = 9% to 12%, Si ≤ 1%, Mn ≤ 2%, Cu ≤ 1% - The mechanism of failure for the primary barrier does not also cause the
failure of the secondary barrier and vice versa.
The design normal operation pressure Range of cargo tanks is between 7 kPa
- Corresponds approximately to AISI 304L.
and 19 kPa.
Plywood
Rigid Polyurethane Foam
The maximum pressure of gas in the tank is 25 kPa MARVS (Maximum
The specified material for the prefabrication of the insulating panels are
Allowable Relief Valve Setting) above atmospheric pressure.
The specified material for the thermal insulation of the tank is supplied by supplied by manufacturers and approved by GTT.
manufacturers and approved by GTT.
Insulated Spaces
12mm plywood
- Density : 120 kg/m³
There are two (2) different spaces located between the primary barrier and the
The 12mm plywood is used at the verso face in the fabrication of the
inner hull.
- Closed cells : > 94% insulating panels and top bridge pads:
- The inter-barrier space (I.B.S) between the primary and the secondary
- Fibreglass content : 10 % - Wood species : Birch
barrier.
- The insulation space (I.S) between the secondary barrier and inner hull.
- Thermal conductivity at +24˚ : < 0.025 kcal/hr.m˚C - Nominal thickness : 12mm
The two (2) spaces are maintained in a dry and inert condition using nitrogen
- Water absorption : 1.3% volume - Number of plies : 9 plies alternate crossing at 90˚
gas.

Secondary Barrier “TRIPLEX” - Appearance : ISO 2426 Class Ⅱ

The pressure in these spaces is regulated at a pressure slightly above
atmospheric pressure in order to prevent any air ingress.
Triplex for construction of the membrane secondary barrier is supplied by - Compressive strength : 50 kg/cm² at proportional limit and
manufacturers and approved by GTT. perpendicularly to the fibres.
For the inter-barrier space the pressure is maintained between 0.5 kPa and 1.0
Aluminium foil - Ultimate bending strength : 30 MPa for directions parallel and
kPa above atmospheric pressure.
perpendicular to face grain.

1 - 16 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Polyurethane glue is used for the prefabrication of the insulation panels.

9mm plywood Product with two components: resin + hardener
Application by spraying system or automatic machine
The 9 mm plywood is used for the fabrication of the insulating panels Volume mass of mixture: 1.3

- Wood species : BirchNominal thickness : 9mm

- Number of plies : 7 plies alternate crossing at 90˚

- Appearance : ISO 2426 ClassⅡ

- Ultimate tensile strength : 600 kg/cm² parallel to face grain

400 kg/cm² perpendicular to face grain

- Tensile strength perpendicular to the bonding plane : 2MPa

- Shearing strength under tension : 3.5 MPa

92 mm plywood

The 92mm plywood is made by the bonding of several plywood panels of

15mm nominal thickness. This plywood is used for the fabrication of
hardwood keys.

Adhesive Products

Three (3) different kids of adhesive product are supplied by manufacturers and
approved by GTT.

- Epoxy glue.

- Load bearing epoxy mastic,

- Polyurethane glue.

Epoxy glue

Epoxy glue is used for assembling the insulating elements

Product with two components: resin + hardener
Volumetric mass of mixture: 1.3

Load bearing mastic

Loading bearing mastic is used for the supporting of insulating panels.

Product with two components: resin + hardener.
Mixing and application with automatic machine
Volume mass of mixture: 1.5

Polyurethane glue

1 - 17 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.3.1b Cargo Tank General

1 - 18 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.3.2a Construction of Containment System

Angle Piece

Membrane Sheet

Top Bridge Pad

Second ary Barrier Joint

Flat Joint (Glass Wool)

Flat Joint (Glass Wool)
Plugs
Anchoring Strip
Flat Panel

Stud

Corner Panel

Load Bearing Mastic

Retainer Stud
Levelling W edge Inner Hull

1 - 19 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.3.2b Construction of Containment System – Flat Area

Fitting Components
for Flat Panel

Cylindrical plug
Top bridge pad

Nut HM 10 Cylindrical plug

Washer LL 10

Secondary Flat panel

barrier joint
Stud
Level wedge

Anchoring strip

Secondary
barrier (Triplex)

Flat joint

1 - 20 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.3.2c Construction of Containment System – Corner Part 1

Sandwich Panel B

Note : X : Resin rope thickness 12.5mm

Actual dimensions of inner hull are S: Secondary Insulation 170 mm
A : Bonding with PU GLUE
compensated by tolerance ±40 P : Primary Insulation 100mm B B

B : Bonding with EPOXY GLUE Secondary barrier

curve joint

S+P

S P Top plywood Th. 9mm

Insulating foam Glass wool
X Secondary barrier

Back Plywood A
Flat panel

Th. 9mm
A
A

Large corrugation profile for B/A B/C D/A D/C A

Insulating foam

525 Back plywood Th. 9mm

Flat Panel Plywood Th. 12mm
Junction band
75 ±40

510 ±40 1020

Transverse Bulkhead
525

340 ±40 340 340 340 340

210 210 75 ±40

90 40 55 Longitudinal bulkhead 30

S+P+210+210 = 690
70

(X+S+P)/ta n(90˚/2)+210+210+40 = 742.5

120 880 140

1 - 21 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.3.2d Construction of Containment System – Corner Part 2

X : Resin rope thickness 12.5 mm B

S: Secondary Insulation 170 mm Sandwich Panel
P : Primary Insulation 100 mm
B B
A : Bonding with PU GLUE
Note : Secondary barrier
B : Bonding with EPOXY GLUE curve joint
Actual dimensions of inner hull
+40
are compensated by tolerance
-20
A
Top plywood
Th. 9mm
A Secondary barrier
A
Insulating foam

Corner 3 Corner 3 BIS

Plywood Th. 12mm Top plywood A
A
Back plywood A Th. 9mm
Th. 9mm
P
P
S+

P
P
A

S+
Insulating foam
A
S

A
Back plywood

S
Th. 9mm

48
Junction band

0.
8
X

48

X
396
0.

Flat Panel
8

396
Flat Panel
381 +40
-20

24
0.
381 +40

4
-20

211 +40
E-

-20 340 340

G

211 +40
-H

E-
340 340
-K

-20

G
151 170

-H
-K
151 170
45 +40
-20
Fl 45 +40
at -20
P an
el
45
+4 0
0
-2

45
+4 0
0
-2
321
39
6

321

39
6
70
40
A-C 70 55
15 55
15 70 F-J
20 20
70 40
(S+P)/Tan(135˚/2)+151+170 = 432.8 (S+P)/Tan(135˚/2)+321 = 432.8

(X+S+P)/Tan(135˚/2)+321+15 = 453.1 (X+S+P)/Tan(135˚/2)+321+15 = 453.1

1 - 22 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA
1.3.2 Membrane Cargo Containment
Tank construction
1. General description
The following components of the MARK-Ⅲ containment system are applied as
follows:
z The 1.2mm thick stainless steel primary barrier, whose main feature
consists of an orthogonal system of corrugations which compensate for
thermal contraction and mechanical ship’s deflections.
z The insulation, which consists mainly of rigid polyurethane foam with
reinforcing glass fibre in between two (2) plywood sheets. The
insulation transmits cargo pressure to the internal structure of the vessel.
z The secondary barrier, which is laminated composite material, and
which is made of two (2) glass cloths (for the resistance) with an
aluminum foil (hereinafter called “Triplex”) in between, for tightness.
The secondary barrier, whose purpose is to contain LNG in case of any
accidental leakage through the primary barrier, is inserted in the
insulating structure.
The containment system is made of prefabricated elements which are assembled
in the hold.
These elements are mainly:
z The prefabricated insulating panels (flat and corner panels)
z The membrane sheets (flat sheets and angle pieces)
The assembling is performed by bonding and mechanical fastening (for the
insulating panels) and by welding (for the membrane).
2. Manufacture
1) Prefabricated insulating panels
Only manufacturers with service experience and approved by GTT are used for
the fabrication of the components of the containment system.
The insulating panels shall have a thickness of 270mm.
Standard flat panels:
The different components (reinforced PU foam (R-PUF), plywood and
Secondary barrier) are bonded together in a workshop with a polyurethane
adhesive.
Cargo Operating Manual
The backing plywood of insulation panels are intended to be bonded on the
double hull.
The upper face plywood of insulation panels are used to fit stainless steel strips
for the membrane fastening and also to support the membrane.
Two and Three-way corner panels:
The corner panels include reinforcing components for anchoring of the
membrane in the corners of the tank and are;
z Hardwood keys, made of thick plywood.
z Heavy corner pieces, made of stainless steel (SUS340L).
2) Prefabricated membrane sheets
The membrane is made of 1.2mm thickness stainless steel sheets.
The prefabrication (forming of the corrugations) is made in a workshop with
specific tools and standard equipment such as presses.
A folding process which was developed by GTT is used in order to avoid any
permanent deformation of the membrane and ensure the regular nominal
thickness.
Standard membrane sheets are of 3060 x 1020mm in dimensions.
Angle pieces are provided for the tank corners to insure the continuity of the
corrugations. Typical angles are of 90˚ and 135˚.
Insulation and membrane erection
1. General
Insulation manuals and check sheets for the components, approved by the GTT,
the class and Buyer, are used at every stage of installation work and the results
are recorded.
Welders and operators for the welding machines are certified on the basis of
approved qualification procedures.
All welds are subjected to qualification tests for authorization and supervision by
the GTT during the actual construction work.
2. Main work procedure
Main procedure of the cargo containment works are carried out as follows.
1) Hold preparation
1 - 23
Hold measurement is performed in order to determine the actual dimensions
and the insulation positioning in the hold. Then tracing/marking of the
positions for the stud bolt axes are done.
2) Installation of the mechanical attachment
Welding of the studs for the panels and corner panels are done.
Welding of retainers for corner panels are performed at the block-
construction stages as their position is perfectly determined with respect to
the edge of the tank.
3) Setting of the leveling wedges
Leveling wedges are fitted in order to compensate for double hull
deformation and to minimize the quantities of load-bearing mastic used.
4) Insulating panels installation
The cargo hold will be cleaned and all traces of rust, grease or pollution will
be removed from the inner hull surface before commencing insulation
installation.
Fitting of insulation panels to cargo holds are done by means of special
handling and securing legs and tools and also special care are taken to
protect the panels from damage.
Load bearing mastic application and corner panel installation are done.
Bonding and putting the flat wall panels at their locations are done.
The panels are kept in place with the studs.
5) Inserting of the joint between panels
The gap between panels are filled with glass wool.
Cylindrical plugs are inserted to cover the studs.
6) Bonding of the secondary barrier joints.
The completion of the secondary barrier is performed by bonding under
pressure and with epoxy adhesive, flat Triplex scabs over the joints between
flat wall panels and curved Triplex slabs between corner panels. Hot melt
glue is considered based on recommendation by GTT.
The tightness of the cover joints are checked by visual inspection and local
vacuum box test.
7) Installation of the top bridge pads.
Top bridge pads are installed between flat panels and also between two (2)
adjacent corner panels which are fitted during bonding in the erection work
stage in the cargo tanks.
Part 1 Design Concept of the Vessel
LNGC GRACE ACACIA Cargo Operating Manual

8) Tracing

Tracing and membrane sheet positioning are done.

9) Installation of membrane sheets

Installation of the membrane sheets and temporary fixing by clamps are

done.

10) Tack welding

Tack welding of the edge of membrane sheets onto the anchoring pieces
and/or on the overlapped membrane sheet already in place are done.

11) Continuous welding operation

Continuous welding operation is achieved in order to ensure tightness of

the primary barrier. This welding operation is performed either manually
or automatically.

Simultaneously, angle pieces are put in place and welded as for the
membrane sheets.

1 - 24 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

1.3.3 Deterioration or Failure
The insulation system is designed to maintain the boil-off losses from the cargo
at an acceptable level and to protect the inner hull steel from the effect of
excessively low temperature. If the insulation efficiency should deteriorate for
any reason, the effect may be a lowering of the inner hull steel temperature
resulting in a cold spot and an increase in boil-off from the affected tank.
Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. The
inner hull steel temperature must, however, be maintained within acceptable
limits to prevent possible brittle fracture.
Thermocouples are distributed over the surface of the inner hull but, unless a
cold spot occurs immediately adjacent to a sensor, these can only serve as a
general indication of steel temperature. To date, the only reliable way of
detecting cold spots is by frequent visual inspections of the ballast spaces on the
loaded voyage.
The grade of steel required for the inner hull of the vessel is governed by the
minimum temperature this steel will reach at minimum ambient temperature,
assuming that the primary barrier has failed, if the LNG is in contact with the
secondary membrane.
If a cold spot is detected either by the inner hull temperature measurement
system or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical and, provided a close
watch and record are kept as a check against further deterioration and spreading
of the ice formation, no further action is required. If the cold spot is extensive,
or tending to spread rapidly, salt water spraying should be carried out.
CAUTION
In the unlikely event that this remedy is insufficient and it is considered unsafe
to delay discharge of cargo until arrival at the discharge port, the final recourse
will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
using a single main cargo pump. This course of action should only be considered
after full consultation with Owners, Charterers and the relevant National
Authorities.
Hull Steel Grades
A

For the contiguous hull, environmental conditions are issued from the USCG
E
rules.
- Air temperature = -18°C E E
- Sea water temperature = 0°C Watertight Bulkhead

- Wind speed = 5 knots E E Between Cargo Tanks

E E
- LNG in contact with the secondary barrier.
A
A
For the outer hull, conditions are based on IGC
- Air temperature = 5°C
- Sea water temperature = 0°C
- No wind
B B
- LNG in contact with the secondary barrier
E E
For these conditions Classification Societies require a steel grade distribution as
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade ‘E’ steel and the remaining longitudinal steelwork grade ‘DH’ both
grades having a minimum operating temperature of -30°C. The transverse A A

watertight bulkheads between cargo tanks are of steel grade ‘A’ with a glycol
water heating system. D
D

In addition to the failure of the membrane, local cold spots can occur due to
failure of the insulation.

Whilst the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures B

below 0°C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient DH DH
capacity to maintain the inner hull steel temperature at 0°C under the worst AH
conditions. Pipe Duct

1 - 25 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 1.4a Hazardous Areas and Gas Dangerous Zone

m
.0

.0

.0

.0
25

25

25

25
Air Draft 41.2 m in Berthing Condition (Dfrat 9.6 m) 4.0 m 6.0 m 4.0 m 6.0 m 4.0 m 6.0 m 4.0 m 6.0 m

5 Ton Vent Mast Vent Mast Vent Mast Vent Mast

Fan 1.5
(P&S) m
Room 1.5

Cargo Hose Handling Crane (P&S)

m
m

Fore

1.5

m
(S.W.L. 10 Ton, 5-25 m, P&S)

1.5
Cargo Gear L.P. L.P. Mast

m
L.P.

3
G/E L.O

m
3
Locker

3
m

m
1.5
Storage

3
m

m
m
Motor Cargo Compressor

1.5

1.5

1.5
1.5
Tank (S)

m
3
Room Room

m
3

3
m

m
m

3
3
V.T. (Wall, Mech. Exh.)
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

m
3
V.T. (Mech. Exh.) for m Trunk (Void)

m
1.5

m
Boiler Vent Hood Room

3
Paint Deck Incinerator Pool
S.L.

m
3m Store Store Room Tank
Drinking W. Tank (P)

3
Fresh Water Tank (S) G/E
B.V.H.
Room
M.D.O
Service Bosun Store
2nd Deck M.L.O M.L.O Tank (S)
Stor. Sett.
Low
Distilled Tank Tank Sulphur
H.F.O AFT H.F.O
Water Tank (S) (S) Settling Bunk
M.D.O Fuel
(P&S) Storage Tank Tank (S) Tank (S) FWD H.F.O Bunker
3rd Deck Tank (S) No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Tank (P&S) Cargo Tank
After Peak Tank (S) Fore Peak
Engine Room
4th Deck
Tank
FWD Water Ballast
H.F.O Overflow (Void)
M.L.O Grav. Tank (P&S)
Tank (S)
Tank (S) No.4 Cargo Tank
Tank Top (2.50 m A/B) H.S.C
Pipe
Water Ballast Tank Duct
Water Ballast Tank

C.W. Tank M.L.O Sump Tank L.S.C

Oily Bilge Tank No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam Bow Thrust &
Stern Tube L.O Sump Tank Emergency Fire
Bilge Holding Tank Pump Room

Key
Area in winch an explosive gas
m
1.5

m
atmosphere is present continuously

3
LIFE BOAT (44P) UPPER DECK
RESCUE BOAT (6P)
DRY
CABLE POWDER
or is present for long period.

m
CHANGE NO.1 CARGO SPACE SPACE
CO2 ROOM ROOM SWBD. RM

.0
(ENG) NO.1 CARGO
(LOW)

25
Area in winch an explosive gas
TRANSFOEMER
AIR CON ROOM

POOL TANK
ROOM C.D.
&
atmosphrer is likely to occur in
normal operation.
P.D NO.1 CARGO
SWBD. RM
(HIGH)

C.L.

DRY
CHANGE
ROOM
LIFT Area in winch an explosive gas
atmosphere is not likely to occur
ROOM (DECK) NO.2 CARGO
SHIP'S
C.D.
SWBD. RM WINCH
LAUNDRY PUR. (HIGH)
LINEN &
GARB.
STR
LKR
C.G
P.D
in normal operation and, if it does
occur, is likely to do so only
MOTOR CARGO
FIRE NO.2 CARGO ROOM COMPRESSOR ONLY
EQUIP'T
PAINT DECK
INCINERATOR LKR. SUEZ FIRE NO.2 CARGO TRANSFORMER ROOM

infrequently and will exist for a

STORE STORE
ROOM WORKER CONTROL LBY SWBD. RM ROOM
E/R (LOW) CABLE
(4-P) STATION
BATT. SPACE
ROOM
LIFE BOAT (44P)
short period only.

1 - 26 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

1.4 Hazardous Areas and Gas Dangerous Zone
Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas:
Gas dangerous spaces or zones are zones on the open deck within 3.0 m of any
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo compressor house. They also
include the open deck over the cargo area and 3 m forward and aft of the cargo
All electrical equipment sited in hazardous areas is of the intrinsically safe type.
Fresh air intakes supply and exhaust ventilators for the cargo compressor room, Hazardous Areas and Gas Dangerous Zone Plan
cargo electric motor room, side passage and pipe duct are provided.
When testing enclosed spaces for the presence of natural gas, it is important to
ensure that pockets of gas are not trapped near deck-head structures, etc.
In the case of a leak or spillage of LNG the following procedure must be carried 1.
5
out; m

m
area on the open deck up to a height of 2.4 m above the weather deck, and a zone

5
1.
within 2.4 m of the outer space of the cargo containment system where such 1) Isolate the source of LNG. If loading or discharging, stop all operations

m
3
spaces are exposed to the weather. and close the manifold valves.

m
3
The entire cargo piping system and cargo tanks are also considered gas 2) Summon assistance by sounding the alarm.
dangerous.
3) Protect hull from possible risk of cold fracture.
In addition to the above zones, the Code defines other gas-dangerous spaces.
Trunk (Void)

m
m
NOTE

3
The area around the air-swept trunk, in which the gas fuel line to the engine 1. Intended cargo :
room is situated, is not considered a gas dangerous zone under the above Code. Liquefied Natural Gas (LNG temp. : -163˚C, Range of Densities: from
500kg/m3)
All electrical equipment used in these zones, whether a fixed installation or
portable, is certified ‘safe type equipment’. This includes intrinsically safe 2. Classification:
electrical equipment, flame-proof type equipment and pressurised enclosure type Lloyd’s Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163˚C,
equipment. Exceptions to this requirement apply when the zones have been 500kg/m3, 0.25barG) IWS, “ShipRight (SDA,FDAplus,CM)”, +LMC, UMS,
certified gas-free, e.g. during refit. ICC, NAV1, IBS, SCM, EP, LI, BWMP(S), TCM, with descriptive note “pt Cargo Tank
HT steel”
Safety Precaution

The piping system fitted on board enables the cargo system to be operated safely,
provided that certain procedures are followed. Since flammable gases are
involved, inert gas or nitrogen gas is used to eliminate the possibility of an
explosive mixture existing in the cargo system during any part of the gas-freeing Pipe
operation. The system will also enable the cargo tanks to be purged with inert gas
Water Ballast Tank Duct
Water Ballast Tank
or nitrogen prior to filling with cargo. The piping has been arranged to eliminate
the possibility of pockets of gas or air remaining after gas-freeing or purging.

The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas,
to air, with the cargo vapour displaced by good quality inert gas before air is
introduced into the tanks. The reverse procedure is adopted when preparing the
ship for resumption of service after dry docking or lay-up.

Boil-off gas is supplied to the main boilers through an air-swept trunk that is
continuously monitored for gas leakage. Any interruption or failure of the gas
supply initiates a closure of the gas supply and an automatic nitrogen purge of
the whole engine room gas supply system.

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LNGC GRACE ACACIA Cargo Operating Manual

I. GENERAL NOTE (IGC CODE) Cargo tank vent system (IGC Code - 8.2.10)

Gas dangerous space or zone (IGC Code - 1.3.17)
1. A space in the cargo area which is not arranged or equipped in an approved
manner to ensure that its atmosphere is at all times maintained in a gas safe
condition;
2. An enclosed space outside the cargo area through which any piping
containing liquid or gaseous products passes, or within which such piping
terminates, unless approved arrangements are installed to prevent any escape
of product vapour into the atmosphere of that space;
3. A cargo containment system and cargo piping;
4. 1) A hold space where cargo is carried in a cargo containment system
requiring a secondary barrier;
2) A hold space where cargo is carried in a cargo containment system not
requiring a secondary barrier;
1. Cargo tank pressure relief valve vent exits should be arranged at a distance at
least equal to B or 25m whichever is less from the nearest air intake or
opening to accommodation spaces, service spaces and control stations, or
other gas safe spaces.
2. All other vent exits connected to the cargo containment system should be
arranged at a distance of at least 10m from the nearest air intake or opening to
accommodation spaces, services spaces and control station, or other gas safe
spaces.
Mechanical ventilation in the cargo area (IGC CODE 12.1.6)
Ventilation exhaust ducts from gas dangerous spaces should discharge
upwards in locations at least 10m in the horizontal direction from ventilation
intakes and opening to accommodation spaces, service spaces and control
stations and other gas safe spaces.
II. GENERAL NOTE (LR16.4-02)

5. A space separated from a hold space described in 4. Gas heaters and compressors, of watertight construction, may be installed on the
1) By a single gastight steel boundary. open deck provided they are suitably located and protected from in a
compartment outside the machinery space, the compartment is to be treated as a
6. A cargo pump room and cargo compressor room; dangerous space to which the requirements of IGC code chapter 10 for electrical
equipment are applicable
7. A zone on the open, or semi-enclosed space on the open deck, within 3m of
any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve
or of entrances and ventilation opening to cargo pump rooms and cargo
compressor room;

8. The open deck over the cargo area and 3m forward and aft of the cargo area
on the open deck up to a height of 2.4m above the weather deck;

9. A zone within 2.4m of the outer surface of a cargo containment system

where such surface is exposed to the weather;

10. An enclosed or semi-enclosed space in which pipes containing products are

located. A space which contains gas detection equipment complying with
13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter
16 (Use of cargo as fuel) are not considered gas dangerous spaces in this
context;

11. A compartment for cargo hoses; or

12. An enclosed or semi-enclosed space having a direct opening into any gas
dangerous space or zone;

1 - 28 Part 1 Design Concept of the Vessel

LNGC GRACE ACACIA Cargo Operating Manual

Part 2 : Properties of Gases

2.1 Characteristics of LNG ...................................................................... 2 - 4
2.1.1 Physical Properties and Composition of LNG........................ 2 - 4
2.1.2 Flamma b ility of Meth ane, Ox ygen and Nitrog en
Mix tur es .............................................................................. 2 - 5
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9

Illustration
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ........... 2 - 1
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5
2.1.3a Temperature and Steel Grades ...................................................... 2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve...................... 2 - 8

Part 2
Properties of Gases
Part 2 Properties of Gases
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature

+20

0
Lighter than air
- 20

- 40

Methane vapour - 60
temperature
- 80

-100

-120
Heavier than air
-140

-160

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5

Density of Methane vapour

Ratio =
Density of Air

(Density of air assumed to be 1.27 kg/m3 at 15 )

2–1 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 2.1.1b Boiling Point of Methane with Pressure

-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60-55 -50 -40 -30 -20 -10 0 25 50 75 100
60

50

40

30

20
P
Propane
2mol% Ethane

10
9
8
7 bar
Methane Ethylene Ethylene Propylene Propane
6

4
Butadrene
ata
1.3 3
N. Butane

1
0.9
0.8
0.7
0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60-55 -50 -40 -30 -20 -10 0 25 50 75 100

TEMPERATURE(0 C)

2–2 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

2–3 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

Part 2 : Properties of Gases The composition of the LNG is changed by this boil-off because the lighter Composition of LNG
components, having lower boiling points at atmospheric pressure, vaporise first. Ras Das Standard
2.1 Characteristics of LNG Therefore the discharged LNG has a lower percentage content of nitrogen and Laffan Islands
methane than the LNG as loaded, and slightly higher percentages of ethane,
Methane (mol %) CH4 90.28 84.5 89.63
2.1.1 Physical Properties and Composition of LNG propane and butane, due to methane and nitrogen boiling off in preference to the
heavier gases. Ethane (mol %) C2H6 6.33 12.9 6.32
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
Propane (mol %) n-C3H8 2.49 1.5 2.16
colourless and odourless liquid. LNG is usually transported and stored at a The flammability range of methane in air (21% oxygen) is approximately 5.3 to
temperature very close to its boiling point at atmospheric pressure 14% (by volume). To reduce this range, the air is diluted with nitrogen until the Butane (mol %) n-C4H10 0.49 0.5 1.20
(approximately -160°C). oxygen content is reduced to 2% prior to loading after dry docking. In theory, an
explosion cannot occur if the O2 content of the mixture is below 13% regardless Iso-Butane (mol %) i-C4H10 0.00 0.00 0.00

The actual LNG composition of each loading terminal will vary depending on its of the percentage of methane, but for practical safety reasons purging is Pentane (mol %) n-C5H12 0.02 0.00 0.00
source and on the liquefaction process, but the main constituent will always be continued until the O2 content is below 2%. This safety aspect is explained in
detail later in this section. Iso-Pentane (mol %) i-C5H12 0.00 0.00 0.00
methane. Other constituents will be small percentages of heavier hydrocarbons
such as ethane, propane, butane, pentane and possibly a small percentage of Nitrogen (mol %) N2 0.41 0.6 0.69
nitrogen. The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110°C or higher, depending on the LNG’s composition (See Illustration 2.1.1.a), Average Molecular Weight 17.88 18.56 18.12
A typical composition of LNG is given in Table 2, and the physical properties of Therefore, when vapour is vented into the atmosphere it will tend to rise above
Boiling Point at Atmospheric Pressure -160.8°C -161.0°C -160.9°C
the major constituent gases are given in Table 1. the vent outlet and be rapidly dispersed. When cold vapour is mixed with
3
ambient air, the vapour-air mixture will appear as a readily visible white cloud Density (kg/m ) 461.8 456.8 459.4
For most engineering calculations (e.g. piping pressure losses), it can be assumed due to the condensation of the moisture in the air. It is normally safe to assume
Higher Specific Energy (kJ/kg) 54,414 54,031 54,090
that the physical properties of pure methane represent those of LNG. For custody that the flammable range of the vapour-air mixture does not extend significantly
transfer purposes, however, when accurate calculation of the heating value and beyond the perimeter of the white cloud.
density is required, the specific properties based on actual component analysis Variation in Boiling Point of Methane with Pressure
must be used. The auto-ignition temperature of methane, i.e. the lowest temperature to which (See Illustration 2.1.1.b)
the gas needs to be heated to cause self-sustained combustion without ignition by
During a normal sea voyage, heat is transferred to the LNG cargo through the a spark or flame, is 595°C. The boiling point of methane increases with pressure. This variation is shown in
cargo tank insulation, causing vaporisation (boil-off) of part of the cargo. the diagram for pure methane over the normal range of pressures on board the
vessel. The presence of the heavier components in LNG increases the boiling
Physical Properties of LNG point of the cargo for a given pressure.
Methane Ethane Propane Butane Pentane Nitrogen
The relationship between the boiling point and the pressure of LNG will
CH4 C2H6 C3H8 C4H10 C5H12 N2
approximately follow a line parallel to that shown for 100% methane.
Molecular Weight - 16.042 30.068 44.094 58.120 72.150 28.016

Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196°C

Liquid Density at Boiling Point kg/m3 426.0 544.1 580.7 601.8 610.2 808.6

Vapour SG at 15°C and 1 bar absolute - 0.554 1.046 1.540 2.07 2.49 0.97

Gas volume/liquid volume Ratio at Boiling Point - 619 413 311 311 205 649
and 1 bar absolute
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 2 to 9.5 3 to 12.4 Non-
9.5 flammable
Auto-Ignition Temperature °C 595 510 510/583 510/583 - -

Gross Heating Value at 15°C normal- kJ/kg 55,550 51,916 50,367 49,530 49,069 -
Iso - 49,404 48,944
Vapourisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3

Critical Temperature °C -82.5 - - - - -

Critical Pressure bar(a) 43 - - - - -

2–4 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures

The ship must be operated in such a way that a flammable mixture of methane
Area EDFE and air is avoided at all times. The relationship between gas/air composition and
B
21 flammable flammability for all possible mixtures of methane, air and nitrogen is shown in
E the diagram (See Illustration 2.1.2.a).
20
Caution The vertical axis A-B represents oxygen-nitrogen mixtures with no methane
19 present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen
F This diagram assumes complete mixing
18 (79% nitrogen) at point B. The latter point represents the composition of
which, in practice, may not occur.
atmospheric air.
17
Y The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
16 present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane
M (0% nitrogen) at point C.
15
N Mixtures of air and methane Any single point in the diagram within the triangle ABC represents a mixture of
14
G X cannot be produced above all three components, methane, oxygen and nitrogen, each present in a specific
13 line BEFC proportion of the total volume. The proportions of the three components
D represented by a single point can be read off the diagram.
12 For example, at point D:
11
% y Methane: 6.0% (read on axis A-C)
10 y Oxygen: 12.2% (read on axis A-B)
y Nitrogen: 81.8% (remainder)
O 9
x The diagram consists of three major sectors:
y 8
g 7 1) The Flammable Zone Area EDF: Any mixture the composition of which
e is represented by a point that lies within this area is flammable.
n 6
2) Area HDFC: Any mixture the composition of which is represented by a
5
point that lies within this area is capable of forming a flammable
4 Area HDFC mixture when mixed with air, but contains too much methane to ignite.
capable of forming flammable
3 mixtures with air, but containing 3) Area ABEDH: Any mixture the composition of which is represented by
too much methane to explode a point that lies within this area is not capable of forming a flammable
2 mixture when mixed with air.
1
Using the Diagram
Z C
A 0 10 H 20 30 40 50 60 70 80 90 100 Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
Methane %
composition Y is mixed with a methane-nitrogen mixture of composition Z, the
Area ABEDH composition of the resulting mixture will, at all times, be represented by point X,
not capable of forming which will move from Y to Z as increasing quantities of mixture Z are added.
flammable mixture
with air NOTE
In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.

2–5 Part 2 Properties of Gases

LNGC GRACE ACACIA
Applying this to the process of inerting a cargo tank prior to cool down, assume
that the tank is initially full of air at point B. Nitrogen is added until the oxygen
content is reduced to 13% at point G. The addition of methane will cause the
mixture composition to change along the line GDC which, it will be noted, does
not pass through the flammable zone, but is tangential to it at point D. If the
oxygen content is reduced further, before the addition of methane, to any point
between 0% and 13%, that is, between point A and G, the change in composition
with the addition of methane will not pass through the flammable zone.
Theoretically therefore, it is only necessary to add nitrogen to air when inerting
until the oxygen content is reduced to 13%. However the oxygen content is
reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.
When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a
similar procedure is followed. Assume that nitrogen is added to the tank
containing methane at point C until the methane content is reduced to about 14%
at point H. As air is added, the mixture composition will change along line HDB,
which, as before, is tangential at D to the flammable zone, but does not pass
through it. For the same reasons as when inerting from a tank containing air,
when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 2% because complete mixing of
methane and nitrogen may not occur in practice.
The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows:
1) Tanks and piping containing air are to be inerted with nitrogen or inert
gas before admitting methane at ambient temperature until all sampling
points indicate 2.0% vol. or less oxygen content and the dew point less
than -40°C.
2) Tanks and piping containing methane are to be inerted with nitrogen or
inert gas before admitting air until all sampling points indicate 2.0% vol
methane and the dew point less than -40°C.
It should be noted that some portable instruments for measuring methane content
are based on oxidising the sample over a heated platinum wire and measuring the
increased temperature from this combustion. This type of analyser will not work
with methane-nitrogen mixtures that do not contain oxygen. For this reason,
special portable instruments of the infrared type have been developed and
supplied to the ship for this purpose.
Cargo Operating Manual
2.1.3 Supplementary Characteristics of LNG
1. When spilled on Water
1) Boiling of LNG is rapid, owing to the large temperature difference
between the product and water.
2) LNG continuously spreads over an indefinitely large area, resulting in a
magnification of its rate of evaporation until vaporisation is complete.
3) No coherent ice layer forms on the water.
4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the water.
These result from an interfacial phenomenon in which LNG becomes
locally superheated at a maximum limit until a rapid boiling occurs.
However, commercial LNG is far richer in methane than 40% and
would require lengthy storage before ageing to that concentration.
5) The flammable cloud of LNG and air may extend for large distances
downwind (only methane when warmer than -100°C is lighter than air)
because of the absence of topographic features which normally promote
turbulent mixing.
2. Vapour Clouds
1) If there is no immediate ignition of an LNG spill, a vapour cloud may
form. The vapour cloud is long, thin, cigar shaped and, under certain
meteorological conditions, may travel a considerable distance before its
concentration falls below the lower flammable limit. This concentration
is important, for the cloud could ignite and burn with the flame
travelling back towards the originating pool. The cold vapour is denser
than air and thus, at least initially, hugs the surface. Weather conditions
largely determine the cloud dilution rate, with a thermal inversion
greatly lengthening the distance travelled before the cloud becomes
non-flammable.
2) The major danger from an LNG vapour cloud occurs when it is ignited.
The heat from such a fire is a major problem. A deflagration (simple
burning) is probably fatal to those within the cloud and outside
buildings but is not a major threat to those beyond the cloud, although
there will be burns from thermal radiations.
2–6
3. Cryogenic Temperatures
Contact with LNG or with materials chilled to its temperature of about -160°C
will damage living tissue.
Most metals lose their ductility at these temperatures; LNG may cause the brittle
fracture of many materials. In case of LNG spillage on the ship’s deck, the high
thermal stresses generated from the restricted possibilities of contraction of the
plating will result in fracture of the steel. The Illustrations 1.3.3a and 2.1.3a
show a typical ship section with the minimum acceptable temperatures of the
steel grades selected for the various parts of the structure.
4. Behaviour of LNG in the Cargo Tanks
When loaded in the cargo tanks the pressure of the vapour phase is maintained as
substantially constant, slightly above atmospheric pressure.
The external heat passing through the tank insulation generates convection
currents within the bulk cargo; heated LNG rises to the surface and boils.
The heat necessary for the vaporisation of LNG comes from the outer
environment of the cargo tanks leaking through the cargo tank insulation. As
long as the generated vapour is continuously removed by maintaining the
pressure as substantially constant, the LNG remains at its boiling temperature.
If the vapour pressure is reduced by removing more vapour than is generated, the
LNG temperature will decrease. In order to make up the equilibrium pressure
corresponding to its temperature, the vaporisation of LNG is accelerated because
of an increased heat leak into the cargo tanks.
If the vapour pressure is increased by removing less vapour than is generated, the
LNG temperature will increase. In order to reduce the pressure to a level
corresponding to the equilibrium with its temperature, the vaporisation of LNG
is slowed down and the heat transfer from LNG to vapour is reduced.
LNG is a mixture of several components with different physical properties and in
particular with different vaporisation rate; the more volatile fraction of the cargo
vaporises at a greater rate than the less volatile fraction. The vapour generated by
the boiling of the LNG contains a higher concentration of the more volatile
fraction than the LNG.
The properties of the LNG, i.e. the boiling point, density and heating value, have
a tendency to increase during the voyage..
Part 2 Properties of Gases
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 2.1.3a Temperature and Steel Grades

NOTE
For environmental conditions, refer to section 1.3.3 Deterioration or Failure
.

-19.4
LNG On Secondary Barrier Grade E Steel Grade Selection
+20.4
LNG On Secondary Barrier Grade E Steel Grade Selection -20.8 Grade E Grade A
Grade E
Insulation Thickness
-22.8 Grade A Grade E
Insulation Thickness -23.3 Secondary = 170 mm Grade A
Grade E + Primary = 100 mm
-27.1 Secondary = 170 mm Grade A
270 mm
+ Primary = 100 mm -20
-22.5
Grade E Grade E
270 mm Grade E
+5
-21.5 Grade E
+5 0

-25.9 0 -15.9 Cofferdam With LNG Cargo Grade E

-16.9 Heating Temperature = -163℃
Cofferdam With LNG Cargo Grade E
Heating Temperature = -163℃ Dimensioning case for Grade E
-16 heating system and Grade A
Dimensioning case for Grade E full redundancy
heating system and Grade A ie 2 x 100% capacity
-14
full redundancy -53 Grade D
-15.8 ie 2 x 100% capacity Cofferdam
-60.8 Grade D Without Heating -55
-19.1
Cofferdam Grade D
Without Heating -64.0
Grade A
Grade D
-3
Grade A
-4.0
-5.2 Grade B
-6.9 0 Grade B
Grade B -9 Grade B
0 Grade B -1.9 Grade B
-1.6 Grade B
-3.3 Grade B Grade DH
Grade AH
Grade DH
0
Grade AH

℃ Air Temperature Inside Compartment

℃ Air Temperature Inside Compartment
℃ Inner Hull Steel Plating Temperature
℃ Inner Hull Steel Plating Temperature

Double Hull & Compartment Temperatures

Double Hull & Compartment Temperatures & Steel Grade Selection in way of Tank No. 1
& Steel Grade Selection in way of Tanks No. 2, 3, 4

2–7 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

2.1.4 Avoidance of Cold Shock to Metal
Structural steels suffer brittle fracture at low temperatures. Such failures can be
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material the energy
necessary to propagate a crack will be insufficient to sustain it when it runs into a
sufficiently tough material.
During any type of cargo transfer and particularly whilst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
developed.
In the event of a spillage or leakage, water spray should be directed at the spillage
to disperse and evaporate the liquid and to protect the steelwork. The leak must be
stopped and cargo operations suspended if necessary.

Plain carbon structural steels have a brittle to ductile behaviour transition which In the event of a major leakage or spillage, cargo operations must be stopped
occurs generally in the range of -50°C to +30°C. This, unfortunately, precludes immediately, the general alarm sounded and the emergency deck water spray
their use as LNG materials (carriage temperature -162°C). The effect is usually system put into operation.
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve
steels.
Brittle Fracture transition Ductile
For this reason, materials which do not show such sharp transition from ductile fracture range (mixed fracture fracture
appearance)
to brittle fracture as the temperature is lowered, have found obvious application Notched
for use in cryogenic situations in general and particularly in liquid methane bar test
carriers; for example, Invar (36% nickel-iron alloy), austenitic stainless steel, 9% Energy
nickel steel and some aluminum alloys such as 5083 alloy. absorbed
All of these materials behave in a ductile manner at -162°C, so that the chance of
For a typical mild steel:
an unstable brittle fracture propagating, even if the materials were overloaded, is
T1 might be -30°C
negligible. T2 might be +15°C
Although this depends
In order to avoid brittle fracture occurring, measures must be taken to ensure that on composition, heat
LNG and liquid nitrogen do not come into contact with the steel structure of the treatment etc. the curve
can shift to left or right.
vessel. In addition, various equipment is provided to deal with any leakages that
may occur.

The manifold areas are equipped with a stainless steel drip tray which collects
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurised and the manifold water curtain in operation T1 T2
when undertaking any cargo operation. In addition, fire hoses must be laid out at
each liquid dome to deal with any small leakages that may develop at valves and Temperature
flanges. Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are provided for any other needs.

2–8 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

2.2 Properties of Nitrogen and Inert Gas

1. Nitrogen
Nitrogen is used for the pressurisation of the insulation spaces, for purging of
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas
compressors. It is produced either by the vaporisation of liquid nitrogen supplied
from shore or by generators whose principle is based on hollow fibre membranes
to separate air into nitrogen and oxygen.
1) Physical Properties of Nitrogen
2. Inert Gas
Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
and compressors in order to prevent an air/CH4 mixture prior to aeration post
warm up, before refit or repairs and prior to the gassing up operation post refit
before cooling down. Inert gas is produced on board using an inert gas generator,
which produces inert gas at 15,000 Nm3/h with a -45°C dew point burning low
sulphur content gas oil. This plant can also produce dry air at 15,000 Nm3/h and
-45°C dew point.

Nitrogen is the most common gas in nature since it represents 79% in Inert gas composition
volume of the atmospheric air.
Oxygen < 0.5% in vol.
At room temperature nitrogen is a colourless and odourless gas. Its Carbon dioxide < 14% in vol.
density is near that of air; 1.25 kg/m3 under the standard conditions.
Carbon monoxide < 100 ppm by vol.
When liquefied, the temperature is -196°C under atmospheric pressure,
Sulphur oxides (SOx) < 2 ppm by vol.
density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
Nitrogen oxides (NOx) < 65 ppm by vol.
2) Properties of Nitrogen
Nitrogen balance

Molecular weight 28.016 Dew point < -45°C

Boiling point at 1 bar absolute (0.1MPa(a)) –196°C Soot (on Bacharach scale) 0 (complete absence)

Liquid SG at boiling point 1.81

The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0°C.
Vapour SG at 15°C and 1bar absolute (0.1MPa(a)) 0.97
CAUTION
Gas volume/liquid volume ratio at –196°C 695
Due to its low oxygen content, inert gas is an asphyxiant.
Flammable limits None

Dew point of 100% pure N2 < –80°C

3) Chemical Properties

Nitrogen is considered an inert gas; it is non flammable and without

chemical affinity. However, at high temperatures, it can be combined
with other gases and metals.

CAUTION
Due to the absence or very low content of oxygen, nitrogen is an asphyxiant.
.

At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ship’s deck will result in failure as for LNG.

2–9 Part 2 Properties of Gases

LNGC GRACE ACACIA Cargo Operating Manual

Part 3 Integrated Automation System (IAS)

3.1 IAS for general ................................................................................. 3 - 4
3.2 DEO Open Supervisory Station (DOSS) ........................................ 3 - 4
3.3 DOHS (DEO Open History Station)................................................. 3 - 8
3.4 DOGS (DEO Open Gateway Station)............................................... 3 - 8
3.5 DOPC ІІ (DEO Process Controller ІІ) .............................................. 3 - 8
3.6 Alarm Management .......................................................................... 3 - 9
3.6.1 Classification of Alarm .......................................................... 3 - 9
3.6.2 Alarm Acceptance Procedure................................................. 3 - 9
3.7 Alarm Printout ................................................................................ 3 - 10
3.8 Fast Alarm Function ....................................................................... 3 - 10
3.9 Data Logging .................................................................................. 3 - 10
3.10 Extension Alarm and Engineer’s Alarm.........................................3 - 11
3.10.1 Extension Alarm ................................................................ 3 - 12
3.10.2 Engineer’s Alarm and Patrolman System .......................... 3 - 15

Illustration
3.1.1a IAS Overview (System Configuration)........................................ 3 - 1
3.1.1b IAS Overview (System Connection) ........................................... 3 - 2
3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3
3.6a Alarm Acceptance Procedure .......................................................... 3 - 9
3.7a Alarm Printer Configuration ......................................................... 3 - 10
3.7b Example of Alarm Printout ........................................................... 3 - 10
3.8a Example of Alarm Printout ........................................................... 3 - 10
3.10a Extension Alarm and Engineer Call System ................................3 - 11
3.10.1a Layout of Group Alarm Indication........................................... 3 - 12
3.10.1b Alarm Annunciation Sequence for Machinery System ............ 3 - 13
3.10.1c Alarm Annunciation Sequence for Cargo System.................... 3 - 14
3.10.1d Duty Selector Indication for Machinery .................................. 3 - 14
3.10.1e Duty Selector Indication for Cargo .......................................... 3 - 14

Part 3
Integrated Automation System (IAS)

Part 3 Integrated Automation System (IAS)

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 3.1.1a IAS Overview (System Configuration)

Extension VDU System

(Process Monitoring only
for Cargo and Machinery System) Color Hard Color Hard
W/H CCR ECR
Copier Copier
Monitoring only
Ext. VDU Net for Cargo and
(Ethernet) Machinery System Alarm Printer Logging Printer Alarm Printer Logging Printer
Cargo System Machinery System
20" LCD 20" LCD 20" LCD
Ext. VDU
Server

PCNS

Chief Engineer's Room

DEO-Net (Ethernet)

1st Engineer's Cabin DOPC DOPC

8 Sets DOGS DOHS

TCP I/P
OPC Communication
2nd Engineer's Cabin Serial Communication
For Cargo System
- Custody Transfer System (CTS)(Dual) SMS
- Secondary Level Gauging System (Cargo Tanks)
- VDR (Dual)
3rd Engineer's Cabin - INS (Dual)
Loading Computer
- IGG
- Gas Detection System
- No.1 N2 Generator
- No.2 N2 Generator

For Machinery System

- Performance Monitor Plasma Display
- Fire Detecting System (50" Inches)
Ext. Alarm
- No.1 T/G for Cargo Overview
Panels
- No.2 T/G in CCR
- No.1 D/G
Receptacles for Duty Selector : 2 Units
- No.2 D/G
4 Other
Engineer's Cabins Cargo & Machinery : 8 Panels
Machinery : 10 Panels
Cargo : 2 Panels

W/H use INS Display Instead of Hardware Panel.

Legend
DOSS : DEO Open Supervisory Station
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station
DOPC : DEO Process Controller
PCNS : PC Network Server

3-1 Part 3 Integrated Automation System (IAS)

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 3.1.1b IAS Overview (System Connection)

Extension VDUS W/H CCR Plasma Display

(50" Inches)
for Cargo Overview

Ext. VDU Net

(Ethernet)

OPT.
CONV.
OPT OPT
(2 Fibers) (2 Fibers)

IAS I/O Cabinet IAS I/O Cabinet

Room (FWD) Room (AFT)
DOGS PCNS DOHS OPT. OPT. OPT. OPT.
DEO-Net CONV. CONV. CONV. CONV.
(Ethernet)

DOPC DOPC DOPC DOPC

OPT. OPT. OPT. OPT. OPT. OPT. OPT. OPT.
CONV. CONV. CONV. CONV. CONV. CONV. CONV. CONV.
OPT OPT OPT OPT OPT OPT OPT OPT
(2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers)

I/O I/O I/O I/O I/O I/O I/O I/O

OPT OPT OPT OPT OPT OPT

(2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers)

ECR No.1 No.2

LVSBR OPT. LVSBR OPT.
CONV. CONV.

OPT.
DOPC DOPC DOPC DOPC
CONV. Legend
DOSS : DEO Open Supervisory Station
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station
DOPC : DEO Process Controller
I/O I/O I/O I/O I/O I/O I/O I/O PCNS : PC Network Server
OPT. CONV. : Optical Convertor

3-2 Part 3 Integrated Automation System (IAS)

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 3.1.1c IAS Overview (Power Supply Concept)

Power Supply Concept W/H CCR

Extension & Portable VDUS Color Hard

Copier Logging Printer Alarm Printer
Plasma Display
(50" Inches)
for Cargo Overview

AC 220V

Battery Room Battery Room

(Nav.-DK) (Upp.-DK)
A B A A
UPS UPS
Batt Batt B B

AC 440V/60Hz
or
AC 380V/50Hz UPS ECR
(Normal) Legend
No.2 LVSBD DOSS : DEO Open Supervisory Station Color Hard
DOHS : DEO Open History Station Copier Logging Printer Alarm Printer
DOGS : DEO Open Gateway Station
IAS DOPC : DEO Process Controller
I/O Cabinet PCNS : PC Network Server
AC 440V/60Hz Room (FWD)
or
AC 380V/50Hz UPS DOHS DOGS PCNS
(Em'cy) A B

A B
UPS
UPS IAS A
B
I/O Cabinet
Room (AFT)

B B
A A

PS PS PS PS PS PS PS PS PS PS

DOPC DOPC DOPC DOPC DOPC DOPC DOPC DOPC

I/O I/O I/O I/O I/O I/O I/O I/O I/O

No.1 LVSBR No.2 LVSBR
Cabinet Cabinet

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LNGC GRACE ACACIA Cargo Operating Manual

Part 3 : Integrated Automation System (IAS) The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD Each field devices can be manipulated from dedicated graphics. Operator just
Input signals from hazardous areas and contact barriers are applied to the contact clicks the pre-configured devices symbol and will appear the faceplate. The
3.1 IAS for general input signals. clicks and enters numerical on the faceplate make him control the devices.

1. System configuration 4. Power Supply One line alarm indication

Integrated Automation System(IAS) consists of several human interface stations
that have monitoring and control the vessel machinery and cargo sections.
Following human machine interface systems are provided as IAS monitoring and
control stations.
Wheelhouse Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Machinery Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Cargo Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Engineer’s Cabin Human-Machine Interface Station (Extension VDU)
The following figures shows system configuration of IAS
The latest alarm appears in this portion. Operator recognizes what alarm
- AC440V, 60Hz, 3 Phase or AC380V, 50Hz, 3Phase
occurred during he watch the any displays without calling alarm summary. This
- Voltage : ±10% nominal
bar is indicated on the top of screen at any time. After acknowledged the alarm,
- Frequency : ±5% nominal
next event will be coming the area.
Fully covered all of IAS power, except engineer’s cabin human interface
2. Display Layout
station(Extension VDU), is assured by uninterrupted power supplies. A UPS is Display Call-up Toolbar
fed from normal feeding line, the other fed from emergency feeding line. The Ship's Time(*1)
autonomy of each is 30min. Both of normal and emergency feeding power are One Line Alarm Indication Display Main Part System Standard Time (*2)
always coming from ships power bus. On the wheelhouse station(DOSS), ECR
stations(DOSS), CCR station(DOSS), DOHS, DOGS, and PCNS are used
normal line in case of both feeding alive. When the normal feeding fails, those
are change to emergency feeding by automatically. This change has a specific lag
time then supported by small UPS to compensate the interruption during change
over.

Illustration 3.1.1a Indicates system configuration of IAS - DOSS : DEO Open Supervisory Station
Illustration 3.1.1b Indicates system connection concept of IAS - DOHS : DEO Open History Station
Illustration 3.1.1c Indicates power supply concept of IAS - DOGS : DEO Open Gateway Station
- DOPCⅡ : DEO Process ControllerⅡ
2. Operating Conditions
3.2 DEO Open Supervisory Station (DOSS)
Accuracy of instruments for IAS
1. General
- Pressure : ±0.75% of span reading
- Temperature : ±0.75% of thermocouples DOSS is provided as the main Human-machine Interface Station (HIS).
±3.0% for resistive temperature DOSS is an Marine-DEO node facilitating Window aware functionality. The
detectors DOSS has the following features.
- Level : According to maker standard, but
not more than ±25mm - Display call-up toolbar
- Flow : ±1.5% unless otherwise specified - Operational faceplate facility
- Controllers/Receivers : ±2% of set point (steady states) - One line alarm indication
. - Trackball pointing device
Environmental Conditions - High resolution display

- Operating temperature :
- Relative humidity :
- Vibration :
3. Intrinsic Safety
20 ~ 55˚C Controlled environment
10 ~ 55˚C Machinery space
-20 ~ 70˚C Open deck
95%
To comply with IEC92.504
requirements
It is fully integrated with Marine-DEO and can be a client node for DOPCⅡ and NOTE
* 1 : Ship’s Time : MM / DD/ YYYY HH:MM
DOHS for LNGC monitoring control.
* 2 : System Standard Time : MM / DD / YYYY (WWW) HH : MM : SS
Display call-up toolbar MM : Month HH : Hour
The toolbar allows prompt access each control and monitoring facility. Operator DD : Day MM : Minute
just clicks the intuitive icon, then call-up ideal display or pull-down menu that YYYY : Year WWW : Week
shows the title of displays are appeared.

Intrinsic safety system is to be composed in accordance with the requirements of

the classification society. Operator faceplate facility

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LNGC GRACE ACACIA Cargo Operating Manual

3. Keyboard 4. Display 2. ALARM button Used to indicate process alarm status and to
invoke alarm summary display
The DOSS has two(2) types of keyboard. Figure 3.2.1 Graphic Display
3. SYS STATS Used to indicate system alarm status and to
- Operation keyboard button invoke system status display
Graphic displays can be built so that the operator can monitor and manipulate the
- Engineering keyboard 4. MESSGE button Used to indicate message status and to invoke
process directly from them. Both continuous and discontinuous processes can be
managed from graphic displays. Basically, any data point parameter or sequence message summary display
The Engineering keyboard is used for software modification and installation only. can be monitored and manipulated from any graphic display. 5. SEQ EVENT Used to indicate sequence events status and to
The keyboard is furnished inside lockable drawer. The following figures indicate button invoke sequence event summary display
the layout of keyboard. Graphic behaviors such as blinking, color changes, bar graphs, appearance of 6. PREVIOUS Used to go back to previous display
subpictures, and numeric values can be controlled by parameters of data points button
7. NEXT button Used to go to next display
POWER
RESET GOOD FAIL
8. GRAPHIC button Used to invoke graphic display
STATS
9. GROUP button Used to invoke group display
7 8 9 MAN AUTO CAS

10 TREND button Used to invoke trend display

4 5 6

11. DETAIL button Used to invoke detail display

SP OUT

1 2 3

. 0 -
12. REPORT button Used to invoke report menu display
13. SYS CONF Used to invoke system configuration/ command
! " $ = & * < > ?
ENTER

Q W E R T Y U I O P
ACK SIL Message
Clear
Execute button menu display
A S D F G H J K L -
14. PRINT button Used to activate CRT screen print
Prev Next Close
Page Page Cancel
TAB

SP Z X C V N M M Prev Next Last

Alpha
Disp Disp Cancel
Shift

Figure 3.2.2 Group Display

The group and detail displays shows parameter and permit operators actions. The
group display show information for up to 8points. These face plate for PID
controller, pump / valve control, etc.

Display Items Contents

Free Memory Shows free main memory in DOSS
Free Disk (D:) Shows free disk space in D Drive of DOSS
Date and Time Shows Current Date and Time
Mode Indicator Shows whether parallel operation keyboard is in
. High-speed mode or ordinary mode.
Access Level Shows current Access level
Indicator
One-Line Alarm Shows latest process alarm
Window
Main Display Part Main area for application displays

Display Items Contents

Display Control Part Common area for displays
1. SILENCE button Used to turn off sound

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LNGC GRACE ACACIA Cargo Operating Manual

left side of screen for selected pen. Pen can be Suspended: collection is being suspended
No. Display Contents selected by clicking point parameter area.
20. Collection period Shows the collection start time and collection
Items 6. Trend operation List of short-cut buttons used in the trend display (only for Local stop time for displayed trend graph. For current
1. Page This is used to move to next or previous group No. buttons trend) trend, the collection stop time is shown is blank.
2. Group No. This shows current group No. 7. Relative time The time relative to the time at the right edge of
the graph is displayed. When scrolled, the time Figure 3.2.4 Alarm Summary Display
3. Group Title This shows group description of group display being
relative to the time at the right edge of the graph
Indicated.
before the scroll is displayed. Indicates up to 200 of most recent alarms.
4. Faceplate This consists of maximum 8 loops of faceplates Twenty-five of such alarms can be listed on each of five pages of this display.
8. Digital Value Shown by bar when the Boolean value is 0 and
assigned to the group No. Alarm acknowledgement can be done on page by page of display.
shown by filling-in when the Boolean value is 1.
9. Display range Indicates the range for the analog-type pen that
Figure 3.2.3 Trend Display
is now being displayed (the range for digital-type
is not displayed).
Enhanced trend graph indication invoked y graphical icons. The trend display
replaces the bar-chart portion when the operator selects the trend function. The 10. Trend display Shows newest and oldest time stamp for the
trend portion initially presents historical data for up to eight PVs in the group, Time stamp displayed trend graph.
then continually updates the trace from the fight margin. These trends are shown 11. Point parameter Shows associated point parameters assigned to
on a axis of up to eight trends each. Each trend is shown in a different color. Area each trend pen.
12. Connection Shows node No., Node type and connection
Information part status
(connected/not connected) of the group for which
you wish to collect data.
13. Hair line cursor The buttons are used to move hair line cursor
Operation buttons forward and backward. The buttons are available
when hair line cursor is active.
14. Display time span Shows selected display time span. This is not
only standard time span, i.e., 1hour, 6hours,
1day and 6days, but also other time span
resulting from zoom In/Out operation.
15. Time span change The buttons are used to change time span
No. Display items Contents
Buttons selection.
1. Filter Listed alarms can be filtered by the selection. <EHL>
16. Scroll buttons The buttons are used to scroll trend graph
indicates all process alarm. <EH>indicates all process
forward and backward.
alarms with emergency and high alarm priority only.
17. Time-axis scroll The buttons are used to slide (scroll more <E>indicates alarms with emergency priority only.
Slide buttons precisely) trend graph forward and backward
2. Sort by Chronological or priority-wise alarm message sorting
slide of trend graph take place when the button is
can be chosen.
released.
No. Display Items Contents 3. Update This is used to tentatively freeze display update or to
18. Display type (only Shows the graph display state
1. Trend No. Trend No. currently displayed. display reset display freeze.
for local trend) Blank: when current trend is displayed
2. Trend title Shows trend title. The title can be changed Record: when record trend is displayed 4. Associate Displays that are related to selected points are
system. Save: when save trend is displayed display invoked.
Configuration/ command menu display. 19. Operation status Shows the data collection status 5. Unit alarm This is used to invoke unit alarm summary display.
3. Trend area Space to show trend graph (only for Local Collecting: data is being collected by manual summary
trend) mode or 6. Online manual Opens the online manual specified in the point
4. Pen No. Pen No. associated with each trend graph
automatic mode (supported in the future).(optional function)
5. Face plate button The button is used to pop up the face plate Waiting: waiting for collection time or collection 7. ACK This is used to acknowledge alarm messages on the
display on the trigger page.

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LNGC GRACE ACACIA Cargo Operating Manual

8. Page This is used to show page No. of alarm summary

display and to go to other pages.
9. Select button Move alarm message line up and downward to select
dedicated alarm message.
10. Priority This indicates alarm priority of each alarm message
(When items are sorted by priority)
11. Time stamp Shows time and date when the alarm occurs (When
items are sorted by Time Stamp)
12. Alarm This shows alarm type of each alarm message, e.g.,
indicator PVHI for PV high alarm, BADPV for bad PV etc.
13. Point Point descriptor of the each alarm point.
description
14. EU Engineering unit of point in alarm.
15. Set value Alarm trip point
16. Alarm value PV value when the alarm occurs or is returned to
normal condition.
17. ID Unit to which the point in alarm is belonging.
18. Tag name Point name that is in alarm condition.
19. Select unit The selected units on the unit assignment display are
indicated in cyan. The number of maximum usable
units is 500, and only the alarm messages of selected
units are listed. Pages are invoked by clicking the <<,
<, > and >> buttons.
20. Column resize The width of each column can be resized by dragging
with the left mouse button pressed.
21. Horizontal The horizontal scrollbar appears when the width of all
scrollbar columns exceeds the screen width.

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LNGC GRACE ACACIA Cargo Operating Manual

3.3 DOHS (DEO Open History Station) 3.5 DOPC ІІ (DEO Process Controller ІІ)
DOSS DOHS
DOHS is a historian and provides history data for DOSS. 1. General

1. Vessel data collection and history; DOPC ІІ is a multi-function controller employing control loops, logic functions,
DEO-Net
sequence control and I/O processing.
DEO-Net
- Collect process data on a periodic basis.
- Collect various events; - Built-in control / calculation algorithms
y Process Alarm - Sequence control implemented by CL (Control Language)
y Sequence Event - Distributed I/O for space saving
y Message - Remote I/O capability by fiber optic connection ETM ETM
y Operator Change - Peer to peer communication with other DOPC ІІs over the DEO-NET
y System Alarm using the tag name basis E-1 E-2 E-3 E-1 E-2 E-3
y System Status - Memory back-up by flash ROM
- Query and retrieve events by various conditions.
- Archive data into backup media.
DOPC ІІ consists of ; E-A E-B E-A E-B E-A E-B
2. Reliability
- DOCM (DOPC Control Module)
MSC MSC MSC
- Adoption disk mirroring (RAID1) This is a main module of the DOPC ІІ consisting of the control I-A I-B I-A I-B I-A I-B
modules and the communication interface modules.
3.4 DOGS (DEO Open Gateway Station) - Distributed I/O
The I/O modules are mounted on DIN rail.
1. General
I-1 I-2 I-3 I-1 I-2 I-3
2. DOCM (DOPC Control Module)
To access the DEO-NET information, DOGS is a gateway between the DEO-
NET and the external network. The DOGS provides a network interface for the DOCM Configuration shows the DOCM system. The DOCM is composed of the
XBM XBM
external Ether-net. following modules.
The protocol for the data transition with external devices is objective linking and
embedding for process control.
- Control Module (MSC) DOCM
- Ethernet Module (ETM) X-BUS A
- X-BUS Module (XBM) X-BUS B

Three (3) sets of control modules (MSC) have redundant configuration, and
execute the same processing synchronized with each other. The ethernet module
(ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and I/O I/O
get data by “logic of majority”, i.e., 2 out of 3. Even though one of MSC outputs
incorrect data, the remaining two (2) data are correct and used for the control and
monitoring.

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LNGC GRACE ACACIA Cargo Operating Manual

3.6 Alarm Management 3.6.2 Alarm Acceptance Procedure

3.6.1 Classification of Alarm The procedure of alarm acceptance is as follows

The monitoring & control system provides some kinds of alarms as follows. Illustration 3.6a Alarm Acceptance Procedure

1. Process Alarm Start

- Input from ship process analog and digital signals

- Temperature High, Level Low. Pressure High, etc.
Process Alarm Occurrence System Abnormal Occurrence
The alarms are indicated on the Alarm Summary Display within 2seconds after
receiving the signals on analog or digital input modules.

2. System Abnormal

Alarm Summary Display Buzzer Alarm System Status Display

- DOSS abnormal
Call-up Icon Flickering Sounding Printout Call-up Icon Flickering
- Alarm Printer abnormal
- DOHS abnormal
- DOGS abnormal(PCNS)
- DOPCⅡ abnormal
Buzzer Stop Remarks
- DEO-NET communication abnormal
: Operator's action
- Fan fail on IAS cabinets
- Power Supply abnormal (DC and AC) Call-up Alarm Summary Display : Phenomenon
- AC/DC power unit failure
- UPS abnormal
System Abnormal Yes
Alarm Occurred?
No

Call-up Related
Call-up System Status Display
Graphic Display

Confirm Process Condition Recovery Operation

Recovery Operation Alarm Acknowledgement

Alarm Acknowledgement
(Flicker Stop)

End

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LNGC GRACE ACACIA Cargo Operating Manual

3.7 Alarm Printout Clock) The available quantity of lines on the fast alarm display is as follows.
- TAG name - 25 events/display (Turning over the page is available)
The alarm printers of IAS are located as follows. - Description - Max. 2000 events (80 pages)

- Cargo System : 1set in Cargo Control Room The “ALM” is printed in red. Illustration 3.8a Example of Alarm Printout
- Machinery System : 1set in Engine Control Room
In addition to the above, the system status changes including system abnormal Time Stamp (Standard Time) Description Tag Name Current Status Unit ID (Alarm Group)

Illustration 3.7a Alarm Printer Configuration are printed out on the alarm printer.

2001/05/18 13:42:55.652 BOTH BLR FO PP STOP XABI11 STOP MA

Illustration 3.7b Example of Alarm Printout
Cargo Control Room 2001/05/18 13:42:56.296
2001/05/18 13:42:57.064
2 BLR FO HDR PRS L-L
1 BLR FO HDR PRS L-L
PALLBI106_2
PALLBI106_1
L-L
L-L
MA
MA
2001/05/18 13:42:57.426 2 BLR FRAME FAIL XABI104_2 FAIL MA
Time Stamp (Ship's Time) Description Alarm Set-point 2001/05/18 13:42:58.014 1 BLR FRAME FAIL XABI104_1 FAIL MA
CCC
Alarm Priority Tag Name
E.U.

Alarm Type Current Unit ID (Alarm Group)

Value/Status
DOSS DOSS DOSS DOSS 3.9 Data Logging
1 2 3 4 2001/06/18 11:24:18 E OFFNORM 1 MFDWPT AUX LO PP ABNR XAFD22_1 ABNOR MA ALM
2001/06/18 11:24:29 E OFFNORM 1 MFDWPT AUX LO PP ABNR XAFD22_1 ABNOR MA ACK
2001/06/18 11:24:58
2001/06/18 11:26:11
E
E
OFFNORM
OFFNORM
1 MFDWPT AUX LO PP ABNR
S HFO SETT TK LVL L
XAFD22_1
LALOF83_1
NOR
LOW
MA
MH
RTN
ALM
The logging printers of IAS are located as follows.
2001/06/18 11:29:03 E OFFNORM S HFO SETT TK LVL L LALOF83_1 NOR MH RTN
2001/06/18 11:29:19 E PVHI MT MAIN STM TMP TIAMS11 530.1 525.0 DEG C MD ALM
Printer Cable 2001/06/18 11:29:19 E PVHI MT MAIN STM TMP TIAMS11 510.0 525.0 DEG C MD RTN
- Cargo system – 1 set in CCR
2001/06/18 11:29:19 E BADPV 1 TG GLAND STM PRS PIAEX51_1 MG ALM

Cargo
2001/06/18 11:29:47 E PVHI MT MAIN STM TMP TIAMS11 505.0 525.0 DEG C MD ACK
- Machinery system – 1 set in ECR
Alarm Printer E : Em'cy
OFFNORM : Off-normal Alarm (Digital Alarm)
PVHH : PV High-high Alarm
PVHI : PV High Alarm
ALM : Alarm Occurrence
ACK : Alarm Acknowledgement
The IAS provides data logging function in accordance with the following
PVLO : PV Low Alarm RTN : Alarm Recovery
PVLL : PV Low-low Alarm
BADPV : Bad PV Alarm
specification.

Engine Control Room

1. Fixed time Report
3.8 Fast Alarm Function
ECC
This report is printed out automatically in accordance with the selected time
The fast alarm function is a high speed scanning function for finding out a trip interval (Based on Ship’s Time).
DOSS DOSS DOSS DOSS cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open - 1 hour interval : 0:10 ~ 00:00
8 7 6 5 Supervisory Station) automatically. The operator can display and print the - 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00,
recorded Fast Alarms. 14:00, 16:00, 18:00, 20:00, 22:00
If an equipment comes to trips, the procedure for finding out the trip cause is as - 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00
Printer Cable follows. - 8 hour interval : 0:00, 8:00, 16:00
Machinery - 12 hour interval : 0:00, 12:00
Alarm Printer 1) The representative trip alarm of this equipment is reported on the
Alarm Summary Display and the alarm printer. 2. Demand Report

2) The Fast Alarms are indicated on the dedicated display and printed on This report is printed out at the operator’s request. The format of “Demand
the logging printer with operator’s request. Report” is same as “Fixed Time Report”.
The historical alarm information is printed out on the alarm printer with a
reference time. For the process alarm, the alarm printout provides the following
3) The Fast Alarms are indicated and printed the order of its occurrence The re-report function is available until the next log is activated.
events.
time.. Setting of the logging interval, the demand request and the re-reporting request
- Alarm occurrence are done from “Report Setting Display”. The display is provided cargo and
Operator can find out the trip cause for that equipment. machinery respectively.
- Alarm acknowledgement
- Alarm recovery
To realize the Fast Alarm Function, The IAS applies specialized digital I/O
modules, i.e. DISOE, Digital Input Sequence of Event.
The major printout item is as follows.

The DISOE provides high-resolution scanning within 20 ms. the Figure 3.8.1
- “ALM”, “ACK”, “RTN”
shows the sample printing.
- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)(Ship’s

3 - 10 Part 3 Integrated Automation System (IAS)

LNGC GRACE ACACIA Cargo Operating Manual

3.10 Extension Alarm and Engineer’s Alarm Illustration 3.10a Extension Alarm and Engineer Call System

All alarms detected by IAS are extended to extension alarm located in officer’s /
engineer’s cabin and public space by the extension alarm system. The alarms are
grouped to extension alarm groups and extension alarm panel annunciate the Control Console
group alarm status. One audible buzzer does the alarm annunciation by extension
Buzzer Engineer/
alarm panels and annunciation lamps corresponded to extension alarm groups. Duty Buzzer Patrolman
& ACK DOSS Officer
Selection Signal Alarm
The extension alarm panel consists of two portions. One is extension alarm. Signal Call
Another is engineer call portion. Both units combined a unit panel. The signals
of each are separated respectively.

Group Alarm
Condition

DOPC II DOPC II

All process alarm signal are monitored in

accordance with alarm group configuration.
Extension alarm sequence is to be treated in SIM I/O
the DOPC II.

Bi-directional Hard Wiring

Serial Communication

Extension Extension
Alarm BZ Alarm BZ
LCD LCD
Engineer Engineer
BZ BZ
Call Lamp Call Lamp

Note :
DOSS : DEO Open Supervisory Station
DOPC II : DEO Process Controller II
SIM : Serial Interface Module
LCD : Liquid Crystal Display
BZ : Buzzer

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LNGC GRACE ACACIA Cargo Operating Manual

3.10.1 Extension Alarm 2. Duty Engineer Selector (For Machinery)

Extension alarm indicator consists of the color LCD indicator. A set of LCD can This selector is furnished on a Engine Control Console for selecting duty
be displayed both extension alarm indication and duty indication on an extension engineer selection of Machinery system.
alarm panel. When a duty engineer is selected, machinery UMS condition is established.

One set of duty selector is furnished in the Cargo Control Console and Main It is possible to select plural engineers as the duty
Control Console for Cargo and Machinery Systems.
3. Duty Officer Selector (For Cargo)
These duty selectors are used for duty officer and duty engineer selection.
The duty officer selector is furnished on a Cargo Control Console.
1. Alarm Groups
It is possible to select plural officers as the duty
The extension alarm groups are shown on the following tables.
4. Display Layout
Table 3.10.1 Extension Alarm Group of Cargo System
A typical layout of alarm indication display on the LCD is shown on illustration
Extension Alarm Group Group Description 3.10.1 a. The layout is modified the appropriate portion only indicate depend on
engineer or officers responsibility.
CA ESD
CB PRIORITY Illustration 3.10.1a Layout of Group Alarm Indication
CC NN PRIORITY
CD FIRE
CE GAS MACHINERY CARGO
BLR TRIP & TROUBLE ESD
CF SYSTEM TROUBLE
M/T TRIP PRIORITY
M/T TROUBLE NON PRIORITY
Table 3.10.2 Extension Alarm Group of Machinery System
M/T REMOTE CONTROL FIRE
M/T SLOW DOWN GAS
Extension Alarm Group Group Description
D/G & T/G TROUBLE SYSTEM TROUBLE
MA BOILER TRIP & TROUBLE
AUX. MACHINERY ABNORMAL
MB M/T TRIP E/R BILGE
MC M/T TROUBLE FIRE
MD M/T REMOTE ONTROL GAS
ME M/T SLOW DOWN SYSTEM TROUBLE

MF D/G & T/G TROUBLE

MG AUX. MACHINERY ABNORMAL Note
MH E/R BILGE : Alarm Indicator
: Duty Indicator
MJ FIRE
MK GAS When the alarm occurs, the indicator that is involved the event is flashing in red
ML SYSEM TROUBLE and audible alarm will be initiated. The duty assigned engineer / officer can do
silence the audible.
The event is accepted in the control console, the group alarm indicator will be
steady. It remains as steady in red until the condition disappears.

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LNGC GRACE ACACIA Cargo Operating Manual

5. Alarm Annunciation Sequence Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System

All IAS alarms are placed into alarm groups during periods of unmanned *1 W/H Duty Engineer's Room Other
ECR Chief Engineer's Room
operation, either machinery or cargo, these alarms are passed to various rooms (INS) Duty Off Duty Panels
with alarm indicator flashing and an audible sound.
Abnormal
Happen
Audible buzzer only initiated under unmanned condition. The sound is passed
only duty assigned engineers / officers and public room.
Reset Timer
Cut SW
Alarm annunciation sequences are shown in following Illustration Cut
Non

*2 5 Min. *2 5 Min.
Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System Time Time
Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System Delay Delay
Illustration 3.10.1d Duty Selector Indication for Machinery
Illustration 3.10.1e Duty Selector Indication for Cargo Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker

Sound Sound Sound Sound Stop Sound Stop Sound

NOTE
When an alarm occurs following the first alarm in the same alarm group,
Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer
indicator flashing function and audible alarm function will be reactivated. (New Stop Stop Stop Stop Stop Stop
alarm that categorized same group will annunciate in a same alarm group.)
Flicker Flicker

Stop Stop

Flicker Flicker Flicker Flicker Flicker

Stop Stop Stop Stop Stop

Flicker Steady Steady Steady Steady Steady Steady Steady

Stop Stop Stop Stop Stop Stop Stop Stop

Acknowl
-edge

Steady

Stop

Return to
Normal

Off Off Off Off Off Off Off Off

Stop Stop Stop Stop Stop Stop Stop Stop

Note : *1. The indication is on Alarm Summary Display, the actions are by keyboard.
Lamp
: Indication / Status *2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
Buzzer
sound is activated.
: Action *3. When ECC buzzer is not stop within 10 minutes, Machinery Engineer
alarm will be activated automatically.
: Condition *4. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System Illustration 3.10.1d Duty Selector Indication for Machinery

*1 Duty Engineer's Room Other

CCR W/H Indication on IAS Graphic Indication Lamp Duty State
Duty Off Duty Panels
Selector
- Engine Control Room - Chief Engr's Room - 1st Engineer
Abnormal Position
Happen
- Wheelhouse - 2nd Engineer
- 3rd Engineer
- 4th Engineer

Reset
ECR ECR ECR
*2 5 Min.
Time
Delay
1/E 1/E 1/E On Duty
Flicker Flicker Flicker Flicker Flicker Flicker

Sound Sound Sound Sound Stop Sound

2/E 2/E 2/E On Duty

Buzzer Buzzer Buzzer Buzzer Buzzer

Stop Stop Stop Stop Stop
3/E 3/E 3/E On Duty

Flicker Flicker

Stop Stop 4/E 4/E 4/E On Duty

Flicker Flicker Flicker Flicker

Stop Stop Stop Stop

Flicker Steady Steady Steady Steady Steady

Stop Stop Stop Stop Stop Stop Illustration 3.10.1e Duty Selector Indication for Cargo

Acknowl
-edge
Indication on IAS Graphic Indication Lamp Duty State
Selector
- Cargo Control Room - Chief Engr's Room - Chief Officer
Position
Steady - Wheelhouse - Gas Engineer
Stop - 1st Officer

Return to
Normal CCR CCR CCR

Off Off Off Off Off Off C/O C/O C/O On Duty
Stop Stop Stop Stop Stop Stop

Note : *1. The indication is on Alarm Summary Display, the actions are by keyboard. G/E G/E G/E On Duty
Lamp
: Indication / Status *2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
Buzzer
sound is activated.
: Action *3. When CCC buzzer is not stop within 10 minutes, Cargo Engineer
alarm will be activated automatically. 1/O 1/O 1/O On Duty
: Condition *4. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.

3 - 14 Part 3 Integrated Automation System (IAS)

LNGC GRACE ACACIA Cargo Operating Manual

3.10.2 Engineer’s Alarm and Patrolman System

1. Engineer’s Alarm

The Engineer’s alarm is a statutory requirement under SOLAS.

The system is arranged to provide audible and visual alarms on the indicator
columns, located around the engine room, in the ECR, in the CCR and on the
extension alarm panels (engineers’ cabin panels and public room panels).

Activation of the Engineer’s alarm may be carried out at push buttons in the ECR
or at any of the Patrolman panels locate in the Engine Room, which are also
fitted with an Engineer’s alarm push button.

In addition, the Engineer’s alarm is activated automatically in the event of any

machinery alarm not being acknowledged within 10 min.

Cancellation of the Engineer’s alarm can be carried out at the ECR only and not
from the local push buttons.

The manual activation of the Engineer’s alarm is not dependent upon the engine
room operation mode, “Manned” or “Unmanned”.

2. Patrolman Alarm

The patrolman system is provided in accordance with the requirements in the

Code on Alarm and Indicators, 1995”

The system is arranged to provided audible and visual alarms on each of the
engineers’ cabin panels and public room panels attached to the extension alarm
system, on the indicator columns located around the engine room and in the ECR.

The system may be started or stopped by push buttons located in the ECR
console, and the main entrances to the Engine Room. In each case, the status will
be indicated by a lamp or cluster LED display located adjacent to each on/off
push button.

When the patrolman is first started, the run signal is indicated IAS graphic. An
indication will remain on the UMS panel of the screen as ling as the patrolman is
still active.

3 - 15 Part 3 Integrated Automation System (IAS)

LNGC GRACE ACACIA Cargo Operating Manual

Part 4 : Cargo System 4.7a Forcing Vaporiser ...........................................................................4 - 55

Alarm & Trip Set-Point ........................................................................... 4 - 1 4.8.1a Custody Transfer System ............................................................4 - 59
4.1 Cargo Piping System ....................................................................... 4 - 12 4.8.2a Float Level Gauge .......................................................................4 - 67
4.2 Cargo Tank Pressure Control System .............................................. 4 - 15 4.8.2b Float Level Gauge.......................................................................4 - 69
4.2.1 Cargo Tank Pressure Control ................................................ 4 - 15 4.8.2c Float Level Gauge .......................................................................4 - 69
4.2.2 Cargo Tank Vent Control ...................................................... 4 - 15 4.8.3a Trim – List Indicator ...................................................................4 - 70
4.2.3 Mode Selection ..................................................................... 4 - 16 4.9a Nitrogen Generator.........................................................................4 - 71
4.3 Cargo Pumps.................................................................................... 4 - 18 4.10a Inert Gas and Dry Air System ......................................................4 - 75
4.3.1 Main Cargo Pumps ............................................................... 4 - 18 4.11a Gas Detection System ..................................................................4 - 79
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 24 4.12.1a Cargo Valve Hydraulic Lines ....................................................4 - 83
4.3.3 Emergency Cargo Pump ....................................................... 4 - 30 4.12.3a Ballast Valve Hydraulic Lines...................................................4 - 87
4.4 Cargo Compressors.......................................................................... 4 - 36 4.12.4a Emergency Shutdown System...................................................4 - 89
4.4.1 HD Compressors................................................................... 4 - 36 4.12.5a Ship-Shore Link ........................................................................4 - 91
4.4.2. LD Compressors .................................................................. 4 - 42 4.13.1a Cargo Tank Relief Valves ..........................................................4 - 99
4.5 High Duty / Low Duty Heaters........................................................ 4 - 48 4.13.2a IBS & IS Relief Valves..............................................................4 - 99
4.6 LNG Vaporiser................................................................................. 4 - 52 4.13.3a Pipe Relief Valves (REC131-S1(E)) .......................................4 - 101
4.7 Forcing Vaporiser............................................................................. 4 - 56 4.13.3b Pipe Relief Valves (REC131-S1(N)).......................................4 - 101
4.8 Custody Transfer System................................................................. 4 - 60
4.8.1 Custody Transfer System ...................................................... 4 - 60
4.8.2 Float Level Gauge................................................................. 4 - 68
4.8.3 Trim-List Indicator................................................................ 4 - 70
4.9 Nitrogen Production System............................................................ 4 - 72
4.10 Inert Gas and Dry Air System........................................................ 4 - 76
4.11 Gas Detection System.................................................................... 4 - 80
4.12 Cargo and Ballast Valve Control.................................................... 4 - 84
4.12.1 Cargo Valve Control System............................................... 4 - 84
4.12.2 Hydraulic System Operation............................................... 4 - 85
4.12.3 Ballast and F.O Valve Control System................................ 4 - 88
4.12.4 Emergency Shutdown System ............................................ 4 - 90
4.12.5 Ship Shore Link .................................................................. 4 - 92
4.12.6 Mooring Load Monitoring System ..................................... 4 - 97
4.13 Relief Systems ............................................................................. 4 - 100
4.13.1 Cargo Tank Relief Valves.................................................. 4 - 100
4.13.2 IBS & IS Relief Valves ..................................................... 4 - 100
4.13.3 Pipe Relief Valves............................................................. 4 - 100

Illustration
4.1a Cargo Piping System...................................................................... 4 - 11
4.3.1a Main Cargo Pumps ..................................................................... 4 - 17
4.3.1b Main Cargo Pump Characteristic Curve ..................................... 4 - 19
4.3.2a Stripping/Spray Pumps ............................................................... 4 - 23
4.3.2b Stripping/Spray Pump Characteristic Curve ............................... 4 - 25
4.3.3a Emergency Cargo Pump ............................................................. 4 - 29
4.3.3b Emergency Pump Characteristic Curve ...................................... 4 - 31
4.4.1a HD Compressor .......................................................................... 4 - 35
4.4.1b Performance Map of HD Compressor ........................................ 4 - 37
4.4.2a LD Compressor........................................................................... 4 - 41 Part 4
Cargo System
4.4.2b Performance Map of LD Compressor......................................... 4 - 43
4.5a High Duty/ Low Duty Heaters ....................................................... 4 - 47
4.6a LNG Vaporiser ............................................................................... 4 - 51

Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Part 4 : Cargo System

Alarm & Trip Set-Point

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

AC905 LOBBY REF LEAK AL 0 1000 ppm D0 - - 250 - - BAD C05 CE - SM-1F SM-1F 14 3 5

AC906 GALLEY REF LEAK AL 0 1000 ppm D0 - - 250 - - BAD C05 CE - SM-1F SM-1F 14 3 6

AC912 IGG COOLER REF LEAK AL 0 1000 ppm D0 - - 250 - - BAD C05 CE - SM-1F SM-1F 14 3 12

BA078 1 SWBT P LEVEL LIAH 0.00 26.166 m D2 - - 14.2 - - BAD 20 C03 CC - - - 15 -- 60

BA077 1 SWBT S LEVEL LIAH 0.00 26.166 m D2 - - 24.45 - - BAD 20 C03 CC - - - 15 -- 61

Ballast Seq Control Point

B_077 1 SWBT S LEVEL CONT 0.00 26.166 m D2 - - (24.45) - - - -- CX - - - 17 -- 101
Alarm Priority NoAction

BA061 1 WB P/P DISCH PRESS PI 0.0 800.0 kPa D1 - 250 - - - BAD 5 C03 CC - C-3F C-3F 15 5 11

BA047 1 WB P/P MTR WIND TEMP R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-3F C-3F 15 11 1

BA048 1 WB P/P MTR WIND TEMP S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-3F C-3F 15 11 2

BA049 1 WB P/P MTR WIND TEMP T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-3F C-3F 15 11 3

BA046CR 1 WB PP MTR LOAD CURRENT AL 0 00

0.00 60 00
60.00 A D2 - - 40 1
40.1 - - BAD C03 CC - C-3F
C 3F C-3F
C 3F 15 5 7

BA080 2 SWBT P LEVEL LIAH 0.00 26.165 m D2 - - 24.92 - - BAD 20 C03 CC - - - 15 -- 62

BA079 2 SWBT S LEVEL LIAH 0.00 26.165 m D2 - - 24.92 - - BAD 20 C03 CC - - - 15 -- 63

Ballast Seq Control Point

B_079 2 SWBT S LEVEL CONT 0.00 26.165 m D2 - - (24.92) - - - -- CX - - - 17 -- 102
Alarm Priority NoAction

BA065 2 WB P/P DISCH PRESS PI 0.0 800.0 kPa D1 - 250 - - - BAD 5 C03 CC - C-8F C-8F 17 7 3

BA056 2 WB P/P MTR WIND TEMP R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 13 4

BA057 2 WB P/P MTR WIND TEMP S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 13 5

BA058 2 WB P/P MTR WIND TEMP T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 13 6

BA056CR 2 WB PP MTR LOAD CURRENT AL 0.00 60.00 A D2 - - 40.1 - - BAD C03 CC - C-8F C-8F 17 7 7

BA091 3 SWBT P LEVEL LIAH 0.00 26.165 m D2 - - 24.9 - - BAD 20 C03 CC - - - 15 -- 64

BA092 3 SWBT S LEVEL LIAH 0.00 26.165 m D2 - - 24.9 - - BAD 20 C03 CC - - - 15 -- 65

Ballast Seq Control Point

B_092 3 SWBT S LEVEL CONT 0.00 26.165 m D2 - - (24.9) - - - -- CX - - - 17 -- 103
Alarm Priority NoAction

BA063 3 WB P/P DISCH PRESS PIAL 0.0 800.0 kPa D1 - 250 - - - BAD 5 C03 CC - C-8F C-8F 17 7 9

BA053 3 WB P/P MTR WIND TEMP R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 13 1

BA054 3 WB P/P MTR WIND TEMP S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 13 2

BA055 3 WB P/P MTR WIND TEMP T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 13 3

BA051CR 3 WB PP MTR LOAD CURRENT AL 0.00 60.00 A D2 - - 40.1 - - BAD C03 CC - C-8F C-8F 17 7 13

4-1 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

BA083 4 SWBT P LEVEL LIAH 0.00 26.165 m D2 - - 24.97 - - BAD 20 C03 CC - - - 15 -- 66

BA082 4 SWBT S LEVEL LIAH 0.00 26.165 m D2 - - 24.97 - - BAD 20 C03 CC - - - 15 -- 67

Ballast Seq Control Point

B_082 4 SWBT S LEVEL CONT 0.00 26.165 m D2 - - (24.97) - - - -- CX - - - 17 -- 104
Alarm Priority NoAction

BA087 AFT PK SWBT LEVEL LIAH 0.000 6.960 m D3 - - 6.09 - - BAD 20 C03 CC - - - 15 -- 68

Ballast Seq Control Point

B_087 AFT PK SWBT LEVEL 0.000 6.960 m D3 - - (6.9) - - - -- CX -- -- 17 -- 112
Alarm Priority NoAction

BA085 FWD P SWBT LEVEL LIAH 0.00 22.17 m D2 - - 20.98 - - BAD 20 C03 CC - - - 15 -- 69

BA084 FWD S SWBT LEVEL LIAH 0.00 22.17 m D2 - - 20.99 - - BAD 20 C03 CC - - - 15 -- 70

Ballast Seq Control Point

B_084 FWD S SWBT LEVEL CONT 0.00 22.17 m D2 - - (20.99) - - - -- CX - - - 17 -- 105
Alarm Priority NoAction

BA067 WB LINE PORT PRESS PIAL -100.0 800.0 kPa D1 - 0.0 - - - BAD C03 CC - C-8F C-8F 17 8 7

BA066 WB LINE STBD PRESS PIAL -100.0 800.0 kPa D1 - 0.0 - - - BAD C03 CC - C-3F C-3F 15 6 12

CH030 1C TK COFDM F BHD S UP T TIAL -200

200 100 Deg C
Deg_C D0 - 0 - - - BAD C02 CB IS C-2F
C 2F C-1F
C 1F 16 10 6

CH031 1C TK COFDM F BHD P UP T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 7

CH032 1C TK COFDAM F BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 8

CH033 1C TK COFDAM F BHD P L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 9

CH034 1C TK COFDAM F BHD S L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 10

CH035 1C TK COFDAM A BHD U T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 11

CH036 1C TK COFDAM A BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 12

CH037 1C TK COFDAM A BHD L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 10 13

CH073 2C TK COFDAM F BHD U T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 13 12

CH074 2C TK COFDAM F BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 12 11

CH075 2C TK COFDAM F BHD L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 13 13

CH076 2C TK COFDAM A BHD U T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 12 12

CH077 2C TK COFDAM A BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 13 14

CH078 2C TK COFDAM A BHD L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-2F C-1F 16 12 13

CH115 3C TK COFDAM F BHD U T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 9 8

CH116 3C TK COFDAM F BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 12 1

CH117 3C TK COFDAM F BHD L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 9 9

4-2 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

CH118 3C TK COFDAM A BHD U T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 12 2

CH119 3C TK COFDAM A BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 9 10

CH120 3C TK COFDAM A BHD L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 12 3

CH155 4C TK COFDAM F BHD U T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 11 7

CH156 4C TK COFDAM F BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 11 8

CH157 4C TK COFDAM F BHD L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 11 9

CH158 4C TK COFDM A BHD P UP T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 11 10

CH159 4C TK COFDM A BHD S UP T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 11 11

CH160 4C TK COFDAM A BHD M T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 10 16

CH161 4C TK COFDAM A BHD S L T TIAL -200 100 Deg_C D0 - 0 - - - BAD C02 CB IS C-7F C-6F 18 11 12

CH162 4C TK COFDAM A BHD P L T TIAL -200

200 100 Deg C
Deg_C D0 - 0 - - - BAD C02 CB IS C-7F
C 7F C-6F
C 6F 18 11 13

CH040 1C TK D KEEL AFT TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-2F C-1F 16 10 16

CH039 1C TK D KEEL MID TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-7F C-6F 18 11 16

CH019SW 1C TK IBS N2 PRESS 0.000 3.000 kPa D3 - 0.2 1.5 - - - C02 CB - - - 16 -- 50 Dual sensor switching

CH023SW 1C TK IBS BOT AFT M T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 100 DUAL SENSOR SWITCHING

CH026SW 1C TK IBS BOT AFT P T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 99 DUAL SENSOR SWITCHING

CH028SW 1C TK IBS BOT AFT S T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 98 DUAL SENSOR SWITCHING

BY 8-PX-4C/4D (IAS
CH041 1C TK IBS/IS N2 DIFF P DPIAHL -4.000 3.000 kPa D3 - 0 1 - - C02 CB - -- -- 16 -- 48
INTERNAL INDICATION)

CH001 1C TK IS N2 PRESS PIAHL 0.000 4.000 kPa D3 - 0.4 2.5 - - BAD C02 CB IS C-2F C-1F 16 5 4

CH017SW 1C TK IS AFT TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 96 DUAL SENSOR SWITCHING

CH013SW 1C TK IS BOTTOM TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 95 DUAL SENSOR SWITCHING

CH005SW 1C TK IS CEIL TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 97 DUAL SENSOR SWITCHING

CH015SW 1C TK IS FWD TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 94 DUAL SENSOR SWITCHING

CH002I 1C TK IS IBS/IS DP DPIC 0.000 4.000 kPa D3 - 0 - - - BAD C02 CB IS C-2F C-1F 16 5 3 FOR CONTROL VNG15,07

CH011SW 1C TK IS P LOW TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 93 DUAL SENSOR SWITCHING

CH009SW 1C TK IS P MID TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 92 DUAL SENSOR SWITCHING

CH007SW 1C TK IS P UPP TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 91 DUAL SENSOR SWITCHING

4-3 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

CH025 1C TK LIQ DM IBS N2 P PIAHL 0.000 4.000 kPa D3 - 0.2 1.5 - - BAD C02 CB IS C-2F C-1F 16 5 5

CH042 1C TK TRUNK DK AFT TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-2F C-1F 16 11 11

CH043 1C TK TRUNK DK MID TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-2F C-1F 16 13 3

CH901SW 1C TK IS P MID WALL T SW -200 100 Deg_C D0 - 0 - - - -- C02 CB - -- -- 16 -- 90 DUAL SENSOR SWITCHING

CH081 2C TK D KEEL AFT TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-7F C-6F 18 12 4

CH080 2C TK D KEEL MID TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-2F C-1F 16 12 15

CH066SW 2C TK IBS BOT AFT M T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 89 DUAL SENSOR SWITCHING

CH069SW 2C TK IBS BOT AFT P T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 88 DUAL SENSOR SWITCHING

CH071SW 2C TK IBS BOT AFT S T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 87 DUAL SENSOR SWITCHING

CH062SW 2C TK IBS N2 PRESS 0.000 3.000 kPa D3 - 0.2 1.5 - - - C02 CB - - - 16 -- 40 Dual sensor switching

CH084 2C TK IBS/IS N2 DIFF P DPIAHL -4

4.000
000 3 000
3.000 kPa D3 - 0 1 - - C02 CB - -- -- 16 -- 38

CH044 2C TK IS N2 PRESS PIAHL 0.000 4.000 kPa D3 - 0.4 2.5 - - BAD C02 CB IS C-2F C-1F 16 5 9

CH060SW 2C TK IS AFT TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 86 DUAL SENSOR SWITCHING

CH056SW 2C TK IS BOTTOM TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 85 DUAL SENSOR SWITCHING

CH048SW 2C TK IS CEIL TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 79 DUAL SENSOR SWITCHING

CH058SW 2C TK IS FWD TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 78 DUAL SENSOR SWITCHING

CH045I 2C TK IS IBS/IS DP DPIC 0.000 4.000 kPa D3 - 0 - - - BAD C02 CB IS C-2F C-1F 16 5 8 FOR CONTROL VNG33,35

CH054SW 2C TK IS P LOW TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 82 DUAL SENSOR SWITCHING

CH052SW 2C TK IS P MID TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 81 DUAL SENSOR SWITCHING

CH050SW 2C TK IS P UPP TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 16 -- 80 DUAL SENSOR SWITCHING

CH068 2C TK LIQ DM IBS N2 P PIAHL 0.000 4.000 kPa D3 - 0.2 1.5 - - BAD C02 CB IS C-2F C-1F 16 5 10

CH082 2C TK TRUNK DK AFT TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-2F C-1F 16 13 15

CH083 2C TK TRUNK DK MID TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-2F C-1F 16 13 16

CH903SW 2C TK IS P MID WALL T SW -200 100 Deg_C D0 - 0 - - - -- C02 CB - -- -- 15 -- 99 DUAL SENSOR SWITCHING

CH123 3C TK D KEEL AFT TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-2F C-1F 16 10 15

CH122 3C TK D KEEL MID TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-7F C-6F 18 9 12

CH108SW 3C TK IBS BOT AFT M T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 100 DUAL SENSOR SWITCHING

4-4 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

CH111SW 3C TK IBS BOT AFT P T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 99 DUAL SENSOR SWITCHING

CH113SW 3C TK IBS BOT AFT S T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 98 DUAL SENSOR SWITCHING

CH106SW 3C TK IBS N2 PRESS 0.000 3.000 kPa D3 - 0.2 1.5 - - - C02 CB - -- -- 18 -- 78 Dual sensor switching

BY 8-PX-6C/6D (IAS
CH101 3C TK IBS/IS N2 DIFF P DPIAHL -4.000 3.000 kPa D3 - 0 1 - - C02 CB - -- -- 18 -- 50
INTERNAL INDICATION)

CH085 3C TK IS N2 PRESS PIAHL 0.000 4.000 kPa D3 - 0.4 2.5 - - BAD C02 CB IS C-7F C-6F 18 5 1

CH102SW 3C TK IS AFT TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 97 DUAL SENSOR SWITCHING

CH097SW 3C TK IS BOTTOM TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 96 DUAL SENSOR SWITCHING

CH089SW 3C TK IS CEIL TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 95 DUAL SENSOR SWITCHING

CH099SW 3C TK IS FWD TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 94 DUAL SENSOR SWITCHING

CH086I 3C TK IS IBS/IS DP PIC 0.000 4.000 kPa D3 - 0 - - - BAD C02 CB IS C-7F C-6F 18 5 2

CH095SW 3C TK IS P LOW TEMP SW -200

200 100 Deg C
Deg_C D0 - -140
140 - - - -- C02 CB - -- -- 18 -- 93 DUAL SENSOR SWITCHING

CH093SW 3C TK IS P MID TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 92 DUAL SENSOR SWITCHING

CH091SW 3C TK IS P UPP TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 91 DUAL SENSOR SWITCHING

CH110 3C TK LIQ DM IBS N2 P PIAHL 0.000 4.000 kPa D3 - 0.2 1.5 - - BAD C02 CB IS C-7F C-6F 18 5 5

CH124 3C TK TRUNK DK AFT TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-7F C-6F 18 10 11

CH125 3C TK TRUNK DK MID TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-7F C-6F 18 10 12

CH905SW 3C TK IS P MID WALL T SW -200 100 Deg_C D0 - 0 - - - -- C02 CB - -- -- 18 -- 90 DUAL SENSOR SWITCHING

CH166 4C TK D KEEL AFT TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-7F C-6F 18 11 15

CH165 4C TK D KEEL MID TEMP TIAL -200 100 Deg_C D0 - -10 - - - BAD C02 CB IS C-2F C-1F 16 12 16

CH148SW 4C TK IBS BOT AFT M T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 89 DUAL SENSOR SWITCHING

CH151SW 4C TK IBS BOT AFT P T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 88 DUAL SENSOR SWITCHING

CH153SW 4C TK IBS BOT AFT S T SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 87 DUAL SENSOR SWITCHING

BY 8-PX-7C/7D (IAS
CH164 4C TK IBS/IS N2 DIFF P DPIAHL -4.000 3.000 kPa D3 - 0 1 - - C02 CB - -- -- 18 -- 40
INTERNAL INDICATION)

CH126 4C TK IS N2 PRESS PIAHL 0.000 4.000 kPa D3 - 0.4 2.5 - - BAD C02 CB IS C-7F C-6F 18 5 6

CH146SW 4C TK IBS N2 PRESS 0.000 3.000 kPa D3 - 0.2 1.5 - - - C02 CB - -- -- 18 -- 77 Dual sensor switching

CH142SW 4C TK IS AFT TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 86 DUAL SENSOR SWITCHING

CH138SW 4C TK IS BOTTOM TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 85 DUAL SENSOR SWITCHING

4-5 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

CH130SW 4C TK IS CEIL TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 84 DUAL SENSOR SWITCHING

CH140SW 4C TK IS FWD TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 83 DUAL SENSOR SWITCHING

CH136SW 4C TK IS P LOW TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 82 DUAL SENSOR SWITCHING

CH134SW 4C TK IS P MID TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 81 DUAL SENSOR SWITCHING

CH132SW 4C TK IS P UPP TEMP SW -200 100 Deg_C D0 - -140 - - - -- C02 CB - -- -- 18 -- 80 DUAL SENSOR SWITCHING

CH127I 4C TK IS IBS/IS DP DPIC 0.000 4.000 kPa D3 - 0 - - - BAD C02 CB IS C-7F C-6F 18 5 7 FOR CONTROL VNG 80/72

CH150 4C TK LIQ DM IBS N2 P PIAHL 0.000 4.000 kPa D3 - 0.2 1.5 - - BAD C02 CB IS C-7F C-6F 18 5 10

CH167 4C TK TRUNK DK AFT TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-7F C-6F 18 12 12

CH168 4C TK TRUNK DK MID TEMP TIAL -200 100 Deg_C D0 - -20 - - - BAD C02 CB IS C-7F C-6F 18 12 13

CH907SW 4C TK IS P MID WALL T SW -200 100 Deg_C D0 - 0 - - - -- C02 CB - -- -- 18 -- 79 DUAL SENSOR SWITCHING

CL029I 1C TK C P/P1 CURRENT IND 0 00

0.00 75 00
75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-2F
C 2F C-2F
C 2F 16 6 1

CL031I 1C TK C P/P2 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-7F C-7F 18 6 1

CL037I 2C TK C P/P1 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-2F C-2F 16 6 9

CL040I 2C TK C P/P2 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-7F C-7F 18 6 3

CL043I 3C TK C P/P1 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-2F C-2F 16 5 11

CL046I 3C TK C P/P2 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-7F C-7F 18 6 5

CL050I 4C TK C P/P1 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-2F C-2F 16 5 13

CL055I 4C TK C P/P2 CURRENT IND 0.00 75.00 A D2 - 28 62 - - BAD H:5L:10 C03 CC - C-7F C-7F 18 6 8

CL034 EMCY C PUMP CURRENT IND 0.0 500.0 A D1 - 76 320 - - BAD H:5L:10 C03 CC - C-7F C-7F 18 7 8

CMV009SW VAPOUR LINE HDR GAUGE -2.00 30.00 kPa D2 2 3 19 20 - - C02 CB - - - 16 -- 84 Dual sensor switching

CMV012 VPR X-OVER PRESS PIAH -2.00 30.00 kPa D2 - - 11 14 - BAD C03 CC IS C-2F C-1F 16 7 7

CS004I 1C TK S P/P CURRENT IND 0.00 75.00 A D2 - 15 60 - - BAD H:0L:10 C03 CC - C-3F C-3F 15 7 1

CS009I 2C TK S P/P CURRENT IND 0.00 75.00 A D2 - 15 60 - - BAD H:0L:10 C03 CC - C-3F C-3F 15 7 4

CS014I 3C TK S P/P CURRENT IND 0.00 75.00 A D2 - 15 60 - - BAD H:0L:10 C03 CC - C-8F C-8F 17 9 1

CS019I 4C TK S P/P CURRENT IND 0.00 75.00 A D2 - 15 60 - - BAD H:0L:10 C03 CC - C-8F C-8F 17 9 4

CT003 1C TK VAPOUR CONNECT T TIAL -200 100 Deg_C D0 - -20 - - - BAD C03 CC IS C-2F C-1F 16 14 8

CT032 2C TK VAPOUR CONNECT T TIAL -200 100 Deg_C D0 - -20 - - - BAD C03 CC IS C-2F C-1F 16 14 9

4-6 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

CT060 3C TK VAPOUR CONNECT T TIAL -200 100 Deg_C D0 - -20 - - - BAD C03 CC IS C-2F C-1F 16 14 10

CT089 4C TK VAPOUR CONNECT T TIAL -200 100 Deg_C D0 - -20 - - - BAD C03 CC IS C-2F C-1F 16 14 11

CT008PV CARGO TANK 1 COR LEVEL LIAHL 0.00 27.54 m D2 - - 25.587 - - BAD 20 C03 CC - -- -- 16 -- 61

8-PX-19A,19B:DUAL
CT004 CARGO TANK 1 PRESSURE PIAHL -2.00 30.00 kPa D2 - 3 20 22 - BAD C02 CB IS C-2F C-1F 16 8 1
TRANSMITTER
TO ESDS PANEL(BY 8-PX-
CT005 CARGO TANK 1 PRESS TPS1 PIAL -2.00 30.00 kPa D2 2 (3) - - - BAD C03 CC IS C-2F C-1F 16 8 2 19A,B)
LO alarm priority NoAction
CT036PV CARGO TANK 2 COR LEVEL LIAHL 0.00 27.54 m D2 - - 25.491 - - BAD 20 C03 CC - -- -- 16 -- 51

8-PX-20A,20B:DUAL
CT033 CARGO TANK 2 PRESSURE PIAHL -2.00 30.00 kPa D2 - 3 20 22 - BAD C02 CB IS C-2F C-1F 16 8 3
TRANSMITTER

CT034 CARGO TANK 2 PRESS TPS1 PIAL -2.00 30.00 kPa D2 2 (3) - - - BAD C03 CC IS C-2F C-1F 16 8 4 LO alarm priority NoAction

CT064PV CARGO TANK 3 COR LEVEL LIAHL 0.00 27.54 m D2 - - 25.491 - - BAD 20 C03 CC - -- -- 18 -- 61

8-PX-21A,21B:DUAL
CT061 CARGO TANK 3 PRESSURE PIAHL -2.00 30.00 kPa D2 - 3 20 22 - BAD C02 CB IS C-7F C-6F 18 5 11
TRANSMITTER

CT062 CARGO TANK 3 PRESS TPS1 PIAL -2

2.00
00 30 00
30.00 kPa D2 2 (3) - - - BAD C03 CC IS C-7F
C 7F C-6F
C 6F 18 5 12 LO alarm priority NoAction

CT093PV CARGO TANK 4 COR LEVEL LIAHL 0.00 27.54 m D2 - - 25.491 - - BAD 20 C03 CC - -- -- 18 -- 51

CT090 CARGO TANK 4 PRESSURE PIAHL -2.00 30.00 kPa D2 - 3 20 22 - BAD C02 CB IS C-7F C-6F 18 5 13

8-PX-22A,22B:DUAL
CT091 CARGO TANK 4 PRESS TPS1 PIAL -2.00 30.00 kPa D2 2 (3) - - - BAD C03 CC IS C-7F C-6F 18 5 14 TRANSMITTER
LO alarm priority NoAction
*:High Alarm Automatica
CV010I LNG VAPORIS GAS OUT T TICAHL -150 100 Deg_C D0 - -70 * 80 - - BAD C03 CC - C-8F C-8F 17 10 4 djusted.Refer to III-2-1-
3 5
FV010I FORC VPR GAS OUT TEMP TICAHL -150 100 Deg_C D0 - -70 80 - - BAD C03 CC - C-3F C-3F 15 8 3

GHH009I H/D HEATER GAS OUT TEMP TICAHL -100 150 Deg_C D0 - -10 90 - - BAD C03 CC - C-3F C-3F 15 8 12

GHL012I L/D HEATER GAS OUT TEMP TICAHL -100 150 Deg_C D0 - -10 90 - - BAD C03 CC - C-8F C-8F 17 8 14

GW009 GW HEATER 1 COND DRAIN T TIAL -50 150 Deg_C D0 - 80 - - - BAD C03 CC - C-3F C-3F 15 11 13

GW056 GW HEATER 1 GW INLET P PIAL 0 1000 kPa D0 - 150 - - - BAD C03 CC - C-3F C-3F 15 9 7

GW022SW GW HEATER 1 OUT T -50 150 Deg_C D0 - - 90 - - - C03 CC - -- -- 15 -- 97 Dual sensor switching

GW014 GW HEATER 1 RET LINE T TIAL -50 150 Deg_C D0 - 10 - - - BAD C03 CC - C-3F C-3F 15 11 14

GW011 GW HEATER 2 COND OUT T TIAL -50 150 Deg_C D0 - 80 - - - BAD C03 CC - C-8F C-8F 17 13 13

GW018 GW HEATER 2 GW INLET P PIAL 0 1000 kPa D0 - 150 - - - BAD C03 CC - C-8F C-8F 17 10 9

GW027SW GW HEATER 2 OUT T -50 150 Deg_C D0 - - 90 - - - C03 CC - -- -- 17 -- 98 Dual sensor switching

GW017 GW HEATER 2 RET LINE T TIAL -50 150 Deg_C D0 - 10 - - - BAD C03 CC - C-8F C-8F 17 13 14

HD078 1 H/D COMP BULK SEAL T TIAH 0 100 Deg_C D0 - - 75 - - BAD C03 CC - C-3F C-3F 15 10 12 4-20MA

4-7 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

HD056 1 H/D COMP COMP.S BRG T TIAHL 0 100 Deg_C D0 - 15 70 - - BAD C03 CC - C-3F C-3F 15 10 8

HD045 1 H/D COMP DISCH. TEMP TIAH -200 200 Deg_C D0 - - 90 - - BAD C03 CC - C-3F C-3F 15 10 6

HD062 1 H/D COMP GEAR OIL IN P PIAL 0.0 600.0 kPa D1 - 100 - - - BAD C03 CC - C-3F C-3F 15 10 10

HD063 1 H/D COMP GEAR OIL IN T TIAHL 0 100 Deg_C D0 - 20 55 - - BAD C03 CC - C-3F C-3F 15 10 11 4-20MA

HD061 1 H/D COMP LO FILTER DP DPIAH 0.0 500.0 kPa D1 - - 250 - - BAD C03 CC - C-3F C-3F 15 10 9

HD004 1 H/D COMP MT WIND T R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-3F C-3F 15 12 1

HD005 1 H/D COMP MT WIND T S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-3F C-3F 15 12 2

HD006 1 H/D COMP MT WIND T T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-3F C-3F 15 12 3

HD053 1 H/D COMP SHAFT VIB VIAH 0.0 100.0 um D1 - - 50 - - BAD C03 CC - C-3F C-3F 15 10 7

HD079 2 H/D COMP BULK SEAL T TIAH 0 100 Deg_C D0 - - 75 - - BAD C03 CC - C-8F C-8F 17 11 12 4-20MA

HD057 2 H/D COMP COMP.S

COMP S BRG T TIAHL 0 100 Deg C
Deg_C D0 - 15 70 - - BAD C03 CC - C-8F
C 8F C-8F
C 8F 17 11 8

HD047 2 H/D COMP DISCH. TEMP TIAH -200 200 Deg_C D0 - - 90 - - BAD C03 CC - C-8F C-8F 17 11 6

HD066 2 H/D COMP GEAR OIL IN P PIAL 0.0 600.0 kPa D1 - 100 - - - BAD C03 CC - C-8F C-8F 17 11 10

HD067 2 H/D COMP GEAR OIL IN T TIAHL 0 100 Deg_C D0 - 20 55 - - BAD C03 CC - C-8F C-8F 17 11 11

HD065 2 H/D COMP LO FILTER DP DPIAH 0.0 500.0 kPa D1 - - 250 - - BAD C03 CC - C-8F C-8F 17 11 9

HD011 2 H/D COMP MT WIND T R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 14 1

HD012 2 H/D COMP MT WIND T S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 14 2

HD013 2 H/D COMP MT WIND T T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 14 3

HD055 2 H/D COMP SHAFT VIB VIAH 0.0 100.0 um D1 - - 50 - - BAD C03 CC - C-8F C-8F 17 11 7

IG005 1 IGG BLOWER WIND TEMP R TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-2F C-2F 16 8 7 4-20MA

IG006 1 IGG BLOWER WIND TEMP S TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-2F C-2F 16 8 8 4-20MA

IG007 1 IGG BLOWER WIND TEMP T TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-2F C-2F 16 8 9 4-20MA

IG011 2 IGG BLOWER WIND TEMP R TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-7F C-7F 18 7 9 4-20MA

IG012 2 IGG BLOWER WIND TEMP S TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-7F C-7F 18 7 10 4-20MA

IG013 2 IGG BLOWER WIND TEMP T TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-7F C-7F 18 7 11 4-20MA

IG050 IGG REF COMP WIND TEMP R TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-7F C-7F 18 7 15 4-20MA

IG048 IGG REF COMP WIND TEMP S TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-7F C-7F 18 7 13 4-20MA

4-8 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

IG049 IGG REF COMP WIND TEMP T TIAH 0 180 Deg_C D0 - - 130 140 - BAD C03 CC - C-7F C-7F 18 7 14 4-20MA

LC044PV FWD S SWBT VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 17 -- 106

LC045PV FWD P SWBT VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 15 -- 22

LC046PV AFT PK SWBT VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 17 -- 107

LC047PV 1 SWBT S VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 17 -- 108

LC048PV 1 SWBT P VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 15 -- 25

LC049PV 2 SWBT S VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 17 -- 109

LC050PV 2 SWBT P VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 15 -- 27

LC051PV 3 SWBT S VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 17 -- 110

LC052PV 3 SWBT P VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 15 -- 29

LC053PV 4 SWBT S VOLUME IND 0 0

0.0 100 0
100.0 % D1 - - 95 - - - C03 CC - - 17 -- 111

LC054PV 4 SWBT P VOLUME IND 0.0 100.0 % D1 - - 95 - - - C03 CC - - 15 -- 31

LD082 1L/D COMP BULK SEAL T TIAH 0 200 Deg_C D0 - - 75 - - BAD C03 CC - C-2F C-2F 16 9 13 4-20MA

LD061 1L/D COMP COMP S BRG T TIAHL 0 100 Deg_C D0 - 15 70 - - BAD C03 CC - C-2F C-2F 16 9 9

LD046 1L/D COMP DISCH TEMP TIAH -200 200 Deg_C D0 - - 90 - - BAD C03 CC - C-2F C-2F 16 9 6

LD069 1L/D COMP GEAR OIL IN P PIAL 0.0 250.0 kPa D1 - 120 - - - BAD C03 CC - C-2F C-2F 16 9 10

LD070 1L/D COMP GEAR OIL IN T TIAHL 0 100 Deg_C D0 - 20 55 - - BAD C03 CC - C-2F C-2F 16 9 11

LD077 1L/D COMP LO FILTER DP DPIAH 0.0 250.0 kPa D1 - - 250 - - BAD C03 CC - C-2F C-2F 16 9 12

LD052 1L/D COMP MT WIND TEMP R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-2F C-2F 16 14 13

LD053 1L/D COMP MT WIND TEMP S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-2F C-2F 16 14 14

LD054 1L/D COMP MT WIND TEMP T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-2F C-2F 16 14 15

LD058 1L/D COMP SHAFT VIB VIAH 0.0 100.0 um D1 - - 50 - - BAD C03 CC - C-2F C-2F 16 9 8

LD025 1L/D COMP SUCT TEMP TIAH -200 200 Deg_C D0 - -40 - - - BAD C03 CC - C-2F C-2F 16 9 2 4-20MA

LD083 2L/D COMP BULK SEAL T TIAH 0 200 Deg_C D0 - - 75 - - BAD C03 CC - C-7F C-7F 18 8 13 4-20MA

LD063 2L/D COMP COMP S BRG T TIAHL 0 100 Deg_C D0 - 15 70 - - BAD C03 CC - C-7F C-7F 18 8 9

LD048 2L/D COMP DISCH. TEMP TIAH -200 200 Deg_C D0 - - 90 - - BAD C03 CC - C-7F C-7F 18 8 6

LD074 2L/D COMP GEAR OIL IN P PIAL 0.0 250.0 kPa D1 - 120 - - - BAD C03 CC - C-7F C-7F 18 8 10

4-9 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

IAS TAG POINT DESCRIPTION CODE R_LOW R_HIGH ENG UNIT DEC ALARM DETECTION SOE ALM DLY ALM ALM UT IS I/O TB LOC ASSOCIAT ADDRESS REMARK
STATE_ON STATE_OFFSTATE_REV D/R LL L H HH FB ST ALM TM TD INH GRP ID IOM EXT DISPLAY ND IOM SLT

LD075 2L/D COMP GEAR OIL IN T TIAHL 0 100 Deg_C D0 - 20 55 - - BAD C03 CC - C-7F C-7F 18 8 11

LD079 2L/D COMP LO FILTER DP DPIAH 0.0 250.0 kPa D1 - - 250 - - BAD C03 CC - C-7F C-7F 18 8 12

LD055 2L/D COMP MT WIND TEMP R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-7F C-7F 18 13 10

LD056 2L/D COMP MT WIND TEMP S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-7F C-7F 18 13 11

LD057 2L/D COMP MT WIND TEMP T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-7F C-7F 18 13 12

LD059 2L/D COMP SHAFT VIB VIAH 0.0 100.0 um D1 - - 50 - - BAD C03 CC - C-7F C-7F 18 8 8

LD034 2L/D COMP SUCT TEMP TIAH -200 200 Deg_C D0 - -40 - - - BAD C03 CC - C-7F C-7F 18 8 2 4-20MA

MDO008 IGG MDO SERV TANK LEVEL LIAHL 0.100 5.040 m D3 - 0.45 4.69 - - BAD 20 C03 CC - - - 14 -- 64

NG020PV 1 N2 GEN DISCH/RECEIV P 0 1600 kPa D0 - 300 650 - - - C03 CC - - 16 -- 71

NG917PV 2 N2 GEN DISCH/RECEIV P 0 1600 kPa D0 - 300 650 - - - C03 CC - - 17 -- 71

NG038 N2 BLR PURGE PRESS PIAL 0 0

0.0 800 0
800.0 kPa D1 - 190 - - - BAD C03 CC - C-8F
C 8F C-8F
C 8F 17 12 3

RF010 DAIRY REF RM TEMPERATURE TIAHL -50 50 Deg_C D0 - -23 -15 - - BAD C03 CC - SM-1F SM-1F 14 8 8

RF008 FISH ROOM TEMPERATURE TIAHL -50 50 Deg_C D0 - -23 -15 - - BAD 120 C03 CC - SM-1F SM-1F 14 8 9

RF006 MEAT REF RM TEMPERATURE TIAHL -50 50 Deg_C D0 - -23 -15 - - BAD 120 C03 CC - SM-1F SM-1F 14 8 10

RF009 VEGE REF RM TEMPERATURE TIAL -50 50 Deg_C D0 - 0 - - - BAD C03 CC - SM-1F SM-1F 14 8 12

WS003 WS P/P MTR WIND TEMP R TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 14 14

WS005 WS P/P MTR WIND TEMP S TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 14 15

WS004 WS P/P MTR WIND TEMP T TIAH 0 200 Deg_C D0 - - 130 - - BAD C03 CC - C-8F C-8F 17 14 16

4 - 10 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.1a Cargo Piping System

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-520 LNG Liquid Line Orifice
CG-510 (150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
LNG Vapour Line Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
No.2 L/D Strip/Spray Line Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A) Hyd. Remote Operated Globe Valve
CG-505 M
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522 Hyd. Remote Operated Globe Valve

Stripping Crossover
No.2 H/D

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704 Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
Relief Valve (Pilot Operated Type)
CS-503
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer
CS-501 CS-502 (Flanged, Open/Shut Type)

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-110
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

4 - 11 Part 4 Cargo System

LNGC GRACE ACACIA
4.1 Cargo Piping System
General
The cargo piping system is illustrated in a simplified drawing showing only the
principal features of the system (See illustration 4.1a).
Liquid cargo is loaded and discharged via the two crossover lines at midships
and is delivered to and from each cargo tank liquid dome via the liquid header
which runs fore and aft along the trunk deck. Each crossover line at midships
separates into two loading/discharging connections, port and starboard, making a
total of four loading/discharge connections on each side of the ship.
The cargo tank vapour domes are maintained in communication with each other
by the vapour header running fore and aft along the trunk deck. The vapour
header also has a cross connection at the midship manifold for use in regulating
tank pressures when loading and discharging.
When loading, the vapour header and crossover, together with the HD
compressors, are used to return the displaced gas from the tanks back to the
shore installation. When discharging, the vapour header is used in conjunction
with either the vapour crossover, or a vaporiser, to supply gas to the tanks to
replace the outgoing liquid cargo.
The stripping/spray line can be connected to the liquid crossover lines and can be
used to drain or to cool down each cargo tank, and also to spray during
discharging if the return vapour is insufficient.
The vapour header and stripping/spray headers are both connected to the vapour
dome of each tank. The vapour domes also house the tank safety valves, pressure
pick up and three sample points. The spray line on each tank consists of two
spray assemblies inside the tank at the top to distribute the incoming liquid into
several spray nozzles in order to assist in evaporation and thus achieve a better
cool down rate.
The stripping/spray, liquid and vapour headers have branches to and from the
cargo compressor room with connections to the compressors, heaters and
vaporiser for various auxiliary functions. Removable bends (spool pieces) are
supplied for fitting where necessary to allow cross-connection between the
various pipe works for infrequent uses such as preparing for dry dock and
recommissioning after dry dock.
The vapour header connecting the vapour domes also allows the removal of boil-
off gas from the cargo tanks when at sea. In normal circumstances this is done by
leading the boil-off gas to the engine room as fuel for the boilers. In emergency
situation the boil-off gas can be vented to the atmosphere via the forward vent
mast riser.
The Inert Gas and Dry-Air System (section 4.10), located in the engine room, is
used to supply inert gas or dry air to the cargo tanks via piping which connects
with the main cargo system through the double non-return swing valves to avoid
gas returning to the engine room.
All of the cargo liquid piping is welded to reduce the possibility of joint leakage.
Flanged connections are electrically bonded by means of bolts/nuts and bonding
Cargo Operating Manual
straps between flanges to ensure that differences in potential, due to static
electricity between cargo and other deck piping, tanks, valves and other
equipment, are avoided.
Both liquid and vapour systems have been designed in such a way that expansion
and contractions are absorbed in the piping configuration. This is done by means
of expansion loops and bellows on liquid and vapour piping respectively.
Fixed and sliding pipe supports and guides are provided to ensure that pipe
stresses are kept within acceptable limits.
All sections of liquid piping that can be isolated, and thus possibly trapping
liquid between closed valves, are provided with safety valves which relieve
excess pressure to the nearest vapour dome. This is a safety measure, although
normal working practice is to allow any remaining liquid to warm up and boil off
before closing any such valves.
All major valves such as the midships port and starboard manifold valves (also
called ESD Manifold Valves) and individual tank loading and discharge valves,
are remotely power operated from the IAS, so that all normal cargo operations
can be carried out from the Central Control Room (CCR).
When an ESD is activated the manifold valves are closed, discontinuing loading
or unloading operations.
A non-return valve is fitted at the discharge flange of each cargo pump. A hole is
drilled in the valve disc to allow the tank discharge lines to drain down and be
gas freed. Non-return valves are also fitted at the discharge flange of the
compressors. The stripping/spray and emergency cargo pump discharge lines
have non-return valves located directly after the hydraulically operated discharge
valves.
Fluid velocity in the pipe lines in normal service shall be generally applied as
below.
Liquid line 7 m/s
Vapour line of compressor suction side 40 m/s
Vapour line of compressor discharge side 45 m/s
1. Liquid Lines
One (1) liquid header is led between No. 1 and No. 4 cargo tanks on thetrunk
deck and is connected with the crossovers.
One (1) liquid connection is branched off the liquid header and led to each cargo
tank.
In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom,
and one (1) cargo filling line extended to the bottom are provided. In addition, a
well is provided for lowering down the emergency cargo pump. These lines shall
penetrate the liquid dome and are connected to the cargo liquid branch for each
tank.
4 - 12
Relief valve set pressure is equal to the design pressure of the system.
The relief valves discharge vapour to the cargo tank.
Liquid dome connections:
- Two (2) discharge lines.
- One (1) filling line
- One (1) emergency pump column
- One (1) spray pump discharge line
- Two (2) groups of spray lines for tank cooling purpose
- One (1) spray return line
- Three (3) fixed tubes for cargo sampling
- Instrumentation and electrical connections as required
- One (1) radar level gauge line
- One (1) float level gauge line
- Two (2) safety relief valves.
- Pilot pipe of safety relief valve
- One (1) safety valve outlet for cargo piping
2. Stripping/Spray Lines
The Spray Header is led between No. 1 and No. 4 cargo tank and is connected
with crossovers at the shore connection.
One (1) spray connection is branched off the spray header and led to each cargo
tank.
The system is used for cooling down the cargo tanks before loading as necessary.
At initial cooling down, the liquid is fed from shore to the spray header through
the liquid crossover. The spray header is connected to two (2) groups of spray
nozzles in each cargo tank.
Liquid nitrogen is supplied to the LNG vaporiser through the spray lines from
the cargo manifold.
The liquid supply to the spray header is remotely controlled by throttling the
valve of the spray return line. The spray nozzles are located along the top edge of
the top chamfer of the tanks.
The nozzles in each cargo tank are installed depending on the tank size. The
capacity of the spray nozzles is decided based on the initial cooling down of the
cargo tank and cooling down before loading at the end of the ballast voyage.
Y-type strainer is provided in the spray lines to the nozzles in the tank.
The following valves are provided near each liquid dome:
- A hydraulic remotely operated globe valve and lift check valve for the
discharge line of each stripping / spray pump.
- A hydraulic remotely operated globe valve on the common line and
Part 4 Cargo System
LNGC GRACE ACACIA
hydraulic remotely operated globe valve for each spray nozzle inlet line.
- A hydraulic remotely operated globe valve on the spray return line.
- A hydraulic remotely operated globe valve for the connection to cargo
tank liquid branch.
3. Vapour Lines
One (1) vapour header is led between No.1 and No.4 cargo tanks, used for gas
handling operations such as loading and discharging of cargo, warm up and cool
down.
This header is led to each cargo tank via a vapour branch line, provided with a
manually operated butterfly valve and a spectacle flange, and connected to the
vapour crossover which leads to the shore connection.
One (1) vapour return line is provided between the H/D compressor discharge
and the vapour crossover at the shore connections for discharging cargo vapour
during loading, warming up, cooling down and inert gas purging operations.
Pressure control devices are provided to vent excessive boil-off vapour to the
atmosphere through No. 1 vent mast.
The pressure control of vapour to shore is provided by automatic remote control
from the IAS
4. Gas Pipe Connection
- One (1) vapour return/boil-off line.
- One (1) fixed tube for cargo sampling.
One (1) emergency vent header is led between No.1 and No.4 cargo tanks, used
for tank gas freeing operations.
This header shall be led to near each vapour branch line and connected to the
vapour branch line using an expansion bellows type spool piece which is
provided separately. The Emergency Vent line is not insulated.
5. Cargo Manifold
Loading stations are provided port and starboard on a platform above the main
deck as shown on the G.A.
The cargo manifold consisting of four (4) liquid lines and one (1) vapour line is
provided port and starboard on platforms above the main deck and is in
compliance with OCIMF standards at the loading and discharging ports.
The spacing between liquid and vapour lines is in accordance with loading and
discharging terminals’ arm locations and the distance between the ship manifold
flanges and the ship’s side is 3.5m.
Cargo Operating Manual
7. Boiler Fuel Gas Line
The distance between the bottom edge of the manifold flange and the top of the
deck or working platform is 900mm. During transportation of LNG at sea, gas vapour is produced due to the transfer
Water curtain pipes are provided at the ship’s side in way of each loading station of heat from the outside sea and air through the cargo tank insulation; energy is
to protect the side shell during loading and discharging. also absorbed from the cargo motion due to the vessel’s movement. Under
normal conditions the boil-off gas is used as fuel in the ship’s boilers.
The water curtain pipe shall be fitted with a drain valve at the lowest point.
The gas vapour is taken from the vapour header into the LD Compressors. It then
Sea water for the sea water curtain is supplied from the fire and wash deck main passes through the LD gas heater before going to the ship’s boilers where it is
line near the loading station. burnt as fuel. The fuel gas pipe to the engine room is 300A and is fitted with the
fuel gas master valve (CG613) and a flow meter.
Sea water hose connections are provided for de-icing the cargo manifolds.
8. Inerting/ Aeration Lines
All remotely operated valves as well as emergency shutdown valves are operable
from the IAS and valves are capable of manual operation locally at the solenoid The system supplies inert gas or dry air to the cargo tanks and pipelines for
rack and by hydraulic hand pump in general. inerting and drying during refit periods.
The inert gas or dry air is supplied from the inert gas generator situated in the
There are no permanent connections between liquid and vapour headers.
engine room.
Spool pieces or equivalent are provided for temporary connections.
The line is connected to the gas header and the liquid header by means of Blind
Flange Valve and spool piece.
Lifting and support arrangements for spool pieces and small davits for handling
manifold blanks and adaptor pieces are provided. By selective use of the spool pieces it is possible to inert/aerate all or any single
cargo tank.
Expansion and/or sliding arrangements for shore connections to compensate for
thermal connection of the cargo lines are provided.
6. Vent Masts for Cargo Tanks
Four (4) vent masts are provided and fitted with a nitrogen purging connection
complete with isolating valve.
The vapour header is permanently connected to the forward vent mast which is
fitted with a pressure control valve and a trip closing arrangement, operated from
the IAS & W/H, with a manual override.
The vent mast is of stainless steel pipe (SUS 316L). A bottom plate and a drain
connection with a small drip tray is provided at the bottom of each vent mast.
A ladder is fitted on the vent mast for access to the head of each mast top, and
wire rope stays are provided to prevent vibration of the mast.
The top of each mast is fitted with a stainless-steel wire-mesh protection screen,
cowl and drain provision, and designed to prevent rain from entering the mast
but allow gas to escape vertically upwards.
An access platform is provided for maintenance.
4 - 13 Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

8. Torque Management Cryogenic Flange 600 24 809.4

650 26 186.8
The following procedure for tightening bolts and nuts to be used.
700 28 203.4
a) The threads on bolts and nuts to be brushed if necessary. 750 30 187.9

b) The gasket to be placed and the nuts to be screwed on bolts by hand.

c) Tighten the nuts diagonally

i.e. eight (8) bolts flange adopt the following tightening order :
1–5–7–3–8–4–6–2

The nuts to be tightened four (4) times as follow by using torque wrench.

(1) 1st tight : 20 % of tightening torque given on page 8 thru 7.

(2) 2nd tight : 50% of tightening torque given on page 8 thru 7.

(3) 3rd tight : 80% of tightening torque given on page 8 thru 7.

(4) 4th tight : 100% of tightening torque given on page 8 thru 7.

Nom. Dia
Tightening Torque N-M
(mm) Inch
15 ½ 20.0
20 ¾ 28.0
25 1 32.0
32 1+¼ 42.6
40 1+½ 55.5
50 2 90.5
65 2+½ 108.9
80 3 133.3
100 4 99.1
125 5 151.4
150 6 179.8
200 8 229.3
250 10 258.6
300 12 307.2
350 14 413.4
400 16 486.3
450 18 625.3
500 20 609.7
550 22 698.2

4 - 14 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.2 Cargo Tank Pressure Control System inhibit order is set from the wheelhouse or telegraph astern signal. In this mode Vapour Header Pressure and Tank Pressure
manual operation of the vent mast valve is not available. The tank protection
4.2.1 Cargo Tank Pressure Control vent mode will override the manual vent inhibit and open the valve under high
pressure relief 25 kPa g
vapour header pressure.
valve open
1. Over Pressurizing This function has first priority. 24

To protect the cargo tanks from being over pressurized due to natural boil off, the 2. Tank Protection Vent Control 23 vent valve open
gas has to be burned by the boiler or vented to atmosphere. The LD compressors - Trip spray pump PAHH
- Close spray valve 22
will supply the natural boil off gas to the boilers as fuel gas to keep the vapour In the tank protection vent mode, the vent control valve CG701 will open to full
header pressure stable. flow (100% capacity) when a pressure on the vapour header exceeds the set 21
vent valve close
value 23 kPa. The valve will stay in this mode until the pressure registered on the PAH PAHH Trip vaporizer
If the boilers require less fuel gas than that which is naturally boiling off, the vapour header drops below 21 kPa at which point the valve will close. In the 20
vapour header pressure will increase. To prevent this increase in the pressure the tank protection vent mode, the manual vent is inhibited and vent control at vent PAH
19 steam dump
boiler control system will have to use more fuel gas thus producing more steam mode is disabled and manual operation of the vent valve is not available.
than is needed for the steam system. This excess steam has to be dumped. Vapour venting valve is locked in auto mode.
This function has second priority.
2. Under Pressurizing

To protect the cargo tanks from being under pressurized the LD compressor logic
OPEN : 23 kPa
Vent
has two (2) tank pressure protection controllers; one for Ballast mode and one for 15
Laden mode. CLOSED : 21 kPa Mast
The controller for the LD compressor shall limit the compressor capacity when Vent 7 ~ 19 kPa g
(Operation Range)
the vapour header pressure falls below a set pressure of 2 kPa.
Control
PT
When the vapour header pressure falls to 3.0 kPa, a FO Auto Backup signal will H Valve
be sent to the burner management system (BMS) to start a FO burner. The FO
Auto Backup signal will be reset when the pressure increases to 3.5kPa..

At Very Low cargo header pressure (2.0 kPa) a FO Boost Up signal will be sent CG701 9
to the boiler management system and the LD compressor stop sequence is
initiated.
7
The ‘Ballast’ and ‘Laden’ mode controllers will limit the available BOG flow to 3. Vent Control at “Vent” Mode
the boilers when the cargo header pressure falls below a set pressure.
FO Backup Reset Order 5.5
In vent mode, the IAS controls the opening of the vent control valve (CG701)
FO Backup Order 5
4.2.2 Cargo Tank Vent Control according to the vapour header pressure while BOG is being routed to the engine
room for burning in the boilers. In this mode, the manual operation of the control 4
Vent control valve CG701 is controlled from the IAS and has four control levels valve is available. In this mode the vent valve is opened 100% and closed 0%. Pumps start PAL
3.5
PAL
This function has third priority. interlock 3
as follows:
- Trip cargo pumps PALL PALL - FO Boost up
- Trip HD compressor TPS1 2 - Close Gas
1. Vent Inhibit 4. Manual Operation - Close spray valves Master valve
2. Tank Protection vent Control. - Trip LD compressor
3. Vent Control at “Vent” mode. When any of the above automatic controls are not activated, the IAS doesn’t 0.3 PAVL - ESD
4. Manual Operation. manipulate the valve position controller and the vent valve can be manipulated 0

by the operator. Vacuum relief

The order of the control priority is : 1 > 2 > 3 > 4 -1
valve open
Tank Pressure Vapour header
When the vent control valve is under automatic control of the IAS (under the
1. Vent Inhibit pressure
conditions 1, 2, 3 above), point mode of the valve position controller is fixed at
P-AUTO mode, and manual operation of the point is not available.
In the manual vent inhibit mode, the vent valve will stay closed when the vent

4 - 15 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.2.3 Mode Selection

Fig. 1 Ballast and Laden Mode Logic
1. Ballast and Laden Mode

There are two pressure controllers, one for Laden Voyage and one for Ballast
Voyage, in the GMS that tell the Burner Management System (BMS) how much
boil-off gas is available to the burner or how much gas has to be released to Vapour Header Main Pressure (Abs)
atmosphere to keep the vapour header pressure at its set point.

Manual inputs are the “Estimated BOG Flow” in Laden and Ballast mode and the Vapour Header Main Pressure (Gauge)
pressure selection switch that enables the operator to select between absolute or
gauge pressure (for Laden mode).

The pressure controllers will protect the cargo tanks and adjust the “Available
Gauge Abs
BOG Flow” according to its set point. To control the vapour header pressure
either the ballast or laden pressure controller will be active at all times.
Est. BOG Flow Est. BOG Flow
The logic is the same for ballast and laden mode but separate controllers are used Ballast Mode (kg/h) Laden Mode (kg/h)
for the two.
Feed Ballast mode Set Feed Laden mode Set
Switching between Laden and Ballast mode is performed during loading /
unloading. press controller press controller
1) Pressure Sensor Mode

Voyage Mode Pressure Sensor

Ballast Gauge

Laden
Absolute
Ballast Laden
Gauge

Switching between absolute and gauge pressure is bump-less and can be

done at any time.

2) Failsafe Handling Ballast Mode Controller

Available BOG Flow (kg/h)

Cause Effect Comments
Vapour header pressure Controller put in manual
measurement signal mode with the current Gauge pressure
failure controller output

3) Failsafe Handling Laden Mode Controller

Cause Effect Comments

Vapour header pressure Controller put in manual
Gauge
measurement signal mode with the current
pressure
Failure controller output
Vapour header pressure Controller put in manual
Absolute
measurement signal mode with the current
pressure
Failure controller output

4 - 16 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.3.1a Main Cargo Pumps

324mm DISCHARGE
TERMINAL BOX

CABLE

BALL BEARING (UPPER)

1,780mm
Min. liquid level for initial & normal start up

STATOR COIL

SHAFT

2,270mm

ROTOR CORE

STATOR CORE

BALL BEARING (LOWER)

BALANCE SEAT

IMPELLER
600mm
for em'cy restart
Min. liquid level

SUCTION STRAINER
INDUCER

100mm (Thermal contraction

810mm :subject to vapour temp.
SUCTION 100 ±5mm
TANK BOTTOM

4 - 17 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.3 Cargo Pumps During the course of discharge, changes in flow rate and tank levels alter these ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the
readings. Thus the discharge valve have to be readjusted accordingly. tank(s) in question.
4.3.1 Main Cargo Pumps
Under normal conditions it should be possible to maintain the full discharge rate NOTE
1. General Description until the tank level approaches 1.98 m, at which time the pump will start to An insulation test of all pumps is to be carried out after leaving the loading
cavitate and lose suction as indicated by fluctuations in the discharge pressure port to establish that all pumps are operational and to allow time for the
Pump and ammeter readings. installation of the emergency cargo pump should it be necessary. Disconnect
Manufacturer: Shinko Ind. Ltd. the earth line of insulation monitor before carrying out this test.
Pump model: SM350 The discharge valves should be throttled to stabilize conditions and one pump
Capacity rated flow: 1,800 m3/h stopped if necessary. The remaining pump should be progressively throttled to NOTE
No. of sets: 8 (2 per cargo tank) maintain suction and prevent the operation of the motor low current trip. The pump should not be started or operated against closed discharge valve
Total head: 155 m due to potential damage which may result to insufficient cooling and
Design temperature: -163°C By trimming the vessel one (1) meter or more by the stern, it should be possible lubrication for motor and bearing and excessive vibration levels associated
Cool down time: 3 hours to reduce the amount of liquid remaining in the tanks to a minimum, if requested. with zero flow conditions.
Design pressure: 1 MPaG
Liquid spec. gravity: 0.5 The cargo pumps may be run in closed circuit on their own tanks by opening the
Shaft power : 469 kW loading valve. This may be required if the discharge is temporarily halted when
Efficiency: 81 % the tanks are at low level, thereby avoiding the problems of restarting with low
Direction of rotation: Clockwise viewed from motor level and low discharge pressure.
Discharge flange: ANSI 150 LB – 350A
Minimum starting level: 1.98 m The pump shall be tested before arrival at discharge port on calm sea condition,
Minimum restarting level: 0.8 m and during loading when the tank level is 4~5 m subject to terminal’s acceptance.
Pump down level:
At rated flow: 1.15 m The cargo pumps will be automatically stopped should any of the following
At minimum flow: 0.46 m occur:
Minimum flow: 720 m3/h
1) Cargo tank pressure low low (0.2 kPa)
Motor
Type: Vertical submerged 3-phase 2) Vapor header pressure below or equal to atmospheric pressure plus
Induction 0.3 kPa
Rated output: 575 kW
Synchronous speed: 1800 rpm 3) Extreme high level in cargo tank (99.5% volume)
Electric power source: AC 6600V / 60Hz
Rated current: 66 A 4) Activation of emergency shut down trip
Starting current: 400 A 12 push buttons and 12 fusible elements
Insulation class: Class F
Min. starting voltage: 85 % 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-own
Min. resistance value for starting: 5 MΩ
6) Motor single-phasing
The cargo tanks are fitted with two main cargo pumps. These pumps are vertical
single-stage centrifugal pumps with one inducer stage and driven by electric 7) Low motor current (32A)
motors. Each pump is rated to discharge 1,800m3/h at 155m head of LNG.
8) High motor current (electrical overload 66A)
For optimum discharge results, bulk discharge will be carried out with 8 pumps
running in parallel. 9) Low discharge pressure with time delay at starting

The pump discharge valves will be throttled to ensure optimum performance 10) Activation of ESDS
indicated by the pump performance graph.
11) Cargo tank level low

4 - 18 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.3.1b Main Cargo Pump Characteristic Curve

Characteristic Cuver of Pump Characteristic Cuver of Motor

Current I (A)

Slip S (%)
200 10 100
Total Head H (m)
Pump Down Hd (m)

Pump Efficiency E (%)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Efficiency η & Power Factor PF (%)

η
180 9 90

160 8 80 PF

200 H
140 7 70
(Height from Inducer Inlet)

150

120 6 60
100
E
80
100 5 50
60

80 4 40
40

500 20 0.50) I
P ( γ = 60 3 30
4 400 0
0.47)
3 300 P (γ = 40 2 20 S
2 200 Hs
20 1 10
1 Hd
0 0 0 0
0 500 1000 1500 2000 2500 0 20 40 60 80 100 120 140

Capacity Q (m3/h) Output (%)

4 - 19 Part 4 Cargo System

LNGC GRACE ACACIA
2. Operation
Preparation for Operation (Starting Condition)
1) The overall insulation resistance should be more than 5ΜΩ.
- An after turning off the power switch provided in the starter, insulation
resistance between the power cable terminal in the starter and the
grounding should be measured and recorded, using a 1000V megger.
- If the measurements are less than 5ΜΩ, the motor coil may be damaged,
so do not start the motor.
- The insulation resistance which has been once dropped lower
than the requirement may recover by leaving the motor coil for a long
time. Therefore, the insulation resistance of the motor coil should be
measured again before unloading without fail.
Start
- The insulation resistance value of 5ΜΩ is the minimum value for starting
the motor. The proper insulation value is more than 50ΜΩ, so it is
recommendable to trace the cause of deterioration of insulation resistance
and carry out the countermeasures after the pump operation when the
measured value is below that minimum value.
- In case the insulation resistance has lowered too much comparing the
value measured at last running, it is recommendable to trace the cause of
deterioration of insulation resistance and carry out the countermeasures
after the pump operation.
2) The liquid level in the cargo tank should be higher than the following:
- The pump starting liquid level of initial unloading is as follows:
1.98 meter or higher from the tank bottom.
- In case of restart after stopping the pump, the minimum pump starting
liquid level is as following:
0.8 meter or higher from the tank bottom
3) Pump and motor to be cooled sufficiently.
At least three hours must be passed after pouring LNG in the cargo tank.
Never operate the pump within three hours. Even if it is necessary to operate
the pump unavoidably, for instance during sailing, the temperature in cargo
tank must be less than minus 130˚C.
Cargo Operating Manual
CAUTION
It is necessary to cool down the each part of pump and motor sufficiently
before pump operation. In case the cooling down is too fast, the each part will
shrink irregularly, resulting in damage of the parts and ball bearing due to the
partial excessive heat strength. (In case of pouring the liquid directly to the
cargo tank, the speed of cooling down must be less than 50˚C/h.) When pump
is cooled down more than three hours, since the shrinking amount of each parts
is balanced. No excessive heat strength is occurred.
4) The cargo pump discharge valve should have a slight opening.
In order to reduce the water hammer at start-up the discharge valve opening
should be set at 18 ~ 25%. However, this valve opening should be modified
as required to reflect actual operating conditions in order to make water
hammer as small as possible.
1) Confirm that all the preparatory conditions described above are met.
2) Depress the start button to start the motor.
- Cavitation operation must not be carried out.
- The pump must not be operated under an idle condition (normal rotation,
opposite rotation) during purging, gas switching or the like.
- The pump must not be operated with the discharge valve fully shut.
CAUTION
If the discharge pressure dose not rise to the required value (0.6MPa) or greater
10 seconds after the start in direct on line starting, stop the motor immediately
and examine possible causes.
The excessively low discharge pressure means that the pump may be rotating in
the reverse direction. In that case, the two phases of the motor power cable
should be replaced with each other.
Running
3) Starting the motor should be carried out only one time whenever possible.
In the case of unavoidable restart, the frequency of starting should be,
according to the liquid level in the tank, as follows:
4 - 20
For 1.98 meters or more from For 0.8~1.98 meters from Tank
Tank bottom bottom
For starting at the time of the first unloading
The motor may be started and
stopped by inching continuously
twice. The second starting should be
The third starting should be carried out after more than 30min.
carried out after more than have passed after the first stopping.
15min. have passed after the
second stopping.
For starting after stopping continuous running
If the motor is stopped after continuous running, the following starting
should be carried out after more than 30min. have passed.
If the pump does not start with some problems in 3secs. After pushing the
start switch, the starting should be carried out after the problem has been
rectified and more than 30min. have passed.
The operation other than inching should be regarded as “Continuous
Running.” Hereupon, the inching means that the operating time is less
than 5minutes.
- Since the shock working upon the bearing at the time of starting decreases
the service life of the bearing, attention must be paid so that the frequency
of starting may be minimum whenever possible.
- Each time the motor is started, the temperature of the motor rises due to
generation of heat. If the temperature of the motor is high at the time of
starting, gas occurs in the motor, so that there is a fear of the bearing being
damaged or the coil being burnt. Therefore, the starting frequency of the
motor should be minimum whenever possible. The temperature of the
motor which has been subjected to continuous running and restrained
running (impossible start) is high, it is necessary to set the cooling time of
the motor until the next starting as described above.
1) It is desirable to operate the pump in a close condition to the rated flow.
When discharge pressure and electric current are stable after starting,
therefore, the discharge valve should be opened little by little immediately,
and unloading operation should be carried out as close to the rated discharge
flow as possible.
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

2) Even when running in a close condition to the rated flow is difficult, the CAUTION fig . Emergency Stop Button
flow rate should be always within the following range: If the motor stops during pump running, cargo liquid in the discharge piping
drops, so that the impeller rotates in an opposite direction, serving as a water
Minimum flow rate 720 m³/h wheel, and it takes several minutes to complete stopping. Stbd Cargo Pump Port Cargo Pump
If the motor is restarted during the opposite rotation, shock is given to the Em,cy Stop Button Em,cy Stop Button
Rated flow rate 1800 m³/h rotating element, and then there is a fear of causing some damages such as a
bending shaft.
Maximum flow rate 2160 m³/h

NOTE
The bearing may be damaged by cavitation, vibration, excessive thrust, or the
like, at the excessive large range (higher than max. flow rate) and at the
excessive small range (lower than min. flow rate).
Therefore, long running at any of other ranges than the above flow range must
be avoided. At the time of starting, carry out discharge valve slight opening
operations as short as possible, and after the completion of starting (stable
discharge pressure and current), open the discharge valve immediately and
increase the discharge amount to approximately rated flow.
3) When the liquid level in the cargo tank has become considerably low, the
operator should operate the pump while monitoring the discharge pressure
and electric current. When the discharge pressure or electric current
becomes unstable and begins to fluctuate or lower, it means that cavitation
has generated or the pump is being operated in a gas inclusion condition.
To prevent such states, the operator shall close down the discharge valve
gradually to decrease discharge flow until the discharge pressure and
electric current have become stable or have increased. Each time the
discharge pressure and electric current fluctuate or lower, repeat throttling
the discharge valve.
Stop
- If the cavitations or gas inclusion occurs on the pump, the vibration
increases and impact load will act on the bearing, and there is a fear of
shortening the bearing life.
- If liquid level becomes very low, there is a fear of cavitations operation. In
striping operation, it is necessary to carry out unloading work effectively
while avoiding cavitations and gas inclusion operation by carrying out
discharge valve operation carefully as described above while watching the
discharge pressure gauge and the ammeter.
4) During stripping operation, repeat discharge valve throttling operation
mentioned in the above section (c) well, and take great care not to occur
automatic pump stopping (low current trip of the motor) due to large
decrease in discharge pressure and electric current or manual stopping. (For
the pump which has started once, carry out discharge valve operation
carefully so as to carry out continuous running without stopping all the way
until the completion of stripping)
5) When the residual liquid in the cargo tank becomes extremely low even if
discharge valve operation as described above is repeated, it becomes
impossible to prevent large decrease of discharge pressure due to cavitations
or gas inclusion. In such a case, unloading by the pump is impossible, so the
pump should be stopped by hand immediately. When the liquid level in the
tank has reached a prescribed minimum level, the pump should be also
stopped by hand.
6) Do not operate the pump with the discharge valve fully closed.
- Be careful that the discharge valve may be fully closed immediately before
the completion of stripping.
- If the pump is operated with its discharge valve almost fully closed, the
liquid in the pump and motor may be heated and gasified. This may result
in seizure of bearings, rotating and stationary parts, and damage to the
motor coil or some other accidents. It may generate excessive thrust,
which may also lead to damage to the bearings. It should be noted that
these accidents may not occur during the operation with the discharge
valve fully closed immediately, however they become potential causes for
accidents during subsequent operation.
1) Ordinary stop
Depress “Stop” button with the discharge valve slightly opened or closed
condition to stop the motor. When closing the discharge valve, stop the
motor immediately.
Em,cy Cargo Pump Stripping Pump
Em,cy Stop Button Em,cy Stop Button
2) Auto stop
If current value becomes less than 32A, low-current trip stops the
motor automatically. (Time setting point: 5 sec)
If current value becomes less than 66A, the motor stops
automatically by high current trip. (Time setting point: 0 sec)
CAUTION
“Automatic stop device” is an emergency trip device to protect the pump and
motor from accidents. Therefore, at the time of the completion of unloading
work, the device should be set at “ordinary stop” (manual stop). Do not set it
at “auto stop” due to low current trip.
Measures after stop
1) To prevent mis-operation due to idle operation, be sure to turn OFF the
power switch of the starter.
2) When a large amount of gas which passes through the pump and discharge
piping in switching cargoes in the tank and other work even if the pump is
stopped, the impeller serves as a windmill and the pump shaft rotates. As a
result, the bearing is under a dry-operation condition, which may cause
some damages. Therefore, take a measure for not generating idle rotation
due to gas which passes through the pump.

4 - 21 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

3. Cargo Pump Start 4. Cargo Pump Stop The IAS has function for the operator to easily control the pump load with this
calculated by manipulating the pump’s discharge valve.1PID with gap controller
A cargo pumps order will activate a request to the Power Management System The cargo pump will be automatically stopped by pre-defined stop level. Also, it is applied for each pump’s load control and this controller’s output charges the
(PMS) for available electric power. If the IAS receives power available signal can be manually stopped at any time. position controller’s set-point so that manipulates pump discharge valve at the
from the PMS, the power available will be indicated on the IAS VDU. To avoid damage of the pump and the tank, the pump will be stopped if any of condition that control mode of position controller is in “CAS” mode.
the following trip causes are activated. Trip causes are as follows;
Before confirm the power available on the VDU, the operator should open the
discharge valve more than 5 % for minimum continuous flow. Also an operator
Cause Location
should open the discharge valve full open to re-circulate LNG to cargo tank
before pump start because it is necessary to take the time to stable the pump load TPS Activated ESDS
after a pump start. The manual Cargo pump start procedure is summarized as ESD Activated ESDS
follows. Motor Low Current CSBD
Motor Over Load CSBD
Single Phase run CSBD
Cargo
Cargo P/P
P/P Start
Start Emergency Stop RPB
Low Level IAS
Disch. V/V
>5% ?
Open Disch. V/V > 5% 5. Cargo Pump Load Control

YES

SET BY
Remote Select Remote Mode OPERATOR
Selected? (MCC)
NO SET BY
SET BY AUTO SEQ AUTO
OPERATOR
YES
P-AUTO

Power SET BY PID + GAP POSPROP

Check Starting Power (PMS)
Available? NO AUTO SEQ SP (REVERSE) CAS SP
P-AUTO OP
PV
YES
OPEN CLOSE
REQUST REQUEST
Ready To Reset Trip Causes
Start? NO (MCC) PV 100
R
PV(A)
VALVE POSITION

Close Isolating V/V

PUMP
CURRENT
P/P Disch.V/V

Open Fill V/V to 100%

Check Pump Disch. V/V *1) It should not be more than 25% in order It is possible to control the flow rate of the centrifugal type pump by
Position *1) to protect over current situation. manipulating the discharge valve.
The operator opens the discharge valve to increase the flow rate, which increase
pump load so that the motor current will be increased.
Start Cargo Pump The IAS calculates the pump load in percent by dividing current ampere with
rating ampere.
The calculating formula is as flow;

Current Ampere
Load (%) = X 100
Rated Ampere

4 - 22 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.3.2a Stripping/Spray Pumps

Discharge

230

+3.2
0

169
32

Upper Ball Bearing

Terminal Box
823

Stator Core
Min. Liquid Level

Rotor Core
for Start Up
610

NPSH Datum Line

Lower Ball Bearing

403

(Inducer Inlet)

Balance Seat
210

Impeller
Inducer
45

Suction
Φ320
+5
0
90

Tank Bottom

4 - 23 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.3.2 Stripping/Spray Pumps 4) Enable each cargo tank to be stripped as a much as possible for
reasons such as technical stop involving cargo tank entry.
1. General Description
For the stripping, the stripping/spray pump should be started early enough
Pump to avoid possible starting problems due to very low liquid level (0.22m).
Manufacturer: Shinko Ind. Ltd.
Pump model: SM65 The stripping/spray pumps will be stopped automatically should any of the
Capacity rated flow: 50 m3/h following occur:
Total head: 145 m
Design temperature: -163°C 1) Cargo tank pressure high-high (22.0 kPa)
Cool down time: 3 hours
Design pressure: 1 MPaG 2) Cargo tank pressure low-low (2.0 kPa)
Liquid spec. gravity: 0.5
Shaft power : 22.4 kW 3) The vapor header pressure is below or equal to the atmospheric
Efficiency: 46 % pressure plus 0.3kPa
Direction of rotating: Clockwise (Viewing from Motorside)
Discharge flange: ANSI 150 LB – 80A FF 4) Extreme high level in cargo tank (99.0% volume)
Minimum starting level: 0.71 m
Minimum restarting level: 0.31 m 5) Activation of the Emergency Shut Down System trip:
Pump down level: 12 push-buttons and 12 fusible elements
At rated flow: 0.37 m
At minimum flow: 0.23 m 6) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
Minimum flow: 20 m3/h down

Motor 7) Motor single-phasing (26A)

Type: Vertical Submerged 3-Phase Induction
Rated output: 30 kW 8) Low motor current (60A)
Synchronous speed: 3600 rpm
Electric power source: AC 440V / 60Hz 9) High motor current (Electrical overload)
Rated current: 60 A
Starting current: 380 A 10) Low discharge pressure with time delay at starting
Insulation class: Class F
Min. starting voltage: 85 % 11) Activation of ESDS
Min. resistance value for starting: 1 MΩ
12) Cargo tank level low low
A stripping/spray pump is installed in each cargo tank for cooling and forced
vaporization of LNG. It is rated at 50 m3/h at 145 m head of LNG. NOTE
An insulation resistance test of all pumps is to be carried out after leaving the
The pumps are started and stopped from the CCR via the IAS. In an emergency loading port to establish that all pumps are operational and to allow time for
all pumps will be stopped by activation of the Emergency Shut Down System the installation of the emergency cargo pump should it be necessary.
trip.

The instances when these pumps can be used:

1) Cool down the liquid header prior to discharging

2) Cool the cargo tank during ballast voyage prior to arrival at the
loading terminal by discharging LNG to the spray rails in the tanks

3) Pump LNG from the tanks to the forcing vaporiser or LNG Vaporiser
(emergency case) when forced vaporization of LNG in the boilers is
required

4 - 24 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.3.2b Stripping/Spray Pump Characteristic Curve

\
Characteristic Cuver of Pump Characteristic Cuver of Motor

Efficiency η & Power Factor PF (%)

Slip S (%)
Current I (A)
100 20 100
Total Head H (m)
Pump Down Hd (m)

Pump Efficiency E (%)

NPSHR Hs (m)

Shaft Horse Power P (kW)

90 18 90
η
80 16 80
PF
180
70 14 70
H
(Height from Inducer Inlet)

160

60 12 60
140

80 120
50 10 50 I
60
E
40 8 40
40

20
0.50) 30 6 30
P (γ =
20 0 S
0.47)
1.5 P (γ = 20 4 20

1.0 10
10 2 10
Hs
0.5
Hd 0 0 0
0
0 10 20 30 40 50 60 0 20 40 60 80 100 120 140
Capacity Q (m3/h) Output (%)

4 - 25 Part 4 Cargo System

LNGC GRACE ACACIA
2. Operation
Preparation for Operation (Starting Condition)
1) The overall insulation resistance should be more than 1ΜΩ.
- After turning off the power switch provided in the starter, insulation
resistance between the power cable terminal in the starter and the
grounding should be measured and recorded, using a 500V megger.
- If the measurements are less than 1ΜΩ, the motor coil may be damaged,
so do not start the motor.
- The insulation resistance which has been once dropped lower than the
requirement may recover by leaving the motor coil for a long time.
Therefore, the insulation resistance of the motor coil should be measured
again before unloading without fail.
- The insulation resistance value of 1ΜΩ is the minimum value for starting
the motor. The proper insulation value is more than 50ΜΩ, so it is
recommendable to trace the cause of deterioration of insulation resistance
and carry out the countermeasures after the pump operation when the
measured value is below that minimum value.
- In case the insulation resistance has lowered too much comparing
value measured at last running, it is recommendable to trace the cause of
deterioration of insulation resistance and carry out the countermeasures
after the pump operation.
2) The liquid level in the cargo tank should be higher than the following:
- 0.22 meter or higher from the tank bottom
3) Pump and motor to be cooled sufficiently.
At least three hours must be passed after pouring LNG in the cargo tank.
(Never operate the pump within three hours.) Even if it is necessary to
operate the pump unavoidably, for instance during sailing, the temperature
in cargo tank must be less than minus 130˚C
NOTE
It is necessary to cool down the each part of pump and motor sufficiently
before pump operation. In case the cooling down is too fast, the each part will
shrink irregularly, resulting in damage of the parts and ball bearing due to the
partial excessive heat strength. (In case of pouring the liquid directly to the
cargo tank, the speed of cooling down must be less than 50˚C/h.) When pump
is cooled down more than three hours, since the shrinking amount of each
parts is balanced. No excessive heat strength is occurred, and each part
becomes stable.
Cargo Operating Manual
4) The cargo pump discharge valve should have a slight opening.
Start
1) Confirm that all the preparatory conditions described above are met.
2) Depress the start button to start the motor.
- Cavitation operation must not be carried out.
(Especially, do not restart the pump if low current trip has been activated
in the low liquid level lower than the minimum starting liquid level.)
- The pump must not be operated under an idle condition (normal rotation,
opposite rotation) during purging, gas switching or the like.
- The pump must not be operated with the discharge valve fully shut.
CAUTION
If the discharge pressure dose not rise to the required value (0.5 MPa) or
greater 10 seconds after the start in direct on line starting, stop the motor
immediately and examine possible causes.
The excessively low discharge pressure means that the pump may be rotating
in the reverse direction. In that case, the two phases of the motor power cable
should be replaced with each other.
3) Starting the motor should be carried out only one time whenever possible.
In the case of unavoidable restart, the frequency of starting should be,
according to the liquid level in the tank, as follows:
For 0.71 meters or more from For 0.31~0.71 meters from Tank
Tank bottom bottom
For starting at the time of the first unloading
The motor may be started and
stopped by inching continuously
twice. The second starting should be carried
The third starting should be out after more than 30min. have
carried out after more than passed after the first stopping.
15min. have passed after the
second stopping.
For starting after stopping continuous running
If the motor is stopped after continuous running, the following starting
should be carried out after more than 30min. have passed.
If the pump does not start with some problems in 3secs. After pushing the
start switch, the starting should be carried out after the problem has been
rectified and more than 30min. have passed.
4 - 26
The operation other than inching should be regarded as “Continuous
Running.” Hereupon, the inching means that the operating time is less than
5minutes.
- Since the shock working upon the bearing at the time of starting decreases
the service life of the bearing, attention must be paid so that the frequency
of starting may be minimum whenever possible.
- Each time the motor is started, the temperature of the motor rises due to
generation of heat. If the temperature of the motor is high at the time of
starting, gas occurs in the motor, so that there is a fear of the bearing being
damaged or the coil being burnt. Therefore, the starting frequency of the
motor should be minimum whenever possible. The temperature of the
motor which has been subjected to continuous running and restrained
running (impossible start) is high, it is necessary to set the cooling time of
the motor until the next starting as described above.
Running
1) It is desirable to operate the pump in a close condition to the rated flow.
When discharge pressure and electric current are stable after starting,
therefore, the discharge valve should be opened little by little immediately,
and unloading operation should be carried out as close to the rated discharge
flow as possible.
2) Even when running in a close condition to the rated flow is difficult, the
flow rate should be always within the following range:
Minimum flow rate 20 m³/h
Rated flow rate 50 m³/h
Maximum flow rate 60 m³/h
CAUTION
The bearing may be damaged by cavitation, vibration, excessive thrust, or the
like, at the excessive large range (higher than max. flow rate) and at the
excessive small range (lower than min. flow rate).
Therefore, long running at any of other ranges than the above flow range must
be avoided. At the time of starting, carry out discharge valve slight opening
operations as short as possible, and after the completion of starting (stable
discharge pressure and current), open the discharge valve immediately and
increase the discharge amount to approximately rated flow.
3) When the liquid level in the cargo tank has become considerably low, the
operator should operate the pump while monitoring the discharge pressure
and electric current. When the discharge pressure or electric current
becomes unstable and begins to fluctuate or lower, it means that cavitation
has generated or the pump is being operated in a gas inclusion condition. To
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

prevent such states, the operator shall close down the discharge valve
gradually to decrease discharge flow until the discharge pressure and
electric current have become stable or have increased.
Each time the discharge pressure and electric current fluctuate or lower,
repeat throttling the discharge valve.
Stop
- If the cavitation or gas inclusion occurs on the pump, the vibration
increases and impact load will act on the bearing, and there is a fear of 1) Ordinary stop
shortening the bearing life.
- If liquid level becomes very low, there is a fear of cavitation operation. In
striping operation, it is necessary to carry out unloading work effectively
while avoiding cavitation and gas inclusion operation by carrying out
discharge valve operation carefully as described above while watching the 2) Auto stop
discharge pressure gauge and the ammeter.
which may also lead to damage to the bearings. 3. Manual Stripping/Spray Pump Start
It should be noted that these accidents may not occur during the operation After confirming the ready to start in the IAS, an operator should open the
with the discharge valve fully closed immediately, however they become discharge valve 5% for minimum continuous flow and reset of start blocking.
potential causes for accidents during subsequent operation. Also an operator should open the recirculation valve (strip/spray line pressure
control valve) full open the re-circulate LNG to cargo tank before pump start
because it is necessary to take the time to stabilize the pump load after a pump
start.
The Manual Strip/spray pump start procedure is summarized as follows.
Depress “Stop” button with the discharge valve slightly opened or closed
condition to stop the motor. When closing the discharge valve, stop the Strip/Spray
Strip/Spray P/P
P/P Start
Start
motor immediately.
Disch. V/V
>5% ?
Open Disch. V/V > 5%

- If current value becomes less than 26A, low-current trip sto ps YES
4) During stripping operation, repeat discharge valve throttling operation
mentioned in the above section 3) well, and take great care not to occur the motor automatically. (Time setting point: 5 sec)
automatic pump stopping (low current trip of the motor) due to large - If current value exceeds beyond 60A, the motor stops Remote Select Remote Mode (MCC)
automatically by high current trip. (Time setting point: 0 sec) Selected? NO
decrease in discharge pressure and electric current or manual stopping. (For
the pump which has started once, carry out discharge valve operation
YES
carefully so as to carry out continuous running without stopping all the way NOTE
until the completion of stripping) “Automatic stop device” is an emergency trip device to protect the pump and Ready To
motor from accidents. Therefore, at the time of the completion of unloading Reset Trip Causes (MCC)
Start? NO
NOTE work, the device should be set at “ordinary stop” (manual stop). Do not set it
If the motor stops during pump running, cargo liquid in the discharge piping at “auto stop” due to low current trip
drops, so that the impeller rotates in an opposite direction, serving as a water Check Disch. V/V ** **) It should not be more than 25% in order
wheel, and it takes several minutes to complete stopping. Measures after stop Position to protect over current situation.
If the motor is restarted during the opposite rotation, shock is given to the
rotating element, and then there is a fear of causing some damages such as a 1) To prevent mis-operation due to idle operation, be sure to turn OFF the
Open Return V/V
bending shaft. power switch of the starter.
to 100%

5) When the residual liquid in the cargo tank becomes extremely low even if
discharge valve operation as described above is repeated, it becomes
impossible to prevent large decrease of discharge pressure due to cavitation
or gas inclusion. In such a case, unloading by the pump is impossible, so the
pump should be stopped by hand immediately. When the liquid level in the
tank has reached a prescribed minimum level, the pump should be also
stopped by hand.
2) When a large amount of gas which passes through the pump and discharge
piping in switching cargoes in the tank and other work even if the pump is Start Strip/Spray Pump
stopped, the impeller serves as a windmill and the pump shaft rotates. As a
result, the bearing is under a dry-operation condition, which may cause
some damages. Therefore, take a measure for not generating idle rotation Start circuit of the CSBD interior will be released by a start-blocking signal from
due to gas which passes through the pump. the IAS. It is generated from the IAS to not permit starting without the discharge
valve open.

6) Do not operate the pump with the discharge valve fully closed. The start blocking functions for each pump in the cargo tank interior are
prepared in the IAS to prevent the strip/spray pump vibration and pressure surge
in the discharge line.
- Be careful that the discharge valve may be fully closed immediately before
the completion of stripping.
If the discharge valve position of each pump is less than 5%, the related pump
cannot be started by the start blocking function in IAS.
- If the pump is operated with its discharge valve almost fully closed, the
liquid in the pump and motor may be heated and gasified. This may result
in seizure of bearings, rotating and stationary parts, and damage to the
motor coil or some other accidents. It may generate excessive thrust,

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LNGC GRACE ACACIA Cargo Operating Manual

To start the pump, an operator should open discharge valve more than 5%. And It is possible to control the flow rate of the centrifugal type pump by First, confirm whether Pump’s state is Normal. A normal condition is that
to avoid damage of the pump, the pump cannot be started if any of following manipulating the discharge valve. pump’s alarm is in normal and pump can be operated in the remote side (IAS)
conditions is activated; The operator opens the discharge valve to increase the flow rate, which increase Next, after defining the initial load of the pump, open pump discharge valve to
pump load so that the motor current will be increased. the decided position.
- Cargo tank level is low-low than predefined set point as minimum level for Pump load can be indicated to though the current consumption if discharge valve
strip/spray pump start that can be set on schematic display.
is greatly opened. Change the position controller’s mode to ‘AUTO’ and input the set point valve to
manipulate the valve to the set point position. For the details, please refer to the
- Motor insulation low
Flow rate increases, the pump load increases and pump current increases. ‘Valve position control’
4. Strip/Strip Pump Stop Ampere meter in starter panel measures current, the IAS calculates pump load in
percent with this current and maximum current of pump. After confirming that pump discharge valve opens at set position, open the strip
Strip/spray pump will be manually stopped. To avoid damage of the pump and & spray header pressure control valve to 100 %. After header pressure control
the tank, the pump will be stopped if any of the following shutdown causes are So, it is possible for the IAS to keep or change the pump load by manipulating valve position 100 %, start the pump.
activated. Shutdown causes are as follows; the discharge valve according to pump load setting. It means that at cascade
mode, control loop is applied between discharge valve controller and pump load After pump star, input initial set point value to the pump’s load controller. Hen
Cause Location controller. change the pump discharge valve’s position controller to ‘CAS’ mode from
TPS Activated ESDS ‘AUTO’ mode and change pump load controller’s control mode to ‘AUTO’ mode.
1 PID with gap controller is applied for each pump’s load control and the Then pump’s discharge valve will be regulated according to the pump’s load.
ESD Activated ESDS controller’s output is pushed to position controller’s set-point that controls pump
Motor Low Current CSBD discharge valve at the condition that control mode of position controller is in After the preceding work has finished, input the set point value to the header
Motor Over Load CSBD “CAS” mode. pressure controller and change the return line valve controller’s control mode to
‘CAS’ mode from ‘AUTO’ mode and change the header pressure controller’s
Single Phase run CSBD
If motor load is higher than the set point value, the output of load controller control mode to ‘AUTO’. Then, the return line valve will be automatically
Emergency Stop RPB deceases to reduce motor load and consequently deceases discharge valve manipulated to keep the pressure that the operator entered as set point.
Low Level IAS position.
The motor load is converted to percentage value from the current of each pump.
5. Strip/Spray Pump Load Control The calculating formula is as flow;

Current Ampere
Load (%) = X 100
Rated Ampere
SET BY
OPERATOR
SET BY
SET BY AUTO SEQ
6. Strip//Spray Line Header Pressure Control
AUTO
OPERATOR
P-AUTO
Is case of achieving the cargo tank cool down work or making necessary gas
SET BY PID + GAP POSPROP with the forcing vaporiser or LNG vaporiser, strip/spray line header pressure
AUTO SEQ SP (REVERSE) SP
P-AUTO OP CAS should be kept at the constant pressure.
PV

OPEN CLOSE A throttling valve that is installed on the return line will be controlled according
REQUST REQUEST
PV 100
to the change of header pressure the keep the strip/spray line header pressure
R stable. If header pressure is increased more than set point, it required to close
PV(A) throttling valve, and to open throttling valve in opposite case.
VALVE POSITION

When LNG supply becomes to low, strip/spray header pressure does not
PUMP
CURRENT
approximate in the set point. In this case, operator must open the pump discharge
P/P Disch.V/V valve to increase the pump’s load.

If operator likes to start the strip pump by the sequence, refer to the ‘Strip Pump
Start/Stop Auto Sequence Control.’ Here, the method for operator to start pump
will be explained by manual.

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.3.3a Emergency Cargo Pump

Terminal
Lifting Eye
Header Unit

Column Cover

1436.1
Hook Plate Set

Column

Liquid Dome Top Working Level

4020 x 6 Sets
Hang Plate

Approx. 29750
Guide Roller

2747
Earth Cable Support Rope

Power Cable
(Min. Liquid Level for Initial Start Up)
1694

1900

1600

(Min. Liquid Level for Restart)

850

375
171

Suction
Foot Valve
Φ520
120+35

Tank Bottom

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LNGC GRACE ACACIA Cargo Operating Manual

4.3.3 Emergency Cargo Pump A small flow of nitrogen should be maintained as the pump is being installed. 2) The liquid level in the cargo tank should be higher than the following:
(See section 7.5 Emergency Cargo Pump Installation)
1. General Description - The pump starting liquid level of initial unloading is as follows;
NOTE 1.6 meter or higher from the tank bottom.
Pump Before undertaking this operation it is important to reduce the tank pressure to
Manufacturer: Shinko Ind. Ltd. - In case of restart after stopping the pump, the minimum pump Starting
near to atmospheric pressure and to keep it at this level throughout the entire
Pump model: SMR200 operation. liquid level is as follows;
Capacity rated flow: 550 m3/h 0.85 meter or higher from the tank bottom.
Total head: 155 m
Electrical connections are made to the fixed junction box which is located
Operating temperature: -163°C 3) The opening degree of the pump discharge valve is to be fully closed.
Cool down time: 3 hours adjacent to each pump well.
Design pressure: 1 MPaG - If the opening degree of the pup discharge valve is excessive, water
Liquid spec. gravity: 0.5 A dedicated starter is available with one circuit breaker which is placed in the hammer occurs in the discharge piping and an excessive shock is given to
Shaft power: 161 kW No.1 cargo switchboard. This starter supplies all 4 fixed junction boxes. the ball bearing which may become the cause of trouble.
Efficiency: 72 %
Direction of rotating: Clockwise All safety devices are transferred to the emergency pump when the circuit 4) At least three hours must be passed after pressure in the column being
Discharge flange: ANSI 150 LB – 600A breaker is engaged, as they are the same for the main cargo pumps. stable.
Minimum starting level: 1.7 m
Minimum restarting level: 1.07 m NOTE - This cooling down time should be secured so that the pump and motor are
Pump down level: An insulation test of all pumps is to be carried out after leaving the loading to be cooled down to the same temperature with LNG approximately.
At rated flow: 1.19 m port in order to establish that all pumps are operational and to allow time for
At minimum flow: 0.69 m the installation of the emergency cargo pump should it be necessary. - If cooling down is not enough; it may cause bearing troubles and damages
Minimum flow: 220 m3/h of parts having small running clearance between rotational element and
The restart of pumps in normal operation is restricted depending on the liquid stationery element.
Motor level above the submerged electric motor. Pumps may not be restarted when the
Type: Vertical Submerged Start
tank liquid level is below 850 mm. The motor should be started only once as far
3-Phase Induction
as possible. If it is necessary to restart unavoidably, restart the motor after more
Rated output: 200 kW 1) Confirm that all the preparatory conditions described above are met.
Synchronous speed: 3600 rpm than 15 minutes has passed since motor stops.
Electric power source: AC 440V / 60Hz
2) Depress the start button to start the motor.
Rated current: 355 A 2. Operation
Starting current: 2500 A - Cavitation operation must not be carried out.
Insulation class: Class F Preparation for Operation (Starting Condition)
(Especially, do not restart the pump if low current tri has been activated in
Min. Starting voltage: 85 % the low liquid level lower than minimum starting liquid level.)
Min. Resistance value for starting: 1 MΩ 1) The overall insulation resistance should be more than 5ΜΩ.
- The pump must not be operated under an idle condition (normal rotation,
Each cargo tank is equipped with an emergency pump well or column. - After turning off the power switch provide in the starter, insulation
opposite rotation) during purging, gas switching or the like.
resistance between the power cable terminal in the starter and the
This pump well has a foot valve which is held by highly loaded springs in the grounding should be measured and recorded, using a 500V megger.
- The pump must not be operated with the discharge valve fully shut.
closed position.
- If the measurements are less than 1ΜΩ, do not start the motor because the
NOTE
motor coil may be burnt. Even if insulation resistance lowers, is
Should a failure of either one or both main cargo pumps in one tank require the When discharge pressure does not rise up more than 0.6 kPa within 10sec.
sometimes restored of itself after it is left as it is for a long time, so be
use of the emergency pump, the emergency pump is lowered into the emergency (full tank) to 60sec. (liquid level 2m) after start-up stop the motor
sure to measure the insulation resistance of motor coil again before
pump well after the well has been purged with nitrogen. immediately.
unloading.

The weight of the emergency pump overcomes the compression of the springs to
open the foot valve.

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.3.3b Emergency Pump Characteristic Curve

Characteristic Cuver of Pump Characteristic Cuver of Motor

Efficiency η & Power Factor PF (%)

Slip S (%)
Current I (A)
500 10 100
Total Head H (m)
Pump Down Hd (m)
NPSHR Hs (m)

Pump Efficiency E (%)

Shaft Horse Power P (kW)

450 9 90
η

400 8 80
PF
200
350 7 70
(Height from Inducer Inlet)

180 H
I
300 6 60
160

140
250 5 50
80 120 E

60 200 4 40

5 200 40
150 3 30 S
0.50)
4 20 P (γ =

0.47) 100 2 20
P (γ =
3 100 0

2
Hs 50 1 10
1 0
Hd
0 0 0 0
0 100 200 300 400 500 600 700 0 20 40 60 80 100 120 140
Capacity Q (m3/h) Output (%)

4 - 31 Part 4 Cargo System

LNGC GRACE ACACIA
3) Starting the motor should be carried out only one time whenever possible.
In the case of unavoidable restart, the frequency of starting should be,
according to the liquid level in the tank, as follows:
For 2.8meters or more from the For 2.05~2.8 meters from the
bottom end of foot valve bottom end of foot valve
For starting at the time of each unloading
The motor may be started and
stopped by inching
continuously twice. The second starting should be
The third starting should be carried out after more than 30min.
carried out after more than have passed after the first stopping.
15min. have passed after the
second stopping.
For starting after stopping continuous running
If the motor is stopped after continuous running, the following starting
should be carried out after more than 30min. have passed.
If the pump does not start with some problems in 3sec. After pushing
the start switch, the starting should be carried out after the problem has
been rectified and more than 30min. have passed.
The operation other than inching should be regarded as “Continuous
Running.” Hereupon, the inching means that the operating time is less
than 5minutes.
- Each time the motor is started, the temperature of the motor rises due to
generation of heat. If the temperature of the motor is high at the time of
starting, gas occurs in the motor, so that there is a fear of the bearing being
damaged or the coil being burnt. Therefore, the starting frequency of the
motor should be minimum whenever possible. The temperature of the
motor which has been subjected to continuous running and restrained
running (impossible start) is high, it is necessary to set the cooling time of
the motor until the next starting as described above.
- When the pump stops, LNG in the column flow reverse into the cargo tank
and pump runs reverse for long time. If starting the pump again at this
time, reverse torque actuate on rotational element and may cause bending
of the shaft and damages of parts.
Running
1) It is desirable that the pump should be operated as near the rated flow rate
as possible. Accordingly when discharge pressure and current have been
stable after starting, gradually open the discharge valve immediately, and
carry out unloading operation as near the rated discharge flow as possible.
When the operation is carried out with the discharge valve fully closed or
slightly opened, there will be a possibility of automatically stop of motor
owing to “low current trip,” so be careful.
Cargo Operating Manual
2) Even for carrying operation in other conditions than the rated flow rate,
take the following flow rate range:
Minimum flow rate 220 m³/h
Rated flow rate 550 m³/h
Maximum flow rate 660 m³/h
NOTE
Except above range of flow, the ball bearings may be damaged by cavitation,
vibration, excessively large thrust and so on. Therefore, avoid long operation
out of the above flow rate range. After completion of start-up (after the
discharge pressure and electric current have settled), immediately open the
discharge valve and increase the discharge flow up to the rated flow.
3) If liquid level in the cargo tank has become relatively low, always monitor
and watch the variation of discharge pressure and electric current during
operation.
- If discharge pressure and electric current are unstable and begin to change
or drop; the pump may be in cavitations or gas inclusion operation.
Throttle the discharge valve gradually to decrease discharge capacity of
the pump until discharge pressure and electric current has become stable
or has risen. Each time discharge pressure and electric current fluctuate or
drop repeat throttling operation of the discharge valve. But the pump must
not be operated below the minimum flow.
- If the pump is operated in cavitations or gas inclusion, vibration becomes
large, and impact load works upon the ball bearings, so the service life of
the bearings may be shortened.
- If liquid level is excessively low, there is a fear of cavitations or gas
Inclusion. In stripping operation, therefore, it is necessary to conduct
unloading work efficiently; avoiding cavitations and gas inclusion by
carrying discharge valve operation carefully as mentioned above,
watching the discharge pressure gauge and the ammeter.
4) During stripping operation, repeat discharge valve throttling operation as
mentioned in the above (c), and take great care so as to prevent automatic
pup stopping (low current trip) due to excessive drop of electric current.
In the pump which has been started once, care must be taken so as to
perform running without stopping all the way until stripping has been
completed.
4 - 32
NOTE
If restarting the pump is done after the pump stops during striping operation,
the bearing or other part may be damaged. The higher the cumulative
frequency of restarting is, the higher the possibility of some accident may
become with increasing speed. When the motor stops during pump running,
cargo liquid in the column drops, the impeller rotates reverse, serving as a
water wheel, and needs several minutes before complete stopping. If restarting
the motor is done during this reverse rotation, a shock is given to the rotating
element, resulting in the bending of the shaft and damage of other parts.
5) If remaining liquid amount in the cargo tank is excessively small even by
repeating discharge valve operation a mentioned above, it will become
impossible to prevent discharge pressure from dropping remarkably due to
cavitations or gas inclusion.
If so, unloading by the pump is impossible to carry out, so the pump must
be stopped manually. Moreover, if liquid level in the tank has reached
the specified level, the pump must be stopped manually.
6) Do not close the discharge valve completely during pump operation.
- There is a possibility of motor auto stop by the “low current trip” when the
pump is operated with the discharge valve fully closed or slightly opened.
- Although it is not the case of auto stop, shut-off operation should be less
than 15 seconds.
- If the pump is operated with the discharge valve fully closed or
approximately fully closed, liquid in the pump and the motor is heated and
liquid is gasified, so that the bearing, and the rotating part and the
stationary part may be seized each other, thus causing troubles such as a
damage of motor coil. Besides, an excessive thrust may be generated and
there is a possibility of bearing damage. Be very careful that a shut off
operation may be possible causes of troubles thereafter even if a trouble
would not happen at the time of shut-off operation.
Stop
1) Ordinary stop
- It is recommended to stop the pump at the condition of discharge valve
opening is as small as possible (motor low load condition)
- There is a case of motor auto stop by the “low current trip” when
discharge valve is closed or slightly opened.
- Stop the motor immediately when discharge valve is closed, even though
the motor does not stop automatically.
2) Auto stop
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

- If current value becomes less than 146A, the motor stops

automatically by low-current trip. (Time setting point: 5 sec.)

- If current value exceeds beyond 353A, the motor stops automatically

by high current trip. (Time setting: 0 sec.)

NOTE
Automatic trip device is an emergency trip device for protecting the pump and
motor from trouble. Therefore, the pump should be stopped manually as much
as possible.

Steps to be taken after stopping

1) To prevent dry operation and mis-operation, be sure to turn off the power
switch of the starter.

2) If the amount of gas which passes the pump and discharge piping is large
when carrying changing –over of tank loading or other work even with
the pump stopped, the impeller serves as a wind mill, and pump shaft
rotates, so that the bearings are in a dry condition and could be damaged.
Therefore, take proper steps not to make dry operation by gas passing
through the pump.

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LNGC GRACE ACACIA Cargo Operating Manual

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4 - 34 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.4.1a HD Compressor

COMMON
TRIP
PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI A A
11 11 1A 2A 2A 2B 2B VENT 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER

CRYOSTAR
I2 I1 I2 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A I2 9A 8C 10A READY TO START
A L L
COMMON ALARM MOTOR

4-20mA
15.1

4-20mA
PSL A 15.10

4-20mA

4-20mA
A A
8A A
TSHH TSH TSH TSL TSHH TSL TSH HEATER POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH TRIP
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EXTERNAL
F 2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 SHUTDOWN
11 PT 10A 10B
EMERGENCY POWER ON EMERGENCY
D 8
PCV STOP STOP
11 5
PI TE TE TE TE TE L L L HS
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
11 COMPRESSOR READY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR AUX. L.O. PUMP READY TO START
COMPRESSOR
5 CA HSH

4-20mA

4-20mA
F PCV
INSTRUMENT AIR 8 15 15.2
3
DRTD FLASH START REMOTE START
LIGHT COMPRESSOR COMPRESSOR
SURGE CONTROL C HSL
15.2
4-20mA PT
ZI PDI PDI FIC 2A L STOP REMOTE STOP
4-20mA PT B BULKHEAD
3A 1 1A/1B 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PDI 4-20mA PI PT PT TE TE TI SYSTEM
1 2 1 2 2A 2B 2 E-MOTOR ABNORMAL LAMP COMPRESSOR
4-20mA

4-20mA

4-20mA

TEST RUNNING
L
T
15.8
OC
8 TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
OIL COLLECTOR ABNORMALFLASH LIGHT
FG OIL FILTER
84 STOP
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI BULKHEAD TROUBLE
1
1 FG
88
CV PDI PDI PDT PDT PDI
ZSL ZSH F PSV PSV V 6A 7A 7B
1 1 IGV 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
COMPRESSOR 6A Set : 8 bar 7A
1.5 7A

FE A
1 MAIN
OIL PUMP V DV COMPRESSOR ROOM
PSV

1.5
6B 6B 6 MOTOR ROOM
YE AUX. OIL
TI 9 F L.O. OP CV LOCKED
COOLER V
1 5C FILL V PUMP 6B 6B OPEN
6F
Legend DV YET
YET 6C
TT TE 1 99 B
1 1 LSL LOCKED
Cargo Control Room T Trip Circuit 5 OPEN EM
6 HS
C TCV
ZT 15.3
ZSL LG 6 6
Local Instrument A Alarm Circuit 3
3 5 RESET
START STOP TI TI
PCV OIL TANK L.O. PUMP L.O. PUMP 6A
TSH TI 6B
3C ZE ZI 5 PI
Local Panel Instrument I1 Start-up Interlock L.O Pump 3 3 5A HSH HSL EMLH OIL PUMP
6 6 6 RUNNING L 6B
V TSL
3C 5

FEEDBACK
Remote Panel Instrument I2 Start-up Interlock Machine P CUSTOMER
4-20mA

PI AUX. L.O. PUMP

TCV H
5 MOTOR FAIL
5 CRYOSTAR
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
Key 3 3 3 EMY
L/R 6 WATER
PI OUT
LNG Vapour Line YSH YT YSHH YLHH YI AUX. READY TO AUX. L.O. PUMP READY TO START
9 9 9 9 9 L.O. PUMP START AUX. OVERLOAD AUX. L.O. PUMP
DV
L.O Line HY A A A 5 RUNNING L.O. PUMP
PCV 3 T
I2 3A I/P I2 I1 I1 A
Steam Line

Fresh Water Line ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH
1 1 3 1 3 3 5 5 5 9 9 9
Instrument Air Line CLOSEDOPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL STEAM INLET STEAM OUTLET START STOP
4-20mA

4 - 35 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.4 Cargo Compressors - Oil mist separator The clogging indicator indicates the pressure drop across the operating filter, and
- Lube oil immersion heater provides an indication of the condition of the filter element. Differential pressure
General - El. Motor driven auxiliary lube oil pump over 0.2 MPa indicates that the filter element needs changing. A flow orifice
- Gear driven main lube oil pump regulates the oil flow and (oil) pressure to the bulkhead seal. This oil is used for
Two High Duty (HD) compressors, installed in the cargo compressor room on the lubrication of the bulkhead/ shaft seal and returns back to the oil tank.
deck, are provided for handling gaseous fluids, LNG vapour and various - Oil cooler
mixtures of LNG vapour, inert gas or dry air during the cooling down, cargo - Duplex oil filter
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
operation and tank treatments. - Gear coupling (low speed)
valve sets the supply pressure to the bearings. Excess oil bypasses the machine
- Bulkhead/ shaft seal and returns directly to the reservoir. The pump relief valve acts as back up valves
Two Low Duty (LD) compressors, installed in the compressor room on deck, are - Main drive electric Motor
provided for handling the LNG vapour for the boiler produced by the natural boil and is set at 0.8 MPa .
off and forced vaporisation, which is used as fuel.
2. Compressor Systems The lube oil flow is then directed to the gear box where the lube oil is injected
The HD and LD compressors are driven by electric motors, installed in an into the bearings. Separated pressure switches are provided:
electric motor room segregated from the compressor room by a gas tight Compressor
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal. One does activates the alarm and energise the auxiliary lube oil pump and the
The skid-mounted compressor features a plug-in closure assembly, which allows second is set to shutdown the system when the pressure falls below minimal
4.4.1 HD Compressors for quick replacement of the rotating portion and adjacent stationary components. pressure. The seal gas is applied outboard of the lube oil seal. Preventing the lube
The compressor portion of the machine is of axial inflow type, with variable inlet oil mist from entering the process stream and avoiding cold gas flow into the
Specification guide vanes. The compressor has been designed to operate over the range of gear box. Temperature sensors at the main bearings sense the oil outlet
HD Compressors pressures and flow rates. Proximity probe pick-ups are provided to allow the temperature of the bearings.
Manufacturer: Cryostar monitoring of the compressor shaft vibration.
Model: CM 400/55 Nominal temperature range is 45℃ to 50℃ for the gear bearings. The high
Type: Centrifugal Single stage Fixed speed Seal gas system temperature condition (60℃) will cause actuation of the alarm relays.
with adjustable guide vanes
No. of Sets: 2
The seal gas system is provided to prevent lube oil mist from entering the The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Volume flow: 32,000 Nm3/h
process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is lube oil and seal gas. The seal gas is vented from the reservoir through a mist
Inlet pressure: 103 KPa
Outlet pressure: 196 KPa applied between the gear shaft bearing and the compressor wheel. The seal gas is separator and piped away to the atmosphere.
Inlet temperature: -140°C dry nitrogen produced by the nitrogen generator on board. The seal gas system
Outlet temperature: -111.0°C features a pressure control that is a function of the compressor outlet pressure. Surge control system
Shaft speed: 11,200 rpm Seal gas entering the gear box from shaft seals is returned to the lube oil sump,
Inlet guide vanes setting: -30 to +80 deg separated from the oil and vented to atmosphere. An automatic surge control system has to be provided to protect the machines
Efficiency: 80% from inadvertently operating in surge.
Lube oil system
HD Compressor Motor Compressor surge is characterized by erratic compressor inlet and discharge
Electric source: 6,600 V/60Hz Oil from the gear box is stored in a vented 400 liter lube oil sump. The oil sump pressure and (usually audible) flow pulsation. It is caused by flow instability in
Power: 900 kW includes an integral steam immersion heater. Set-points for the lube oil system the compressor. Severe compressor surge causes shaft vibration to increase and
Speed: 3565 rpm controls are listed on table. Lube oil is supplied from the sump through separate may result in severe damage to the compressor
suction strainer screens and two lube oil pumps. The outlets from the lube oil
1. Description of equipment pumps are through check valves to a common lube oil line in order to prevent The two compressors are equipped with an automatic surge control system; using
back-up oil under pressure from entering the non-operating pump lines. The low a by-pass valve responding to a low flow controller. The inlet guide vanes on
The compressor system is skid-mounted as shown on the equipment layout speed shaft gear drives the main operational pump. Upon failure of the lead both compressor suction sides will be controlled by a process loop. Speed and
drawing. The P&I diagram presents a complete flow schematic for the pump, the stand-by electric pump is ENERGIZED immediately and a remote inlet guide vanes control the flow.
Compressor System. The system consists of a direct-coupled compressor with alarm indicates that the auxiliary pump is operating.
integrated gear box, and the following sub-systems.
Inlet Guide Vanes
The lube oil passes through the heat exchanger where it is cooled. The thermal
A self-contained lube oil system for lubrication of the gears and rotor bearings in bypass temperature control valve prevents overcooling of the lube oil within a To achieve the required gas flow, the compressors have inlet guide vanes fitted at
the gear box, a seal gas system, and a control and indicating system for limited range (38 to 47℃) the suction ends. The vanes are operated by pneumatic actuators which receive
monitoring and safe operation of the unit (local panel and sub-station)
control signals from the flow controller. Rotation of the vanes is possible through
The sub-systems contain the following main components: Then the lube oil passes through either of two filters. The position of the an indicated angle of 80˚ to -30˚. The position is indicated both locally and at the
changeover valve determines through which filter the lube oil passes. cargo control room.
- Compressor inlet guide vane actuator

4 - 36 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.4.1b Performance Map of HD Compressor

HD-Single Speed Motor
N=11200 rpm
Operating Point

2.1

Adiabatic Head Rise

(kj/kg)
90

1.9
80

1.7
o
ati
70

R
re
su
60 e

1.5
es
e Lin

Pr
g
Sur

)
(1
50

te
No
Case 1

e
Se
40

3
1.
Max.
30 0˚
5
1.1 20
+50˚
(2)
etting
10 +70˚ id e V ane S
u
Min. Inlet G
0
0 10.0 20.0 30.0 40.0
2.0 1.0 0.8 0.6 Volume Flow (103 m3/h)

Density (kg/m3)

In
-140 le
tT
-120 em
-100 per
at
-80 ur
-60 e
(℃
-40 ) 10.0 20.0 30.0 40.0 50.0 60.0
-20
0 Mass Flow (103 kg/h)
20
16
18
20
Note :
ol ht

22
Km eig

1. Minimum flow from ship when recycle loop is open.

)

24
(k ld W

26
2. IGV setting indicative only and subject to change,
o

28
g/
M

30 will be confirmed during testing.

4 - 37 Part 4 Cargo System

LNGC GRACE ACACIA
3. Operation
Operation of the compressor system requires following a systematic procedure to
ensure that an adequate and constant supply of lube oil is available to the
machine that the seal gas system is operative and that product is available to the
machine for processing.
Before starting the system, make sure that the external seal gas supply is
connected and available to the skid, that the external air pressure supply for
operation of certain of the system controls is connected to the skid, that the water
cooling system is connected and operational and that process gas is available to
the inlet of the compressor.
Monitoring for HD Gas Compressor
a) Instrument air
b) Electrical system
c) Compressor purge system
Sub-system Start-up
This section covers procedures necessary to start the subsystems and establish
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
water required to safety start the compressor. These instructions provide a
systematic procedure for a safely start-up of the compressor system.
Preliminary checks:
(Principally for initial commissioning of the installation only)
Before any mechanical equipment is put into operation the following main
check points should be observed:
- Check fixing bolts and retightens if necessary.
- Verify allowable forces and moments of process piping connections.
- Check if inlet screen on process side is installed and is clean.
- Remove inlet process pipe and turn by hand the wheel (Rotor).
Cargo Operating Manual
- Remove low speed coupling.
- Operate idle motor and check for correct rotation.
- Clean lubrication system with oil reservoir including chemical cleaning
and passivation where required.
- Clean and check cooling water system. Open block valves of cooling
water supply and return lines.
- Fill-up oil reservoir and the chamber of the steam heater with the
specified oil.
- Check seal gas system.
- Check circulation of lubricant and verify that all oil supply valves have
been opened before the start-up.
- Check vent system of oil tank and mist separator.
- Check and operate inlet guide vanes (IGV) actuator.
- Check alignment of gear and motor shafts.
- Install low speed coupling.
Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter. With local pneumatic
control station, set to MAN. Stroke IGV actuator and observe for full stroke.
Adjust for 0% position (IGV’s in start position).
Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
and check lamps. Check if all indicators work correctly.
Long period :
After a period of non-operation of more than 8 days without seal gas and
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15°C.
- Open purge inlet valve.
- Purge system for 10 min. minimum when compressor main inlet and outlet
valve are closed (on process side) until all possible NG introduced within
the machine has been exhausted. Flow minimum 12Nm3/h at 150 kPa max.
- Close by-pass valve and apply seal gas.
Short period :
During periods of less than 8 days of non-operation without seal gas it is
recommended to pressurise the unit with warm and dry air to max. 30 KPa
over-pressure, while the compressor main inlet and outlet valves are shut.
- Open purge inlet valve.
4 - 38
NOTE
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen)
are necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by
under gas for extended periods.
d) Seal gas system
- Open seal gas inlet valve.
- Check if filter element of seal gas regulator is clean and adjust the seal
gas supply.
- If necessary, seal gas DP may be adjusted with seal gas regulator.
- As long as the seal gas system is on operation, the machine can be left
stand-by under gas for extended periods.
e) Lube oil system
- Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
prior to expected blower start-up time. The heater will automatically
switch of at ~25℃ lube oil temperature. Lube oil temperature should be
kept at 40 to 50℃.
NOTE
Do not start heating with steam heater without oil in the reservoir.
- Open bleed valves on top of filter to bleed air from both filters. After
bleeding air from filter, select filter, leaving other on stand-by. Adjust
lube oil supply pressure with press. regulating valve and check pressure
on. Check downstream lube oil pressure switch for correct readings resp.
settings.
- Test operations of auxiliary pump. On running machine check that stand-
by pump comes on automatically by lowering the lube oil pressure with
press. regulating valve.
CAUTION
The lube oil pump is not operating below 15 ℃.
f) Cooling water
- Open cooling water inlet/ outlet valves from oil cooler in accordance
with lube oil flow. Observe cooling water temperature rise on return line.
g) Surge control
The surge control system is provided to prevent inadvertent surging of the
compressor during start-up and steady state operation. The surge system is a
fully automatic system.
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

Compressor Start-up
a) Close the compressor casing drain valve.
b) Apply instrument air.
c) Check if oil temperature of oil tank is in accordance with table.
d) Apply seal gas.
e) Run auxiliary lube oil pump 15~30 min. prior to blower start-up time to
warm-up the gear box, bearings etc. and make sure that lube oil temp. is
30℃
f) Make sure that I.G.V position is set at 0% (start position)
g) Press the compressor reset button and check if all alarms/trip lamps are off
and if ‘ready to start’ lamp is on.
- Press the compressor start button.
- Observe that no alarm or trip spy-lamps are on.
- Observe bearing temperatures and vibration levels.
h) Switch I.G.V: position controller to automatic or manual mode without
bumping.
- Check that remote signal pressure: level is equal to manual pressure (0.06
MPa = 50% opening).
Compressor Start-up (Cont.)
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stop after start of main motor, while gears driven (main) pump delivers enough
pressure for oil system.
Observe the following parameters:
a) Seal gas differential pressure should read 10 to 20 KPa .
(Adjust supply reducer if required)
b) Lube oil supply pressure should read 200 ~ 250 kPa.
(Adjust supply regulator if required)
c) Lube oil supply temperature to gearbox should be higher than 30℃.
d) Check local panel for pre-alarm.
e) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage.
f) Check instrument set-points annually (when unit is not on duty) by supply and run the lube oil pump for at least 30 min. prior to start-up. Check
manipulation or simulation controls. the oil temperatures and pressures to be within prescribed limits.
Steady State Operation Emergency Shut Down
Performance may be expected in the indicated range of pressures and flow rates, The compressor may be rapidly shut down at any time by depressing the
providing that the following normal precautions are observed: COMPRESSOR STOP BUTTON at the compressor control panel or at any of
the remote stations. Any shutdown resulting from the compressor safety system
- Do not operate compressor in surge. Compressor surge is characterized by will accomplish the same result.
erratic compressor in let and discharge pressures and (usually audible) flow
pulsation’s. In the event of an emergency shutdown the following procedures should be
- There is no surge control protection while in the manual mode. Therefore, it followed:
is important to set up steady state operation and transition from manual to
a) Take all measures required by the plant contractor’s operating manual to
automatic surge control as quickly and smoothly as possible, per start-up
minimize the effect of the shut down on other process equipment.
instructions.
- Do not operate the compressor under conditions, which lead to excessive b) If shutdown occurred as a result of the safety system, reset the cause of the
thrust load (e.g. Surge, high pressures). malfunction before restarting.
- Check complete operating system for oil-, seal gas-, air-, water leaks and
product leakage regularly. Maintain reservoir level at the level indicated on The compressors are operated locally or from the IAS in the CCR
the reservoir sight glass. Check periodically.
Safeties in ESDS and Tank protection system:
- Check seal gas and lube oil filter pressure-drops regularly. Replace filter
elements as required z Manual switch off
- Do not operate the unit for longer periods while alarms are indicated. z Fusible plug melted
z Optical interface failure from shore
z Electric interface failure from shore
Compressor Shut Down
z Pneumatic press. Low in ship/shore communication
z Control air press. Low.
Voluntary shutdown is accomplished essentially by performing the operations of ESDS
z Cargo tank level extremely high (99.0%)
the preceding sections in reverse. The principal objectives are to take the
z Vapour header press Low Low (To within 2kPa)
compressor off the line without causing surge, and/ or major upsets to the other
z IS ESD SOL V/V Power fail.(3C, 4C, 8C)
process equipment.
z ESD logic fail
z Electric power fail ( port/starboard)
The proper procedure is summarized below:
z Hydraulic oil press Low
a) Close the compressor inlet guide vanes to 0% position. Tank
Protection z Cargo tank press Low Low (To within 2kPa)
b) Press the STOP BUTTON to shut down the main motor drive. Observe that
System
auxiliary lube pump starts.
Gas
c) Controller will open surge control valve. z Gas leak detected in Electric Motor or Cargo
Leakage
Machinery Room
d) The unit may be left in cold condition as long as the lube-oil and seal-gas Control
subsystems are operating satisfactorily. Restart the machine following the
procedures as described in the previous chapters. In case the units are going Safeties on local control system (oil temperature, oil pressure, discharge gas
to be shut down for a longer period of time the lube oil pump can be temperature, seal gas pressure and shaft vibration).
switched-off and the seal gas can be shut off after not less than 30min. after
compressor shut-down to keep cold from creeping towards to bearing.
e) In case the units are shut-down for a period of up to 1 hour with either no
seal gas or oil pump running (power failure) or both then restore seal gas

4 - 39 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

4 - 40 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.4.2a LD Compressor

COMMON
TRIP
PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI A A
11 11 1A 2A 2A 2B 2B VENT 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER

CRYOSTAR
I2 I1 I2 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A I2 9A 8C 10A READY TO START
A L L
COMMON ALARM MOTOR

4-20mA
15.1

4-20mA
PSL A 15.10

4-20mA

4-20mA
A A
8A A
TSHH TSH TSH TSL TSHH TSL TSH HEATER POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH TRIP
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EXTERNAL
F 2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 SHUTDOWN
11 PT 10A 10B
EMERGENCY POWER ON EMERGENCY
D 8
PCV STOP STOP
11 5
PI TE TE TE TE TE L L L HS
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
11 COMPRESSOR READY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR AUX. L.O. PUMP READY TO START
COMPRESSOR
5 CA HSH

4-20mA

4-20mA
F PCV
INSTRUMENT AIR 8 15 15.2
3
DRTD FLASH START REMOTE START
LIGHT COMPRESSOR COMPRESSOR
SURGE CONTROL C HSL
15.2
4-20mA PT
ZI PDI PDI FIC 2A L STOP REMOTE STOP
4-20mA PT B BULKHEAD
3A 1 1A/1B 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PDI 4-20mA PI PT PT TE TE TI SYSTEM
1 2 1 2 2A 2B 2 E-MOTOR ABNORMAL LAMP COMPRESSOR
4-20mA

4-20mA

4-20mA

TEST RUNNING
L
T
15.8
OC
8 TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
OIL COLLECTOR ABNORMALFLASH LIGHT
FG OIL FILTER
84 STOP
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI BULKHEAD TROUBLE
1
1 FG
88
CV PDI PDI PDT PDT PDI
ZSL ZSH F PSV PSV V 6A 7A 7B
1 1 IGV 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
COMPRESSOR 6A Set : 8 bar 7A
1.5 7A

FE A
1 MAIN
OIL PUMP V DV COMPRESSOR ROOM
PSV

1.5
6B 6B 6 MOTOR ROOM
YE AUX. OIL
TI 9 F L.O. OP CV LOCKED
COOLER V
1 5C FILL V PUMP 6B 6B OPEN
6F
Legend DV YET
YET 6C
TT TE 1 99 B
1 1 LSL LOCKED
Cargo Control Room T Trip Circuit 5 OPEN EM
6 HS
C TCV
ZT 15.3
ZSL LG 6 6
Local Instrument A Alarm Circuit 3
3 5 RESET
START STOP TI TI
PCV OIL TANK L.O. PUMP L.O. PUMP 6A
TSH TI 6B
3C ZE ZI 5 PI
Local Panel Instrument I1 Start-up Interlock L.O Pump 3 3 5A HSH HSL EMLH OIL PUMP
6 6 6 RUNNING L 6B
V TSL
3C 5

FEEDBACK
Remote Panel Instrument I2 Start-up Interlock Machine P CUSTOMER
4-20mA

PI AUX. L.O. PUMP

TCV H
5 MOTOR FAIL
5 CRYOSTAR
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
Key 3 3 3 EMY
L/R 6 WATER
PI OUT
LNG Vapour Line YSH YT YSHH YLHH YI AUX. READY TO AUX. L.O. PUMP READY TO START
9 9 9 9 9 L.O. PUMP START AUX. OVERLOAD AUX. L.O. PUMP
DV
L.O Line HY A A A 5 RUNNING L.O. PUMP
PCV 3 T
I2 3A I/P I2 I1 I1 A
Steam Line

Fresh Water Line ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH
1 1 3 1 3 3 5 5 5 9 9 9
Instrument Air Line CLOSEDOPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL STEAM INLET STEAM OUTLET START STOP
4-20mA

4 - 41 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.4.2. LD Compressors pressures and flow rates. Proximity probe pick-ups are provided to allow the the bearings. Separated pressure switches provided:
monitoring of the compressor shaft vibration.
LD Compressors One does activate the alarm and energize the auxiliary lube oil pump and the
Manufacturer: Cryostar Seal gas system second is set to shutdown the system when the pressure falls below minimal
Model: CM 300/45 pressure. The seal gas is applied outboard of the lube oil seal. Preventing the lube
Type: Centrifugal. Single stage. The seal gas system is provided to seal the compressor shaft opening from the oil mist from entering the process stream and avoid cold gas flow into the gear
Adjustable guide vanes. release of explosive LNG vapour. The seal consists of two chambers, with the box.
Volume flow: 8,500 Nm3/h first chamber on the impeller side allowing any leak off gas to be drawn back to
Inlet pressure: 103 KPa the suction side of the compressor, while the second chamber is fed with dry Temperature sensors at the main bearings sense the oil outlet temperature of the
Outlet pressure: 196 KPa
nitrogen. Seal gas is nitrogen produced by the nitrogen generator on board bearings.
Inlet temperature: -40˚C
Outlet temperature: 7.9˚C
The system is maintained by a pressure control valve where seal gas pressure is Nominal temperature range is 45 to 50℃ for the gear bearings. The high
Inlet guide valve setting: -30 to +80 deg
always higher than the suction pressure (usually adjusted at 50 kPa). To avoid temperature condition (60℃) will cause actuation of the alarm relays.
Shaft speed: 24,000 rpm
Efficiency: 77 % LNG vapour leaking to the atmosphere during standstill, a vent line valve is
LD Compressor Motor fitted which leads to No.4 vent mast. This vent line valve must be closed prior to The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Manufacturer: starting the compressor. lube oil and seal gas. The seal gas is vented from the reservoir through a mist
Electric source: 440 V / 30~60 Hz separator and piped away to the atmosphere.
Power: 300 kW Lube oil system
Speed: 3585 rpm Surge control system
Oil from the gear box is stored in a vented 400 liter lube oil sump. The oil sump
1. Description includes an integral steam immersion heater. Set-point for the lube oil system An automatic surge control system has to be provided to protect the machines
controls are listed in the table at the end of this section. Lube oil is supplied from from inadvertently operating in surge.
The compressor system is skid-mounted as shown on the equipment layout the sump through separate suction strainer screens and two lube oil pumps.
drawing. The P&I diagram presents a complete flow schematic for the Compressor surge is characterized by erratic compressor inlet and discharge
Compressor System. The system consists of a direct-coupled compressor with The outlets from the lube oil pumps are through check valves to a common lube pressure and (usually audible) flow pulsation. It is caused by flow instability in
integrated gear box, and the following sub-system. oil line in order to prevent back-up oil under pressure from entering the non- the compressor. Severe compressor surge causes shaft vibration to increase and
A self-contained lube oil system for lubrication of the gears and rotor bearings in operating pump lines. The low speed shaft gear drives the main operational may result in severe damage to the compressor
the gear box, a seal gas system, and a control and indicating system for pump. Upon failure of the lead pump, the stand-by pump is ENERGIZED
monitoring and safe operation of the unit (local panel and sub-station) immediately and a remote alarm indicates that the auxiliary pump is operating. The two compressors are equipped with an automatic surge control system; using
The sub-systems contain the following main components: a by-pass valve responding to a low flow controller. The inlet guide vanes on
The lube oil passes through the heat exchanger where it is cooled. The thermal both compressor suction sides will be controlled by a process loop. Speed and
- Compressor inlet guide vane actuator bypass temperature control valve prevents overcooling of the lube oil within a inlet guide vanes control the flow.
- Oil mist separator limited range (38 to 47℃)
- Lube oil immersion heater Inlet Guide Vanes
- El. Motor driven auxiliary lube oil pump Then the lube oil passes through either of two filters. The position of the
- Gear driven main lube oil pump changeover valve determines through which filter the lube oil passes. To achieve the required gas flow, the compressors have inlet guide vanes fitted at
- Oil cooler the suction ends.
- Duplex oil filter The clogging indicator indicates the pressure drop across the operating filter, and
- Gear coupling (low speed) provides an indication of the condition of the filter element. Differential pressure The vanes are operated by pneumatic actuators which receive control signals
- Bulkhead/ shaft seal over 0.2 MPa indicates filter element changing. from the flow controller.
- Main drive electric Motor
A flow orifice regulates the oil flow and (oil) pressure to the bulkhead seal. This Rotation of the vanes is possible through an indicated angle of 80˚ to -30˚.
2. Compressor Systems oil is used for the lubrication of the bulkhead/ shaft seal and returns back to the The position is indicated both locally and at the cargo control room.
oil tank.
Compressor
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
The skid-mounted compressor features a plug-in closure assembly, which allows valve sets the supply pressure to bearings. Excess oil bypasses the machine and
for quick replacement of the rotating portion and adjacent stationary components. returns directly to the reservoir. The pump relief valve acts as back up valves and
The compressor portion of the machine is of the axial inflow type, with variable is set at 0.8 MPa.
inlet guide vanes. The compressor has been designed to operate over the range of The lube oil flow is then directed to the gear box where the lube oil is injected in

4 - 42 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.4.2b Performance Map of LD Compressor

LD-ViriableSpeed Motor
Operating Point

2.17
1.89

Adiabatic Head Rise

(kj/kg)
90

1.7
80

tio
Ra
Forced Gas
70

1
re

1 .5
ssu

e
Lin
60

P re

rge
-30˚ &

Su
1)
50 24000 (rpm)

ote (
Nat. Boil Off

32

N
40

1.
0˚ & 24000 (rpm)

See
30
3
1 .1 20 0˚ & 17000 (rpm)

10 0˚ & 12000 (rpm)

IGV Min. & 12000 (rpm)
0
0 2.5 5.0 7.5 10.0
2.0 1.0 0.8 0.6 3 3
Volume Flow (10 m /h)

Density (kg/m3)
7.0

9.0
11.0
13.0
In 15.0
-140 le
tTe
-120 m 17.0
-100
pe
ra
-80 tu
re
-60 (℃
-40 )
11.0

13.0

15.0

17.0
1.0
2.0
3.0
4.0
5.0

7.0

9.0

-20
0
20
16 Mass Flow (103 m3/h)
18
20
Note :
ol ht

22
Km eig

1. Minimum flow from ship when recycle loop is open.

)

24
(k ld W

26 2. IGV setting indicative only and subject to change,

o

28
g/
M

30 will be confirmed during testing.

4 - 43 Part 4 Cargo System

LNGC GRACE ACACIA
3. Operation
Operation of the compressor system requires following a systematic procedure to
ensure that an adequate and constant supply of lube oil is available to the
machine that the seal gas system is operative and that product is available to the
machine for processing.
Before starting the system, make sure that the external seal gas supply is
connected and available to the skid, that the external air pressure supply for
operation of certain of the system controls is connected to the skid, that the water
cooling system is connected and operative, and that process gas is available to
the inlet of the compressor.
Monitoring for Low Duty Gas Compressor
a) Instrument air
b) Electrical system
c) Compressor purge system
Subsystem Start-up
This section covers procedures necessary to start the subsystems and establish
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
water required to safely start the compressor. These instructions provide a
systematic procedure for a safe start-up of the compressor system.
Preliminary checks:
(Principally for initial commissioning of the installation only)
Before any mechanical equipment is put into operation the following main check
points should be observed:
- Check fixing bolts and retightens if necessary.
- Verify allowable forces and moments of process piping connections.
- Check if inlet screen on process side is installed and is clean.
- Remove inlet process pipe and turn by hand the wheel (Rotor).
- Remove low speed coupling.
Cargo Operating Manual
- Operate idle motor and check for correct rotation.
- Clean lubrication system with oil reservoir including chemical cleaning and
passivation where required.
- Clean and check cooling water system. Open block valves of cooling water
supply and return line.
- Fill-up oil reservoir and the chamber of the steam heater with the specified
oil.
- Check seal gas system.
- Check circulation of lubricant and verify that all oil supply valves have to be
opened before the start-up.
- Check vent system of oil tank and mist separator.
- Check and operate inlet guide vanes actuator.
- Check alignment of gear and motor shafts.
- Install low speed coupling.
Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter. With local pneumatic
control station, set to “MAN”. Stroke IGV actuator and observe for full
stroke. Adjust for 0% position (IGV’s in start position).
Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
and check lamps. Check if all indicators work correctly.
Long period :
After a period of non-operation of more than 8 days without seal gas and
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temperature. Minimum of nitrogen
should be +15°C.
- Open purge inlet valve.
- Purge system for 10 min. minimum when compressor main inlet and outlet
valve are closed (on process side) until all possible NG introduced within
the machine has been exhausted. Flow min. 12Nm3/h at 150 KPa max.
- Close by-pass valve and apply seal gas.
Short period :
During periods of less than 8 days of non-operation without seal gas we
recommend to pressurize the unit with warm and dry air max. 30 KPa over-
press, while the compressor main inlet and outlet valves are shut.
- Open purge inlet valve.
4 - 44
NOTE
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen)
are necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by
under gas for extended periods.
d) Seal gas system
- Open seal gas inlet valve.
- Check if filter element of seal gas regulator is clean and adjust the seal gas
supply.
- If necessary, seal gas DP may be adjusted with seal gas regulator.
- As long as the seal gas system is on operation, the machine can be left
stand-by under gas for extended periods.
e) Lube oil system
- Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
prior to expected blower start-up time. The heater will automatically
switch of at ~25℃ lube oil temp. Lube oil temp. should be kept at approx.
40 to 50 ℃.
NOTE
Do not start heating with steam heater without oil in the reservoir.
- Open bleed valves on top of filter to bleed air from both filters. After
bleeding air from filter, select the duty filter, leaving the other on stand-by.
Adjust lube oil supply pressure with pressure regulating valve and check
pressure readings. Check downstream lube oil pressure switch for correct
readings with respect to its settings.
- Test operations of auxiliary pump. On running machine check that stand-by
pump comes on automatically by lowering the lube oil pressure with press.
regulating valve.
CAUTION
The lube oil pump is not to be operated below 15 oC.
f) Cooling water
- Open cooling water inlet/ outlet valves from oil cooler in accordance with
lube oil flow.
- Check cooling water temperature rise on return line.
g) Surge control
The surge control system is provided to prevent inadvertent surging of the
compressor during start-up and steady state operation. The surge system is a
full automatic system.
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

Compressor Start-up
a) Close the compressor casing drain valve.
b) Apply instrument air.
c) Check if oil temperature of oil tank is in accordance with table.
d) Apply seal gas.
e) Run auxiliary lube oil pump for 15~30 min. prior to blower start-up time to
warm-up the gear box, bearings etc. and make sure that the lube oil
temperature is 30oC.
f) Make sure that I.G.V position is set at 0% (start position)
g) Press the compressor reset button and check if all alarms/trip lamps are off
and that ‘ready to start’ lamp is on.
- Press compressor start button.
- Check that no alarm or trip indicator lamps are on.
- Check bearing temperatures and vibration levels.
h) Switch I.G.Vposition controller to automatic or manual mode without
bumping.
- Check that remote signal press level is equal to manual pressure
(60 KPa = 50% opening).
Compressor Start-up (Cont.)
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stop after start of main motor, while gears driven (main) pump delivers enough
pressure for oil system.
Observe the following parameters:
a) Seal gas delta P should read 10 to 20 kPa.
(Adjust supply reducer if required)
b) Lube oil supply pressure should read 200~ 250kPa.
(Adjust supply regulator if required)
c) Lube oil supply temperature to gearbox should be higher than 30 ℃.
d) Check local panel for pre-alarm.
e) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage.
f) Check instrument set-points annually (when unit is not on duty) by e) In case the units are shut-down for a period of up to 1 hour with either no
manipulation or simulation controls. seal gas or oil pump running (power failure) or both then restore seal gas
supply and run the lube oil pump for at least 30 min. prior to start-up. Check
Steady state operation the oil temperatures and pressures to be within prescribed limits.
Performance may be expected in the indicated range of pressures and flow rates, Emergency Shut Down
providing that the following normal precautions are observed:
The compressor may be rapidly shut down at any time by depressing the
- Do not operate compressor in surge. Compressor surge is characterized by COMPRESSOR STOP BUTTON at the compressor control panel or at any of
erratic compressor in let and discharge pressures and (usually audible) flow the remote stations. Any shutdown resulting from the compressor safety system
pulsation’s. will accomplish the same result.
- There is no surge control protection while in the manual mode. Therefore, it
is important to set up steady state operation and transition from manual to In the event of an emergency shutdown the following procedures should be
automatic surge control as quickly and smoothly as possible, per start-up followed:
instructions.
- Do not operate the compressor under conditions, which lead to excessive a) Take all measures required by the plant contractor’s operating manual to
thrust load (e.g. Surge, high pressures). minimize the effect of the shut down on other process equipment.
- Check complete operating system for oil-, seal gas-, air-, water leaks and b) If shutdown occurred as a result of the safety system, release the cause of
product leakage regularly. Maintain reservoir level at the level indicated on the malfunction before restarting.
the reservoir sight glass. Check periodically.
- Check seal gas and lube oil filter pressure drops regularly. Replace filter The compressors are operated locally or from the IAS in the CCR. The following
elements. conditions trip the compressors:
- Do not operate the unit for longer periods while alarms are indicated.
Safeties in ESDS, master gas valve close control and gas leakage control system:
Compressor Shut Down z Manual switch off.
z Fusible plug melted.
Voluntary shutdown is accomplished essentially by performing the operations of z Optical interface failure from shore.
the preceding sections in reverse. The principal objectives are to take the z Electric interface failure from shore.
compressor off the line without causing surge, and/ or major upsets to the other z Pneumatic press. Low in ship/shore communication.
process equipment. z Control air press. Low.
ESDS
z Cargo tank level extremely high (99.0%).
The proper procedure is summarized below: z Vapour header press Low Low (To within 2.0kPa).
z IS ESD SOL V/V Power failure(3C, 4C, 8C).
a) Close the compressor inlet guide vanes to 0% position. z ESD logic failure.
z Electric power failure (port/starboard).
b) Press the STOP BUTTON to shut down the main motor drive. Observe that z Hydraulic oil press Low.
auxiliary motor-pump is coming on. z Normal operation.
z Gas leak detected in gas hood/pipe.
Master Gas
c) Controller will open surge control valve. z Both B.O.G hood room fan not running.
Valve z Less than 2 E/R vent fans running.
d) The unit may be left in cold condition as long as the lube-oil and seal-gas Close z Both boilers tripped.
subsystems are operating satisfactorily. Following the procedures as z Master gas valve trip.
Control
described in the previous chapters may restart it. z No.1/2 gas heater outlet temp. high/low.
z ESD condition
In case the units are going to be shut for a longer period of time the lube oil
Gas
pump can be switched-off and the seal gas can be shut after not less than 30 z Gas leak detected in Electric Motor or Cargo
min. of compressor shut-down; this to keep cold from creeping towards to Leakage
Machinery Room
bearing. Control

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LNGC GRACE ACACIA Cargo Operating Manual

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4 - 46 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.5a High Duty/ Low Duty Heaters

Set Point

CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI TAHH L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA
L/R L/R T
Trip

Safe Area
L 2 2 2 2 2 2 1 1 Trip 4 4 4 4 4 5
Position Position

Feeding
Control Compressor

4-20mA
PV TIC Valve Split - Range To Be Tripped
2 Temperature Control

T L/R L/R
Position Position

Control Cabinet
T A T T

Safe Area
PI→PIT
4-20mA

4-20mA
L L L
T
TT 2 1 5 TT
2 4
Common
Trip
Alarm
Key

A B H2 F H1 E C1 C2 LNG Vapour Line

Local Panel Desuperheated

TI PI PIT PI TI HS
Steam Line
2 1 2 3 4 5
ESD
Instrument Air Line

TSHH
Condensate Line
TE
2 2
CG-553
CG-552 Vent CS-05 Electrical Signal
Gas Outlet CS-06
Steam
Inlet
T Automatic Trip

A Alarm Circuit
PCV
SV
2

Local Equipment
Hazardous Area
2
I Start-up Interlock Circuit
C2 S FC CG-546
CG-544
TI LSHH LI LSH
1
TCV CG-547 4 4 4 TSLL Local Instrument
CG-539 ZT ZI 2 CG-545 4
CG-538 F 2 2 FC TE
PCV
Gas Inlet 4
1 Cargo Control Room
TCV (IAS)
1

Instrument on
Z1 Z1 S Instrument Air Local Panel
E 1 1
SV
1
C1
IAS Function
PCV PI CS-15
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-18
2 2 2 2 1 1 1 1 L/R Local / Remote
CS-13 CS-14
4-20mA 4-20mA
A CS-16 CS-17
H2 B H1 Condensate FC Fail Close
Drain

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LNGC GRACE ACACIA Cargo Operating Manual

4.5 High Duty / Low Duty Heaters Pressure Low-Duty Heater

Drop kPa 13 17 6 9 1
1. General (Calculated) Specification
There are two steam-heated gas heaters located in the cargo compressor room, Heat
Exchange kW 4,003 4,732 820 2,781 874 Manufacturer: Cryostar
which is situated on the starboard after side of the trunk deck.
The heaters are shell and tube type. (Actual) Model: 21-UT-38/34-3.2
Design Type: BEU
MPa 1.0
The heaters are used for the following functions: Pressure
Design Operating Operating
1) Heating the LNG vapour delivered by the HD compressors to the °C -196/+200
Tube Side Shell Side
Temperature Case Case
specified temperature for warming up the cargo tanks before gas freeing. (Process Unit (Saturated Unit
Fluid) Steam)
2) Heating product from the forcing vaporiser in conjunction with the HD BOG Gas BOG Gas
compressors, for the operation of purging cargo tanks with LNG prior to
cooldown. Shell Side Operating Case Steam
Mass Flow kg/h 12,000 kg/h 1,559
Consumption
(Saturated Unit
3) Heating boil-off gas supplied to the main boilers via the LD compressors Beg End Em’cy
Steam) Design Interm Inlet Volume Inlet
(or free flow). WU WU BO m3/h 5,611 °C 179
Flow Temperature
Steam
CAUTION kg/h 7,143 8,443 1,464 4,962 1,559 Outlet Outlet
Consumption m3/h 10,442 °C 174 appx.
When returning heated vapour to the cargo tanks, the temperature at the heater Volume Flow Temperature
outlet should not exceed +80°C to avoid possible damage to the cargo piping Inlet Temperature °C 179
Inlet Inlet
insulation and safety valves. °C -90 MPa 0.9
Outlet Temperature Pressure
°C 174 appx.
Temperature Outlet Outlet
°C 25 MPa 0.9
High-Duty Heater Inlet Pressure MPa 0.9 Temperature Pressure
Inlet Design
MPa 0.1 MPa 1.0
Specification Outlet Pressure MPa 0.9 Pressure Pressure
Outlet Design
Design Pressure MPa 1.0 kPa 75 °C +200
Manufacturer: Cryostar Pressure Temperature
Model: 108-UT-38/34-4.6 Design Pressure
Type: BEU °C +200
Temperature Drop kPa 23 - - -
(Calculated)
Tube Side Operating Case
(Process Unit Heat
Fluid) End Em’cy Exchange kW 874 - - -
Design Beg WU Interm
WU BO (Actual)
Design
Mass Flow kg/h 37,200 42,800 21,600 28,700 12,000 MPa 1.0 - - -
Pressure
Inlet Volume Design
m3/h 17,394 17,826 16,171 16,720 5,611 °C -196/+200 - - -
Flow Temperature
Outlet Volume
m3/h 38,346 42,199 22,265 31,936 10,442
Flow
Inlet
°C -90 -110 20 -45 -90
Temperature
Outlet
°C 80 80 25
Temperature
Inlet
MPa 0.1
Pressure
Outlet
kPa 75 75 75 75 75
Pressure

4 - 48 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.5a High Duty/ Low Duty Heaters

Set Point

CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI TAHH L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA
L/R L/R T
Trip

Safe Area
L 2 2 2 2 2 2 1 1 Trip 4 4 4 4 4 5
Position Position

Feeding
Control Compressor

4-20mA
PV TIC Valve Split - Range To Be Tripped
2 Temperature Control

T L/R L/R
Position Position

Control Cabinet
T A T T

Safe Area
PI→PIT
4-20mA

4-20mA
L L L
T
TT 2 1 5 TT
2 4
Common
Trip
Alarm
Key

A B H2 F H1 E C1 C2 LNG Vapour Line

Local Panel Desuperheated

TI PI PIT PI TI HS
Steam Line
2 1 2 3 4 5
ESD
Instrument Air Line

TSHH
Condensate Line
TE
2 2
CG-553
CG-552 Vent CS-05 Electrical Signal
Gas Outlet CS-06
Steam
Inlet
T Automatic Trip

A Alarm Circuit
PCV
SV
2

Local Equipment
Hazardous Area
2
I Start-up Interlock Circuit
C2 S FC CG-546
CG-544
TI LSHH LI LSH
1
TCV CG-547 4 4 4 TSLL Local Instrument
CG-539 ZT ZI 2 CG-545 4
CG-538 F 2 2 FC TE
PCV
Gas Inlet 4
1 Cargo Control Room
TCV (IAS)
1

Instrument on
Z1 Z1 S Instrument Air Local Panel
E 1 1
SV
1
C1
IAS Function
PCV PI CS-15
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-18
2 2 2 2 1 1 1 1 L/R Local / Remote
CS-13 CS-14
4-20mA 4-20mA
A CS-16 CS-17
H2 B H1 Condensate FC Fail Close
Drain

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LNGC GRACE ACACIA Cargo Operating Manual

2. Operating Procedure in Warming-Up Configuration 3. Controls and Settings 2) Shut the steam inlet valve CS02.

The vapour lines will be set for using the HD compressor to deliver vapour to the The gas outlet temperature is controlled by controllers CG505 on the inlet and 3) Open the steam side vent and open the drain valve when all the pressure
High Duty heater. CG507 on the HD heater bypass line. is off the heater.

1) Open the shell side vent valve. The steam condensate from the heater is returned to the drains system via the
cargo steam drains cooler and the cargo escape tank, the latter of which is fitted
2) Open the shell side condensate valves and check the drains. with a gas detector sampling point.

3) When all the air has been expelled from the shell, shut the vent valve. 4. Boil-off Gas Heating Configuration

4) When water has been drained from the shell, shut the drain valve. The same procedure is followed for venting and warming through the No.1
(The temperatures and pressures for the venting and warming up of the BOG heater as described above, except that the temperature control is set for a
heater should be 30 minutes.) gas outlet temperature of +45°C.

5) Slowly open up the steam inlet valve CS01. The vapour lines will be set for using the LD compressor to deliver vapour to
the Low Duty Heater.
6) Set the vapour lines as detailed for the operation and put the cargo
heater in use. When the heater has been vented and warmed through, proceed as follows:

7) In the CCR, set the controls for the heater to the ON position on the IAS. 1) Open the shell side vent valve.

8) Open the instrument air supply to the controls for the heater. 2) Open the shell side condensate valves and check the drains.

9) Check the condensate level in the sight glass. 3) When all the air has been expelled from the shell, shut the vent valve.

10) Set the temperature and level controller to the correct settings for the 4) When water has been drained from the shell, shut the drain valve.
operation being undertaken (first stage: 0°C, second stage: +80°C for
warming up operation with vapour, 50°C for warming up and inerting 5) Slowly open the manually operated steam inlet valve CS02.
operation with inert gas).
6) Check the condensate level.
11) Open the hydraulically operated gas inlet valve CG503 and manually
operated outlet valve CG509. 7) Set the LNG vapour lines as detailed for the operation to be undertaken.

12) Monitor the gas vapour outlet and condensate temperatures. 8) Open the vapour outlet valve CG510 and the vapour inlet valve CG504.

On completion of the operation; 9) In the CCR, set the controls for the LD heater on the IAS.

1) Switch the auto-control to manual. 10) Open the control air supply to the LD heater controls.

2) Close the gas supply valve CG503 on the heater. 11) Set the temperature and level controllers to the correct settings for gas
burning of +30°C.
3) Close the steam supply valve CS01 to the heater when the temperature
at the heater outlet is above 0°C. 12) Monitor the gas vapour outlet and condensate temperatures.

4) Open the steam side vent, then open the drain when all the steam has On completion of the operation
vented.
1) After the LD compressor has been shut down and the gas supply valve
to the engine room shut, close the inlet valve to the LD heater CG504.

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.6a LNG Vaporiser

Set Point

CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI FI L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA LAHH
L/R L/R Trip Trip

Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position

Control

4-20mA
PV TIC Valve Flow Control
2 Signal 4-20mA

L/R L/R

Control Cabinet
Position Position T A T T A

Safe Area
PI→PIT
4-20mA

4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line

B A H2 F H1 E C1 C2 Desuperheated
Steam Line
Local Panel
TI PI PIT PI TI HS
2 1 2 3 4 5 Instrument Air Line
ESD

LSH Condensate Line

1

TE Mist
Separator Liquid Line
CG-556
CS-04
Gas Outlet
Vent Electrical Signal
CS-03
Steam
Inlet
T Automatic Trip
FI

A Alarm Circuit
PCV
SV 2

Local Equipment
Hazardous Area
2
CS-503
I Start-up Interlock Circuit
C2 S FC
TCV LSHH LI LSH
TI 2 4 4 4 TSLL Local Instrument
1 CS-502
F ZT ZI 4
2 2 FC TE
Liquid Gas CS-507
PCV 4
Inlet 1 Cargo Control Room
FCV (IAS)
1

Instrument on
Z1 Z1 S Instrument Air Local Panel
E SV
1 1 1
C1
IAS Function
CS-12

PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-10 CS-11
Condensate L/R Local / Remote

2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

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LNGC GRACE ACACIA Cargo Operating Manual

4.6 LNG Vaporiser 2) Gassing up after inerting with inert gas prior to cool-down.

Operating Case
1. General LNG is supplied from the shore to the LNG vaporiser via the
Shell Side
Unit Vapour Emcy stripping/spray line. The vapour is produced at the required temperature
The LNG vaporiser is a steam heated shell and tube type heat exchanger located (Saturated steam) LNG disch
purge Forcing of +20°C is then passed to the cargo tanks.
in the cargo compressor room on the trunk deck. It is equipped with automatic (Methane)
(Methane) (Methane)
flow and outlet temperature controllers.
Steam 3) Vaporization of liquid nitrogen for inerting the cargo tanks and
kg/h 5,059 6,390 2,784 insulation spaces.
Specification Consumption

Inlet Temperature °C 179 NOTE

Manufacturer: Cryostar
Due to its very low temperature, liquid nitrogen will damage living tissue and
Model: 65-UT-38/34-5.6
Outlet Temperature °C 174 appx. any spillage on the ship’s deck will cause fractures and failures as for LNG.
Type: BEU

Inlet Pressure MPa 0.9 4) Emergency forcing by manual operation:

Operating Case The LNG vaporiser can function as the forcing vaporiser when the
Tube Side
Unit Outlet Pressure MPa 0.9 forcing vaporiser has failed:
(Process fluid)
IG Purging Unload Forcing
2. Operating Procedure to Bring the LNG Vaporiser into Service
Design Pressure MPa 0.1
Mass Flow kg/h 11,000 22,000 7,000
Design Set the LNG pipelines as detailed for the operation about to be undertaken.
°C +200
Inlet Volume Flow 3
m /h 24 49 16.0 Temperature
To prepare the LNG vaporiser for use;
Outlet Volume NOTE
m3/h 12,669 12,367 6,503
Flow LNG discharging without vapour return from shore. 1) Ensure that the deck steam and instrument air supplies are available to
the LNG vaporiser.
Inlet Temperature °C -163
Alarms are provided for outlet gas temperature and for condensate water high
Outlet level and low temperature. The gas outlet temperature and the condensate low 2) Open the condensate drain valve and the steam side shell vent valve.
°C 20 -130 -40 temperature alarms are both inhibited when the LNG vaporiser is shut down.
Temperature
3) Set up the downstream vapour lines for the required operation and
Inlet Pressure MPa 0.3 The LNG vaporiser is used for the following operations: vaporiser outlet valve CG501, to allow for gas expansion during the
warming up stage.
Outlet Pressure kPa 30 1) Discharging cargo at the design rate without the availability of a vapour
return from the shore. 4) Slowly open the vaporiser steam master valve bypass CS04 fully to
Pressure Drop warm through and vent the heater.
kPa 12 54 5
(Calculated)
The vapour produced leaves the vaporiser at -140°C and is then
Heat Exchange supplied to cargo tanks through the vapour header. 5) When all the air has been expelled from the shell, shut the vent valve.
kW 2,835 3,581 1,560
(Actual)
Vapour pressure in the cargo tanks will normally be maintained at 6) When the drains are blowing clear open the drain trap outlet and inlet
Design Pressure MPa 0.1
110KPa during the whole discharge operation. valves and shut the drain. The temperatures, pressures and condensate
Design levels of the heater should be allowed 30 minutes to stabilise.
°C -196/+200
Temperature Additional vapour is generated by the tank sprayer rings, the LNG being
supplied by the stripping/spray pump. 7) Slowly open the main steam valve CS03 fully and close the bypass
valve CS04.
If the back pressure in the discharge piping to shore is not sufficient to
have a minimum of 0.3MPa at the inlet to the vaporiser, a 8) Monitor the condensate level in the local level gauge.
stripping/spray pump will be used to supply liquid to the LNG vaporiser.
9) In the CCR, set the flow control for the vaporiser to the ON position on
If the shore is unable to supply vapour return, LNG can also be fed to the IAS, select MAN mode and ensure that the set point is for zero flow.
the vaporiser by using one stripping pump or by bleeding from the
liquid header.

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.6a LNG Vaporiser

Set Point

CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI FI L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA LAHH
L/R L/R Trip Trip

Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position

Control

4-20mA
PV TIC Valve Flow Control
2 Signal 4-20mA

L/R L/R

Control Cabinet
Position Position T A T T A

Safe Area
PI→PIT
4-20mA

4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line

B A H2 F H1 E C1 C2 Desuperheated
Steam Line
Local Panel
TI PI PIT PI TI HS
2 1 2 3 4 5 Instrument Air Line
ESD

LSH Condensate Line

1

TE Mist
Separator Liquid Line
CG-556
CS-04
Gas Outlet
Vent Electrical Signal
CS-03
Steam
Inlet
T Automatic Trip
FI

A Alarm Circuit
PCV
SV 2

Local Equipment
Hazardous Area
2
CS-503
I Start-up Interlock Circuit
C2 S FC
TCV LSHH LI LSH
TI 2 4 4 4 TSLL Local Instrument
1 CS-502
F ZT ZI 4
2 2 FC TE
Liquid Gas CS-507
PCV 4
Inlet 1 Cargo Control Room
FCV (IAS)
1

Instrument on
Z1 Z1 S Instrument Air Local Panel
E SV
1 1 1
C1
IAS Function
CS-12

PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-10 CS-11
Condensate L/R Local / Remote

2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

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LNGC GRACE ACACIA Cargo Operating Manual

10) Confirm that the spray header is pressurised and then open the manually Monitoring LNG Vaporiser
operated liquid line isolating valve CS505.

11) In MAN mode, crack open the flow control valve and admit LNG to the
vaporiser. Physically monitor all the vaporiser flanges and joints for any
signs of leakage.

12) As soon as a flow has been established, set the correct value for the
desired operation on the temperature controller; -140ºC for volumetric
replacement during cargo discharge, or +20ºC for cargo tank purging
after refit and LN2 vaporization for insulation spaces or tank purging
duties.

13) Gradually increase the flow rate up to the desired value and change the
mode to AUTO.

14) Monitor the condensate level until full gas flow has been achieved on
the vaporiser to ensure stable operations.

15) Continue to monitor the vaporiser for leaks, the vapour outlet
temperature, the condensate level and the drains temperature throughout
the operation.

CAUTION
Thorough checks around the LNG vaporiser and associated flange connections
must be conducted during the operation.

On completion of the operation.

1) Close the manually operated liquid line isolating valve CS505.

2) Switch the flow and temperature controllers to manual and manually

open the valves (flow control valve CS501, temperature control valve
CS510) to allow any remaining LNG to vaporize naturally.

3) When the heater outlet temperature is well above 0ºC and there is no
indication of any frosting anywhere on the heater, shut the main steam
valve.

4) Open the steam side shell vent valve.

5) When steam stops issuing from the vent open the condensate drain
valve and shut the inlet valve to the drain trap.

6) When the heater has cooled down to ambient temperature, shut the
vapour outlet valve CG501 and secure the rest of the system as required.

4 - 54 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.7a Forcing Vaporiser

Set Point

CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI FI L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA LAHH
L/R L/R Trip Trip

Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position

Control

4-20mA
PV TIC Valve Flow Control
2 Signal 4-20mA

L/R L/R

Control Cabinet
Position Position T A T T A

Safe Area
PI→PIT
4-20mA

4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line

B A H2 F H1 E C1 C2 Desuperheated
Steam Line
Local Panel
TI PI PIT PI TI HS
2 1 2 3 4 5 Instrument Air Line
ESD

LSH Condensate Line

1

TE Mist
Separator Liquid Line
CG-553
CS-02
Gas Outlet
Vent Electrical Signal
CS-01
Steam
Inlet
T Automatic Trip
FI

A Alarm Circuit
PCV
SV 2

Local Equipment
Hazardous Area
2
CS-510
I Start-up Interlock Circuit
C2 S FC
TCV LSHH LI LSH
TI 2 4 4 4 TSLL Local Instrument
1 CS-509
F ZT ZI 4
2 2 FC TE
Liquid Gas CS-508
PCV 4
Inlet 1 Cargo Control Room
FCV (IAS)
1

Instrument on
Z1 Z1 SV
S Instrument Air Local Panel
E
1 1 1
C1
IAS Function
CS-09

PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-07 CS-08
Condensate L/R Local / Remote

2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

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LNGC GRACE ACACIA Cargo Operating Manual

4.7 Forcing Vaporiser Alarms are provided for outlet gas temperature and for condensate water high
level and low temperature. 9) In the CCR, set the flow control for the vaporiser to the ON position on
1. General the IAS, select MAN mode and ensure that the set point is for zero flow.
Each Forcing vaporiser is equipped with a temperature control system to obtain a
The Forcing Vaporiser is used for vaporizing LNG liquid to provide gas for constant and stable discharge temperature for various ranges of operation. 10) Confirm that the spray header is pressurized and then open the manually
burning in the boilers to supplement the natural boil off gas. Both the LNG and operated liquid line isolating valve CS506.
forcing vaporisers are situated in the cargo compressor room. The temperature of the gas produced is adjusted by spraying a certain amount of
The forcing vaporiser is used to supplement boil-off gas for fuel gas burning up bypassed liquid into the outlet side of the vaporiser through a temperature 11) In MAN mode, crack open the flow control valve CS504 and admit
to 105% MCR. control valve and liquid injection nozzles. LNG to the vaporiser. Physically monitor all the vaporiser flanges and
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an joints for any signs of leakage.
automatic inlet feed valve which receives its signal from the Boiler Gas Both vaporiser tubes are fitted with spiral wires to promote turbulence to ensure
Management System. efficient heat transfer and production of superheated LNG vapour at the exit of 12) In the CCR, set the controls for the forcing vaporiser on the IAS mimic.
the tube nests.
Specification 13) When vapour is produced, switch the control for the liquid valve to
Manufacturer: Cryostar A re-evaporator is also used to ensure that accumulation of non-vaporized liquid remote and automatic.
Model: 34-UT-25/21-3.6
at the vaporiser discharge is avoided and that the output is at a stable temperature.
Type: BEU
14) Monitor the condensate level until full gas flow has been achieved on
The Forcing vaporiser is used for the following operations: the vaporiser to ensure stable operations.
Tube Side Operating Case
Unit
(Process Fluid) 1) Two knitted mesh filters inserted in the gas flow path to fractionate the
Forcing 15) Continue to monitor the vaporiser for leaks, the vapour outlet
droplets and create the necessary turbulence to break down the small temperature, the condensate level and the drains temperature throughout
Mass Flow kg/h 7,100
droplets injected into a fine fog of liquid gas and also to moisten the the operation.
3
Inlet Volume Flow m /h 16 mesh wires acting as the vaporizing surface.
Outlet Volume Flow m3/h 4,313 CAUTION
2) Two conical baffles installed in the tube to allow eventually Thorough checks around the forcing vaporiser and the associated flange
Inlet Temperature °C -163
accumulated liquid to be directed into the gas stream on the pipe bottom. connections must be conducted during operation.
Outlet Temperature °C -34
Inlet Pressure MPa 0.3 2. Operating Procedure to Bring the Forcing Vaporiser into Service

Outlet Pressure kPa 96 1) Ensure that the deck steam and instrument air supplies are available to
Pressure Drop the Forcing vaporiser.
kPa 172
(Calculated)
Heat Exchange 2) Open the condensate drain valve and the steam side shell vent valve.
kW 1,560
(Actual)
3) Set up the downstream vapour lines for the required operation and
Design Pressure MPa 0.1
vaporiser outlet valve CG502, to allow for gas expansion during the
Design Temperature °C -196/+200 warming up stage.

Shell Side Operating Case 4) Slowly open the vaporiser steam valve bypass CS06 fully to warm
(Saturated Unit through and vent the vaporiser.
Steam) Forcing

Steam Consumption kg/h 2,784

5) When all the air has been expelled from the shell, shut the vent valve.

Inlet Temperature °C 179 6) When the drains are blowing clear open the drain trap outlet and inlet
Outlet Temperature °C 174 appx. valves and shut the drain. The temperatures, pressures and condensate
levels of the heater should be allowed 30 minutes to stabilize.
Inlet Pressure MPa 0.9
Outlet Pressure MPa 0.9 7) Slowly open the main steam valve CS05 fully and close the bypass
Design Pressure MPa 0.1 valve CS06.
8) Monitor the condensate level in the local level gauge.
Design Temperature °C +200

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.7a Forcing Vaporiser

Set Point

CCC Cargo Cont. Rm

I.A.S. System in
H TI HIC PI FI L ZI L ZI Common XA Ext. XA HH LAHH LAH TALL L TAL TI XA LAHH
L/R L/R Trip Trip

Safe Area
L 2 2 2 1 2 2 1 1 4 4.2 5 1
Position Position

Control

4-20mA
PV TIC Valve Flow Control
2 Signal 4-20mA

L/R L/R

Control Cabinet
Position Position T A T T A

Safe Area
PI→PIT
4-20mA

4-20mA
L L L
TT T TT
2 1 5
2 4
Common Key
Trip
Alarm
LNG Vapour Line

B A H2 F H1 E C1 C2 Desuperheated
Steam Line
Local Panel
TI PI PIT PI TI HS
2 1 2 3 4 5 Instrument Air Line
ESD

LSH Condensate Line

1

TE Mist
Separator Liquid Line
CG-553
CS-02
Gas Outlet
Vent Electrical Signal
CS-01
Steam
Inlet
T Automatic Trip
FI

A Alarm Circuit
PCV
SV 2

Local Equipment
Hazardous Area
2
CS-510
I Start-up Interlock Circuit
C2 S FC
TCV LSHH LI LSH
TI 2 4 4 4 TSLL Local Instrument
1 CS-509
F ZT ZI 4
2 2 FC TE
Liquid Gas CS-508
PCV 4
Inlet 1 Cargo Control Room
FCV (IAS)
1

Instrument on
Z1 Z1 SV
S Instrument Air Local Panel
E
1 1 1
C1
IAS Function
CS-09

PCV PI
ZS
L/R
HS HIC
I/P
HY
Local Panel ZS
L/R
HS HIC
I/P
HY
6 6 CS-07 CS-08
Condensate L/R Local / Remote

2 2 2 2 1 1 1 1 Drain
FC Fail Close
4-20mA 4-20mA
H2 B H1 A

4 - 57 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

On completion of the operation.

1) Close the manually operated liquid line isolating valve CS506.

2) Switch the flow and temperature controllers to manual and manually

open the valves (flow control valve CS502, temperature control valve
CS504) to allow any remaining LNG to vaporize naturally.

3) When the heater outlet temperature is well above 0ºC and there is no
indication of any frosting anywhere on the heater, shut the main steam
valve.

4) Open the steam side shell vent valve.

5) When steam stops issuing from the vent open the condensate drain
valve and shut the inlet valve to the drain trap.

6) When the heater has cooled down to ambient temperature, shut the
vapour outlet valve CG502 and secure the rest of the system as required.

Monitoring Forcing Vaporiser

4 - 58 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.8.1a Custody Transfer System

Work Station 1
CTS
[C.C.C.] [A-deck IAS I/O Cabinet Room]
Main Cabinet [C.C.C.]
CLN100/806UPS
(W800xH2110xD600) Cabinet
21" OAS 5 OMICRON Alarm &
(W760xH600xD210) NL-290 Override Panel
GLK-100 Units
RCU-Computers Back-up Display
I/O Units OMICRON
LX-300+ WS1 Ex LON Repeaters High Level
Alarm Printer UPS & Overfill Term.
Switch Network Back-up Battery Alarm System
Terminal Boards Term.
Switches
WS2 Note 4 Alarm Relays
Note 4 A Net Switches
Ethlon Adapters
Note 4
Work Station 1 B
Note 4
CTS
Note 4
Note 4 C
21" Note 4

Note 9

Note 4
Note 7
HP LaserJet Note 4 High High & Overfill (ESDS) Relay Outputs
Note 3
230 VAC Emergency Switchboard (Max. 800W) Note 5
Receptacle 1 24 VAC Yard Main Supply
Note 2
Trim/List Signal
Note 8
Receptacle 2 230 VAC. UPS No. 1 Note 5 Note 2 24 VDC Yard Back-up Supply
Master Clock Interf. NMEA 0183(IEC61162, RS422)
230 VAC. UPS No. 2 Note 5
[Safe Area]
Note 1 [Hazardous Area]
Note 1
Note 2

Note 2

Note 2
Note 2
Note 2

Passage-way (Tank 3) Passage-way Note 2

(Tank 3)
Note 1 (Tank 3)
(Tank 2)
Mode Mode (Tank 3) (Tank 2) Mode Mode
(Tank 2) Note 1 (Tank 2)
Note 2
Vapour Pressure Vapour Pressure
Transmitter Transmitter
GT402 GT402
Note 6

Note 6

Note 6

Note 6
Radar Radar
GLA-100/5 GLA-100/5
Φ 10mm Φ 10mm

Stand Stand Cables :

Pipe Pipe (Minimum Cable Requirement)
Sections Sections Note 1 : 5 pair twisted 0.5mm2 w/screen
Note 2 : 2 par 0.5mm2 w/screen
ESD/LAH ESD/LAH Note 3 : 1 pair 0.5mm2 w/screen
Sensor Sensor Note 4 : Cat. 7 Ethernet Cable
2x5 pcs 2x5 pcs Note 5 : 3x1.5mm2
Temperature Temperature Note 6 : 10 pair 0.5mm2 w/screen
Sensors Sensors Note 7 : 16 pair 0.5mm2 w/screen
Note 8 : 2x2.5mm2
Note 9 : 10 pair 0.75mm2 w/screen
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank

4 - 59 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.8 Custody Transfer System 2. Patented Measuring Method 3. Radar Stand Pipe (RSP) Measurement for Gas Tanker Applications

4.8.1 Custody Transfer System Kongsberg Maritime's unique detection method keeps the echo strength The gas storage tank is designed to form a closed thermal system for the cargo,
relatively the same regardless of the distance to the liquid inside the and is therefore kept close to the state of saturation. Gas evaporation under this
Maker: Kongsberg Maritime AS measurement range. condition is fairly smooth, and a gradual boil-off process as thermal heating of
the tank content is very slow.
4.8.1.1 Radar-Based Level Gauging Echo strength : Free Space
High gas vapour density, the mixture of gases and their partial pressures, and the
Level gauge: GLA-100 Radar Stand Pipe (RSP) will influence the propagation speed of the microwave
Accuracy: ± 5.0 mm signals. All these factors (which are normally not known in detail) have to be
n
Serial Number: glpx 0340 (no.1 Tank) atio compensated for in order to give exact distance measurement.
p e ns
glpx 0341 (no.2 Tank) Com

glpx 0342 (no.3 Tank)
glpx 0342 (no.3 Tank)
1. Measurement Fundamentals
(See Illustration 4.8.1a)
The GL-100 Level Gauge consists of the GLA-100/5 Radar Tank Gauge (RTG),
which contains the transmitter and receiver electronics, connected to the GLK-
100 Signal Processing Unit (SPU).
A swept 10GHz signal is transmitted toward the liquid, which reflects some of
the energy back. By measuring the phase difference (time delay) between the
transmitted and received signal the distance to the liquid (i.e. ullage) is found.
The raw data will appear as a superposition of signals with different frequencies,
one frequency for each reflection in the tank. By applying Fast Fourier
Transforms (FFT) of the signal a spectrum analysis of the raw data is performed.
Kongsberg Maritime's unique AutroCAL verification and calibration method
Autronica's echo strength applies the specially designed Radar Stand Pipe (RSP) joint signatures, at known
distances, for continuous measurement of the propagation speed. This gives very
accurate readings of the liquid level (ullage). AutroCAL makes the system able
to measure and automatically compensate for the influence of the gas mixture
Ech
o stre
ngth and their partial pressures.
(1/R
)
The pipes used as a Radar Stand Pipe (RSP) is accurately measured and the
M42-00000.180 Distance
45m distances are configured in to the Signal Processing Unit (SPU). AutroCAL is
applied at each measurement. An additional feature of AutroCAL is for the
The echo strength in a free space application is reduced by a factor related to 1/R. surveyor to use the signature readouts, at any time, to verify the accuracy of the
Kongsberg Maritime's patented detection method maintains the echo strength to system. The readout can be performed without interrupting the cargo handling.
be almost constant in the entire measuring range of the radar. This eases the
setting of signal threshold. 4. LNG Level Gauging System Description
Echo strength : Still Pipe Radar signal propagation in a gas-filled pipe

The result of the signal processing is a reflection diagram. In the reflection

The AutroCAL level gauge for LNG applications is based on the Radar Tank
diagram all reflections of the transmitted signal will appear as peaks at the
n Gauge (RTG) disposed on top of a circular Radar Stand Pipe (RSP). The Radar
respective distance from the RTG. This diagram is analyzed by a decision atio
pens Stand Pipe (RSP) extends vertically from the tank top down to the tank bottom,
m
algorithm which is able to derive the liquid peak from the other peaks and Co
and is an integral part of the level gauge instrument AutroCAL.
represent it as the liquid ullage.
Autronica's echo strength Radar signals that propagate in a Radar Stand Pipe (RSP) are retarded. The
When the SPU has processed the signal and derived the liquid ullage the value is
propagation speed is determined by the interior diameter of the pipe, the
averaged. The averaging algorithm is exponential and the weighing can be
Echo
stren
operational frequency of the radar, and the dielectric properties retained by the
changed in the SPU configuration. The averaging is incorporated in order to gth
gas and vapour constituents (molecular mixture) of the tank atmosphere. The
smooth the ullage reading.
relative propagation speed in the still-pipe, as compared with signal propagation
By applying data stored in the SPU, the level and volume can be calculated.
in an open and empty space, can be calculated from the equation,
Additionally the values can be compensated for the influence of trim and list.
M42-00000.180 Distance
45m 2
1 . f
Vr = εr - ( fc ) (1)
When applied in a still pipe, the pipe will act as a wave-guide for the radar signal εr
and there will be no free space losses. in which εr is the relative dielectric constant of the gas/vapour in the tank
atmosphere, f is the operational radar frequency, and fc is the cut-off frequency
However, ohmic losses will reduce the echo strength. These losses are equally for wave propagation in the still-pipe.
compensated by Kongsberg Maritime's patented detection method.

GLA-100/5 Level Sensing Unit

4 - 60 Part 4 Cargo System

LNGC GRACE ACACIA
The latter is a purely geometric property of the pipe, and is expressed by,
c
fc = (2)
p. a
in which c is the ‘speed of light’ in vacuum, p is a numerical constant (defined by
the specific mode of wave propagation employed by the radar level gauge
sensor), and a is the bore radius of the still-pipe.
- The ratio between the frequency of operation and cut-off frequency is subject
to change, due to thermal changes of the pipe diameter, and/or thermal drift
of the radar frequency. Such changes will alter the propagation speed of the
radar signal, see eq. (1).
- Gas and vapour mixture and density are both subject to changes, from which
follows that the dielectric properties of the gas and vapour confined within
the still-pipe may change. From this observation follows that the propagation
speed of the radar signal is subject to change, as is evident from eq. (1).
Exact measurements of distance by a radar instrument rely on good control of the
propagation speed of the radar signal. From the reasoning above follows that
temperature, pressure, and composition and density of the gas and vapour in the
tank vapour space is all subject to changes.
In the general case, most of these changes have to be considered predictable only
in qualitative terms, but beyond control in quantitative terms.
This means that the propagation speed of the radar signal may change without
control, and exceed the limits defined to meet the accuracy requirements claimed
for the radar level gauge instrument. If the speed is not known with required
accuracy, due to changes in the relevant environmental parameters, the speed has
to be measured. Means to measure the propagation speed has therefore been
implemented in the Radar Stand Pipe (RSP).
Ullage and level calculations
The distance to each echo produced by the PTFE plates down the pipe, and the
distance to the cargo echo, are all recorded simultaneously for each measurement.
As the location of the active reference marker in use is known, a self-calibration
of the measured distance to the liquid reflection is made possible. This self-
calibration capability allows the radar instrument to perform reliable and
accurate measurements of liquid level.
The measurement accuracy is realized by continuously correcting for the relative
change in propagation speed of the radar signal. This allows the radar instrument
to measure and compensate for the influence of the gas and vapour mixture and
density, or other factors, which influence the propagation speed of the radar
signal.
The following simple relationship is applied,
Cargo Operating Manual
Ullage20°C = (Snmech/Snel) . Ullageel (3) Use of reference markers during operation
in which Ullageel is the electrical measured distance (influenced by vapour During operation the PTFE plates give rise to radar echoes. The locations of the
density, temperature etc.), Snel is the uncorrected distance measured to the active plates are known, thus serving as reference markers for distance down the RSP.
reference marker, and Snmech is the known distance (at 20 °C) to the active
reference marker (n in Sn being the signature index). The value of the measured The GL100 level gauging system has multi-target capability, and a complete
ullage (Ullage20°C) will consequently refer to 20 °C. reflection picture (all echoes) is available for analysis for every measurement.
The system will automatically identify the liquid echo and the closest reference
marker echo, and the latter will be selected as the active reference.
GL0
As the liquid is raised to a level close to the location of a marker, the echoes
from the marker and the liquid will interfere.
Special super resolution algorithms are implemented in order to resolve the two
echoes, thus allowing the level gauge to monitor the true level of the liquid.
Below a Reflection Diagram is shown the diagram has been recorded from a
vessel carrying LNG. The pipe contains five PTFE plates, or disks. The locations
of the plates along the pipe are indicated above the respective echoes.
Additionally a typical reflection from LNG is also indicated (LNG cargo will
Active Reference SelSmech
typically be some 5 to 8 dB stronger than the disks).
Liquid Level
The last large peak represents the bottom, which is visible through the liquid due
Ullageel
to the transparency of the LNG.
distHb_m
Tank Bottom
Fig. 1 The Pipe Installation
The temperature in the tank vapour space is continuously measured by a separate
temperature measurement system installed close to the Radar Stand Pipe (RSP).
The pipe is assumed to have the same average temperature as recorded for the
tank vapour space.
Fig. 2 Reflection diagram in the RSP
4 - 61 Part 4 Cargo System
LNGC GRACE ACACIA
Radar Stand Pipe (RSP) design
Each RSP is made of several pipe sections. The physical length of each pipe
section is carefully measured at 20 °C. As for pipe examination, selection and
final approval KM has implemented a very strict regime to ensure the highest
possible quality of the AutroCAL instrument.
The scheme is divided in 3 steps.
a) The first step in the procedure starts with the prequalification of each
individual section of pipe. This qualification is conducted by KM at the site
of the sub-supplier before starting any work with the pipes (i.e. cutting to
correct length, welding flanges, drilling venting holes, cleaning, etc.).
Pre-qualification includes visual inspection and measurement of pipe ovality.
Said measurement of ovality is carried out by employing a network analyzer
to examine the co-polar to cross-polar wave coupling (the coupling is
closely related to ovality). Only pipes meeting strict requirements as to the
coupling factor are approved for the intended use in AutroCAL. Qualified
pipes are duly marked to allow the sub-supplier to weld flanges and drill
venting holes correctly with in regard of ovality.
b) Finished pipes, as manufactured and delivered by the sub-supplier, are
thoroughly examined before approval. Said approval is based on inspection
and qualification of mechanical parameters, on one side, and measurement
of cross-polar wave propagation, on the other side. The requirement allows
a maximum of 0.4 % (–24 dB) of the energy to be transferred from co-polar
to cross-polar wave propagation.
c) The final step in the process is qualification of the pipe assembly (RSP) in
regard of cross-polar wave propagation. The qualification requirement
allows 6.3 % (–12 dB) of the energy to be transferred to cross-polar waves.
The requirement applies regardless the length of the assembled Radar Stand
Pipe (RSP).
Transfer of energy to the cross-polar wave means that the copular wave loses
energy. As the loss of energy is the same both ways (down and up) in the pipe,
we conclude that the total transfer of energy to the cross-polar wave never
exceeds a tiny 10·log10(100%/(100% – 2·6.3%)) = 0.6 dB.
The pipe length data form the basis for the self-calibrating feature of the radar
instrument, and will guarantee that measurement accuracy is maintained during
operations.
The Radar Stand Pipe (RSP) sections are joined together utilizing specially
designed mating flanges. A perforated Teflon (PTFE) plate is mounted inside the
pipe at each flange joint. Based on the measurements of the pipe section lengths
at the factory, the exact location of each of the PTFE plates along the pipe is
known at 20 °C.
Cargo Operating Manual
Bottom zone and Minimum Indicated Level (MIL)
The MIL has been set to 70 mm (datum level) above the bottom.
Below MIL the level of the liquid can not be indicated.
Fig. 3 The MIL and EOP
Fig. 4 The increasing deviation reaching the MIL
The increase in the error is indicated in Figure 4. The error increases as the level
approaches the bottom which is due to:
a) The stability of the liquid surface below EOP (surface disturbance caused
by the pumps, etc).
b) The possibilities for the radar to resolve two reflections with the super
resolution procedure given the high relative strength of the bottom
reflection to the liquid reflection.
c) Below EOP the liquid will be outside the pipe. Outside the pipe the radar
wave will be in free space. This will influence the super resolution
capabilities.
4 - 62
Example on a typical membrane tank
The temperature specification for the tank is -160° to +80°, due to the
temperature influence to the Radar Stand Pipe (RSP) the safety margin between
the EOP and the membrane is set to 60 to 70 mm at 20°C. When the tank is
cooled down or cargo is loaded the vapour temperature will typically be -135 °C
to -155 °C. The Radar Stand Pipe (RSP) will then subtract (assuming AISI 316
steel) and the level to EOP will increase to 140 mm. Consequently the error will
typically increase to ±20 mm at Minimum Indicated Level (MIL); the accuracy
will be retained at EOP.
Level indicated below Minimum Indicated Level (MIL)
When the level is below Minimum Indicated Level (MIL), three different options
have been incorporated:
a) Display zero level until MIL has been reached.
b) Display MIL until the level has reached the MIL.
c) The third option incorporates the use at the bottom sensor.
The system incorporates the level and the bottom zone sensor, and a configurable
MIL and temperature limit. Even if the level is below MIL this level will be
indicated when the bottom temperature is lower than the temperature limit
(indicating liquid at the temperature sensor). When the temperature increases
above the limit zero level will be indicated.
Radar resolution and Super resolution
An inherent property of FMCW radar is that resolution is limited by the
bandwidth. Resolution defines the ability of the radar to resolve between closely
spaced targets. Two closely spaced targets will be perceived as one target at an
intermediate range, as in Figure. 6 Two pulses combined into one pulse.
A higher bandwidth enables the radar to resolve two closely spaced targets.
Alternatively, given a limited bandwidth, super resolution can resolve the two
pulses.
Fig. 5 Two separated pulses
Part 4 Cargo System
LNGC GRACE ACACIA
Fig. 6 Two pulses combined into one pulse
LNG liquids are highly transparent for the microwaves.
The transparency of liquid makes the bottom reflection apparent even if the there
is liquid in the tank, as in Figure 5 and Figure 6.
Example of limitations imposed by the limited bandwidth
Close to the bottom of the LNG tank there will be two targets present. The first
will be the LNG liquid. The second target will be the reflection from the bottom
which is visible due to the transparency of the liquid. This has been illustrated in
Figure 7.
Fig. 7 The reflection from the bottom and liquid
The result of the reflections is a combined pulse, in which the two reflections
reside, this occurs when the liquid is close to the bottom. The KM strategy is to
apply super resolution in order to resolve the two reflections.
Cargo Operating Manual
4.8.1.2 Temperature and Pressure Measuring
Temperature gauge: PT100
Accuracy: ±0.2℃(-165℃~-145℃), ±0.3℃(-145℃~-120℃,
±1.5 ℃(-120℃~+80℃)
Serial Number: 1508,1509,1510,1511,1512,1513,1514,1515,1516,
1517,1518,1519,1520,1521,1522,1523,1524,1525,
1526,1527,1528,1529,1530,1531,1532,1532,1533, MN3927/LNG Pt 100 1/10 DIN Temperature Sensor
1534,1535,1536,1537,1538,1539,1540,1541,1541,
1542,1543,1544,1545,1546,1547,1548,1549,1551, 2. Pressure Measuring Principle
1551,1552
Pressure gauge: GT402/LNG
1. Temperature Measuring Principle Accuracy: ±1 F.S
Serial number: 4444,4445,4446,4450,4453
The measuring principle is based on the Pt100 temperature sensing element
delivered according to IEC 751. The resistor element gives a decreasing The measuring principle is based on a capacitive pressure transmitter. The
resistance value when the ambient temperature increases. Nominal resistance at 0
transmitter consists of a capacitive pressure-sensing cell together with an
~ 100ºC is 100 ~ 138.5 ohm. The element used for LNG applications are
electronic unit encapsulated in the transmitter body. A ceramic diaphragm is
delivered according to 1/10 DIN, thus giving an accuracy of ± 0.03ºC at 0ºC.
connected to a solid ceramic substrate via a glass frit.
To obtain the required accuracy each temperature sensor is calibrated. Therefore
Gold plates at the ceramic diaphragm and the ceramic substrate comprise the
each temperature sensor has a serial number for identification purposes. Before
capacitor. An applied pressure will deflect the diaphragm and the corresponding
calibration all sensors are stabilised by varying the temperature from -196ºC and
change in capacitance will be converted to an output signal by the sensor
up to room temperature several times.
electronics.
Thereafter each sensor is measured several times at three different temperatures,
and a calibration certificate is issued for each sensor. The total accuracy will also
take into account the other parts of the system signal converters, microprocessor,
etc.
To measure liquid and vapour temperature of LNG, each cargo tank will be
equipped with five (5) sensors. Normally spare sensors will also be installed.
Two sensors including spares will be installed in the tank bottom and the tank
top in order to constantly measure the temperature of liquid and vapour
respectively. The remaining 3 sensors including spares will be installed at equal
distances between the tank bottom and top.
Both average and individual temperatures readings for liquid and vapour are
available at the displays.
Each Kongsberg Maritime's MN3927/LNG Temperature Sensor consists of a
mantle cable made of AISI 316 acid resistant steel of required length. In the
lower end the Pt100 element is sealed in a tube while in the upper end there is
compression fitting for fastening of the sensor. The sensor cables (four (4) wires GT-402/LNG
per cable) are normally connected to terminals in a cabinet on deck. The
transmitter for the vapour pressure can also be connected to terminals in the One GT402/LNG Pressure Transmitter is installed on each tank to measure the
gas vapour pressure. The transmitter will be installed on top of the tank and
same cabinet.
only the ceramic diaphragm will be exposed to the tank atmosphere. Fastening
arrangement for the transmitter can be adapted to the actual installation.
The temperature sensors can either be clamped inside the tank or mounted in an
Cabling for the pressure transmitters can either be via the temperature sensor
open penetrated pipe. cabinet, or via the connection box for the radar sensor.
4 - 63 Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

4.8.1.3 System Readout and Control 2. Displays in the System “Click on” the CTS and the picture that appears on the screen will be as below.

1. Operator Station with Presentation Program Main Menu

The Operator Stations are the main presentation unit in the system, and are based
upon the Windows NT operating system with redundant high-speed data
communication between the various computers and microprocessors in the
system. Dedicated process displays are created in conjunction with the customer
to provide the best operational environment.

The Operator Stations are normally situated in the Cargo Control Room, where
the operator can monitor the data and control all essential operating parameters.
A number of Operator Stations can be connected in a network to provide several
operator consoles at different locations onboard. Alarms are handled
continuously in the background to ensure that the operator is immediately alerted The picture gives the operator an “overview” of all the Cargo tanks. By licking
if any alarm limits are exceeded. Failures that may occur in the system are
on the Cargo tank Name button, the following display will appear on the screen:
immediately reported on the screen. Reports on failures and alarms, as well as
history/trend reports on level, volume, vapour pressure and temperature are
logged and stored and can be printed out at any time. Customised reports are also
available.

The system is operated with a track-ball connected to the Operator Station. From
- On the left hand side and below the alarm window:
the Main Menu, the selection of each sub-menu can be done. Pop-up windows
Status bar showing DRAFT (A, M and F), TRIM, LIST and
for parameter values and alarm limit settings are displayed on the screen.
Atmospheric Pressure.
1) Main functions of the Operator Station:
- Handling of alarms and failures - Top window:
- Configuration of the system Alarm window showing the last four alarms.
- Storage of measured parameter values
- Calculation using measured parameter values - Upper right corner:
- Logging of History/Trend Window showing local time, UTC-time, number of alarms and fault Detailed information of the tank parameter is displayed. Moving from one tank
- Generation/Printout of customised CTS reports page. to another is easily done by “Clicking on” the tank name in the upper right corner.
- Graphic presentation of all relevant data “Clicking on” the CTS activity button a new pop up menu will appear on the
At the bottom of the main menu screen, the operator can call the different screen.
2) Data available on the screen if implemented: functions and displays in the system using the function buttons. The
- Cargo tank name menu/function buttons also correspond directly to the keys (F1-F12) on the CTS activity, details of all the parameter of the chosen tank is displayed. In this
- Cargo tank liquid level keyboard. display the buttons “START LOADING and UNLOADING” will activate the
- Cargo tank liquid volumes (total, individual and group)
logging of the system.
- Cargo tank temperature (average liquid, average vapour, individual) To fully operate the presentation program NL-300 and CTS a mouse or trackball
- Cargo tank vapour pressure is required. Pointing on an actual key with a mouse click can also activate the
- Trim, List and Draft menu/function buttons.
- ATM (atmospheric pressure)
- Miscellaneous level, temperature and pressure readings To simplify the instruction the term “click on the function” is used as a short
- Alarms form for “point on the function and click with the left mouse and trackball
- Faults/Diagnosis button.”
- Trend curves
- Clock
- Configuration data
- Parameter settings
- Miscellaneous Reports

When the activity is started a sub-menu will show in the display.

Text header that shall be displayed in the CTS report is inserted.

4 - 64 Part 4 Cargo System

LNGC GRACE ACACIA
After inserting the text start the logging “click on” OK. The “NO ACTIVITY”
will change to “LOADING” and a green lamp will start blinking.
When the “LOADING and UNLOADING” is completed, “click on” the “STOP
LOADING” button. The reports generated by the system is automatically printed
and stored to the system hard drive.
To get back to the MAIN MENU “click on” the button “MAIN MENU”. “Click
on” the button “SETUP CONFIG” to enter this display the user will be requested
a password. After inserting password the following menu will appear on the
screen.
In this menu different system parameter can be selected and changed. The system
also allows the user to enter manual values for some parameters that will be used
instead of automatic read values. If “TRIM and LIST” is selected the following
picture will appear.
Manually values for “TRIM and LIST” can be inserted and used in the system.
Cargo Operating Manual
After selected “SET IN AUTOMATIC” or “SET NEW VALUES” the system
returns back to the menu display. A new selection of function can then be made.
If the operator selects “TEMP SENSOR CTS” the following display will come
on the screen.
Next button in the configuration menu is “CALIBRATION VAPOUR” if the
operator is sure that the vapour pressure transmitter is ventilated to ATM
pressure, the sensor can be 0 adjusted in this display.
Normally two sets of temperature sensors are installed in the tank, one set as First the sensor must be reset, and then new offset can be set and afterwards
spare. In this picture the operator can select what sensors that shall be used in the execute the setting.
CTS calculation on the different tank. “Click on” “PREV MENU” will return to
“CONFIG MENU.” If “TEMP SENSORS MAN.SET” is selected the following
display will show. In this display manually entered values can be inserted and
used in the system.
Returning back to the MAIN MENU “click on” the “SET-UP CARGO” the
display will be as follow:
Selecting the “CARGO TANKS” the below display will come on the screen.
Changing of ALARM limits in the system can be done in this display.
The operator has the possibility to set-up groups of tanks that he wants
information from. One tank can be displayed in different groups if selected.
“Click on” the “CARGO TANK DETAILS” in the configuration set up menu the
following display will show. This picture gives information of radar parameter
setting.
4 - 65 Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

“Click on” the group name of which group you want to set-up. “Click on” the
tank you want to appear in selected group and then the tank name will be
displayed in the group “box”. When finish “Click on” the “CARGO GROUPS”
button then next display is shown on the screen.

Back in “MAIN MENU” “Click on” the “CARGO TANKS” a display giving
overview of all the tanks in the system will come on the screen.

The system also support trending of the parameters, trends can be configured by
the operator and viewed in the trend window.

4 - 66 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.8.2a Float Level Gauge

4 - 67 Part 4 Cargo System

LNGC GRACE ACACIA
4.8.2 Float Level Gauge
1. General
Range: 0-44m(145ft) standard
0-54m(164ft) extended
Accuracy: ±7.5mm(gauging LNG over 45m range using 255mm
diameter pan float in a 12” Stillwell)
Serial Number: 16652-1,16652-2,16652-3,16652-4
The Whessoe float level measurement system is of conventional tanker type, but
uses an Invar tape to compensate for temperature variations.
A gauge head, containing a mechanical indicator, an invar tape tensioned by a
negator spring and a 12” diameter PV float attached to the lower end of the tape,
is fitted to each liquid dome.
Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm
above the tank bottom, which is secured to the trellis structure base plate. The
sinkage of the float in LNG is 15mm and the minimum level which can be read
from the gauge is 145mm.
CAUTION
To reduce the risk of tape failure and wear on the gauging mechanism, the
floats should be fully stowed at all times, except when taking a sounding.
Care should be taken when stowing the float as excessive tension may cause
tape breakage. It is possible for a failed tape to foul the capacitance column,
resulting in the loss of gauging facilities for that tank.
To obtain the liquid level, the float is released from its stowage position using
the release lever, and allowed to descend freely to the liquid surface. The tank
sounding may then be read from the meter. The Whessoe gauges are checked
against the Kongsberg CTS during each alternate loading.
2. Description
3304 Liquid Level Gauge
The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical
system of accurately and continuously measuring liquid levels in the refrigerated
tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep
and at temperatures as low as -200˚C. The gauge is entirely mechanical in
operation and does not require any power to provide a constant local readout.
The main components are a float, invar or stainless steel measuring tape, counter
mechanism, tape storage drum, and a negator spring. The gauge is float actuated,
and employs a “Tensator” spring as a counter-balancing mechanism.
This maintains a constant tape tension at the float so that float immersion is not
affected by the length/weight of the tape throughout the measuring range.
The accurately perforated tape transmits float movement to the sprocket wheel,
which drives to the counter mechanism. This transmits via a magnetic coupling
across a solid barrier flange which completely isolates the counter chamber from
the tank atmosphere.
Cargo Operating Manual
2047MT-Advanced Marine Tank Gauge Transmitter
The 2047MT-advanced marine tank gauge transmitter has been specifically
designed to further reduce costs of upgrading remote level, temperature and
pressure monitoring systems. The transmitter offers technical advantage by
utilizing absolute digital encoding without need for expensive potentiometers
whilst maintaining full flexibility for commissioning.
The transmitter has 4 on-board digital alarm connections, which can be
configured from the cargo control room as opposed to time-consuming set up on
deck. Sounding / Ullage and Metric or English measurement can be selected
without need for hardware modification over a 50m measuring range. Up to 5
individual spot temperature measurements can be directly interfaced along with
facility for inert gas pressure measurement.
The system is connected using Field Bus – RS485 intrinsically safe technology
offering the advantage that it can be connected in any one loop with only 1 cable
returning to the cargo control room.
1084 Mini Receiver
The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks
simultaneously via a backlit LCD display. The 1084 Mini receiver is a stand
alone display unit designed to read the data sent by up to 32 inventory
management instruments. The information is displayed on a large format, backlit
LCD display for easy viewing, which can then be retranslated and sent to a IAS,
or host computer system. This is achieved by an easy to use tactile user interface.
The unit provides complete on-site configuration to industry standard protocols
in 3 serial ports, with 4 programmed alarm relays (flexible baud rates). It has
been designed to consider minimal fixing dimensions for DIN rack mounting
(96mm x 96mm). The receiver systems include RS232C, EIA-485 and 4-20mA.
The unit is based on 16-bit micro controller technology with memory battery
backup. A single buzzer is available as well as 4 programmable relays.
The unit is based upon a 16-bit architecture micro-controller, and has a battery
back up with a 10-year shelf life. Additionally, the unit has a real time clock
allowing time stamping of notable events in the monitoring system. The display
provides the required data in an “at a glance” format. The tank ID and product
contained in the tank shown. The level is shown in large 12mm high characters,
as well as a graphic display of percentage level, tank temperature, and pressure.
Pre-programming of the unit is completed by menu select options using six keys.
Access is protected by a user-programmed code, which can be changed at regular
intervals to maintain security.
1761 Power Supply Intrinsically Safe
The new 1761 power supply has been designed to consider the ever-increasing
demand on space within cargo control rooms. Its physical dimensions and weight
have been significantly reduced to ensure simple and flexible installation with a
wide range of power supply voltage options.
Field Cables to Transmitters
The wiring cable between transmitter and receiver or between transmitter and
transmitter must conform to the intrinsically safe standard.
4 - 68
All wiring must be designed to support 250 volts in service.
The 0 volt is floating (not connected to the earth)
The 2047MT requires 4 wires, but if multi-core cable is used to support wire
damage or future options, the 2047MT wires must be screened.
The transmitter body must be connected to tank earth, and all intrinsically safe
standards, if used, must be carefully followed.
Non I.S Cabling to Control Room Equipment
A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084
components. This should have a conductor size of 24 AWG (7/32 AWG) tinned
copper conductors, with PVC jacket for extended cable life.
3. Operation: Gauging
1) Open the gauge isolating valve fully; normally it is left open.
2) Put the crank handle in the STORED position, ie, with the handle towards
the gauge cover.
3) Put the spring-loaded automatic float lock-up and the datum plunger up to
release the float and allow it to descend at a controlled rate to the liquid
level.
To Return the Gauge to the Stored Position
1) Put the crank to the CRANKING position, i.e., with the handle outwards.
NOTE
The cranking handle is designed to drive in one direction only and is spring
loaded by a cam arrangement so that it is not in motion during normal gauging
2) Carefully raise the float by turning the crank slowly in a counter clockwise
direction, as indicated by the arrow on the main cover inspection plate.
3) Watch the read out counter, which will indicate when the float nears the top.
When resistance is felt by the float touching the cushion spring, continue
cranking until the plunger is seated and the automatic float lock-up and
datum plunger spring fully inward, securing the float.
4) Check that the counter reads exactly the same before and after use.
5) Move the crank handle to its STORAGE position.
CAUTION
Do not attempt to turn the crank clockwise or to interfere with the free fall of
the float. To do so will severely damage the tape or the tensator spring.
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.8.2b Float Level Gauge Illustration 4.8.2c Float Level Gauge
Forward AFT

ow
ind
u tW
do
R ea
c al
Lo
2-holes 16 Dia. for
M16 Screws

Inspection Plate
Stating Operation of
Crank Handle

Spring loaded automatic

float lock up and datum
plunger "PULL" to release
float

Inspection Chamber

Cylindrical Float

12" Gate Valve

Tank Top

4 - 69 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.8.3 Trim-List Indicator Illustration 4.8.3a Trim – List Indicator

CCR and Wheelhouse
The ship is provided with a fixed Trim-List Indicator system for the Custody
Transfer System.
Trim Indicator List Indicator
1. Specification

Maker: Utsuki Keiki Co., Ltd.

Type: Detector CSM-2DD; Indicator TMW-4B and DVF-11E
Range: ± 2° trim, ± 5° list
Accuracy: ± 0.3% F.S.
Output: 4~20mA both channels

The detector is installed in the navigation locker of navigation deck. The

measurement principle is that a suspended mass within the inclination detector
moves from a center position when the ship trim or list varies. The movement is
detected by linear variable differential transformer coils. A local circuit unit box
converts this into a 4~20 mA signal for each axis and these are fed to the CTS Circuit Unit Box
interface. CB-2S
The detector is deck-mounted and protected by a metal box. Trim and List
Signals to CTS
As the response is set to 0.5 seconds, the system cannot give reliable readings
when underway.

The readings should be periodically checked against the draft marks in calm Inclination
weather alongside periodically. Detector

Note
The trim and list measurements in the IAS are derived from the panel, and not
this instrument.

Fwd

220V AC
Port Stbd

Aft

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.9a Nitrogen Generator

To Safety Chamber

N2 Generator
(125 Nm3/h x 2 Sets) AY PIC

Circ. Span
Test
TAH TDAL TAH PIAL
MIAH MT FI
Oil TAH
Separator TIC TIC PT PT FT
Water Membrane
After Separator TE TS TE
Cooler V-8.81 Separator
No.1 N2 Air Compressor S
(1.2 MPa x 405 Nm3/h)
Electric FE S
Heater
Oil Cooler
S

S
S
Cooling
Water Out

V-8.88
AY PIC
Cooling
Water In
Circ. Span
Test
TAH TDAL TAH PIAL
MIAH MT FI
Oil TAH
Separator TIC TIC PT PT FT
Water Membrane
After Separator TE TS TE
Cooler V-8.85 Separator
No.2 N2 Air Compressor S

(1.2 MPa x 405 Nm3/h)

Electric FE S
Heater
Oil Cooler
S

S
S

Cooling
Water Out
Cooling
Water In To Safety
FI
Chamber
Separately Led IAS
To Bilge Well PAL PIAHL
IAS On IAS
P.G.B PIAHL PIAHL
TI 32V IAS IAS
PS PI PX PI IAS
Sett. PI PX PX
0.55 MPa V-8.61
34V

33V

30V

TX 24V 23V
Sett.
To Boiler Burner 1.3 MPa
29V PCV-4A V-8.63

25V
Sett. 0.5 MPa

N2 Buffer Tank
(30 m3) V-8.65
Key ORI-1
PIAHL
Nitrogen Line
28V
IAS
27V 26V Main Stand-by
Fresh Water Line

V-8.62
PX PI
Compressed Air Line STOP 600 600
PCV-4B
31V

Drain Line Sett. 0.5 MPa START 400 350

To Cargo System

4 - 71 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.9 Nitrogen Production System distribution lines will build up and give a lower product flow.
- Push button for audible alarm acknowledgement A lower flow in turn will result in higher nitrogen purity, i.e. less oxygen in the
1. General - Continuous N2 delivery pressure product. In this manner, the Nitrogen Generator Package will be capable of a 0-
- Continuous O2 content reading 100% capacity turndown. At no product consumption there will be some
This double unit nitrogen system uses hollow-fibre membranes to separate air - Dew point analyzer consumptions of fees air due to permeation of air to the low pressure (permeate)
into nitrogen and oxygen. The principle of separation is based on the selective
- Electrical heater temperature control side.
permeation of nitrogen and oxygen.
Each gas has a characteristic permeation rate. - Emergency stop push button
The on-spec. Nitrogen will be distributed to misc. consumers. A pressure
Nitrogen permeates slowly, oxygen, CO2 and water rapidly, through the 3. Process Description transmitter on the outlet produces signals to the PLC, and by parameters in the
membrane. This allows nitrogen to be separated from oxygen. PLC/MAC panel, the start/stop values of delivery can be set.
Membrane modules consist of a bundle of numerous hollow fibres. The compressed air supply to the units is fed from the E/R control/service air These settings will automatically stop the unit at high-pressure setting, and
Compressed air connected to a bundle of membranes will leave this bundle as system. Compressed air with no liquid slugs is fed to the Nitrogen generator and automatically start the unit at lower pressure.
pure nitrogen, while oxygen enriched air will be vented. passes through a filter package which will protect the membranes from any
harmful particles, oil, and water condensate. The nitrogen is stored in a 30 m3 Nitrogen Buffer tank, where high and low
Continuous monitoring of the gas ensures that it is always of the correct purity. service pressure set points actuate the start and stopping of the generators.
The membrane type nitrogen generator is of skid-mounted design.
The air then passes through an electric heater which will heat the air temperature
After connecting outlet, venting piping and electrical supply, the generator is
by min.8 °C to 50 °C, which is the optimal temperature to reach the design 4. Physical Properties of Nitrogen
ready for operation.
capacity. The heater is controlled by a temperature controller receiving signal
from a temperature transmitter located downstream of the heater. Nitrogen is the most common gas in nature since it represents 78 % in volume of
1) Specification the atmospheric air. At room temperature, nitrogen is a colourless and odourless
gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions.
A temperature switch in the heater and in the piping will protect the heater and
Manufacturer: Air Products As the membrane from over-temperature. Membranes can withstand temperatures When liquefied, the temperature is –196 °C under atmospheric pressure, density
Membrane Separation of
up to 85~90 °C without being damaged. To avoid any potential overheating, of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
Operating principle: heater shut down set point is 70 °C.
Nitrogen from Air
1) Properties of Nitrogen
Ambient temperature: Min. 20°C, Max. 50°C The heated air is now fed via a manifold to each individual membrane separator
and the product exiting the membrane is nitrogen. Molecular weight 28.016
Ambient relative humidity: Max. 95 %
In order to maintain a constant process and hence constant flow across the Boiling point at 1 bar absolute -196 °C
3
Max. capacity: 125 Nm /h x 2 sets membranes, the nitrogen passes a flow control valves. Regulation of the flow is
Liquid S.G at boiling point 0.81
done by PLC-software through signals from a pressure transmitter installed
N2 Purity (N2+Argon): 97 vol % upstream and a flow transmitter downstream the membranes. Fine tuning is done Vapour S.G at 15 °C and 1 bar absolute 0.97
through signals from the oxygen analyzer. Parameters in PLC-software can be
set to limit the max capacity to design capacity. Gas volume/liquid volume ratio at -196 °C 695
N2 Dew point at atm press.: -65°C
Flammable limits None
600 kPa Since the inlet pressure defines the nitrogen flow necessary to meet a set O2 level,
N2 Discharge pressure (Process
(At generator outlet/tank a mathematical function in the PLC will make the Nitrogen Generator Dew point of 100% pure N2 Below -80 °C
design):
inlet)
automatically producing on-space nitrogen at varying inlet pressures.
N2 Buffer tank start/stop switch: 400 / 600 KPa Also the fine-tuning done through signals from the oxygen analyzer, will make 2) Chemical Properties
the Nitrogen Generator to supply on-spec nitrogen short time after start-up.
Outlet Temperature: Max. 50 °C Nitrogen is considered as an inert gas; it is non flammable and without
The Nitrogen Generator is equipped with an oxygen analyzer that will chemical affinity. However, at high temperatures, it can be combined with
continuously monitor the oxygen content in the product nitrogen. other gases and metals.
Product CO, SO2 and NOx 0%
Should the oxygen content for some reason rise above the design value %, an
alarm will be initiated. If the oxygen content continues to rise, a second alarm, WARNING
2. Control Systems and Instrumentation Due to the absence or to the very low content of oxygen, nitrogen is an
oxygen content high high will be initiated and close the delivery valve and open
asphyxiant.
the dump valve. When the oxygen content has fallen to limits within At liquid state, its low temperature will damage living tissue and any spillage
The control panel permits fully automated and unmanned operation of the units. specification, these valves will reverse and the system will supply nitrogen again.
The following alarms and controls are mounted on the control panels. of liquid nitrogen on the ship’s deck will result in failure as for LNG.

If the nitrogen consumption is lower than design, the backpressure in the

- System status indications

4 - 72 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Fig 1 N2 Generator Start/Stop Logic

M0 CONTROL M1-N2 Generator M2 Distribution

Operation of block Operation of block Operation of block

MO Control M1 N2-Generator M2 Distribution

No
No
Start signal is
No
present? Start signal is
present? Start signal is
present?
Yes

Yes
No Yes
Yes
N2 Buffer Tank
Pressure Low?
SD-1 Signal Wait 2 minutes
active?
Yes

No

No Start M1 M1 N2- Yes

Run level=1?
N2-Generator Generator
Wait 5 seconds
No Alarm AAH
active?
Yes

Start M2 No
No M2 No Yes
Run level=2? Distribution Compressor
Distribution
control active?
- Open N2 delivery valve
- Close atm. valve

N2 Buffer Tank - Open Air Inlet Valve. - Start Compressor

Pressure High? Set RUN Level=2

No
Yes

Stop signal Yes No

- Close N2 delivery valve
- Open atm. valve present?
- Close Air Inlet Valve of
stop compressor. Alarm PAL Compressor Run
- Power down heater. active? signal active?
Yes

- Close N2 delivery valve No Yes

- Open atm. valve
- Close Air Inlet Valve of
stop compressor.
- Power down heater.
- Power up heater control - Power up heater control
system system

END

Set RUN Level=1

4 - 73 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

4 - 74 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.10a Inert Gas and Dry Air System

1503 1505 Purge To Outside

To Pneu.
PI PS L AS Equipment (To Funnel Top)

1504

1506
1501 1502 2112
From Control
Air System
2111
S 5452 S 5442
I.G.G D.O Pump
(1,460 l/h x 2.5 MPa)

1509
LS LS
1013 1003 1053 1054
M PI PS L PI 5450 5440
1004 5453

1058
1055
5057 5056
From I.G.G. 1001 1002 1005 1051 1052 S TX TX

5657

5456

5458

5459
M.D.O Vent
2105
Service Tank Cooler

5431
1012
H Drain Drain 5430
To I.G.G. 2V
1507 TS 4407 Signal Lamps Minic-
S 5437
M.D.O

1509
4411 H board Generator Unit LS LS
Service Tank 1506 PS 4410 5303 5305 Drain

5016

5026

5436
2310 PI PZA S S

2032
2013 H L

2114

2132
5018 5028 Drain

5304

5305
S PI 4406

2103
S 2309 5301 5302
2037 2038 Instrument S S
TI 4404
PI Air

Cooling

Cooling
Water In

Water Out
2344
2041 5013 5023
S
To F.O 2042 4415
Drain Tank LS 2040 PI
3V LS
4402 Signal Lamps Minic- LS LS
TS H board Generator Unit

4414
(F) 5011 5021
Washing S 5405

rner
PI 2021 Cooling
Tower Chilled Chilled

Pilot Bu
XZA
2121 XZA Igni-
1637

TI Inert Gas (Dry)

L tion Water Water LS
L In Out Ambient
Sample Gas Air
Main B Demister To O2 Analyser 5401 Sereen
urner
Vessel
2003

Vent To I.G 5225

5407
Sample H
2303 Inert Gas Cooler Purge Line TX
Emergency
S 4314 Line
Control Air Combust 2304
2013 DPX LS

4401
Blow-off ion Cha 5083 5083 S 5404

4303

4302
S
2054 2012 PI mber H
(Air) Fan
2410 5061 5071 M 5403
2051 Dewpoint
2014 PI PI
Analyser

4304 4315
2010 PS
2313

2324
2321

2322

5072
5062
H PS Tag No. 7100

5406
LS LS
2015 H LS Drain Drain
H
2314

LS 2011 PS
2208 5081 5091
2201 2202 L
Ambient M LS
S

4302

121V
Air 2315
2319

2207 2209 2206 2204 Steam 5008

5033 5101

5007

5008
Heater
D-20V

M 2203 PI
Blower 2 5031

5008
2318

5108
S
S
2320 2317

TI

5107
LS
Drain 5036 Drain 5113
2228 2323 22V 5104

5111 5112
2221 M 2222 LS
Ambient PS LS 5034 LS

5041

5051

5102 5103
Air L
2227 2229 2226 2224
S S
Co
n tro 5043 5053
M 2223 l Air Electrical
Blower 1 To Oily
Heater 5411
2316

25

Bilge Tank
24

Control Air LS 5416

5413 5413 TZA
LS H
24 TX TX
1633

19 L
1622 1626 1634 9V
PI PI PS L LS
1632

S LS LS
(F)
1623

1627

1635

From 0.98 MPa 1601 PC S LS

1621 1602 P
2415

Steam System Control Air

(Burner Atomizing 1624 1631 2416
1606
From 0.98 MPa
Steam) 1625
Steam System
Drain/Decompr.
(Don't need to be connected
1605 1604 1603 To Oily
To Atm. for maintenance only)
Bilge Tank
Drain Tank

Key
1V Steam Line Fresh Water Line
From S.W Supply
(For Ballast System) Diesel Oil Line Air Line
(A)
2V

From F.W Supply

Sea Water Line Condensate Line
(For Rinsing) Inert Gas Line

4 - 75 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual
4.10 Inert Gas and Dry Air System The pressure inside the plant is maintained constant to ensure a stable flame
during operation, independent of pressure fluctuations in the piping system. This
is done via a pressure control valve at the end of the installation.
1. General
3. Blower Unit
The inert gas/dry air plant is located in a compartment in the engine room. It
produces inert gas or dry air for the inerting, purging and aerating of the cargo
The air required for combustion is supplied by means of a blower unit. This unit
tanks and associated piping systems prior to and after refits or other inspection
is direct driven and mounted on a frame with vibration isolators, coupling-guard,
periods. The operating principle is based on the combustion of a low sulphur fuel flexible hose connection, non-return valve, combined filter suction silencer and
and the cleaning and drying of the exhaust gases. The inert gas/dry air plant is discharge silencer.
locally operated. The connection to the cargo system is made through two non-
return valves and a blind flange valve, which is normally in the closed position. 4. Ultramizing Burner
Specification The fuel oil system is atomised in two steps. First a conventional nozzle sprays
Manufacturer: SMIT Gas System the oil , supplied under pressure to the burner. Then the oil spray is subjected to a
Type: Gln 15,000 – 0.25 BUFD tangential impulse flow of combustion air, which added to the mainly axially
Capacity: 15,000 m3/h orientated impulse flow of the oil spray itself, results in an ultra-fine dispersion
Discharge pressure: 25 kPa of the requid.
Dew point: Max. -45°C after expansion to atm- The tangential impulse flow of combustion air is created by supplying the air
ospheric pressure through slots in an atomisng ring, which is fitted at the end of the burner gun.
Temperature: 30°C Average (Max. 65°C The combustion process guarantees that absolutely no soot will be produced, not
during switch-over of dryer vessel) even at understoichiometric conditions, e.g. during combustion-air shortage,
Tyical gas composition (on dry basis)- caused by a lower speed of the combustion air blower, which could occur by
voltage and/or frequency fluctuations in the electrical supply. Soot cannot be
Oxygen (O2): Max. 0.5vol.%
Carbon-dioxide (CO2): Max. 14 vol.% tolerated in the plant, neither in the ship’s cargo tanks nor in the piping system.
To prevent soot formation, especially on the long run, a stable and well-balanced
Carbon-oxide (CO): Max. 100 ppm
combustion process is obligatory.
Sulphur-oxides (SOx): Max. 2 ppm
Nitrogen-oxides (NOx): Max. 65 ppm
5. Inert Gas Generator
Nitrogen (N2): Balance
Soot (On Bacharach scale): 0 (= Complete absence) The combustion chamber is cooled by a water jacket. Scaling in the cooling-
water jacket of the combustion chamber is prevented both by the low
2. Working Principle temperature rise and the positioning of the openings for the supply and discharge
of the seawater.
Inert gas produced by the combustion of oil with air, followed by further The inert gas coming from the burner has a rather high temperature and contains
treatments in order to obtain the required quality and properties. The combustion sulphur oxides.
is a chemical reaction between the hydrocarbon and oxygen, mainly producing In the cooling/ scrubbing section the construction ensures an intense contact
carbon dioxide and water. The water is condensed for the greater part. between gas and water, reducing the inert gas temperature and the content of
The nitrogen of the air leaves the generator unchanged. Some small rest sulphur oxides. Water droplets are separated, by means of a demister, before the
quantities of carbon monoxide and hydrogen may remain. Thus, the inert gas gas leaves the generator.
produced mainly consists of nitrogen and CO2.
The hot combustion gases are cooled, first indirectly in the combustion chamber 6. Refrigeration Unit (Freon R404A)
by a seawater cooled jacket. The principal cooling, however, occurs afterwards in
the cooling section. This unit cools the required quantity of inert gas or dry air. The capacity of the
Because of the intense contact between inert gas and seawater in the cooling plant is automatically controlled over a range of 0-100% to adapt the cooling
tower, the inert gas temperature is decreased close to the seawater temperature, capacity to the seawater temperature, which may vary between 0-32 ℃. This is
while corrosive sulphur oxides are washed out of the inert gas. The cooling / necessary to prevent the condensing water from freezing.
scrubbing water leaves the generator through the waterseal. At the end of the The materials applied in the inert gas cooler are adapted to the presence of
cooling section the gas is passed through a demister to separate the water seawater vapours in the inert gas.
droplets from the gas stream. Further removal of the water takes place in two
steps. The gas is cooled down in a refrigeration unit first. The bulk of the water
present in the gas is condensed and drained. Then in the first stage, the water is
removed by adsorption in a desiccant dryer. The roots type air blower supplying
the combustion air to the burner achieves the required final pressure of the gas.
4 - 76
The unit consists of:
- Compressor unit with capacity control (by unloading the cylinders by
means of valve lifting regulated at suction pressure); at lower capacity ,
the capacity is controlled by hot gas flowing from a high pressure side
of the compressor thorough a by-pass control valve to the suction side
of the compressor
- Level controlled expansion valve
- Evapourator pressure control valve
- Refrigerant condenser with water regulating valve at cooling-water
outlet
- Flooded type inert gas cooler
- External demister
- All safety equipment
7. Inert Gas Dryer
In this equipment the inert gas is dehumidified to the required final dewpoint. A
desiccant, adsorbing the water still contained in the inert gas now effects drying.
The inert gas dryer has two vessels, while one vessel is in drying operation, the
second vessel is being regenerated.
The changeover from drying operation to regeneration is automatically
controlled. Provisions have been included to ensure that the regeneration process
will be fully completed after the generator has been stopped.
Vessel changeover takes place every eight hours. The vessel is regenerated by
flushing it with hot air of 150℃. No inert gas is required then, the water in the
adsorbent is evapourated by the hot air and carried off in the flushing stream.
Heating of the air can be done electrically and by steam. The dryer has to be
insulated. Smit Gas System will do insulation of the dryer with glass wool
(thickness 50 mm).
The electric heater controls the temperature of the regeneration air. The hot air
goes in counter flow through the vessel that just finished the adsorption period
and was depressurized (5016/5026 valve is open for depressurization via 5453,
valves 5011/5021 and 5081/5091 are open during adsorption). The hot air leaves
the vessel via 5016/ 5026.
The regeneration is stopped on the regeneration air temperature (5057). Now the
cooling period starts. Valve 5440 opens, while 5401 closes (automatically). At
the same time valve 5031 opens to fill the cooling circuit with dry inert gas.
Valve 5450 keeps the circuit under a slight over-pressure ( 200mm WC). 5031
remains open. The fan sucks inert gas through the cooler and starts circulating
the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves will be open
for 1 hour (5016, 5026,5011, 5021 all open) to have parallel drying of both
vessels. The regenerated vessel is now ready for the next adsorption period alone.
8. Pressure Control System
A pressure control valve maintains a constant pressure in the inert gas generator
system, in order to guarantee the specified gas quality. The pressure in the inert
gas generator is not affected by variations behind the pressure control valve.
Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.10a Inert Gas and Dry Air System

1503 1505 Purge To Outside

To Pneu.
PI PS L AS Equipment (To Funnel Top)

1504

1506
1501 1502 2112
From Control
Air System
2111
S 5452 S 5442
I.G.G D.O Pump
(1,460 l/h x 2.5 MPa)

1509
LS LS
1013 1003 1053 1054
M PI PS L PI 5450 5440
1004 5453

1058
1055
5057 5056
From I.G.G. 1001 1002 1005 1051 1052 S TX TX

5657

5456

5458

5459
M.D.O Vent
2105
Service Tank Cooler

5431
1012
H Drain Drain 5430
To I.G.G. 2V
1507 TS 4407 Signal Lamps Minic-
S 5437
M.D.O

1509
4411 H board Generator Unit LS LS
Service Tank 1506 PS 4410 5303 5305 Drain

5016

5026

5436
2310 PI PZA S S

2032
2013 H L

2114

2132
5018 5028 Drain

5304

5305
S PI 4406

2103
S 2309 5301 5302
2037 2038 Instrument S S
TI 4404
PI Air

Cooling

Cooling
Water In

Water Out
2344
2041 5013 5023
S
To F.O 2042 4415
Drain Tank LS 2040 PI
3V LS
4402 Signal Lamps Minic- LS LS
TS H board Generator Unit

4414
(F) 5011 5021
Washing S 5405

rner
PI 2021 Cooling
Tower Chilled Chilled

Pilot Bu
XZA
2121 XZA Igni-
1637

TI Inert Gas (Dry)

L tion Water Water LS
L In Out Ambient
Sample Gas Air
Main B Demister To O2 Analyser 5401 Sereen
urner
Vessel
2003

Vent To I.G 5225

5407
Sample H
2303 Inert Gas Cooler Purge Line TX
Emergency
S 4314 Line
Control Air Combust 2304
2013 DPX LS

4401
Blow-off ion Cha 5083 5083 S 5404

4303

4302
S
2054 2012 PI mber H
(Air) Fan
2410 5061 5071 M 5403
2051 Dewpoint
2014 PI PI
Analyser

4304 4315
2010 PS
2313

2324
2321

2322

5072
5062
H PS Tag No. 7100

5406
LS LS
2015 H LS Drain Drain
H
2314

LS 2011 PS
2208 5081 5091
2201 2202 L
Ambient M LS
S

4302

121V
Air 2315
2319

2207 2209 2206 2204 Steam 5008

5033 5101

5007

5008
Heater
D-20V

M 2203 PI
Blower 2 5031

5008
2318

5108
S
S
2320 2317

TI

5107
LS
Drain 5036 Drain 5113
2228 2323 22V 5104

5111 5112
2221 M 2222 LS
Ambient PS LS 5034 LS

5041

5051

5102 5103
Air L
2227 2229 2226 2224
S S
Co
n tro 5043 5053
M 2223 l Air Electrical
Blower 1 To Oily
Heater 5411
2316

25

Bilge Tank
24

Control Air LS 5416

5413 5413 TZA
LS H
24 TX TX
1633

19 L
1622 1626 1634 9V
PI PI PS L LS
1632

S LS LS
(F)
1623

1627

1635

From 0.98 MPa 1601 PC S LS

1621 1602 P
2415

Steam System Control Air

(Burner Atomizing 1624 1631 2416
1606
From 0.98 MPa
Steam) 1625
Steam System
Drain/Decompr.
(Don't need to be connected
1605 1604 1603 To Oily
To Atm. for maintenance only)
Bilge Tank
Drain Tank

Key
1V Steam Line Fresh Water Line
From S.W Supply
(For Ballast System) Diesel Oil Line Air Line
(A)
2V

From F.W Supply

Sea Water Line Condensate Line
(For Rinsing) Inert Gas Line

4 - 77 Part 4 Cargo System

LNGC GRACE ACACIA
9. Electrical Equipment
1) Panels
The system has several panels for starting, control and safeguarding:
- One main separately installed control panel to control the inert gas
generator (combustion and scrubbing) and the whole system. This panel is
giving ‘instructions’ to the local panels (automatic starting of fuel-oil
pump and blower, checking conditions on refrigeration and dryer site). It
has a mimic diagram in the front. In case of a failure, a sound will be given
and the direct cause of the failure will be indicated in the mimic.
- One starter panel for fuel oil pump, for mounting close to the motor.
- One starter panel for blower, for mounting close to the motor. Both panels
contain a circuit breaker (with manual and automatic disconnection),
thermal overload protection, starter relays and hour counter (ammeter is
optional).
- One control/ starter panel, mounted on the refrigeration skid for fully
independent starting and control of the refrigeration unit, completely
cabled to the components on the skid, with mimic in the front.
- One control/ starter panel, mounted on the dryer skid for fully independent
starting and control of the dryer unit completely cabled to the components
on the skid, with mimic in the front.
2) Electrical connection of the various main parts
All electrical equipment on the inert gas generator main units will be cabled.
All cables will end in a connecting box fitted to the generator and in the
control panels on the refrigeration and dryer unit.
The interconnecting cabling between these connecting boxes, the control
panel, the electric motors, etc., is no part of our of our delivery.
We deliver a diagram of connections with numbers and sizes of cables, and
showing the terminal numbers of all electrical equipment delivered by us.
10. Protections and Safety Devices
The generator is equipped with several protections and safety devices, which are
partly shown in the flow diagram. There are direct and indirect-acting protections
and safety devices.
Direct-acting protections are breakers, pressure relief valves and water-seal; they
are operated by the medium they have to protect. Indirect-acting protections are
components which continuously compare the actual process value to a set value;
if this set value is reached or exceeded, they will give a signal to the signalizing
system which undertakes the required actions in the generator operations.
Combined with limit switches, these protections and safety devices from a series
of conditions for safe and proper operation. The high water level alarm of the
Cargo Operating Manual
washing/ scrubbing tower will be always alert, also if the generator is totally 13. Maintenance
switched-off; this alarm is fed by the ship’s emergency system. (IAS-system).
Level switch (2322) is equipped with two switches for the purpose. Hardly any maintenance is required owing to the application of high-quality
components and the selective choice of materials. Components requiring
11. Oxygen Content Measurement maintenance as well as vital parts will be always situated at a readily accessible
place. In the instruction manual you will find a clear description of the
maintenance procedures.
The classification authorities prescribe a continuous check (indication and alarm)
of the analyzer constantly indicates the oxygen content in the inert gas and will
effect an alarm when a set maximum or minimum quantity of oxygen is
exceeded. The highest value is determined by the application of the inert gas.
The lowest value protects against under-stoichiometric combustion (too high
content of combustibles CO + H2). The generator will not stop at alarm
condition. This enables the operator to change the adjustment of the fuel/ air
ration and to see the result. The inert gas produced is purged at alarm condition.
For remote indication or recording a 4-20 mA signal is available.
12. Operation
- First of all manual valves for utilities (seawater, fuel, etc.) will be opened.
- Main switch is actuated.
- Switch for starting refrigeration unit and dryer is actuated.
- Now the generator can be started by operating a switch. This is possible,
since the complete starting process is fully programmed and safeguarded.
- The purge line is open when the generator is started.
The starting program runs as follows:
- The blower purges the system with air before the pilot burner is ignited by
a spark plug.
- The pilot burner is ignited; as soon as the flame is detected the main
burner is started.
- After flame detection of the main burner and flame stabilization, the pilot
burner is shut down.
- After 4 minutes of purging after start, the delivery line is opened and the
purge line closed, provided that the oxygen content is correct. If not. The
purge line remains open until the correct fuel/ air ratio has been set and the
correct oxygen content is obtained.
- For longer standstill periods it is recommended to purge the seawater
cooling system with fresh water.
- An extra contact is available in the control panel for connection to the
ship’s main control room to allow for a remote stop of the generator.
4 - 78 Part 4 Cargo System
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.11a Gas Detection System

Gas Detecting Panel (CCR)

Detecting Part Control Part
In Panel (EExiad)
DC 24V
IR-Type
Detector DC 4-20mA
Flame Power
Arrester AC 220V 60Hz Φ1
Stop Valve Box 0~100 Vol.% Supply
Cargo Part System (Total 28) (CCR) 0~100 % LEL Part
Top of Inter Barrier Space for Gas Dome (4) IR-Type
Detector
Top of Insulation Space for Gas Dome (4) Main
Vent Mast (4) RS422/485(*1) Repeater
Under Deck Side Passage Way Port & STBD (6) 0~100 Vol.% Sequencer Fail. & BZ., PW Cont. Panel
0~100 % LEL Alarm (FCS)
Top of Inter Barrier Space for Liquid Dome (4)
IR-Type Circuit
Cargo Machinery Room (2) Detector
Gas Vent Drain Tank (1) Spare
Pipe Duct Forward and After (2)
Cargo Electric Motor Room (1) DC 24V
Electric Electric Graphic Operation
Drain Separator Board Parts Parts Panel
Drain Tank Only

RS422/485(*1)
Cargo Machinery Trip System (Total 5) EExiad DC 24V Failure
Boiler Hood (2) IR-Type & DC 4~20 mA IS Cargo Part System
DC 4-20mA
Gas Duct (2) Detector Barrier Cargo Mach. Trip System
Inert Gas Line (1) Engine Room System IAS
Control Panel Accommodation System
(ECR) Other Space

DC 24V Rs422/485 (*1)

IR-Type & DC 4~20 mA Fail. & BZ., PW Cont.
Detector
DC 24V Gas Alarm Contact
60% LEL
Boiler Hood (2 Points)
Engine Room System (Total 8) CC Type Detector (Exd) Gas Duct (2 Points)
E/R Supply Vent Fan Room (4) Detector Cover DC 4-20mA Electric Motor Room (2 Points)
Control Inert Gas Line (1 Point)
E/R Exhaust Vent Fan Room (2) Detector Output Panel
E/R 2nd Deck (2) (ECR)

Rs422/485 (*1)
Detector Output
Fail. & BZ., PW Cont.
DC 24V

Accommodation System (Total 23) CC Type Detector (Exd) System Failure Analog Data
Wheel House (1) Detector Cover DC 4-20mA Cargo Area Cargo Area
Control (1 Common) (0~100 % LEL)
CCR (1) Detector Output
Panel Cargo Mach. Trip (0~100 VOL %)
Galley (1) (ECR) (1 Common) Cargo Mach. Trip
Entrance Lobby of Each Accommodation Deck (10) Engine Room (0~100 % LEL 5 Point)
Mess Room (2) Rs422/485 (*1) (1 Common) Engine Room
TV Room (2) Detector Output Fail. & BZ., PW Cont. Accommodation (0~100 % LEL 8 Point)
(1 Common) Accommodation
Lounge (2) DC 24V Other Space (0~100 % LEL 23 Point)
Accommodation Air Intake (Main & Aux.) (2) (1 Common) Other Space
Emergency Generator Room (1) (0~100 % LEL 3 Point)
Central Office (1) Gas Alarm
Cargo Area
(30 % LEL 20 Point) Gas detecting in the panel inside
(30 VOL % 8 Point) : 30 % LEL for cutting off power
Other Space (Total 3) Cargo Mach. Trip
CC Type Detector (Exd) supply of the panel
Electric Motor Room (2) DC 4-20mA (30 % LEL 5 Point) (detecting part only)
Detector Cover
Bosun Store (1) Control (60 % LEL 5 Point)
Detector Output Engine Room
Panel
(ECR) (30 % LEL 8 Point)
Accommodation
Rs422/485 (*1) (30 % LEL 23 Point)
Other Space
Detector Output Fail. & BZ., PW Cont. (30 % LEL 3 Point)
DC 24V

4 - 79 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.11 Gas Detection System 21 No.3 top of inter barrier space for liquid dome 3. Engine Room

1. Cargo Part System 22 No.4 top of inter barrier space for liquid dome 1) Specification

23 cargo machinery room 1

Maker: KOMYO RINKAGAKU KOGYO K.K. Model CP-W
24 cargo machinery room 2
1) Specification Detecting gas Methane (CH4)
25 gas vent drain tank
Detecting principle Catalytic combustion method
Model FMA-T328UR 26 pipe duct forward Detecting range 0 ~ 100 % LEL (lower explosion limit)
Detecting gas Methane (CH4) 27 pipe duct after Alarm Set Point 30% LEL
Detecting principle IR type- NDIR (non-dispersive infrared method)
28 cargo electric motor room
Detecting range 0 ~ 100 % LEL, 0 ~ 100 % VOL 2) Measuring Points (8 points)

Alarm Set Point 30% LEL, 30% VOL
2) Measuring points (28 points)
1 No.1 top of inter barrier space for cargo dome
2 No.2 top of inter barrier space for cargo dome
3 No.3 ca top of inter barrier space for cargo dome
4 No.4 top of inter barrier space for cargo dome
5 No.1 top of insulation space for gas dome
6 No.2 top of insulation space for gas dome
This device measures the amount of leaking in flammable gas (methane) within
the cargo areas and accommodation of LNG vessels and sounds an alarm if the 1 Engine room supply vent fan room 1
value exceeds pre-set limits in order to prevent accidents caused by leaking gas.
2 Engine room supply vent fan room 2
This system uses infra-red and catalytic combustion methods for measurement
3 Engine room supply vent fan room 3
purposes. The infra-red type (IR type) can be switched automatically or manually
between 28 point gas measurement locations with a single analyzer. 4 Engine room supply vent fan room 4
(Automatic switching is performed between 0-100% VOL and 0-100% LEL.) 5 Engine room exhaust vent fan room 1
The infra-red type (IR type) continually measures in detecting panel.
6 Engine room exhaust vent fan room 2
2. Cargo Machinery Trip System 7 Engine room 2nd deck 1
1) Specification 8 Engine room 2nd deck 2

7 No.3 top of insulation space for gas dome Model CP-W(IS) The engine room area samples are continuously monitored by its own sampling
analyser.
8 No.4 top of insulation space for gas dome Detecting gas Methane (CH4)

9 No.1 vent mast Detecting principle NDIR (non-dispersive infrared method) The gas analyser’s zero reading should be checked daily and the span checked
weekly.
Detecting range 0 ~ 100 % LEL (lower explosion limit)
10 No.2 vent mast
Alarm Set Point 30% LEL, 60% LEL 4. Accommodation System
11 No.3 vent mast
1) Specification
12 No.4 vent mast 2) Measuring Points (5 points)

13 Under deck side passage way port 1 Model CP-W

1 boiler hood 1
14 Under deck side passage way starboard 1 Detecting gas Methane (CH4)
2 boiler hood 2
15 Under deck side passage way port 2 Detecting principle Catalytic combustion method
3 Gas duct 1
Detecting range 0 ~ 100 % LEL (lower explosion limit)
16 Under deck side passage way starboard 2
4 Gas duct 2 Alarm Set Point 30% LEL
17 Under deck side passage way port 3
5 Inert gas line
18 Under deck side passage way starboard 4

19 No.1 top of inter barrier space for liquid dome

20 No.2 top of inter barrier space for liquid dome

4 - 80 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.11a Gas Detection System

Gas Detecting Panel (CCR)

Detecting Part Control Part
In Panel (EExiad)
DC 24V
IR-Type
Detector DC 4-20mA
Flame Power
Arrester AC 220V 60Hz Φ1
Stop Valve Box 0~100 Vol.% Supply
Cargo Part System (Total 28) (CCR) 0~100 % LEL Part
Top of Inter Barrier Space for Gas Dome (4) IR-Type
Detector
Top of Insulation Space for Gas Dome (4) Main
Vent Mast (4) RS422/485(*1) Repeater
Under Deck Side Passage Way Port & STBD (6) 0~100 Vol.% Sequencer Fail. & BZ., PW Cont. Panel
0~100 % LEL Alarm (FCS)
Top of Inter Barrier Space for Liquid Dome (4)
IR-Type Circuit
Cargo Machinery Room (2) Detector
Gas Vent Drain Tank (1) Spare
Pipe Duct Forward and After (2)
Cargo Electric Motor Room (1) DC 24V
Electric Electric Graphic Operation
Drain Separator Board Parts Parts Panel
Drain Tank Only

RS422/485(*1)
Cargo Machinery Trip System (Total 5) EExiad DC 24V Failure
Boiler Hood (2) IR-Type & DC 4~20 mA IS Cargo Part System
DC 4-20mA
Gas Duct (2) Detector Barrier Cargo Mach. Trip System
Inert Gas Line (1) Engine Room System IAS
Control Panel Accommodation System
(ECR) Other Space

DC 24V Rs422/485 (*1)

IR-Type & DC 4~20 mA Fail. & BZ., PW Cont.
Detector
DC 24V Gas Alarm Contact
60% LEL
Boiler Hood (2 Points)
Engine Room System (Total 8) CC Type Detector (Exd) Gas Duct (2 Points)
E/R Supply Vent Fan Room (4) Detector Cover DC 4-20mA Electric Motor Room (2 Points)
Control Inert Gas Line (1 Point)
E/R Exhaust Vent Fan Room (2) Detector Output Panel
E/R 2nd Deck (2) (ECR)

Rs422/485 (*1)
Detector Output
Fail. & BZ., PW Cont.
DC 24V

Accommodation System (Total 23) CC Type Detector (Exd) System Failure Analog Data
Wheel House (1) Detector Cover DC 4-20mA Cargo Area Cargo Area
Control (1 Common) (0~100 % LEL)
CCR (1) Detector Output
Panel Cargo Mach. Trip (0~100 VOL %)
Galley (1) (ECR) (1 Common) Cargo Mach. Trip
Entrance Lobby of Each Accommodation Deck (10) Engine Room (0~100 % LEL 5 Point)
Mess Room (2) Rs422/485 (*1) (1 Common) Engine Room
TV Room (2) Detector Output Fail. & BZ., PW Cont. Accommodation (0~100 % LEL 8 Point)
(1 Common) Accommodation
Lounge (2) DC 24V Other Space (0~100 % LEL 23 Point)
Accommodation Air Intake (Main & Aux.) (2) (1 Common) Other Space
Emergency Generator Room (1) (0~100 % LEL 3 Point)
Central Office (1) Gas Alarm
Cargo Area
(30 % LEL 20 Point) Gas detecting in the panel inside
(30 VOL % 8 Point) : 30 % LEL for cutting off power
Other Space (Total 3) Cargo Mach. Trip
CC Type Detector (Exd) supply of the panel
Electric Motor Room (2) DC 4-20mA (30 % LEL 5 Point) (detecting part only)
Detector Cover
Bosun Store (1) Control (60 % LEL 5 Point)
Detector Output Engine Room
Panel
(ECR) (30 % LEL 8 Point)
Accommodation
Rs422/485 (*1) (30 % LEL 23 Point)
Other Space
Detector Output Fail. & BZ., PW Cont. (30 % LEL 3 Point)
DC 24V

4 - 81 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

2) Measuring points (23 points) 5. Other Space System Monitoring for Cargo Part & Other Space Gas Detection System

1) Specification
1 Wheel house

2 CCR Model CP-W

3 Galley Detecting gas Methane (CH4)

4 Entrance lobby of accommodation upp-deck (p) Detecting principle Catalytic combustion method

5 Entrance lobby of accommodation upp-deck (s) Detecting range 0 ~ 100 % LEL (lower explosion limit)

Alarm Set Point 30% LEL,60% LEL (motor room only)

6 Entrance lobby of accommodation A-deck (p)

7 Entrance lobby of accommodation A-deck (s) 2) Measuring points (3 points)

8 Entrance lobby of accommodation B-deck (p)
1 Electric motor room 1
9 Entrance lobby of accommodation B-deck (s)
2 Electric motor room 2
10 Entrance lobby of accommodation C-deck (p)
3 Bosun store
11 Entrance lobby of accommodation C-deck (s)

12 Entrance lobby of accommodation D-deck (p)

13 Entrance lobby of accommodation D-deck (s) Monitoring for Hull Gas Detection System

14 Mess room 1

15 Mess room 2

16 TV room 1

17 TV room 2

18 Lounge 1

19 Lounge 2

20 Accommodation air intake (main)

21 Accommodation air intake (Aux.)

22 Emergency generator room

23 Central office

4 - 82 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.12.1a Cargo Valve Hydraulic Lines

[Engine Room] [Passage Way] (A) (B) (A) (B)

Hydraulic Power Pack Portable Hand Pump (2 sets)

for Cargo Line in Cargo Gear Locker

(3 sets) (7 sets) (1 set) (1 set) (2 sets) (8 sets) (1 set) (5 sets) (2 sets) (9 sets)

- Main Pump : 2 sets (44 l/min) ESD ESD

Block Block

- Topping-up Pump : 1 set (12 l/min)

- Accumulator : 2 Set (20 liters)

- Accumulator : 2 Set (40 liters)

No.6B Cargo I.S.V Box No.6A Cargo I.S.V Box No.5 Cargo I.S.V Box No.3 Cargo I.S.V Box No.1 Cargo I.S.V Box

3 Units 9 Units (with ESD) 10 Units 6 Units (with ESD) 11 Units

25A 25A
(P) (R)

25A 25A 25A 25A 25A 25A 25A 25A FL-25A FL-25A 25A 25A 25A 25A
(P) (R) (P) (R) (R) (P) (P) (R) (P) (R) (R) (P) (P) (R)
(P) (R)
FL-25A FL-25A
(R)
25A

25A Stop Valve

25A
(P) 25A Stop Valve 25A Stop Valve

Accumulator Stand
(APCHHI1728C) 25A 25A 25A 25A 25A 25A 25A 25A
(P) (R) (P) (R) (R) (P) (P) (R)
- Accumulator :
14 sets (60 l) 25A Stop Valve

- Accumulator : 2 Set (40 liters)

25A Stop Valve

No.7 Cargo I.S.V Box No.4 Cargo I.S.V Box No.2 Cargo I.S.V Box
(R) (P)
25A 25A : Open/Shut Valve
10 Units 5 Units ESDV 10 Units
: Opening Valve
(R) (R)
25A 25A Accumulator Stand
Hyd. Power Pack (APCHHI1728B)
for ESD
Block ESD : ESD Valve
Ballast System - Accumulator : Block
(P) (P) 3 sets (60 l)
FL-25A FL-25A (2 sets) (8 sets) (5 sets) (2 sets) (8 sets)

4 - 83 Part 4 Cargo System

LNGC GRACE ACACIA Cargo Operating Manual

4.12 Cargo and Ballast Valve Control valve( Reduced by relief valve) 2) Valve open-shut signal (I.S. & Non-I.S. Type)

4.12.1 Cargo Valve Control System Operating pressure for 60/50A glove a) Opening valve
3.5 MPa
valve( Reduced by relief valve)
The potentionmeter to be supplied by NAKAKITA to butterfly valve
1. General Specification . maker (AMRI) and it shall be assembled by them.
3. Location of Cabinets
Hydraulic Power Pack b) Open-shut valve
All remotely operated valves are piston operated except for the liquid dome and The limit switch shall be supplied and assembled by valve maker
Maker Nakakita Seisakusho Co Ltd the spray header isolating valves, which are vane type actuators.
4. Oil Flushing Procedure for Hydraulic Remote Control System
Accumulators 20 The supply oil is distributed to 6 solenoid valve boxes situated in the side
passageway (port and starboard) and 1 in the cargo compressor room.
Main electric motor 15 kW, 440V, 60Hz 1) The oil hydraulic circuit should be by-passed from Hydraulic Power Unit,
Control Box and Hydraulic Oil Cylinder.
Topping up electric motor 5.5 kW, 440V, 60Hz Each cargo tank, manifold area, cargo compressor room and the master BOG
( Flushing works for above unit, and box were finished completely in
station has its respective solenoid valve box as follows:
maker factory.)
Main pump capacity 44 litres/min , 13 MPa, 1200 rpm

Topping pump capacity 12 litres/min , 13 MPa, 1200 rpm Description Opening Open-Shut 2) Hydraulic oil pump for flushing should be prepared filter for suction side
(80 mesh) and return oil (300mesh) to be prepared.
No.1 Solenoid valve CG701
box CL100, 101, 102, 103, 107 CS107, 108
2. Hydraulic Power Pack 3) System oil should be passed through into piping line, and made
trunk deck CS100, 101, 103 hammering to get rid of obstacles.
The ship is equipped with two hydraulic power unit for cargo & ballast valve No.2 Solenoid valve
CL200, 201, 202, 203, 207
control and each power unit is assembled with 3 units of vane-type hydraulic box CS207, 208 4) Judge the contamination grade according to the obstacles gathered by the
pumps. CS200, 201, 203
trunk deck filter, and stop the oil flow
No.3 Solenoid valve
Two out of 3 units of hydraulic main pumps are used during the work of loading CG001 5) Re-assemble the by-pass piping with care, so as the obstacles does not
box CG703
/ unloading operation (1 pump is used usually , and another is a stand-by). One CL001, 005, 009, 013 enter into the system.
cargo manifold
topping up hydraulic pump shall be used for forcing vapourisation.
No.4 Solenoid valve
CG002
Hydraulic pressure control is made by the loading/ unloading system by solenoid box -
CL004, 008, 012, 016
valve, relief valve, pressure switch and accumulators. cargo manifold
No.5 Solenoid valve
CL300, 301, 302, 303, 307
Stand-by pump acts automatically for helping start when hydraulic power in box CS307, 308
CS300, 301, 303
reduced to 10 MPa during operation of hydraulic power unit. No.3 cargo tank
No.6 Solenoid valve CG502, 503, 504, 513, 514,
Setting Value box CG529 515, 516, 601, 602, 606
compressor room CS600
Relief valve setting pressure 13.7 MPa No.7 Solenoid valve
CL400, 401, 402, 403, 407
box CS407, 408
Abnormally high alarm pressure 13.5 MPa CS400, 401, 403
trunk deck
Unloading pressure 13.0 MPa .
Loading pressure 11.0 MPa 1) Valve Open-Shut Commend (I.S. & Non-I.S. Type)

Stand-by pump starting pressure 10.0 MPa a) Actuated by oil cylinder operation
After the valve is full opened or shut, the solenoid valve to be
Abnormally low alarm pressure 9.0 MPa
continuously energized.
ESDS-acting pressure 8.5 MPa
b) Actuated by oil motor operation
Operating pressure for 300A glove
9.5 MPa The valve is full opened or shut and 20 seconds after, the solenoid valve
valve( Reduced by relief valve)
to be de-energized.
Operating pressure for 200A glove 6.5 MPa

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LNGC GRACE ACACIA Cargo Operating Manual

4.12.2 Hydraulic System Operation 3) Remote Operation of the Hydraulic Pumps

Procedure to Operate the Emergency Hand Pump
1. Process Functions As long as the usual criteria are met, then each pair of main pumps can be
controlled typically as a standard standby pair. 1) Remove the cover lid on the valve actuator, then screw in the supply and
The two hydraulic power packs are identical, each consisting of two main Each pair of main pumps has an associated topping-up pump. These are return control studs.
pressure pumps, as a stand-by pair, and an additional top-up pump to maintain single pumps having an auto stop function in the event of a hydraulic oil tank
the system pressure at sea. low level alarm or a delivery high pressure. They can also be started and 2) At the hand pump check the oil level in the reservoir, if necessary to up
stopped manually by the operator from the IAS screen. with the correct grade of oil.
Cut-in and stopping, of the stand-by pump is by using a single pressure
transmitter for each pair of pumps. When the stand-by pump cuts-in (set at 10 3. Emergency Control 3) Move the supply and return valves on the hand pump into the OPEN
MPa), an alarm is generated. When the pressure then rises to 13.5 MPa, the position.
Two (2) emergency hand pump sets are provided for the cargo system.
setting stops the standby pump, with an alarm being sounded.
Automatic stops for all the pumps (cargo and ballast) will be provided in the Oil Tank capacity : 6.5 L 4) Close the bypass valve on the hand pump unit.
event of a hydraulic oil tank low level alarm or a delivery high pressure alarm. Max. Pressure : 13.7MPa
These two stops are active whether the pump is set to ‘Local’, ‘Remote’, Flow capacity : 33CC/1strok 5) Move the direction control lever to the position that the valve is to be
‘Auto’ or ‘Manual’. They therefore act like an emergency stop and are always Handle Load : 20kg at 10.0 MPa moved; this is clearly indicated on the plate below the control lever.
active. 10kg at 5.0 MPa
Accessory: Rubber Hose 10 m 6) Operate the hand pump, observe that the valve moves in the correct
As the names indicate, one system supplies hydraulic pressure to the cargo Location : Cargo Gear Locker direction. When the valve is correctly in its new position, return the
valve control system whilst the other supplies hydraulic pressure to the ballast direction selection lever to the mid (neutral) position then close the supply
valve control system. and return valves. The valve will now be locked in its present position.
When in operation, the pumps will run continuously, whilst the ‘Loading’ and
‘Unloading’ functions will be controlled by the local controls contained within
the package vendor unit. A cross connection is provided between the two
systems in order that either pack can supply the other in the event of a major
malfunction, or during maintenance.
Control of the Cargo and Ballast Hydraulic pumps will be from the Hydraulic
Systems graphic whilst control of the Ballast Hydraulic pumps will also be
from the Ship Side Valve graphic. This is because the ballast hydraulic system
also supplies hydraulic power to the ship side valves and the fuel system
valves. Being controlled from this screen means that they can be controlled
from any operator station as the Ship Side Valve graphic is accessible at all
stations.

2. Operating Mode

1) Local Operation of Solenoids and Pumps

Provided that there is sufficient hydraulic pressure and system integrity, then
the valves may be operated by manually operating the associated hydraulic
solenoid valve. If operating valves in this mode, it would be best to disconnect
the relevant control cables from the solenoid in question before operation.
Pumps may be started and stopped at the local control station as usual.

2) Remote Operation of the Valves from the IAS Graphics Screen

Open/Close valves are controlled either fully open of fully closed. Selection
of these valves on the graphics screen will open up the associated faceplate for
‘Open’ and ‘Close’ control functions. Emergency Hand Pump

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Illustration 4.12.3a Ballast Valve Hydraulic Lines

(D) (C) [Engine Room]

(A) (B) (A) (B)
Hydraulic Power Pack
for Ballast Line

Pipe Duct
- Main Pump : 2 sets (24.5 l/min)
For W.B System
- Topping-up Pump : 1 set (7.5 l/min)

(11 sets)
Stationary Hand Pump
Portable Hand Pump (2 sets) Bow Thrust Room &
(5 sets)
For F.O System
(2 sets) (8 sets)
Bosun Store
(7 sets)
25A 25A
(P) (R) For F.O
(4 sets) (2 sets)

- Accumulator : 2 Sets (60 liters)

No.9 Solenoid Valve Board No.8 Ballast Valve & F.O
for Ship Side Valve Valve Sol. V. Board

(20 sets)
For W.B System
Pipe Duct
7 Units 64 Units

(8 sets)
(9 sets)

(P) (R) 25A For Bilge

25A 25A 25A FL-25A FL-25A
FL-25A 25A (R) (P)
(P) (R) (P) (T)
(R)
25A

25A Stop Valve

25A
25A Stop Valve
(P)

Accumulator Stand 25A Stop Valve

(APCHHI1728B)

- Accumulator : 25A Stop Valve

3 sets (60 l)

(R) (P)
25A 25A

(R) (R)
25A 25A Accumulator Stand
Hyd. Power Pack (APCHHI1728C)
for
Cargo System - Accumulator :
(P) (P) 14 sets (60 l)
25A 25A

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LNGC GRACE ACACIA Cargo Operating Manual

4.12.3 Ballast and F.O Valve Control System valve box as follows: enter into the system.

1. General Specification Description Opening Open-Shut 5. Emergency Control

Hydraulic Power Pack
Maker
Accumulators
Main electric motor
Topping up electric motor
Main pump capacity
Two (2) emergency hand pump sets are provided for the ballast system.
FO 01, 03, 10, 11 BA 16, 17, 18, 20, 22, 25, 27,
BA 03, 04, 05, 06, 07, 08, 29, 30, 31, 32, 34, 35,
36, 37, 38,, 40, 41, 43, Oil Tank capacity : 6.5 L
No.9 Solenoid valve 09, 10, 11, 12, 13, 19,
Nakakita Seisakusho Co Ltd 44, Max. Pressure : 13.7MPa
box 21, 23, 24, 26, 28, 33, FO 07, 08
42
Flow capacity : 33CC/1strok
5 F 2V, 4V
F 71V, 72v, 73V, 74V, TV 01, 02 Handle Load : 20kg at 10.0 MPa
CB 03, 07, 13, 19, 25, 29, 31 10kg at 5.0 MPa
7.5 kW, 440V, 60Hz 75V, 76V, 77V, 78V
Accessory: Rubber Hose 10 m
3.7 kW, 440V, 60Hz No.10 Solenoid valve S 12V, 13V, 15V, 152V
Location : Engine Room & Pipe Duct
box I 9V Stationaly Hand Pump : 5 sets for \shipside valve
BA 44, 45
24.5 litres/min , 13 MPa, 1200 rpm

Topping pump capacity 7.5 litres/min , 13 MPa, 1200 rpm 1) Valve Open-Shut Commend (I.S. & Non-I.S. Type)

Actuated by oil cylinder operation

2. Description
After the valve is full opened or shut, the solenoid valve to be continuously
energized.
The ship is equipped with two hydraulic power unit for cargo & ballast valve
control and each power unit is assembled with 3 units of vane-type hydraulic
pumps. Two out of 3 units of hydraulic main pumps are used during the work of 2) Valve open-shut signal (I.S. & Non-I.S. Type)
loading / unloading operation (1 pump is used usually , and another is a stand-
by). One topping up hydraulic pump shall be used for forcing vapourisation. a) Opening valve
NAKAKITA supplies the valve actuator including potentionmeter.
Hydraulic pressure control is made by the loading/ unloading system by solenoid The feed back signal is converted to 4-20mA by print card or signal
valve, relief valve, pressure switch and accumulators. convert.
to butterfly valve maker (AMRI) and it shall be assembled by them.
Stand-by pump acts automatically for helping start when hydraulic power in
reduced to 10 MPa during operation of hydraulic power unit. b) Open-shut valve
NAKAKITA supplies the valve actuator including limit switches
Setting Value except Scoop vlves.
Relief valve setting pressure 13.7 MPa
4. Oil Flushing Procedure for Hydraulic Remote Control System
Abnormally high alarm pressure 13.5 MPa
1) The oil hydraulic circuit should be by-passed from Hydraulic Power Unit,
Unloading pressure 13.0 MPa Control Box and Hydraulic Oil Cylinder.
( Flushing works for above unit, and box were finished completely in
Loading pressure 11.0 MPa
maker factory.)
Stand-by pump starting pressure 10.0 MPa
2) Hydraulic oil pump for flushing should be prepared filter for suction side Emergency Hand Pump
Abnormally low alarm pressure 9.0 MPa (80 mesh) and return oil (300mesh) to be prepared.
Please refer to 4-83 page for operating procedure of Hand Pump.
3) System oil should be passed through into piping line, and made
3. Location of Cabinets
hammering to get rid of obstacles.
All remotely operated valves are piston operated except for the liquid dome and 4) Judge the contamination grade according to the obstacles gathered by the
the spray header isolating valves, which are vane type actuators. The supply oil filter, and stop the oil flow
is distributed to 6 solenoid valve boxes situated in the side passageway (port and
starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area, 5) Re-assemble the by-pass piping with care, so as the obstacles does not
cargo compressor room and the master BOG station has its respective solenoid

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.12.4a Emergency Shutdown System

Normal Operation
Normal
Operating
CCR (ESD Set Press. Adjusting) IAS Indication ESD TPS1 TPS2

Interlock Operation
Cargo Pump Q'ty - 8 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
NO
Test Test Mode Selection (CCR)
TPS1 3
NO
Reset Reset Push Button (CCR)
NO Strip. & Spray Pump Q'ty - 4 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
Cancel ESD Blocking (CCR)
NO TPS1 3
Cargo Tank Level Override Level Override Switch ESD System
Em'cy Cargo Pump Q'ty - 1 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
CSBD
TPS1 3
Emergency Shut Down Causes

Manual Trip NC IGG Blower Q'ty - 2 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15

Manual Push Button (I.S.)
Liquid Dome - Q'ty 4
Manifold PORT/STBD Side - Q'ty 2 High Duty Compressor Q'ty - 2 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
Forward Area - Q'ty 1 Emergency
Cargo Comp. Room - Q'ty 1 Shut Down TPS1 3
I.S. Barrier Control
FCR - Q'ty 1
(EEx-ia)
NC
Manual Push Button (N.I.S.)
Electric Motor Room - Q'ty 1 Low Duty Compressor Q'ty - 2 ESD 1 2 4 5 6 7 9 10 11 12 13 15
W/H - Q'ty 1
CCR - Q'ty 1
Fire NC * Air Control Air Release Solenoid
Fusible Melting Plug (I.S.) Processor Q'ty - 1 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
(Fusible Plug Melted) Board Valve
Self
Liquid Dome - Q'ty 4 Diagnosis
Vapour Dome - Q'ty 4
Manifold PORT/STBD Side - Q'ty 2
Cargo Comp. Room - Q'ty 1 Ship Shore Communication
ESD Signal
Electric Motor Room - Q'ty 1 Link System ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
(Elec./Optic) (Elec./Optic)
4~20 mA
Low Press. at Pneumatic Link Press. Transmitter
NC
Control Air Press. Low Press. Switch
BMS Master Gas Valve ESD 4
NC
Each Cargo Tank Level 99.0 % Independent Level Switch
NC
Low Press. at Vapour Press. Switch
Main Line Shore Connection Valve
Q'ty - 12 ESD 1 2 4 5 6 7 9 10 11 12 13 14 15
NC (PORT/STBD)
Low Press. at Hydraulic Unit Press. Low Contact Signal
NC Sol. Valve Box
Electric Power Fail (Black Out) MSBD Cargo Tank Filling Valve Q'ty - 4 TPS2 8
(PORT/STBD)
NC
ESD Signal (Elec./Optic) S/S Communication System
Cargo Tank Spray Valve Q'ty - 8 TPS1 3
TPS2 8
Tank Protection 1 Causes from IAS

NC
Each Cargo Tank Pressure LL Press. Switch
1 Manual Switch 9 ESD Signal From Shore

2 Fusible Plug 10 VRC Hyd. Oil Pressure Low

Tank Protection 2 Causes from IAS 3 Cargo Tank Pressure Low-Low 11 Electric Power Failure

NC 4 Vapour Main Line Pressure Low 12 System Fail

Each Cargo Tank Level 98.7% CTS
5 Pneu. Ship Shore Link Pressure Low 13 I/O Failure

6 Control Air Pressure Low 14 ESDS Test

7 Cargo Tank Level Extremely High 15 ESD Solenoid valve Power Fail

8 Cargo Tank Level Very High

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LNGC GRACE ACACIA Cargo Operating Manual

4.12.4 Emergency Shutdown System z Shutdown signal from the terminal (optic/electric) The operator can manually set the filling valve close override in the
z Ship/Shore pneumatic pressure low mimic for each cargo tank, so that the logic function of filling valve
In the event of fire or other emergency condition, the entire cargo system, gas z ESD solenoid valve power fail close is deactivated. The override function is prepared for each cargo
compressors and master boil-off gas isolating valve to the engine room may be z Control air pressure low tank respectively.
shut down by a single control. z System fail
z I/O failure 4. Gas Burning Safety System
Shut down of the cargo system is actuated either manually or automatically by
fire or certain off-limit conditions. 2) Actions 1) Causes
z Manifold valves (shore connection valves) close z BOG hood gas detected
1. Description z Main cargo pumps stop z Both boiler trip
fig . ESDS Push Button z Stripping/Spray pumps stop z Boil-Off leak ext. fan both stop
z Emergency cargo pump stop z BOG heater outlet temperature low low & high high
z HD compressors stop z BOG heater trip
z LD compressors stop z Black-out
Emergency z ESD signal to shore z Fusible plug
Shut-Down z Air release solenoid valves open z Control air pressure low low
System z No.1 & 2 IGG Blower stop z Manual trip signal
Stop Button
z Master gas valve off (only vapour main pressure low) z E/R vent fans all trip

3. Cargo Tank Protection 2) Actions

The manual emergency shutdown push buttons are located as follows
(Total 12 units):
z Each cargo tank liquid dome (4 units)
z Port and starboard manifold platforms (2 units)
z Forward Area (1 unit)
z Cargo compressor room (1 unit)
z Electric motor room (1 unit)
z Fire control room (1 unit)
z Wheelhouse (1 unit)
z CCR console (1 unit)
Fusible elements that are designed to melt at temperature between 98 ~ 104°C
are installed on the following locations (Total 12 units):
z Each cargo tank liquid dome (4 units)
z Each cargo tank vapour dome (4 units)
z Port and starboard manifold platforms (2 units)
z Cargo compressor room (1 unit)
z Electric motor room (1 unit)
There are three ESDS interface connections made to the shore facility; electrical,
optical and pneumatic. In port, the optical link and pneumatic systems will
inform the shore of any ship’s ESDS actuation and will stop the loading or
discharge pumps and close the shore liquid valves.
2. Emergency Shutdown Function
z LD compressor stop
1) TPS 1 (Cargo Tank Protection: Underpressure) z BOG master valve close
a) Causes
z Cargo tank pressure Low/Low (0.2 kPa) 5. Functions on the Cargo Console for ESD/TPS
b) Actions 1) ‘ESD Block’ Input Blocking at Sea
z Relevant tank main cargo pumps stop Set the ‘ESD block’ switch on the Cargo Console. In this mode, all ESD
z Emergency cargo pump stop inputs as defined in the C&E are blocked: i.e. no alarms and no actions
z Relevant tank stripping/spray pumps stop due to ESD inputs will be set from the system. TPS 1 and TPS 2
z HD compressor stops functions will not be affected.
z Relevant tank spray valves close The extremely high level sensors in the cargo tank can be blocked from
the independent cargo tank level system itself.
The trip overriding functions for each cargo tank, high duty compressor
and low duty compressor are prepared to prevent trip of each equipment The very high level alarm in the cargo tank can be blocked from the
from the TPS1 system when the differential pressure condition is lower IAS mimic display. These level alarms comes from the radar level
then the set-point. system (CTS).
2) TPS 2 (Cargo Tank Protection: Overfilling) 2) Loading and Unloading Mode
a) Causes In ‘Loading’ mode, there is a time delay for shutdown of manifold
z Cargo tank level very high (98.7%) valves. This time delay will protect the shore cargo equipment by giving
the shore side time to shutdown before the flow of cargo from the ship
b) Actions shuts down. The length of the time delay is fixed during commissioning
z Relevant tank filling valve closes and can not be configured by the operator. Other outputs than manifold
z Relevant tank spray valves close valves will have no time delay.
Cargo tank very high level sensors - filling level (98.7%) - are installed 3) ESD Reset
in each cargo tank (4) for alarming and closing of the filling valve on Resets all outputs in the ESD/TPS provided inputs are back to normal
each tank. and acknowledged.

1) Causes The sensors are interfaced via the tank level system by serial line to the 4) ESD Test
z Cargo vapour main line header pressure low IAS. From the IAS the very-high level alarm is interfaced to ESD by the Overrides all ESD/TPS outputs in order to facilitate system testing of
z Cargo tank extremely high level (99%) redundant network. inputs and logic.
z ESD power failure (black-out) The Filling valve close override for each cargo tank is prepared to
z Hydraulic oil pressure low prevent closing of the filling valve when level very high is activated.

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LNGC GRACE ACACIA Cargo Operating Manual

Illustration 4.12.5a Ship-Shore Link

CARGO CONTROL ROOM CARGO CONTROL ROOM SHIP SIDE PORT ON DECK
ACCOMODATION
SHIP SHORE LINK ENCLOSURE UPP DK

FIBRE OPTIC SYSTEM ELECTRICAL SYSTEM TRIP INPUTS

LAMP

PORT
TEST HEALTHY HEALTHY
ESD HEALTHY
PRESS SYSTEM SELECTOR
TO SHORE RECEIVING
TEST FIBRE OPTIC ELECTRIC
HIGH LEVEL HEALTHY
SELECTED SELECTED
LOADING ARM TRIP 1 HEALTHY

LOADING ARM TRIP 2 HEALTHY

INHIBIT INHIBIT

CARGO CONTROL CONSOLE

RESET RESET

FO & EL SYSTEM SELECTOR MODULE

PORT STBD
ITT
FO PORT STARBOARD SELECTOR MODULE
CANNON
CCC6
ESD SYSTEM Telephone SYSTEM

MLM DESKTOP PC
LAMP SYSTEM
TEST FAULT
SHIP -> SHORE NORMAL
PRESS
TO NORMAL
TEST ABNORMAL

CH 1 CH 2 CH 3 CH 4
AUDIO
ESD
ALARM SHORE -> SHIP NORMAL

PRESS
TO ABNORMAL
TEST
SIGNAL FAULT

PSU
PRESS
CIRCUIT TO
FO CONTROL & ALARM MODULE TEST TEST

220 VAC
1X2X1.0
MODEN
FO ESD MODULE TELEPHONE
BOOTH
AC MAINS
SUPPLY
NORMAL ABNORMAL
PUBLIC
TELEPHONE
POWER SUPPLY MODULE

HOT-LINE
TELEPHONE GENERAL ALM
RJ11
PSU
TRIPS ACTIVE
SHIP TO SHIP
REVERSE CONNECTION
HOTPHONE PRIVATELINE
220 VAC UPS GENERAL ALM

1X2X1.0
SW 7

ESD SYSTEM SELECT TEL CH1 TEL CH2 TEL CH3 TEL CH4

B
C
D PYLE
MIYAKI
ITT B
C
D B
C
D B
C
D B
C
D
SERIAL
JB-INT
CANNON
A E A E A E A E A E

C/O
PABX
SW 1 SW 2 SW 3 SW 4 SW 5 SW 6

SWITCH
ELECTRIC SYSTEM CONFIGURATION MODULE

TELEPHONE STBD

SHIP SIDE STBD ON DECK

ITT
GENERAL ALM

CANNON
RJ11 RJ11

RJ11
9w D
RJ45

ESDS (AMRI-SEIL)

ELECTRIC ESD SHIP SHORE/SHORE-SHIP

FO ESD SHIP SHORE/SHORE-SHIP

YOKOGAWA (DCS)

COMMON ABNORMAL ALARM

AC 220V MAIN NORMAL POWER

24V DC BACKUP SUPPLY, 8A MAX

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4.12.5 Ship Shore Link
Maker: Seatechnik
Linked ship-shore emergency shutdown systems have been required by SIGGTO
since the early days of LNG loading and discharge installations. They minimize
the consequences of an accident or, if abnormal conditions arise, they allow the
process to be shut down with minimum spillage of liquid. Thus consequent risk
to jetty and ship’s structures and escape of flammable vapour is avoided.
Since both the ship and the shore exchange liquid and vapour, the shipside and
shore-side Emergency Shutdown (ESD) must be linked.
This is to avoid:
y Excessive pressure on the loading arm connection causing
damage, should the upstream valve be closed first.
y Overfilling ship or shore tanks.
y Risk of damage or spillage due to excessive movement of ship
with respect to berth.
In addition to safety, the requirement for the ESD ship to shore link has been
extended to handle communications by telephone.
The ship-shore links are implemented on the ship as follows:
Electric Link
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS)
& Communications, is supplied for complete compatibility with the Middle
Eastern and Atlantic Basin import LNG Terminals. These systems are used in
30% of all LNG terminals as either a main system or as a back-up system. The
system handles;
There is a 4 way earth connector fitted from ship-shore as used on some 1) TEL/IF Module
European terminals, but this contravenes current OCIMF and SIGGTO
regulations and is not recommended unless insisted upon by the terminal. The TEL/IF module provides four full duplex telephone communication
channels, which are modulated and multiplexed for transmission over
A 50 m umbilical is fitted to enable ship-to shore linking. Ship supply is required the fibre optic link
by some terminals.
Telephone Channel allocation
1. Configuration of 37-way connector y CH1 : MLM Modem signal – Rx(Receiver) data only
y CH2 : Interphone audio signal (Hotline telephone)
Telephone circuits are isolated by most shore systems via relay contacts, y CH3 : PSTN Public telephone audio signal
normally open. y CH4 : PABX Plant telephone audio signal
The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits Functionality
and one 4-way Pyle Receptacle whose pins are grounded to the ship’s structure. y A receive function, which accepts signals from the optical
transducer and demodulates the four telephone channels.
2. Umbilical cable Pyle-Pyle
y A transmit (Tx) function which interfaces to the four
It is a Requirement of some terminals that the ship provides the ship-shore communication channels on the ship. The channels are modulated
umbilical cable, which is fitted at each end with 37-way Pyle National Plugs. and multiplexed and output as a signal capable of driving the
optical transmitter.
3. Electric Systems Explosion Proof (Ex’d;) Pyle National Connector-type
y A carrier detect, test function, which detects the presence of each
A 37-way Pyle National Connector system is fitted at port and starboard Tx and Rx carrier frequency signal. The Tx or Rx test function is
manifold area. The main protection is made by a single explosion proof controlled and displayed on the C & A module as follows
connector for both ISESD and non-IS telephone circuits. These circuits are
mixed in a single multicore cable.
Carrier Signal Detected Normal (Green) LED
WARNING Carrier Signal Missing Fault (Amber) LED
4-way earth bonding connectors are provided but not used due to SIGTTO
regulations recommending they are not to be used
Ship-Shore Receive Ship-Shore Transmit
Channel
4. Control Enclosure carriers carriers
1-Data Channel 18 kHz 78 kHz
The NFI-Seatechnik system is installed in the Cargo Control Room in
Accommodation ‘C’ deck.
2-Hot line phone 30 kHz 90 kHz

z 4 telephone channels This standard unit is an IP55 steel enclosure with part glazed front door panel. 3-Public phone 42 kHz 102 kHz
z Single ship-shore and Shore-ship ESD voltfree contact signals
4-Internal phone 54 kHz 114 kHz
The internal equipment includes:
The main Fibre Optic Ship Shore Link system (FO-SSL) is used in conjunction y Power supply module
with this Electric ESD system (PNC). y Control & alarm module 2) ESDS Module
y ESDS module
The system relies on Pyle National Ex’d flameproof connectors for connection of y TEL/IF module The ESD signal functionality is divided into three operating regions :
the shore cable the ship shore interface and, once connected to the ship, at the y FO connection box
shore receptacle at the shore cable reel. The system uses a 37 way Pyle National y Port starboard selection module y Normal (Healthy) ; This condition exists when the frequency tone
telecommunications and ESD digital and a 4∼20 mA ship analogue process y Terminal rail and connection emitted from the shore to ship and received by ship from shore is
signal. The 37 pin connector is fitted to the end of a cable reel on which the in the region 10 kHz +/- 1kHz.
shore end is provided with a second connector provided by NFI. The telephones The system is designed for ship or shore use, and complies with IEC-945 for
on the ship are connected to the shore and are not powered from shipboard shipboard equipment. The equipment complies with SIGTTO July 1987 y Signal Fault ; This condition exists of no tone is received or if the
supplies. recommendations. signal is outside the Normal and ESD conditions. This may occur

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LNGC GRACE ACACIA
if the FO connector is removed or a core is broken.
y ESD (Trip) ; This condition exists when the frequency tone
emitted from the shore to ship and received by ship from shore is
in region 5 kHz +/- 1kHz.
For the three ESD operation states, the ESD module produces the
appropriate outputs as shown in the table below.
Condition Input Output
Normal Close Close
ESD Open Open
Disconnection or out
Signal Fault Open
of frequency range
3) Control & Alarm Module
The Control & Alarm module (CAM) performs the following
functions :
y Monitors signal status information from the fibre optic ESD and
Telephone circuits. The module then controls appropriate signals
to the shipside and shoreside.
y Provides visual and audio indicators of the telephone carrier
frequency circuits and ESD circuit status.
y Implements loop-back test modes for the telephone circuits using
passive loop-back connector.
y Provides volt-free contacts for external annunciators and DCS
interfaces. These contacts are normally connected in series and
brought out on one pair of terminals as a single common alarm on
terminals B9 & B10
4) Power Supply Module
The Power Supply module (PSM) is connected to a primary AC supply
between 90 and 260VAC 50/60Hz on socket AC1. The internal power
supply boards have universal inputs and therefore do not require any
selectable link for voltage selection. A secondary back up supply of the
same AC value or 24VDC can also be connected to the module.
The supply voltage is stepped-down and rectified by two isolated
switch-mode power supply units in dual-redundant connection to
provide +24V DC supply voltages for the control system circuits.
The Module is provided with 6 off independently fused 24V DC outputs
Cargo Operating Manual
for the system units (CON 1-6). Fuses are 20mm type installed in the which are fitted the terminal blocks, FO box and zener barriers if an
rear panel of the unit, below the connectors. Fuses are 2A AT Slow- electric system is also integrated.
blow type.
The incoming 6-core FO cables from the ship-side boxes are connected
The supply connections are via 2 IEC chassis plugs (AC1, AC2) and to the FO connection box within the SSL.
screw terminals for DC.
The electrical signal wiring between the SSL and the control room DCS
5) Port/Starboard Selector Module is connected to the appropriate terminal blocks on the rear chassis plate.
This 1U module switches the FO ESD and telecommunications FO System Operation
channels between the port and starboard fibre optic shipside connectors
to the SSL cabinet. The ESD tone signals and multiplexed 1. Description
telecommunication signals, to and from the FO connection box E/O
interfaces, are switched internally through this module and it provides a The SSL control system converts and monitors the electrical and optical
switching voltage to the PCBs to change from port to starboard. Port is communication signals employed in OFT system.
the default setting with relays de-energised. The module has a PCB with From the monitored signal information, the control system produces appropriate
embedded microcontroller to monitor the switch selection and control module indication, and outputs the status to the ship and shore.
the signal switching and routing. There are no user settings required in
this module. The system communication signals consist of audio signals and volt-free contact
signals.
6) FO Connection Box
y The Audio Signals permit communication between the shipside &
The 6-way FO cable from the cable reel is terminated within this box shoreside telephone systems (e.g. Telephone PSTN & Interphone
which is located in the lower rear section of the enclosure. The unit PABX), as well as the MLM modem signals.
carries: y The contact signals communicate all Emergency shut down
y 1 Rx Tel/IF E/O module (ESD) status signals between the ship and shore.
y 1 Tx Tel/IF E/O module The communication signals are transmitted via 6 core FO cable.
y 1 (2) Rx ESD E/O module
y 1 (2) Tx ESD E/O module 2. Operation
2 Rx & Tx ESD PCBs are used in a dual SSB system.
1) ESD Operation
The PCBs use ST fibre optic bayonet connectors for termination. These
employ a spring-loaded glass/ceramic ferrule ground perfectly flat at the ESD operation is by means of a 5 kHz or 10kHz signal.
mating face. Normally these connections introduce a small insertion Operation of the ESD system front panel status lamps are as follows.
loss of 0.2 to 0.5 dB into the fibre optic path, but if any dust, or dirt, or
surface scratches are introduced, losses can increase to several dB or ESD Status Lamp Operation
more, rendering the FO signal path ineffective. Normal Green
Fault (Abnormal) when no ship Yellow
Testing of the signal requires specialised equipment but a patch lead is Fault (Abnormal) with ship Yellow & Red
supplied with the spares kit and can be used to directly loop-back Tx to ESD Red
Rx circuits for faultfinding purposes.
No operator actions are required during system operation between the
The complete FO box or PCBs may be replaced with spare part or parts.
ship & shore.
LEDS are provided to indicate the signal path selected and presence of
supply feed. The FO Connection Box receives a 24V DC feed from a
2) Fault Alarm Output
fused 24V terminal rail.
A fault alarm output is issued in the following situations :
7) Terminal Rail and Connections
y Supply Voltage Abnormal
y Optical failure
The SSL cabinet has a chassis plate fitted to the rear of the cabinet on
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LNGC GRACE ACACIA Cargo Operating Manual

y TEL I/F module operation faulty, i.e. Tx or Rx carrier frequency The following connectors are included in the connection box : Pneumatic Systems
failure on any channel ship or shore
y ESD module faulty y Pyle 37-way receptacle – 1set Two quick-connect male/female umbilical pneumatic connectors are provided at
y No ESD carrier signal from shipside y Pyle 4-way receptacle – 1set main deck level underneath the manifolds for use with the similar systems used
y Miyaki 6-way – 3sets at Ras Laffan and other terminals. These directly trip the loading valves on
3) Fail-Safe Features y FO receptacle (NFI FURUKAWA) – 1set pressure loss and are sensed by the Yuken ESD system.
y Strainstall connector – 1set
For Fail-Safe operation, the control system includes the following
features : 3. Loop-Back Connector (Check Plug)
y Incorporated spare photo-couplers
y Frequency checking circuits The loop-back connector is used to carry out local functional test of the system.
y Ship side output circuit has double output contacts available It allows a full test to be carried out from the electrical telephone and ESD
y ESD signal (panel output contacts : open) issued in the case of inputs , via the cable, up to the shipside combination connector (mounted in the
failure mode connector box) without the need for the vessel to be alongside a jetty.
All outgoing contacts fail open with a control system fault condition of :
y Cable failure 4. Hotline Telephone unit
y System failure
y Power loss The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal.
y Optical plug disconnected
The SeaTechnik Hotphone consists of the telephone body and handset, an
4) Telephone Operation external power-supply and an external speaker.

During normal operation the indicators display the status of each he SeaTechnik Hotphone supports the following functionality for a maximum of
telephone channel received from the ship and shore as follows; 3 inter connected Hotphones :

Green Indicator :
Amber Indicator :
Fibre Optic & Electric SSL/ESD SHIP SIDE BOX
z Call The terminal Hotphone(s) are called by lifting the handset and
Frequency carrier present
pressing the call button whilst the caller speaks into the mouth piece.
Frequency carrier missing or faulty These actions result in the caller being heard at the called phones, and a
visual indication. A two way conversation can commence when the
handset on one of the called phones is lifted.
z Signal The terminal Hotphone(s) are signaled by lifting the handset
and pressing the signal button. These actions result in an audible
tremolo sound and a visual indication at the signaled phones. A two
way conversation can commence when the handset on one of the
signaled phones is lifted.

5. PABX/Public Telephones

Standard type European telephones for 48 V DC operation with on-hook line

impedance of 6,000 ohm will be supplied. Line termination shall be by RJ11
standard type socket outlet (USA/International).
The telephones may be mounted on the console. They will be connected into the
Fibre optic ship-shore link cabinet and switched by internal circuitry within the
Fibre optic ship-shore link cabinet. The electric system selector is controlled by a
yard supplied FO-EL selector switch fitted to the Cargo Control console.
The connection box includes a hinged lockable door and is made entirely from
316 stainless steel.

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Connector
1) Fibreoptic Connector SSL System
The Ship Shore Link was developed for Japanese receiving terminals in 1989 by
Sumitomo and later by Furukawa. Seatechnik-NFI developed a system in 1996
which was certified by Oman LNG as compatible. The system uses a 6-way
fibre-optic connector to carry full duplex signals as:
RED DOT
Manufacture of Pyle compatible Product continued in 1997 by Vantage
Technology, Denver USA and PCS (Later Electric Equipment Corp), Chicago
USA. PCS product is designated HDE-B1716-621 SL-AG (receptacle) and HDE
1016-621PL-37 (PLUG) and up to July 2003 has hazardous area approvals
Cenelec-Kema Ex’d’ Zone 1 llc T6 dated 03/2001.
Labels identified either PCS or Seatechnik correctly as manufacturer. From
August 2003, the certification is ATEX compliant and issued by DEMKO 03
ATEX135617 with labels identifying only EEC as being the manufacturer.
Vantage product has Canadian Standards (CSA) listing 11/2002 reported. To date
no ATEX certification is reported.
‘Standard Connection’ is proposed as the most logical and/or numerous
arrangement
2 or 3 21-E-P-T Receptacles are used, 1 dedicated to ESD and 1 or 2 to
telephone connection.
Pin 6 is grounded on Miyaki 21-E-P-T connectors
Some terminals do not provide a ship-shore ESD facility, contrary to SIGTTO
guidelines
Almost all terminals employing this systems use 2 connectors ( 1 ESD, 1 Tel)
A small number use 3 connectors ( 1 ESD, 2 Tel )
Some connectors use two pins linked ( shown )

1 View on receptacle ESD CONNECTOR

2 6 PIN ‘ Standa Ras Laffan Higashi Bintulu P’yeon Kawago
(37) # I G AWG. FEMALE CONTACTS
APPROX rd’ 1 – g e,
45MM DIA Connect (Qatargas) Ohgishi Taek 1 Yokkaich
3 5 ion Ras Laffan ma +2 i
1 Futtsu 1 Incheo
4 1 (Rasgas) Futtsu 2 n1
2
3
37 1 ESD No ESD ESD ESD ESD
77.73 DIA
Ship – fitted Ship – Shore Shore
Shore Shore -Ship -Ship
- 4 channels of Telephone/Date
Pin 1 + Only ONLY
- Ship-shore and shore-ship emergency shutdown ESD
2 Pin 4 ESD Pin 1 +
Ship Pin 2
The communication signals are
– Shore
Type Pyle National compatible receptacle (Female). Contacts numbered in spiral Pin 2 - 5
Signal Direction Optical Fibre number arrangement.
3 ESD ESD
4 channel Ship-Shore 1
Ship – Ship
Telephone/Date Audio 3) Miyaki Connector SSL-ESD System – Pin Configuration For LNGC
Shore – Shore
Terminals
4 channel Shore-Ship 2
Telephone/Data Audio
Manufactured by Miyaki Denki, Kyoto, Japan. 4 ESD ESD
ESD volt free Circuit Ship-Shore 3 Connector carries KEMA certification to CENELEC Ex’d standards. Prior to Shore – Shore
ESD volt free Circuit Shore-Ship 4 August 2003 Miyaki Provided a 21E-P-T connector to TTIS standards and is Ship –Ship
compatible mechanically with `the new units, which are designated 21CE-P-T. Pin 2 + ONLY
Spare Ship-Shore 5
5 Spare Pin 5 ESD Spare Pin 4 +
Spare Shore-Ship 6
Ship Pin 5

3
– Shore
The configuration of all plant and shore systems is the same although not all Pin 2 - 5
4
facilities, (such as MLM) are supported by all terminals.
6
2
2) pyle national SSL-ESD ssystem – pin configuration for LNGC terminals

Original System developed by El Paso Corp in 1976 using Pyle National 5 1

Connectors, type A, Manufactured to National Electric Flameproof standards for

Class 1 Divn 1 Group C & D hazardous areas carrying FM approval. Pyle
National product was designated AF-B1716-621 SL-AG (receptacle) and AF- 6
1016-621PL-37 (PLUG). Hazardous area approval certificate 23686 (3615) was
withdrawn by FM in 1989.

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4) ‘ITT Canon’ Connector SSL System – Pin Configuration For LNGC

TELEPHONE CONNECTOR #1 ESD CONNECTOR Termicals

P ‘ Stand Ras Laffan Higashi – Bintulu P’yeon Kawago PIN ‘ Standard’ Incheon 2
Uses a MIL-STD 13 pin connector installed in safe area aft of accommodation
I ard’ 1 Ohgishim g e, Connection Tong Yeong
front on ship. Carries only telephone fuctions with ESD at these terminals
N Conne (Qatargas) a Taek 1 Yokkaic
normally utilizing pneumatic umbilical.
ction Ras Laffan Futtsu 1 +2 hi 1 ESD Ship – Shore ESD Shore – Ship
1 Futtsu 2 Incheo
(Rasgas) n1 2

1 Sound Iwatsu (QG) PABX PABX Hotline Not 3 ESD Shore – Ship
Power Seatechnik( Public Teleph Teleph Used L
4 B C
ed RG) Telephone one one
2 M E F
Teleph Hotline Pin 1 + 5 Spare
G H
one telephone Pin 2
6 D A K
3 Spare PABX PABX Spare PABX Not D J
Phone 1 Intern. Teleph Used
Telephone one
4 Pin 3 + TELEPHONE CONNECTOR #1
Pin 4 PIN ‘ Standard’ Incheon 2
Connection Tong Yeong
5 InterPh PABX Spare spare Public Not
one Phone 2 Teleph Used CONNECTOR
Or one 1 Sound Hotline Pins ‘Standard’ Kawagoe, Arun Yung An Himeji
6 Hotline Spare Powered Telephone Connection Yokkaichi Bontang
2 Telephone
Teleph Chita
one A Public Public Public Public
3 Spare PABX
Telephone Telephone Telephone Telephone Telephone
4 B

TELEPHONE CONNECTOR #2 5 InterPhone Public C

PIN ‘ Standard’ Ras Laffan 1 Higashi – Or Hotline Telephone
Connection (Qatargas) Ohgishima 6 D Hotline Iwatsu Iwatsu Iwatsu Iwatsu
Telephone
Ras Laffan 1 Futtsu 1 Telephone Hotline Hotline Hotline Hotline
E Telephone Telephone Telephone Telephone
(Rasgas) Futtsu 2
1 No connection – Hotline Iwatsu Hotline F
connector Telephone Telephone
G
2 No used Pin 1 L1
Pin 2 L2
H Plant Plant Plant Plant Plant
3 No connection – Spare Iwatsu Hotline (PABX) (PABX) (PABX) (PABX) (PABX)
J Telephone Telephone Telephone Telephone Telephone
connector Telephone
4 No used Pin 3 -12V
K
Pin 4 +12V
L
5 No connection – Spare Spare
connector
6 No used

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4.12.6 Mooring Load Monitoring System c) Smoothly and slowly adjust the “heave in” or “pay out” control SSL or Fibre Optic (FO) SSL.
until the desired operating speed is achieved. This software (MLM – Vessel Repeater) assumes the serial connection
1. Winches is established from the local RS232 connection to the remote serial port
d) To cease heaving return the control to the neutral position. at the MLMS, either via a leased line modem and SSL or the jetty’s
1) Spool Specification and Performance Whenever a winch is in use, a clear view of the overall task in hand direct serial interface SSL cable. The MLM – Vessel Repeater accepts
Electric-Hydraulic low pressure with self contained type deck is essential. If the winch operator cannot clearly see the entire mooring data from the MLMS and presents it on the Graphical User
machinery designed to handle a steel wire rope of 42 mm diameter. The operation from the control position, then a responsible man must be Interface (GUI).
spools are designed as non-split type to take 5 layers of wire. positioned to guide him. MLM – Vessel Repeater includes a database of the vessel information, a
table of port specifications as per the SIGTTO data CDROM (March
Spool Internationally recognised signals for the visual guidance of winch 2000) supplied by Seatechnik and a table to store mooring patterns for
Diameter: 710 mm operators can be found in the ‘Code of Safe Working Practice for each jetty. The database is customised for each vessel by HME.
Merchant Seaman’.
First layer performance b) Computer System Hardware Requirements
Rated speed under load (30 ton): 15 m/min Rated speed no load 2. Sunken Bitts The following hardware is a minimum specification for the Workstation
Brake Holding Load : 92ton PC.
The ship is provided with 16 sunken bitts 4.5~4.8 m above the loaded and
Length: 885 mm
lightship condition waterline respectively.
CPU: 1 GHz Pentium III or Pentium 4
2) Precautions before using: The SWL is 150 tonnes. Ram: 256Mb
a) Check the correct function of clutches, gear change mechanism and Hard Disk 100Mb (available space)
safety contacts. Equipment should operate smoothly without undue 3. Yokugawa YEWMAC System Serial Ports: 2 x RS232 (9 pin)
effort being applied. Display: 1024 x 768 Pixels 256 Colour
The Yokugawa YEWMAC data is transmitted via Channel 1 of the fibre optic Operating System: NT4, MS-2000 or Windows XP
b) Check brakes are free to operate and that the bands release evenly ESD Ship Shore Link system. Modem Requirements
from all contact areas. NEC LSI DATAX 1200 – 2/4 wire leased line modem
The computer in the CCR, when switched on, displays the load data from shore.
c) Check the ‘heave in’ and ‘pay out’ controls for correct function. There is no operator input required. c) Selecting a Jetty
Controls should return to the neutral position when released. To establish communication with the shore-based MLMS and
4. Strainstall System
commence a vessel mooring monitoring session, a jetty must be
d) Verify that all lubrication routines have been carried out. This uses a notebook PC and modem in the CCR. Data is transmitted from the selected from the list of available jetties.
shore computer via EX’ia’ intrinsically safe interfaces and a connector midships.
e) Check hydraulic feeder lines for signs of leakage.
5. MLM (Mooring Load Monitor) Software
3) Operating Procedure
The terminals at which the ship berths are fitted with MLM/Mooring Tension
a) The drum end is keyed directly on to the drive shaft and always Monitor systems. These include quick release mooring hooks which have load
turns whenever the winch is in use. cells which monitor the mooring line tension accurately.

b) Personnel and loose gear should be kept well clear. To use the The analysis of tensions is carried out by a shore-based computer.
drum end, ensure that the wire spool has been taken out of gear and
the brake applied. In each case, the shore system relays data to the shipboard repeater and displays
graphically the tensions on a screen in the CCR.

1) Monitoring Line Monitoring – Vessel Repeater Dock Select Window

a) General
Shore based Mooring Line Monitoring Systems (MLMS) are present at
many cargo ports. Mooring data is provided from the MLMS via an
RS232 serial communications port to the Ship-to-Shore Link (SSL).
Some jetties provide a direct serial interface SSL cable, others
multiplex/demultiplex signals onto a telephone channel of a common
carrier. The common carrier may use a cable

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2) Load Monitoring Graphics Numerical Load Display 8) Communications Status

The line tension can be viewed numerically on the pedestal. The readout in a
NOTE pedestal, below the histograms, can be toggled on and off by left-clicking the Communication between the Shore Data Monitoring System and the
The graphical images contained in this document are indicative only and the pedestal with the mouse. Mooring Line monitoring system is via the serial port.
Delivered Software Graphics may vary.

a) Load Monitoring
The operator interface to the Mooring Line Monitoring System displays
the data in a separate window. The figure below shows a typical screen
layout.
Mooring load monitoring is always active once a jetty has been selected.
The load-bar graphs show the current line loads, without further
operator intervention.

GRACE ACACIA (1728)

Communication Status

Histograms with numerical load readout on and off The communications status indicator will change from a Red “Not
Connected” to a Green “Connected” when a valid data packet is received
c) Mooring Patterns from the shore-based system. If the connection to shore is lost the status will
A graphical representation of the preferred mooring pattern may be return to a red “Not Connected”. Data will be marked as bad (grey) or old
created, saved edited, recalled or deleted for each jetty. Dragging a line (navy) depending on the condition of the last packet received.
from a hook to a fairlead position draws a mooring line. Right-clicking
on the fairlead allows a choice of which line to remove. Continue
drawing or deleting lines for each active hook until the mooring pattern
is completed. Once complete the pattern can be saved for this jetty

MLM Vessel Repeater Window

b) Load Histograms
The mooring line loads are displayed graphically as histograms. The
histograms are grouped by dolphin and are individually labelled.

Histogram Colour Coding

The histograms change colour according to the status of the hook loads.
The colour scheme is:

Green Line tension is acceptable.

Red Line tension is beyond High or Low alarm point

Shore side MLMS has flagged illegal data.

Grey
These loads are also crossed out with red
Old data is indicated, after a loss of two data
Navy
packets, by navy-blue histograms
Creating and Saving a Mooring Pattern

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Illustration 4.13.1a Cargo Tank Relief Valves Illustration 4.13.2a IBS & IS Relief Valves

Specification Specification
No. of sets: 8 No. of sets: 16
Tag No. : CR106, 206, 306, 406,108, 208, 308, 408 Tag No. IBS Type : CR102, 202, 302, 402, 103, 203, 303, 403
Design Type: Pilot Operated IS Type : CR101201, 301, 401, 104, 204, 304, 404
Set pressure: 25 kPa Type: Pilot Operated
Closing pressure: 22 kPa Set pressure: 3 kPa (For IBS), 3.5 kPa (For IS)
Required capacity: - Nm3/h Closing pressure: 1.8 kPa (For IBS), 2.1 kPa (For IS)
Relieving capacity: 27,030 Nm3/h Required capacity: 228 Nm3/h (For IBS), 228 Nm3/h (For IS)
Relieving capacity: 420 Nm3/h (For IBS), 481 Nm3/h (For IS)

Test Gag
Test Gag
Adjust Screw Exhaust Tube
Exhaust Tube

Offset 20
Adjust Screw
OFF SET 20

Check Plate

Diaphragm Diaphragm

Check Plate
Pilot Valve

For Test Connection

RC 1/2 Pilot Valve
Vent Tube

Field Test Valve

For manual lifting device
connection RC1/2 Diaphragm Retainer
Set Plate
For Test Connection
Rc 1/2

Supply
Pipe
Supply Pipe Main
Valve

Nozzle

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4.13 Relief Systems 4.13.2 IBS & IS Relief Valves 4.13.3 Pipe Relief Valves
(See Illustration 4.13.2a)
General Description Each section of the cargo pipe work, except the vapour line that can be isolated
Specification by two valves, has an overpressure relief valve fitted. The cargo manifold relief
Each cargo tank is fitted with two pressure/vacuum relief valves as required by Manufacturer: Fukui Seisakusho Co., Ltd. lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
the IGC code. The IBS and IS are each protected by two pressure relief valves Design Type: Pilot Operated are led to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to
per cargo tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and Type & Size: PSL-MD13-131-S1(B), 2” X 3” No.1 & 2 vapour domes.
are designed specifically to work on marine based LNG systems. Number of units: 16
Number per tank: Inter Barrier Space: 8 Specification
4.13.1 Cargo Tank Relief Valves Insulation Space: 8 Manufacturer: Fukui Seisakusho Co., Ltd.
(See Illustration 4.13.1a) Setting Value Design Type: Conventional
Set Pressure: 3 kPa (I.B.S), 3.5 kPa (I.S) Type & Number of units: REC131-S1(E), 12EA
Specification Reseating Press: 1.8 kPa (I.B.S), 2.1 kPa (I.S) Type & Number of units : REC131-S1(N), 27EA
Manufacturer: Fukui Seisakusho Co., Ltd. Required Capacity: 220 Nm3/h (I.B.S), 83 Nm3/h (I.S)
Design Type: Pilot Operated Relieving Capacity: 502 Nm3/h (I.B.S), 544 Nm3/h (I.S) Setting Value)
Type & Size: PSL-MD13-131-LS1(B), 10”x12” Relieving Pressure: 104.9 kPa (I.B.S) Set Pressure: 1 MPa
Number of sets: 8 105.5 kPa (I.S) Reseating Press: 0.9 MPa
Number per tank: 2 Vacuum Relieving: -80 kPa Relieving pressure: 1301.3 kPa

Setting Value The IBS and IS are protected by 4 relief valves per cargo tank.
Set Pressure: 25 kPa
Reseating Press: 22 kPa A gas detection line is lead out from below the valves, (one point for the I.B.S
Required Capacity: - Nm3/h and one point for the I.S per cargo tank) to the gas monitoring system, to give a
Relieving Capacity: 27,030 Nm3/h constant indication of the atmosphere inside the I.B.S and I.S.
Relieving Pressure: 131.3 kPa
Vacuum Relievin: -1.0 kPa The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is to prevent any counter pressure or
The cargo tank relief valves are fitted at the vapour domes of each tank and vent back flow from the main vent mast should the cargo tank relief valves lift, or
to their associated vent mast riser. A cargo tank pressure sensing line relays the from the nitrogen snuffing system.
pressure directly to the pilot operating valve. In this manner, accurate operation
at the low pressures prevailing inside the tank is assured. It is extremely important that the vent line is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
The cargo relief valves are set up initially by the manufacturers for the operate at their correct settings, which would otherwise be altered if water were
requirements on the ship. If overhaul of the valves by ship’s staff is carried out, to accumulate in the vent mast and flow into the valve assembly.
the valves must be checked and reset to the original settings (See manufacturer’s
instructions for details). The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is
not necessary for these to be led to a vent mast as the likelihood of LNG vapour
It is extremely important that the vent mast is checked on a regular basis and in the insulation space is very remote.
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were The I.B.S and I.S valves are set up initially by the manufacturer for the
to accumulate in the vent mast and flow into the valve assembly. requirements on the ship. If overhaul of the valves by ship’s staff is carried out,
the valves must be checked and reset to the original settings (See manufacturer’s
instructions for details).

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Illustration 4.13.3a Pipe Relief Valves (REC131-S1(E)) Illustration 4.13.3b Pipe Relief Valves (REC131-S1(N))

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Part 5 : Cargo Auxiliary and Ballast System

5.1 Temperature Monitoring System ....................................................... 5 - 3
5.2 Insulation Space Nitrogen Control System........................................ 5 - 6
5.3 Cofferdam Glycol Heating System.................................................... 5 - 8
5.3.1 Glycol Water Heater ............................................................... 5 - 8
5.3.2 Cofferdam Heating System................................................... 5 - 12
5.4 Cargo Machinery F.W. Cooling System........................................... 5 - 14
5.5 Ballast System ................................................................................. 5 - 16
5.6 Loading Computer ........................................................................... 5 - 19
5.6.1 ON-Line and OFF-Line Mode .............................................. 5 - 19
5.6.2 Software Configuration......................................................... 5 - 19
5.6.3 Explanation of the Ship Manager Screen.............................. 5 - 20
5.6.4 Operation of the Ship Manager Screen ................................. 5 - 21
5.7 Fuel Oil and Gas oil Systems........................................................... 5 - 22
5.8 Steam Condensate System ............................................................... 5 - 23
5.9 Bilge and Scupper System ............................................................... 5 - 24
5.10 Instrument Air System ................................................................... 5 - 27

Illustration
5.1a Temperature Sensors in Cofferdams ................................................ 5 - 1
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
................................................................................................................. 5 - 2
5.1c Cargo Tank Temperature .................................................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4
5.2b Barrier Space N2 Pressurisation Control.......................................... 5 - 5
5.3.1a Glycol Water Heater...................................................................... 5 - 7
5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11
5.4a Auxiliary Fresh Water Cooling System.......................................... 5 - 14
5.5a Ballast System................................................................................ 5 - 15
5.5b Ballast Exchange Conditions ......................................................... 5 - 18
5.7a Fuel Oil and Gas oil Systems......................................................... 5 - 22
5.8a Fuel Oil Heating and Cargo Steam System.................................... 5 - 23
5.9a Bilge System .................................................................................. 5 - 24
5.9b Bilge System.................................................................................. 5 - 25
5.9c Scupper System.............................................................................. 5 - 26
5.10a Compressed Air System ............................................................... 5 - 27
5.10b Inert Gas and Dry Air System...................................................... 5 - 28

Part 5
Cargo Auxiliary and Ballast System
Part 5 Cargo Auxiliary and Ballast System
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.1a Temperature Sensors in Cofferdams

No.1 CT BOUNDARY TEMP No.2 CT BOUNDARY TEMP

8 1
9 8
9
10 10
4 2 1
2
6 6
5 5
3
4 5 4
1 1 3
7 7
14 3 14 3

6 6
2 2
2 2

7 7
9 1 3 10 9 1 3 10

Temp On Primary Barrier Temp On Hull Structure

Temp On Secondary Barrier

Temp On Primary Barrier Temp On Hull Structure

Trunk DK Aft Temp On Secondary Barrier
BTM AFT Mid
BTM AFT Port Trunk DK Mid
BTM AFT Mid
BTM AFT Stbd FWD Port Upp
BTM AFT Port
FWd Stbd Upp
BTM AFT Stbd
FWD Mid
FWD Port Low
FWD Stbd Low
(A/B)
Side Wall Port (A/B)
AFT Upp
AFT Mid
AFT Low
Duck Keel Mid
Duck Keel Aft

5-1 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel

No.3 CT BOUNDARY TEMP No.4 CT BOUNDARY TEMP

9 9
10 10
4
6 6
5 5
1
8 8
1 4 4 5
1
7 2 7 2
14 3 14 3

6 4 6
2 3 2
2 2

5
7 7
9 1 3 10 9 1 10
3 1
Temp On Secondary Barrier
Temp On Primary Barrier Temp On Hull Structure Temp On Secondary Barrier
Temp On Primary Barrier Temp On Hull Structure

BTM AFT Mid Trunk DK Aft

BTM AFT Port Trunk DK Mid
BTM AFT Stbd FWD Upp
FWD Mid
FWD Low
Side Wall Port (A/B)
(A/B)
AFT Upp
AFT Mid
AFT Low
Duck Keel Mid
Duck Keel Aft

5-2 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Part 5 : Cargo Auxiliary and Ballast System Illustration 5.1c Cargo Tank Temperature

5.1 Temperature Monitoring System

1. General Description

Monitoring equipment is provided in the CCR for the secondary Em'cy Shut Down (ESD)
Tank Protection LAHH 98.5% LAHH Cargo Pump/Em'cy Cargo Pump Stop
insulation barrier and inner hull temperatures, to give warning in case - Cargo Pump Stop CTS CTS
- Compressors Stop Spray Pump Stop
of failure of insulation or leakage of the primary insulation barrier. - ESD Valve Close LAH 95% LAH
- All manifold Valve Close CTS CTS
Emergency LAL 1.15M LAL 2.0M 97% 98%
The sensors are installed in the secondary insulation barriers and Tank Protection (TPS2) Shutdown CTS CTS LAL LAH LAHH
alongside the inner hull associated with each cargo tank. The LALL 0.46M LALL IAS IAS IAS
- Spray Valve Close
- Filling Valve Close CTS CTS
temperature range of each sensor is: -200 °C to +100 °C. LAEH
99.5% IHS LI SI LI SI
CTS CTS FLG CTS
The secondary insulation barrier thermocouples (sensors) are installed
at 8 around the space as shown, all 16 of them in pairs. LAVH CTS
TI TI TI TI TI PI
IHS CTS CTS CTS CTS CTS CTS
For the inner hull temperature measurement there are 11 sensors in 98%
LT LI End 25% 50% 85% 100% TI
CTS : Custody Transfer System
each tank. Three (3) are located along the bottom of the tank in the FLG
IHS : Independent High Level Alarm System
pipe duct and two (2) sensors are located in the trunk deck. In the

(15A)
FLG : Float Type Tank Level Gauge System F
cofferdam spaces there are 3 temperature sensors on each of the Vap. Connection Temp.
TE

Back-up
8-TX-13, 14, 15 & 16
forward and aft bulkheads.

Main
(15A)
R

(300A)
In the No.1 cofferdam space there are 2 temperature sensors added on
the forward bulkhead. Gas

Radar Beam Type Level Gauge

100%
99% Liquid Dome TE TE Dome
In the No.5 cofferdam space there are 2 temperature sensors added on
the aft bulkhead. 98.5%
85%
The temperature measurements are indicated, for each sensor in TE TE
service, in the CCR via the IAS. Recording of these temperatures is

(300A)
also available via the IAS.
50%
The thermocouples for the secondary insulation barrier sensor alarm TE TE
points are set at -120 °C.

The thermocouples for the inner hull sensor alarm points are set at 0°C.
25%
TE TE
Trend curves from the received data can be plotted via the IAS in the

(100A)
CCR.

End
TE TE

5-3 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.2a Insulation Space Nitrogen Control System

FI PIC PIAHL PIAL

Trunk Deck
FX/FI PI PX TX PX FX/FI PX

NG-87 NG-84
NG-97

NG-96
NG-89
NG-90 NG-88 Interbarrier Space (I.B.S) and Insulation Space (I.S) Pressurization Header
TX
NG-93 NG-92 NG-91 Purging and Sealing Header
NG-98

NG-95

NG-94

PI
Near
TX Manifold

NG-38
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas
Detection Detection Detection Detection
# System # System # System # System
NG-76

NG-53

NG-32

NG-14
CR-300

CR-200

CR-100
CR-400
NG-71

NG-44

NG-24

NG-06
NG-79

NG-56

NG-54

NG-35

NG-33

NG-17

NG-15
NC-77
From N2 Buffer Tank
in Engine Room

NG-72

NG-70

NG-45

NG-43

NG-25

NG-23

NG-07

NG-05
NG-78

NG-55

NG-34

NG-16
To No.4 Dome To No.3 Dome To No.2 Dome To No.1 Dome
Gauge Board NG-67 Gauge Board NG-40 Gauge Board NG-20 Gauge Board NG-02 Portable
PI PI PI PI Sampling
NG-73

NG-46

NG-26

NG-08
NG-64 NG-48 NG-27 NG-09
# # # # in Cofferdam
CR-403

CR-303

CR-203

CR-103
NG-75

NG-74

NG-52

NG-51

NG-31

NG-30

NG-13

NG-12
NG-80

NG-58

NG-57

NG-37

NG-36

NG-19

NG-18

NG-01
NG-68 NG-41 NG-21 LNG Vent NG-03
V K M W V K M WW V K M W V K M Master W
NG-65

NG-49

NG-28

NG-10
N2 Master
S S S S
Em'cy Cargo NG-69 Em'cy Cargo NG-42 Em'cy Cargo NG-22 Em'cy Cargo NG-04
NG-66

NG-50

NG-29

NG-11
Pump Column T Pump Column T Pump Column T Pump Column T
I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.
No.4 Liquid Gas No.3 Liquid Gas No.2 Liquid Gas FWD AFT No.1 Liquid Gas
I.S.

I.S.

I.S.

I.S.

I.S.

I.S.

I.S.

I.S.
Dome Dome Dome Dome Dome Dome I.S. I.S. Dome Dome
NC-401 NC-301 NC-201 NC-101
B/W B/W
NG-59

R R R R
Q Q Q Q
N N N N
I I I I
To No.4 To No.3 To No.2 To No.1
H G A-F , J L H G A-F , J L CR-302 H G A-F , J L CR-202 H G A-F , J L CR-102
NC-408

NC-308

NC-208

NC-108
CR-402 Dome Dome Dome Dome
Gauge Gauge Gauge Gauge
Board Board Board Board
NC-402 NC-302 NC-202 NC-102
NC-417

NC-414

NC-317

NC-314

NC-217

NC-214

NC-117

NC-114
NC-413 NC-313 NC-213 NC-113
PX To No.4 Dome PX To No.3 Dome PX To No.2 Dome PX To No.1 Dome
PI Gauge Board PI Gauge Board PI Gauge Board PI Gauge Board
NC-405

NC-305

NC-205

NC-105
NC-403 NC-303 NC-203 NC-103
NC-418

NC-415

NC-318

NC-315

NC-218

NC-215

NC-118

NC-115
NC-406

NC-404

NC-306

NC-304

NC-206

NC-204

NC-106

NC-104
NC-410

NC-310

NC-210

NC-110
NC-409

NC-309

NC-209

NC-109
NC-407

NC-307

NC-207

NC-107
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas
NC-411

NC-419

NC-311

NC-319

NC-211

NC-219

NC-111

NC-119
NC-416 Detection NC-316 Detection NC-216 Detection NC-116 Detection
System System System System
CR-401
NC-412

NC-312

NC-212

NC-112
CR-301

CR-201

CR-101
NG-60
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas

NG-39
NG-47

Detection Detection Detection Detection

To Spray Line System To Spray Line System To Spray Line System To Spray Line System
From (N2 Purge Exhaust Line) To Deck Near
Engine Store Manifold
Room CG-613
Boil-off
NG-61

Gas Line ESD

From NG-83 NG-82 NG-81
Engine I.B.S. and I.S. Piping I.B.S. and I.S. Piping
Room (N2 To B.O.G Line) Arrangement on Liquid Dome Arrangement on Gas Dome

NG-62 A - F , J L : N2 distribution of nitrogen at IBS bottom and stripping Q : N2 exhaust, safety vent and gas detection
* NC-OOO valves to be cryogenic type of the leaked cargo in I.B.S. (Bottom AFT part) and portable gas sampling for I.B.S.
No.1 H/D
Compressor * Safety valve (# marked) for I.S. barrier G : Portable liquid level measuring and portable gas R : Pressure sensor connection to controller
to be cryogenic type sampling for I.B.S. (Low point) and indicator for I.B.S.
H : N2 distribution at IBS top and portable gas S : N2 exhaust, safety vent and gas detection
No.2 H/D
Compressor sampling for I.B.S. (High point) and portable gas sampling for I.S.
N : Safety valve connection for I.B.S. T : Pressure sensor connection to controller
V : N2 distribution & Portable level measuring in I.S. & indicator for I.S.
No.1 L/D
Compressor W : Sounding and portable gas sampling
for FWD I.S. bilge well
No.2 L/D M : Portable gas sampling for I.S. (High point)
Compressor Key I.B.S. : Interbarrier space
NG-63

Motor Room Compressor Room Nitrogen Main Line I.S. : Insulation space

5-4 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.2b Barrier Space N2 Pressurisation Control

IAS PV PV PV PV PV

N2 HEADER IBS N2 SUPPLY IBS N2 EXHAUST IS N2 SUPPLY IS N2 EXHAUST

CONTROL CONTROL CONTROL CONTROL CONTROL
SP SP SP SP
PID PID PID PID PID
[REVERSE] [REVERSE] [DIRECT] [REVERSE] [DIRECT]

<NG040> <CHxxx> <CHxxx> <CHxxx> <CHxxx>

IS/IBS
DIFF.
PRESS
HIGH/LOW HIGH/LOW HIGH/LOW HIGH/LOW <CHxxx>
LIMIT LIMIT LIMIT LIMIT x-y
x y

kPa
IS/IBS kPa
PT PT DPT DIFF. PT Pressure
kPa 3.5
IBS SUPP. IS SUPP. PRESS Relief Valve
V/V V/V kPa 3.5
Pressure
Pressure 3.0 Relief Valve
Relief Valve 3.0 Open
Open PAH
2.5 P
2.5
IBS

IBS

Gas
IS

IS
Liquid Dome 2.0
Dome
2.0
PAH
1.5 1.5 kPa
PAH
1.5 1.5
Set Point
Exhaust DPAH
N2 SUPP. LINE 1.0 Set Point 1.0
Control Valve 1.0
IBS EXH. IS EXH.
V/V V/V Operating Exhaust DPAH Set Point
PT
1.0 0.7 1.0 0.7
Range Set PointControl Valve Exhaust
N2 HEADER Operating Supply Operating
0.7 Control Valve
0.5 Set Point PAL Range
Range Control Valve 0.4 Operating Set Point
0.2 Supply P 0.2 Supply
0.5 0.2 Range
PAL Control Valve 0.4 Control Valve
TO OTHER N2 EXH. LINE 0.0 0.2 0.0 0.0
CARGO TANK 0.2 DPAL
PAL
0.0
N2 IBS0.0 IS DPAL Diff. Pressure
BUFFER TANK TO VENT MAST
Pressure Control PressureDiff.
Control
Pressure with
IS Pr IBS
IBS with IBS

5-5 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

5.2 Insulation Space Nitrogen Control System
1. General
Nitrogen is produced by nitrogen generators and stored in a pressurised buffer
tank in the E/R. It is supplied to the cargo side pressurisation headers through
make-up regulating valves. It is also used for purging gas in the fuel gas line in
the E/R with N2.
From the headers, branches are led to the insulated spaces of each tank. Excess
nitrogen is vented through exhaust pressure control valves of each tank vent mast
from the I.B.S. Also insulation spaces excess nitrogen is vented atmosphere.
Both I.B.S and I.S of each cargo tank are provided with pressure relief valves
which open at a pressure, sensed in each space, of 3 kPa for the I.B.S and 3.5
kPa for I.S.
In normal operation, the inter-barrier space and insulation space shall be purged
with nitrogen in relation with atmospheric pressure variation and cooling or
warming of the spaces during loading or unloading. The inter-barrier space
should be continuously purged with nitrogen if gas is detected through a micro-
leakage of the membrane.
If a gas detector shows a gas concentration above 30% of volume in one (1)
inter-barrier space through a micro-leakage of the welded parts of a membrane,
this gas concentration should be reduced by continuous nitrogen purging using
the by-pass to the pressure control valve on the nitrogen supply line of this space
in accordance with the recommendation from GTT.
The nitrogen is provided as a dry and inert medium for the following purposes:
For the insulation space (I.S) the pressure shall be maintained between 0.2 kPa
and 0.7 kPa above I.B.S pressure.
The barrier space header control valve NG89 reacts to the demand on the system
and maintains the header pressure at 0.5 MPa.
High/Low and differential pressure alarms are fitted to the pressure control
systems for each primary and secondary insulation space.
2. Insulated Space Pressure Control
1) Nitrogen Supply System
Two (2) make-up control valves for each tank, one (1) for each inter barrier
and insulation space, shall automatically maintain a minimum pressure for
each space. A by-pass valve shall be provided to each make-up valve.
The control valves shall be designed for the normal make-up flow rate to
the inter barrier and insulation spaces as well as for the make-up flow rate
required for cargo tank loading and cooling down operations.
Audible and visual alarms which are duplicated in the wheel house and the
IAS and are activated in case of insufficient pressure in the pressurised
insulated spaces, shall be provided
2) Venting system
The venting system shall be consist of two (2) vent control valves for each
cargo tank, one (1) for each inter barrier and insulation space and a by-pass
valve shall be arranged for each space. Valve operation shall be indicated in
the IAS. Each vent control valve shall be dimensioned to handle the
maximum nitrogen flow rate.
4. Barrier Space Pressure Control
The IAS controls N2 header pressure, Inter Barrier Space (I.B.S) N2 pressure and
Insulation Space (I.S) N2 pressure by PID controllers (See Illustration 5.2b –
Barrier Space N2 Pressurisation Control).
1) N2 header pressure control
The IAS controls N2 header press via a PID controller.
2) IBS (Inter Barrier Space) N2 press control
The IAS controls each cargo tank IBS N2 pressure via two PID controllers;
one is for the IBS N2 supply valve control, and the other is for the IBS N2
exhaust valve control.
The two PID controllers use the same PV (cargo tank inter barrier space N2
pressure), but the PID controllers are separate from each other.
3) IS/IBS N2 differential pressure control
The IAS controls each cargo tank IS/IBS N2 pressure via two PID
controllers; one is for the IBS N2 supply valve control, and the other is for
the IBS N2 exhaust valve control.
Two PID controllers use the same PV (cargo tank inter-barrier space N2
pressure), but the PID controllers are separate from each other.
4) IS/IBS N2 differential pressure monitoring
The IAS calculates each cargo tank IS/IBS N2 differential pressure by
comparing the IS N2 pressure and IBS N2 pressure.

- To prevent formation of a flammable mixture in the event of an LNG leak.
- To permit easy detection of an LNG leak through a barrier.
- To prevent corrosion.
2. Insulated Spaces
There are two (2) different spaces located between the primary barrier and the
inner hull.
- The inter barrier space (I.B.S) between the primary and secondary barrier.
- The insulation space (I.S) between the secondary barrier and the inner hull.
These two (2) spaces shall be maintained under a dry and inert atmosphere using
nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly
above atmospheric pressure in order to prevent any air ingress.
For the inter barrier space (I.B.S) the pressure shall be maintained between 0.5
kPa and 1 kPa above atmospheric pressure.
3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms Monitoring for IS & IBS Pressurisation
y I.B.S pressure
(High pressure alarm: 1.5 kPa, Low pressure alarm: 0.2 kPa)
y I.S pressure
(High pressure alarm: 2.5 kPa, Low pressure alarm: 0.4 kPa)
y Differential pressure between I.B.S and I.S.
(High Pressure alarm: 1.0 kPa, Low pressure alarm: 0 kPa)
`
y Nitrogen pressurisation Header
(High pressure alarm: 55 kPa, Low pressure alarm: 20 kPa)
The O2 content shall not exceed 5% by volume.
Nitrogen shall be used for inerting; O2 content and CH4 concentration shall be
checked at regular intervals.

5-6 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.3.1a Glycol Water Heater

To be Located
in Safe Aea

Filling Cap

(65A)
[Motor Room]
(50A)

(65A)
Key
Usual Load Line Desuperheated

CH-105
CH-108 Glycol Water Stand-by Line Steam Line
Glycol Storage Expansion Condensate Line Air Line
Tank (4.5 m3) Tank Fresh Water Line Drain Line
(1.0 m3) LS
LAL

For Glycol
Tank Filling

CH-104
Steam TIHH TIAH
Supply
TIC ZSH
TS TX
TIAL
No.1 Glycol Water CH-080

CH-081
(25A) Air
Circulating Pump TX Separator MS
(22 m3/h x 30 MTH)
(32A)

TX
CH-101 CH-097 CH-093 CH-091 CH-088 CH-078 CH-076 CH-073
From Motor (65A) (65A) No.1 Glycol To Motor
(25A) Room Water Heater Room

CH-112
CH-095

CH-086
CH-082

(65A)

(65A)
TIAL
CH-106

TX
(25A)
(65A)
CA-59
From
A Compressor

CH-099

CH-090

CH-075
FW-13 Air PAL
Glycol Water PS
Condensate
CH-109

Fresh Water (25A)

Transfer Pump
CH-107

Filling (2 m3/h x 10 MTH) PIAL

PX
(65A)

PIAL
PX
CH-103

CH-100
PAL
PS
Steam TIHH TIAH
Water/Glycol Supply
Mixing Tank TIC ZSH
(65A)

(65A)
TS TX
(0.2 m3) TIAL CH-083

CH-084
(25A) Air

CH-096

CH-087
TX Separator MS
TX
CH-110

CH-102 CH-098 CH-094 CH-092 CH-089 CH-079 CH-077 CH-074

(25A)

From Motor (65A) (65A) No.2 Glycol To Motor

Room Water Heater Room

CH-113
No.2 Glycol Water
Circulating Pump
TIAL CH-085
(22 m3/h x 30 MTH) TX
(25A)
(65A)
(25A)

Condensate
(25A) (25A)
CH-111

5-7 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA
5.3 Cofferdam Glycol Heating System
5.3.1 Glycol Water Heater
The glycol water heating system is located in the electric motor room. The
system heats glycol water which is pumped around the cofferdam system to
maintain the temperature inside those spaces, when loaded, at approximately
+5°C.
The main and stand-by heating coils are served by main and stand-by steam
heaters.
The system comprises:
- 2 x glycol water centrifugal circulating pumps rated at
22m3/h x 35 MTH.
- 1 glycol expansion tank of 1000 liter.
- 1 glycol storage tank of 4500 liter.
- 1 glycol mixing tank of 200 liter.
- 1 pneumatic operated expansion tank topping up pump rated
at 2.0m3/h x 10 MTH.
There are two (2) steam heaters to heat the glycol water with service steam at
0.98MPa. The steam flow is controlled by manipulating the steam flow control
valve in accordance with the measured outlet temperature. Also, the inlet
temperature to the cofferdam is controlled by manipulating a 3-way temperature
control valve.
1. Filling Procedure
The capacity of the glycol storage tank is 4.5 m3. An initial fill of the glycol
reservoir is sufficient for the whole system. If glycol is supplied already mixed
then steps 2) and 3) can be omitted. If stronger glycol or neat glycol is supplied,
follow steps 2) and 3) to correctly mix 45% glycol water.
1) With valve CH108 closed, fill the glycol reservoir from drums using a
pneumatic portable pump.
2) Ensure that the valves CH107, CH109 CH110 at the mixing tank are
closed.
3) Calculate the proportion of strong glycol required which, with water
added, produces 200liters of 45% glycol. Open valve CH108, CH109
and run down strong glycol to this level as observed on the gauge glass.
Close the valve Ch108 and add water to the 200liter mark by opening
valve FW13.
Cargo Operating Manual
4) Ensure the outlet valve CH104 is closed, and then transfer the 200 liters 2. Topping up Procedure
of glycol water into the glycol water expansion tank using the
pneumatic transfer pump. If the level falls in the glycol water expansion tank, it must be replenished by
45% glycol water mixture.
5) Repeat until the glycol water expansion tank is full and repeat steps
1) Ensure that valves CH107 and CH110 at the mixing tank are closed.
1) ~ 4) whenever the glycol water expansion tank level falls low.
2) Calculate the proportion of strong glycol required which, with water
6) Open all the test valves/vents in the starboard passageway to both main
added, produces 200liters of 45% glycol.
and stand-by cofferdam heating systems.
3) Open valve CH108 on the Glycol Reservoir and run down strong glycol
7) Ensure that the rundown and bypass valves to the stand-by coils are
to this level as observed on the reservoir gauge glass. Close this valve
closed and fill the main system via valves CH104 and CH100 until
glycol water just starts to issue from the test valves. The No.2 glycol and add water to the mixing tank 200liter mark by opening valve FW13.
water circulating pump can be used to help the flow. Close each test
4) Ensure the Glycol Water Expansion Tank outlet valve CH104 is closed,
valve in turn when purged.
and transfer the 200liters of glycol water into the glycol water
8) Open the vent valves on No.2 glycol water heater to vent air from the expansion tank using the pneumatic transfer pump.
system. Continue until no more air is vented.
5) Repeat until the glycol water expansion tank is full and repeat steps
9) Close rundown valve CH100 to the main coils and fill the stand-by 1) ~ 4) whenever the glycol water expansion tank level falls low.
system via CH104 and CH099 until glycol water just starts to issue
from the test valves. No. 1 glycol water circulating pump can be used to 6) Open the vent valves on No.1 and 2 glycol water heaters to vent any air
help the flow. Close each test valve in turn when purged. from the system.
10) Open the vent valves on No. 1 glycol water heater to vent air from the Monitoring for Glycol Heating
standby system. Continue until no more air is vented. Close the
expansion tank rundown valve CH099 to the standby system, leaving
the expansion tank rundown valve CH104 open.
11) Set the main system ready for operation by ensuring all rundown and
bypass valves between the main and stand-by systems are closed.
Open the main system valves CH100, CH102 and CH074 and the inlet
and outlet valves CH098, CH092 on the No.2 Glycol water pump.
Check that the heater valves CH089, CH077 are open and the
thermostatic control valve CH079 is functioning correctly.
12) Open the Standby Glycol system valves in the same way ready for use.
Before starting the standby system, close the expansion tank rundown to
the main system (CH100) and open the valve to the standby system
(CH099).
5-8 Part 5 Cargo Auxiliary and Ballast System
LNGC GRACE ACACIA Cargo Operating Manual

3. Glycol
2) Personal Protection & Sanitation 4) Exposure Routes
1) Physical and Chemical properties of Glycol
Skin: Wear appropriate personal protective Inhalation
Prevent skin contact clothing to prevent skin contact. Ingestion
Ethylene Glycol
Eyes: Wear appropriate eye protection to Skin And/Or Eye Contact
Prevent eye contact prevent eye contact.
Synonyms & 1,2-Dihydroxyethane;1,2-Ethanediol;
Trade Names Glycol; Glycol alcohol; Monoethylene Wash skin: The worker should immediately wash the
glycol When contaminated skin when it becomes contaminated.
Remove: Work clothing that becomes wet or 5) Symptoms
Molecular
62.07 When wet significantly contaminated should be
Weight
or contaminated removed and replaced. Irritation eyes, skin, nose, throat; nausea, vomiting, abdominal pain,
Molecular
HOCH2CH2OH lassitude (weakness, exhaustion); dizziness, stupor, convulsions,
Formula Workers whose clothing may have
become contaminated should change central nervous system depression; skin sensitization
Boiling Point 388℉ (198℃) Change: Daily
into uncontaminated clothing before
Freezing Point 10℉ (-12℃)
leaving the work premises.
Vapour
0.05mmhg(in 20℃)
Pressure
Vapour Density 2.14
Specific Gravity 1.1088 3) First Aid
Solubility miscible
Flash Point 232℉ If this chemical contacts the eyes,
Upper immediately wash (irrigate) the eyes
Eye:
Explosive with large amounts of water,
15.3% Irrigate immediately
(Flammable) occasionally lifting the lower and upper
Limit In Air lids. Get medical attention immediately.
Lower If this chemical contacts the skin,
Explosive immediately wash the contaminated
3.2%
(Flammable) skin with water. If this chemical
Limit In Air
Skin: penetrates the clothing, immediately
Incompatibilities Strong oxidizers, chromium trioxide, Water wash immediately remove the clothing and wash the skin
& Reactivities potassium permanganate, sodium peroxide with water. If symptoms occur after
[Note: Hygroscopic (i.e., absorbs moisture washing, get medical attention
from the air).] immediately.
If a person breathes large amounts of
this chemical, move the exposed
person to fresh air at once. If breathing
Breathing:
has stopped, perform artificial
Respiratory support
resuscitation. Keep the affected person
warm and at rest. Get medical attention
as soon as possible.
Swallow: Medical attention If this chemical has been swallowed,
immediately get medical attention immediately.

5-9 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

5 - 10 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.3.2a Cofferdam Glycol Heating System

Key To/From Motor Room

Usual Load Line
Stand-by Line

(15A) (15A) (15A) (15A)

Air Separator

CH-072

CH-071

CH-070

CH-069
Isolation
Valve
(40A) No.1 Return (Main) (65A) (40A)

(40A) No.2 Return (Stand-by) (65A) (40A)

(40A) No.2 Supply (Stand-by) (65A) (40A)

Side Passage Way (STBD)

(40A) No.1 Supply (Main) (65A) (40A)
CH-064

CH-063

CH-058

CH-057

CH-052

CH-051

CH-044

CH-043

CH-038

CH-037

CH-030

CH-029

CH-024

CH-023

CH-016

CH-015

CH-010

CH-009

CH-002

CH-001

Portable Temperature Gauge

TIC TIC TIC TIC TIC
CH-065 CH-059 CH-053 CH-045 CH-039 CH-031 CH-025 CH-017 CH-011 CH-003

Boss with Gauge Cock for

Portable Pressure Gauge
ZI ZI ZI ZI ZI
(40A) (40A) (40A) (40A) (40A)

Boss with Plug for

CH-066 CH-060 CH-054 CH-046 CH-040 CH-032 CH-026 CH-018 CH-012 CH-004
ZI (40A) ZI (40A) ZI (40A) ZI (40A) ZI (40A)
(40A) (40A) (40A) (40A)
(40A)

(40A)

(40A) (40A) (40A) (40A)

CH-068 CH-067 CH-056 CH-055 CH-042 CH-041 CH-028 CH-027 CH-014 CH-013
CH-062

CH-061

CH-050

CH-049

CH-048

CH-047

CH-036

CH-035

CH-034

CH-033

CH-022

CH-021

CH-020

CH-019

CH-008

CH-007

CH-006

CH-005
(25A) (25A) (25A) (25A) (25A) (25A) (25A) (25A) Pressure (25A) (25A)
Test
(40A)

(40A)

(40A)

(40A)

(40A)

(40A)

(40A)

(40A)

(40A)

(40A)
(65A) (65A) (65A) (65A)
(65A) (65A) (65A) (65A)

(65A)
(65A) (65A) (65A) (65A)
(65A) (65A) (65A) (65A) (65A)

No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam

5 - 11 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA
5.3.2 Cofferdam Heating System
Description
The purpose of this system is to ensure that the cofferdam temperature is kept at
all times at 5°C or above, when the cargo tanks are in a cold condition. Each
cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.
The maximum heating condition is determined by the following extreme
operating conditions:
y LNG against the secondary barrier : -163°C
y External air temperature : -18°C with 5 Knots winds
y Sea water temperature : 0°C
The requirements for the individual cofferdams are as follows:
z No.1 Cofferdam 72146.5 W with a heating coil length of 459m
z No.2 Cofferdam 51552.5 W with a heating coil length of 328 m
z No.3 Cofferdam 62444.8 W with a heating coil length of 398 m
z No.4 Cofferdam 62444.8W with a heating coil length of 398 m
z No.5 Cofferdam 38026.7 W with a heating coil length of 242 m
Any failure of the cofferdam heating system with cargo on board must be treated
as serious and repairs must be effected immediately.
Any accumulation of water in the cofferdam areas can be pumped out using the
bilge eductor located in the engine room.
Special valves (Auto Balancing Valve, see Illustration 5.3.2a) combined with
ball valve and flow regulator function shall be provided on each inlet line of the
cofferdams as follows:
z Cofferdams :
z Steam pressure and glycol water outlet temperature are also indicated
- No.1 Cofferdam : CH012, CH011
- temperature being alarmed.
- No.2 Cofferdam : CH026, CH025
-
- No.3 Cofferdam : CH040, CH039
-
- No.4 Cofferdam : CH054, CH053
- 2) Remote Operation
- No.5 Cofferdam : CH066, CH065
The above valves shall be set based on the most severe condition in the winter
season and LNG on the primary barrier.
NOTE
In an emergency case with LNG on secondary barrier, the flow cartridge with
spring should be removed from the dynamic auto balancing valve body to
increase the flow rate of glycol water to the maximum.
Cargo Operating Manual
1. Control of the Heating Coils
There are five (5) temperature controllers in the IAS to manipulate the 3-way
type pneumatic control valves in accordance with the measured temperature at
the cofferdam and liquid dome. Each controller has main and stand-by
temperature control valves.
3) Sequence Management, Monitoring
The purpose of this system is to ensure that the cofferdam temperature is kept at
all times at 5 °C or above, when the cargo tanks are in a cold condition. Each
cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.
The five (5) PID controllers are provided to ensure that the cofferdam
temperature is kept constant. According to the measured temperature, each PID
controller manipulates either the main or stand-by 3-way control valve,
depending on which coil is in service. The main or stand-by service selection is
done from the schematic display or point detail display in the IAS.
2. Steam Heater Outlet Temperature Control
The IAS provides one (1) controller to control the heater outlet at the required
temperature. The controller is used to control the heater outlet temperature by
manipulating two (2) steam flow control valve.
If the glycol temperature from the heater outlet increases to 105 °C, the IAS fully
closes the large and small steam flow control valves automatically and generates
an abnormal alarm.
3. Operating
The system can be operated locally for initial glycol water heater warm-up and
then remotely from the IAS.
The Glycol water circulating pumps can be started locally or remotely.
Main or stand-by lines may be selected.
1) Local Operation
Normally only for initial start-up.
Remote/local operation of the circulating pumps is set locally.
Main or stand-by glycol water supply line set locally
The glycol water circulating pump is started related to the heater selected.
Steam heaters:
a) Steam pressure for the glycol heater(s) is set.
b) Heater outlet temperature of the glycol water is set.
5 - 12
Cofferdam temperatures:
a) Cofferdam temperature control is set for each cofferdam on the
temperature indicator controller related to the supply line selected.
a) Main and stand-by supply lines:
Each supply line has a dedicated circulating pump. The pumps may be
started locally or from the IAS. Selection of remote or local control is
local to the pump starter.
Glycol water pump discharge pressure is indicated and alarmed if low.
This will cause the pump to stop after the starting period has passed.
Glycol water return line temperature is indicated and alarmed if low.
b) Cofferdams:
In each cofferdam, the selected supply line temperature control valve is
modulated to maintain an average temperature of the related bulkheads.
The other supply line valve is maintained closed.
The temperature controllers may be set to automatic or manually
operated from the IAS
Position of the supply line of each temperature control valve is
indicated and low average temperature of each cofferdam is alarmed.
c) Steam glycol water heaters:
Each steam heater has a steam pressure indicating controller modulating
split range pressure control valves.
Each steam heater glycol water outlet temperature is controlled by a
temperature indicating controller modulating a three way control valve.
The control valve mixes heater glycol water with glycol water by-
passing the heater to provide the required temperature.
by a separate (redundant) transmitters with low pressure and high/low
A separate glycol water outlet temperature switch will cause the steam
control valves to close if the outlet temperature is high-high.
Position of the condensate drain valve is indicated at the IAS
Glycol water circulating pressure is indicated at the inlet of each heater
and alarmed if low.
Differential pressure between the glycol water and the heater steam
pressure will cause an emergency shut down of the circulating pump if
steam pressure is lower that the water pressure. This will also cause the
steam controller to close the steam supply valve.
Steam heater inlet steam pressure to be established before the
circulating pump can be started.
Part 5 Cargo Auxiliary and Ballast System
LNGC GRACE ACACIA Cargo Operating Manual

An alarm is raised if the open position of all cofferdam temperature Monitoring for Cofferdam Heating
control valves is less than 20%. An alarm is also raised if the open
position of one or more cofferdam temperature control valves is greater
than 90.0%.

Glycol water outlet temperature is indicated at the IAS with high and
low temperatures alarmed. A Glycol water outlet temperature switch
provides a high-high temperature alarm and trip function for all heater
elements.

5 - 13 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

5.4 Cargo Machinery F.W. Cooling System Illustration 5.4a Auxiliary Fresh Water Cooling System

1. General [Cargo Motor Room] [Cargo Compressor Room]

FC-27
(40A)
The cargo machinery cooling fresh water system is provided by two Cargo No.1 H/D Compressor FC-26
FC-28 (40A)
Machinery fresh water cooling pumps located in the cargo compressor room. L.O Cooler (40A) Fresh Water

(125A)
Expansion

(125A)
FC-24
The Cargo fresh water system is cooled by the cargo machinery fresh water FC-29 LAL
Tank (25A)
LS (1.0 m3)
cooler in the cargo compressor room. No.2 H/D Compressor
(40A)

FC-30 On Deck

FC-25
L.O Cooler (40A)

(65A)
Cargo Machinery Cooling FW Pump Specification FC-31 De-aeration
(40A)

(40A)
Chamber
No.1 L/D Compressor FC-32
Maker Shinko Ind. Ltd. L.O Cooler (40A) (125A) (125A)

Type Vertical, centrifugal, electric motor driven FC-33

(40A) (125A)
No.2 L/D Compressor FC-34

FC-15

FC-13
L.O Cooler
Number of sets 2 (40A)

(110 m3/h x 30 MTH)

Fresh Water Pump
(25A)

Auxiliary Cooling
FC-18
3
Rated output 110 m /h X 30 MTH

No.2

No.1
No.1 H/D No.1 Cargo Machinery
FC-20 FC-17 Fresh Water Cooler
Compressor Motor FC-35

(125A)

(125A)

(15A)
FC-03

FC-16

FC-14
Chemical (15A)
FC-36
Each pump can be started locally or remotely. For the remote control of each

FC-09

FC-10

FC-05

FC-04
Dosage

FC-19
Tank

(50A)
pump, the pump control position should be set to remote on the motor starter (125A) (125A)

(50A)
No.2 H/D (25A) (125A)
panel. Also, if the control position is not in remote position, the stand-by logic Compressor Motor FC-37
FC-21
cannot be activated on the IAS. If the following conditions are met, the IAS FC-38 PIAL
PX
activates the stand-by logic control function: PS
No.2 Cargo Machinery FC-01

(100A)

(100A)
PS Fresh Water Cooler
FC-06
Drain Cooler for

(80A)

(80A)
FC-02
z Control position of each pump is set to Remote. Control
Air (15A) Gas Heater

FC-11

FC-12

FC-08

FC-07
z The stand-by control mode is set to AUTO on the schematic display.

FC-23
(125A)
FC-22

(125A)

(100A)

(100A)
(125A)
I
P
The FW cooling system is used to serve the following equipment

(125A)
TIAH TIC
TX TX
IAS IAS
Key

(100A)
z HD compressor Lube. Oil coolers and air cooler of electric motor. From Fresh Water System
(100A)
Fresh Water Line

(100A)
z LD compressor Lube. Oil coolers. (100A)

z Cargo compressor room steam drain cooler. (150A)

Fresh Water Cooling Pipe (Supply) From Engine Room
(150A)
Fresh Water Cooling Pipe (Return) To Engine Room
2. Operating Procedures

One auxiliary cooling FW pump is normally required to meet the system cooling
capacity.
1) Open the inlet and outlet valves on both Cargo Machinery cooling FW
pumps.

2) Open the valves on the respective system to be cooled i.e. HD compressor

Lube Oil cooler and motor air cooler, LD compressor Lube Oil cooler,
and steam drain cooler. Check for leaks.

3) Select one of the Cargo Machinery cooling FW pumps on local control

and start the pump. Check that the system pressures are normal.

4) Select the other pump on stand-by.

5) Stop the running pump and ensure that the stand-by pump cuts in.

6) Return the pumps to their original running condition of one pump running
and the other on stand-by.

5 - 14 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.5a Ballast System

Engine Room

Low Sea
Chest

From Inert Gas/

M
To Main Dry Air System
Condenser
To I.G.G. No.4 Water Ballast Tank (P) No.3 Water Ballast Tank (P) No.2 Water Ballast Tank (P) No.1 Water Ballast Tank (P)
LIAHL LIAHL LIAHL LIAHL
BA-33

(350A)

(450A)

(350A)

(350A)

(350A)
LX LX LX LX
(350A)
FWD Ballast
BA-24 BA-18 Water Tank (P)
BA-31 (550A)
(350A)

BA-12

BA-10

BA-08

BA-06

BA-04
LIAHL No.1 Water
BA-19
LX

TV-01
LIAHL
BA-25 Ballast Pump LX
(550A)
(550A)
Bow
Thruster

BA-17 BA-16
BA-30 BA-29

BA-26 BA-20

(40A)

(40A)
and

BA-14

BA-46
(250A)
Fore Peak
(550A)

Double O-ring
AFT Peak Em'cy
GRP Sleeve Tank
Tank Fire

BA-03
TV-02
No.2 Water
BA-21 (Void)

BA-15

BA-47
(40A)

(40A)
BA-27 Ballast Pump Pump
(550A)
(550A) Room

(200A)

(200A)
BA-32 BA-28 BA-22 LX
LIAHL

BA-13

BA-11

BA-09

BA-07

BA-05
(550A) BA-36

BA-34
Ballast (550A)
Stripping No.3 Water
Ballast Pump BA-23 FWD Ballast
Eductor (350A)

(350A)

(350A)

(350A)

(350A)
(3,000 m /h x 30MTH)
3 BA-35 LIAHL LIAHL LIAHL LIAHL Water Tank (S)
BA-39
(750A)

(200A)
No.1 LX LX LX LX
BA-37
(250A)

(200A)
BA-40 No.4 Water Ballast Tank (S) No.3 Water Ballast Tank (S) No.2 Water Ballast Tank (S) No.1 Water Ballast Tank (S)
(200A)
No.2
BA-38
Em'cy Bilge Suction Line
BA-45

(Located at STBD Side)

(300A)

BA-41 BA-42 BA-43 Trunk

BA-44

Water Spray Pump

(850 m3/h x 110MTH)
M

High Sea
Chest

Cargo Tank

Key
Sea Water Line
(Steel Pipe)
Ballast Main (550A)
Sea Water Line
Water Ballast Water Ballast
(G.R.P. Pipe) Tank (P) Tank (S)
Inert Gas Line (350A) (350A)
Pipe Duct

5 - 15 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA
5.5 Ballast System
1. General
Ballast pumps
Manufacturer Shinko Ind. Ltd.
Model GVD 500-3M
3 pieces and suction bell mouths.
Rating 3,000m /h x 30 m
Speed 1200 rpm
Power 355kW
Ballast stripping eductor
Rating 300m3/h x 25 m
Driving water shall be supplied by the ballast pumps
The ballast spaces beneath and around the outboard side of the cargo tanks are
utilized as ballast tanks to optimize draft, trim and heel during the various load
conditions of the vessel.
Ballast will be carried during the ballast voyage, when only sufficient gas is
carried to maintain the tanks and their insulation at cryogenic temperatures.
The ballast spaces are divided into 8 tanks, port and starboard under each of the
4 cargo tanks. There are also two small ballast tanks in the engine room, which
are used to give fine list control this gives a total ballast capacity of 55,526.4m3,
approximately 56,914.6 tonnes when filled with sea water. Three 3,000m3/h,
vertical centrifugal pumps are fitted, which enable the total ballast capacity to be
discharged or loaded in approximately 12 hours for ballasting or de-ballasting.
During cargo loading and unloading two (2) ballast pump sets are used and
during ballast water exchange, three (3) ballast pump sets are used. The pumps
are driven by electric motors and are located on the engine room floor, starboard
side forward.
The 550A fore and aft ballast main runs through the pipe duct with tank valves
mounted on tank bulkheads. The ballast pumps fill and empty the tanks via the
port and starboard side of this main. The stripping eductor suction is also
connected to this main.
Each ballast tank from No.1 W.B. tank (P&S) to No.4 W.B. tank (P&S) is
provided with one (1) main suction (350A) located at the after part of each tank.
An eductor is fitted for stripping and final educting of the tanks, located on the
port side with its own discharge valve.
The driving water for the ballast stripping eductor is from No.2 ballast pump,
though it may be driven from any of the three ballast pumps via the discharge
crossover main.
Cargo Operating Manual
Ballast tank stripping is a manual operation, done by starting Ballast Pumps, the event of hydraulic accumulator failure. The pump discharge valves, and tank
opening the Water Ballast Stripping Eductor Discharge valve and corresponding after main suction valves are multi-positional. All other valves are either open or
valves for the actual tank. Ballast pumps can also be used in manual mode from closed. In addition to being operable from the CCR, the valves can also be
the IAS for tank stripping. operated from the solenoid valve station, using the pushbuttons on the individual
solenoids.
All valves are butterfly valves, hydraulically operated. The tank aft main
suctions, pump discharge valves etc. The on screen ballast menu also shows when the pumps are switched to remote,
the pump’s suction and discharge pressures, the position of the manually
All ballast pipes in the pipe duct are of GRP with galvanised steel bulkhead operated valves and the level in each tank, in terms of image.
All valves are butterfly valves hydraulically operated. The tank main suctions,
Pump discharge valves and driving water valves to eductor are of the
intermediate position controlled type.
The ballast tanks stripping suction are not of the intermediate position controlled
type, only the driving water valves to eductor are of the throttling type.
Three ballast pumps are electric motor driven, mounted at the forward end
bottom platform of the engine room. These pumps take their suction from the
sea/sea cross over. The high sea suction is on the port side and the low sea
suction on the starboard side, the latter being the normal operation when loading
ballast. When discharging ballast they take their suction from the ballast
crossover main.
The ballast pumps are also used to supply sea water to the inert gas system.
NOTE
1. The limitation of velocity for ballast water butterfly valves is 4m/sec.
2. The allowable vacuum pressure of GRP pip is -3.53bar.
However, the yard expect the normal vacuum pressure of ballast pump suction
side of -35kPa ~ -40kPa.
So, -50kPa as the limitation/target to be recommended.
2. System Control
The ballast system is controlled entirely from the CCR using the IAS in
conjunction with the ballast mimic.
The ballast pumps are started and stopped using the mimic, provided that the
switches on the local control panel are set to remote. The pumps have an auto
stop sequence control for low and high tank status. When on local control, the
pumps can be started and stopped from the local control panel and can be
stopped from this panel regardless of the position of the local/remote switch. The
local control panels always take priority and can take control from the CCR at
any time.
All hydraulically operated valves in the system are also operated using the on
screen menu/keyboard in conjunction with ballast mimic. Two basic types of
valve are fitted, those which can be positioned at the fully closed position or
fully open, and those which can be positioned at any point between fully open
and fully closed. The position of all valves is shown on the mimic.
Provision is made for a portable hand pump to be used to operate each valve in
5 - 16 Part 5 Cargo Auxiliary and Ballast System
LNGC GRACE ACACIA Cargo Operating Manual

3. Ballast Control Modes remains blocked until pump No. 1 is selected as port duty pump. The same
applies for the starboard duty selection with pumps No.2 and No.3.
The ballast control mode can be selected by the operator from the Ballast or Pump No.2 is run in manual mode when supplying water to the Inert Gas
Ballast Exchange mimic. There are two different mode of operation from the IAS. System. The ballast system can still be set to automatic mode for ballast
operations with pump No.1 and No.3. The pump No.2 duty select buttons
- Manual Ballast Control will be disabled when the pump is set to manual mode. The line valves
for pump No.2 are also set to manual mode for use with the IGG plant.
- Automatic Ballast Control
Pump duty selection is inhibited when an automatic ballast operation is in
progress.
1) Manual Ballast Control
Monitoring for Ballast System
In manual mode the operator can start/stop pumps and open/close valves by
operating on the selected pump or valves from the operator station.
There will be automatic filling valve restrictions to a predetermined opening
when the tank reaches 95% full. The filling valve will be automatic closed when
tank level reaches 98%.

2) Automatic Ballast Control

Automatic mode is selected by the operator, from Ballast mimic display.

Port and starboard ballast operations run independently.

In automatic mode, the operator selects the tanks to be ballasted, and

activates the FILL or EMPTY button. The corresponding line valves will
automatically be set to the required position and the pump started. This
operation is controlled by the respective ballast pump start sequence. The
operator can then set the desired water level (m), volume (m3), volume
percent (percentage filling) or weight if the tank is not to be completely
filled or emptied. When the desired tank content is reached the pump stop
sequence is initiated to close the valves and stop the pump automatically.

Prior to starting an automatic ballast operation the operator sets alarm

limits for the estimated trim and heel deviation from even keel. An Monitoring for Ballast Pump
audible alarm is generated if the limits are exceeded during the operation.
The alarm is suppressed in manual mode.

The tank throttle valves are controlled by the tank module for opening,
closing and throttling back (to 20% open when the tank content reaches
98% of the set point). The tank valve position is checked by the running
pump start or stop sequence to ensure that it is in the correct position.
The pump discharge valve is limited to 20% open until the active tank
valve or the sum of the active tank valves is greater than 90% open. The
setpoint is then increased to 30%. The operator can then vary the discharge
valve position via mimic using the “SP” function.

The operator can terminate an automatic ballast operation at any time by

operating one of the terminate buttons on the ballast mimic. A terminate
action stops any sequence that is running and initiates a stop sequence to
close all tank and line valves and stop the duty pump(s).
If either of the ring main line pressure measurements exceed the high-high
or low-low limit, all automatic operations are terminated.

Pump duty selection is carried out by the operator, from the ballast mimic.
It should be noted that when pump No. 2 is selected e.g. as port duty pump
then the starboard No.2 duty select button on the mimic is blocked. It

5 - 17 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.5b Ballast Exchange Conditions

Discharging Tks Re-filling Tks

Condition No. 1 2 3 4 5 6 7 8 9 1
Normal Ballast Normal Ballast
Condition (Step) Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 Step 7 Step 8
Cond. Depart. Cond. Depart
FWD.WBTk(P), No.1 WBTk (S), No.2 WBTk (P) & No.2 WBTk (S), FWD.WBTk(P) &
No.1 Pump using - - -
No.1 (P) & A.P. Tk No.3 WBTk (P) No.4 WBTk (S) No.4 WBTk (P) No.4 WB Tk (P)
FWD.WBTk(S) & No.1 WBTk (P) & No.1 WBTk (S),No.3 No.2 WBTk (P) & FWD.WBTk(S) &
No.2 Pump using - - -
No.3 WBTk No.3 WBTk (S) WBTk(P) & A.P.Tk No.4 WBTk (S) No.2 WB Tk (S)

F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void F.P.Void

FWD W.B.Tk 12.8m 12.9m 12.8m 12.9m 12.8m 12.9m

Disch. Disch. Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty
2060 2060 985 985 Re-fill Re-fill Ex.com Ex.com
No.1 W.B.Tk Re- Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch.
Full Full Disch. Full Full Disch. Re-filling
6316 3616 filling Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp.
No.2 W.B.Tk Re- Exch. Exch. Exch. Exch. Exch.
Full Full Full Full Full Full Full Full Full Full Disch. Full Full Disch.
6527 6527 filling Comp. Comp. Comp. Comp. Comp.
No.3 W.B.Tk Re- Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch. Exch. Re- Exch. Exch.
Full Full Full Disch. Full Disch. Re-filling
6621 6621 filling Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp. Comp. filling Comp. Comp.
No.4 W.B.Tk Re- Exch. Re- Exch. Exch. Exch.
Full Full Full Full Full Full Full Full Full Full Full Disch. Full Disch.
5745 5745 filling Comp. filling Comp. Comp. Comp.
A.P.Tk Exch. Exch. Exch. Exch. Exch.
Full Disch. Empty Empty Re-filling
2379 Comp. Comp. Comp. Comp. Comp.

Fwd draft (m) 10.07 m 7.14 9.90 7.14 9.16 8.08 9.16 8.08 10.07 10.07
Aft draft (m) 10.07 m 9.53 9.40 9.53 10.54 9.21 10.54 9.21 1.07 10.07
Trim (m) 0.0 m -2.4 0.5 -2.4 -1.4 -1.1 -1.4 -1.1 0.0 0.0
GM (m) 7.39 m 7.29 7.18 7.92 6.47 7.29 6.83 7.29 6.82 6.82
BM (%) 8.14 % 64.2 44.2 64.2 71.0 94.7 71.0 94.7 81.4 81.4
SF (%) 87.3 % 55.9 44.3 55.9 86.4 87.7 86.4 87.7 87.3 87.3
Heeling Angle 0.0 deg -1.3 0.0 1.2 0.0 1.3 0.0 -1.3 0.0 0.0
Invisi.lenth (m) 351 m 472 343 472 401 415 401 415 351 351
PORT (%) 116.0 % 109.0 108.3 109.0 121.0 105.7 121.0 105.7 116.0 116.0
Exchange WGT -17286 0 0 12397 -12397 0 0 15316 -12272 0 0 12270 -12272 0 0 14242
P/P Time (hr) - 242 Min 310 310 383 307 307 307 178 -

5 - 18 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

5.6 Loading Computer
General
Leading the trend of shipboard calculation, data processing, ship-shore
communication and vessel automation, Techmarine Co., Ltd., provides you with
modern microprocessor-based loading computer, "SHIP MANAGER", that
carries extremely powerful loading calculation and other software for standard
computers.
The whole system is designed to be used by non-computer oriented users such as
ship's officers and/or shore-based cargo planners with no specific knowledge of
computer’s system.
This section explains the aspects of the "SHIP MANAGER" loading programs,
the major functions of which are as follows:
level or capacity monitored by on-line function. c) Save Plan: Save the loading current status to disk with a specific file
name.
17) Specific gravity, percentage filling, tank level, volume and weight for
d) Save As: Save the loading current status to a disk with a different file
liquid compartments when one of these is given.
name.
18) The system will be designed for loading calculations on the basis of e) Delete Plan: Delete the loading file saved in the current directory.
“on-line” and “off-line” modes; the selected mode can be identified
easily. f) File Explorer: You can use the File Explorer to format disks, make
backup, get an overall view of your file system and so on.
19) On-line interface with Hull Stress Monitoring System.(HSMS)
g) Print: Print out a selected item.
20) Alarm function (Audible and visible alarm) for: h) Print Setup: Printer setup.
- Excessive bending moment & shearing force
- Insufficient stability & filling level i) Exit: Exit 'ShipManager-88' session.

5.6.1 ON-Line and OFF-Line Mode 21) Interface with level gauge (IAS) by on-line for cargo / ballast / F.O / 2) Result Menu
D.O / L.O / draft
1) Displacement/Deadweight/Trim & Draft (aft and fore) Fig. 2 Result Menu
22) Visibility calculation according to SOLAS.Ch.V.reg.22
2) Correction Drafts (aft and fore) due to difference of sea water density
23) Direct damage stability calculation (IGC code)
3) LCG/VCG/TCG/Metacentric height / Angle of heel.
24) Weather stability calculation
4) Display Cargo/ballast/F.O/D.O/L.O/F.W & D.W/tanks level & volume
25) Hull deflection (Hogging/Sagging)
a) Weather Criteria: Data and graph calculated by the IMO.A 562 Criteria.
5) Trim adjusting calculation / Heel adjusting calculation
5.6.2 Software Configuration b) Intact Stability Results: Data and graph calculated by the IMO.A 749
6) Intact stability calculation.
Criteria.
1. Pull Down Menu
7) Shear forces and bending moments at the prescribed frame point
You can manage loading condition files by use of the File menu. this menu c) S.F/B.M. Result: Table of Actual value of shear force/Bending moment
contains several sub menus and each menu function is as follows. on each bulkhead.
8) Shear forces and bending moments at the prescribed frame point
Graph of Actual Shear force/Bending moment on each bulkhead.
1) File Menu
9) Maximum values of shear force and bending moment.
Fig. 1 File Menu - The ratio of actual value of shear force/Bending (allowable Shear
Force/Bending moment on each bulkhead at sea/port and their graph)
10) Propeller immersion.
- Maximum Shear force/bending moment and their position

11) Forward draft limit

d) Damage Stability: Data calculated by the IGC Code Criteria.

12) GM limit: Loading computer will have the function to display the
e) Loading Status : Operator can see the Loading status of vessel which
message that KMT value is used for even keel condition.
consists of ‘profile’, ‘Tank Top plan’, and ‘Midship section’.

13) Cargo tank filling restrictions against sloshing effect.

3) Communication Menu

14) GZ curves for loading conditions.

Fig. 3 Communication Menu

15) Curves of calculated S.F and B.M and maximum allowable values a) New Plan: Create a new loading condition. Lightship condition is
required by Classification Society. created.

16) Automatic Calculation of current loading condition based on tank’s b) Open Plan: Read the loading file (*.LDP) saved in the current directory.

5 - 19 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

a) OnLine: Select On-Line mode between the ICMS and the Loading i) Visibility: Show visibility of actual status. 6) Help Menu
Computer
j) Hydrostatics View: Shows information at actual condition as below Fig. 6 Help Menu
- DWT, LWT, DISP.
b) OffLine: Select the Off-Line mode between the ICMS and the Loading
- Draft equiv., LCG, LCB, MTC, LCF, TKM, KG.
Computer
- Draft at marks.
- 1 degree heeling moment
c) Strain Gauge: Display Hull Stress situation
- Etc.
5) Option Menu
d) Line Setup: Select menu “ON” and “OFF” in the online status.

Fig. 5 Option Menu

e) Connection: Configure communication characteristics a) General Particulars: Shows information on. LBP, LOA, Breadth, Depth.
Etc.
4) Utility Menu
b) Contents: Click the contents menu to browse through topics by category.
Fig. 4 Utility Menu
c) About ShipManager-88: Gives information about the
SHIPMANAGER-88 version.

5.6.3 Explanation of the Ship Manager Screen

Fig. 7 Loading computer Tank Plan Screen

a) Constants: Inquiry or change the deadweight constant.

b) Sea Water Density: Inquiry or change in Sea Water Density

c) F.S. Moment: Inquiry or change in maximum or actual inertia moment.

a) Calculators: Leads you to the MS-windows Calculator. (See MS- d) Unit Selection: Select the unit of hold and others.
WINDOWS manual)
e) C.G. Calculation: Setting V.C.G., L.C.G., and T.C.G. Calculation is
b) Control Panel: Leads you to the control panel, where it is possible to automatic or manual
change colours, and printer attributes.
f) Configuration: Ship Manager - 88 allows the user to configure menu
c) Shifting: Shifts the load from one compartment to another. items to commands of the users choice.

d) Trim Adjust: Carries out adjustment of trim by adding cargo/ballast g) Damage Case Setting: User can define Damage Case.
water to two designated compartments.
h) Alarm Report: Report alarm information about following items:
- Trim with Cargo add : Controls the trim by adding weight
- Trim with Cargo shift : Controls the trim by moving weight - IMO A 749 criteria (Intact Stability)
1. PULLDOWN MENU
- IMO A 562 criteria (Weather Criteria)
e) Heel Adjust: carries out adjustment in the angle of heel by ballast water - Shear Force and Bending Moment
to two designated compartments. This part controls loading program all main menu is regulated by pull
- Propeller immersion ratio down method.
- Forward draft limit
f) Rolling Period: Shows and Calculates Rolling Period
- Minimum Allowable GoM limit 2. SPEEDBUTTON MENU
g) Propeller Immersion: Shows information on Propeller Immersion - Cargo tank filling restriction against sloshing effect.
Speed button is the fast method to go work than pulldown menu. If you
h) Hydrostatics: Shows the following information: want to go Loading menu, Hydrostatics, Constants, Print menu, just click
Displacement, Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. etc. appropriate speed-button.

5 - 20 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

3. WARNING PANEL
List Heeling Angle(minus means heeling to the port)
1. Loading status
If each judgment value is over, 'NO' message appears and if not, 'YES'
message appears. If all of CHECK message is 'YES', warning panel will be Prop(%) Propeller immersion ratio
As Fig 8, if you click work tab named ‘LOADING STATUS’, you can see
green colour and if not, a led right to warning panel will be shown on the the loading status of vessel which consist of ‘PROFILE’, ‘TANK TOP
warning panel and turned into a flickering red colour. e Stability
PLAN’, ‘MIDSHIP SECTION’. This loading status divided to three (3)
parts such as Cargo Hold, Ballast Tank, and Hull Shape Only and can see
4. WORK TAB each one at a time. And at Tank Top Plan, can divided and see to ‘Port’ and
LCG Longitudinal Center of Gravity from Midship
‘Starboard’. If you double click Profile, Plan or Section, screens turn wide
If you click named Tanks Plan, Loading Status, Weather Criteria, Intact or narrow
Stability, Longi. Strength, Damage Stability, its window will be shown, KMT Transverse Metacentric height above base line
and then you can do what you want.
KG Vertical Center of Gravity above base line Fig. 9 Loading computer Trend Curve Screen
5. STATUS PANEL
GM Metacentric Height
It is displayed on this area that all sort of calculated value according to GGo Free Surface effects of liquid in tanks
current loading condition each is as follows.
GM corrected for the free surface effects of liquid
GoM
c Displacement in tanks

LWT Lightweight
④ Max. Strength (%)

DWT Deadweight
S.F. Shearing Force maximum percentage.
DISP Displacement B.M. Bending Moment maximum percentage

DWT RE Deadweight remain

Max. Strength (%) value on the summary panel (right below the screen) marks
C.O.T. Cargo Tanks
lowest (most critical) value between allowable S.F. (or B.M.) and actual value.
WBT Water Ballast Tanks
5.6.4 Operation of the Ship Manager Screen
FOT Fuel Oil Tanks
Fig. 8 Loading computer Loading Status Screen 2. Trend Curve
DOT Diesel Oil Tanks
This is to check the variation of Cargo and Ballast condition at once when
LOT Lubricating Oil Tanks it is connected through on-line.
You can select the optional items such as level, Gross Volume, Volume
FWT Fresh Water Tanks Rate, Weight at “Trend Curve Option” box.
Here you can check and see the variation of level, Gross Volume, Volume
ETC.T Extra Tanks(Other Tanks) Rate, Weight, per unit hour.

dDraft and List

Draft (Eq.) Equivalent Draft

Fore (F.P) Draft at fore perpendicular.

Mid Draft at Midship

After (A.P) Draft at After Perpendicular

Trim Trim

5 - 21 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

5.7 Fuel Oil and Gas oil Systems

Illustration 5.7a Fuel Oil and Gas oil Systems

Key
Fuel Oil Line
Diesel Oil Line

Blowing Pipe with

Hose Coupling
FO-09

(50A)
(150A)
Trunk

FO-11

FO-10
FO-12
(350A)
Bosun Store
F.O Filling Pipe (80A) (250A) (250A)
(25A) (25A)

F.O Transfer
F.O & D.O To H.F.O Tank
IGG Pipe (350A)
Drain (50A) (Each)
M.D.O Bow Thruster &
Service Em'cy Fire Pump
Tank (P) Room
FWD H.F.O

Cofferdam
Distilled Water Fresh Water AFT Tank (S)

Cofferdam

(150A)
Low H.F.O
Tank (P&S) Tank (S) Engine Room H.F.O
Sulphur Settling FO-07
Bunker From FWD
AFT Peak F.O Tank (P) Tank (P) Transverse
Tank (P) H.F.O Tank (P)

(200A)
Tank Cofferdam
FO-06 FO-02 No.1 FO-01

(200A)
(50A) FO-04 No.2 FO-03
Stern Tube L.O Outlet
(40A)
Stern Tube L.O Inlet Fore Peak
FWD H.F.O Transfer Pump Tank
Tank Top Water Ballast Water Ballast (50 m3/h x 6 kg/cm2 G) (Void)
Tank (P) Tank (S)
Pipe Duct Pipe Duct Pipe FWD Water Ballast
Duct Tank (P&S)

Main L.O Filling Boss with Gauge Cock for

Portable Pressure Gauge
Generator Engine L.O Filling Tank Plan
Boss with Plug for
Generator Turbine L.O Filling Portable Temperature Gauge
(25A) (25A) (25A) (25A)

FWD H.F.O Transfer Pump

DO-06

DO-02
IGG Low
FO-18

FO-14
H.F.O FO-23
M.D.O Sulphur Settling FWD Water (50 m3/h x 6 kg/cm2 G)
Service H.F.O AFT H.F.O
Drinking Tank (P) Tank (P) Tank (P) Bunker
(50A)
Ballast Tank PI
Water (P&S) (150A)
DO-05

DO-01
FO-17

FO-13
Tank (P)
(40A)

(40A)

(65A)

Distilled Water Tank (P)

FO-01
TIAH PX
Tank (P)
(350A) FO-07

FO-05
(100A) TX

No.1
(200A)
FWD H.F.O

FO-03
D.O Filling Pipe

F.O Filling Pipe

Tank LIAHL
(P&S)
(100A)

(350A)
Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam

FO-02
Fore Peak

No.2
LX
(100A)

(300A)

Steering Gear Room No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Tank
& Rope Store

(250A)
Blowing Pipe with (Void)

(250A)
DO-09 FO-21 Hose Coupling LIAHL

FO-04
(100A)
DO-10 (50A) FO-22 (50A)

FO-11

FO-10
(350A) LX FO-08 (150A) PI
Manual Hyd. Operated TIAH TX
(350A)
by Manifold Platform FO-06
(100A) (200A) PX

FO-12
DO-07

DO-03
FO-19

FO-15

Distilled Water Fresh

FO-24
(40A)

(40A)

(65A)

Tank (S) Water AFT H.F.O

G/E Low
H.F.O Bunker
(80A) FO-09
Tank (S) M.D.O Sulphur Settling Tank (S)
(350A) (350A) (150A)
Service H.F.O Tank (S)
Tank (S) Tank (S) (100A)
DO-08

DO-04
FO-20

FO-16

(25A) (25A) (25A) (25A)

5 - 22 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

5.8 Steam Condensate System

Illustration 5.8a Fuel Oil Heating and Cargo Steam System

PIC PIAHL PIC PIAHL [Cargo CS-19 Key

CS-01
(25A)
[Cargo Motor Room] Compressor Desuperheated Steam Line
No.1 H/D Compressor CS-21 CS-20
PX PX PX PX Room] (25A) Low Duty Condensate Line
Lubricating Oil Tank CS-07 Heater
CS-22 (50A) Fresh Water Line
LS
CS-55 CS-53 (25A) CS-09 CS-08 LI LS Air Line
TSLL TI
CS-23 (50A) Drain Line

(25A)

(50A)
(25A) (25A)

(50A)

(50A)
CS-54

CS-52
CS-57
(150A)
ZSH No.2 H/D Compressor CS-25 CS-24
(25A)
Lubricating Oil Tank

CS-02
(50A)
(25A)

(50A)

(40A)
Min. Level MS CS-26
No.1 Glycol (25A)
Heater High Duty
CS-49 CS-46 CS-10 Heater
CS-27

HC-56
(25A)
CS-68 CS-66 (25A)
(80A)
LS
CS-50 CS-12 CS-11 LI LS

HC-45
CS-29 CS-28 (80A) TSLL

(25A)
(25A) (25A) No.1 L/D Compressor TI
(50A)

(50A)
(25A)
CS-67 Lubricating Oil Tank (80A)

CS-65
ZSH CS-30 (125A)
CS-70 (25A) (25A)

CS-04

CS-03
No.2 Glycol Min. Level MS CS-31
Heater (25A)
HC-69 CS-62 CS-59
(25A)
No.2 L/D Compressor CS-33 CS-32 LNG

(100A)
(25A)
CS-63 Lubricating Oil Tank CS-13 Vaporuizer

(40A)
HC-58
(25A) (80A)
CS-34 LS
(25A) CS-15 CS-14 LI LS
(100A) (80A) TSLL TI
(100A)
(80A)

CS-36

CS-35
Fresh FC-01 FC-02 Fresh
(100A)
Drain Cooler for
(50A)

(25A)
Water Water

CS-06

CS-05
Gas Heater
Outlet Inlet

CS-37
HC-71

(100A)
(100A)
Forcing
CS-72

CS-16 Vaporuizer
(50A)
LAH LS LS
Gas Vent CS-18 CS-17 LI

CS-39
LS
CS-38 TSLL

CS-40
(50A)
HC-44 Drain Tank TI
(1.0 m3) CS-41 (50A)
LAL LS

(150A)
CS-42 HC-17
(25A)

(15A)
(100A)

CS-43
HC-01

HC-09
(40A)
HC-18
(25A)

(P-Side Unit)
HC-02

HC-10
(40A)
HC-19

(25A)
CO2 Room (25A)

HC-03

HC-11
(40A)
HC-20
(25A)

HC-29 HC-04

HC-12
HC-25
(65A) (40A)

HC-30

HC-26
Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
(80A)
FWD H.F.O Fore Peak
Engine Casing No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Tank (P &S) Tank
HC-21
(25A) (Void)
HC-05

HC-13
(40A)
HC-22
(25A)

HC-06

(S-Side Unit)

HC-14
(40A)
HC-23

(25A)
(25A)

HC-07
(150A)

(100A)

HC-15
To Engine Room
(50A)

(25A)

(40A)
Paint Deck Incinerator HC-24
Atmospheric Drain
Store Store Room Tank (100A)
(25A)

HC-31 HC-08

HC-16
Condensate Return (80A) Condensate Return (80A) (65A) (40A)
To Engine Room Motor Compressor HC-34 HC-33

HC-27
Drain Cooler Room Room HC-32
(200A) (125A) Steam Supply (125A) (80A)
Steam Supply Main

HC-28
5 - 23 Part 5 Cargo Auxiliary and Ballast System
LNGC GRACE ACACIA Cargo Operating Manual

5.9 Bilge and Scupper System

Illustration 5.9a Bilge System

Sewage Shore Connection

Bilge Shore Connection
LAH LAH LAH

(65A)

(65A)

(65A)
LS LS LS
BG-34 BG-32 BG-30 FWD Water
Drinking Fire Water Deck Main Fire Water Deck Main
BG-19 BG-17 BG-15 Ballast Tank Bow

BF-76

BF-39

BF-19
Water
(25A)

(P)

(50A)

(50A)

(50A)
Distilled Water (50A)

(65A)
Tank (P) Drain Plug Thruster
Tank (P) To E/R (40A) (40A) (40A) Room
To Overboard
FWD H.F.O Discharge (80A)
Rope (50A)
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Tank (P) BG-07 From Fire Main (50A)
Store Exp. Metal
Wall

Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
Fore Peak
(50A)

Steering Gear Recess for Pipe Duct (65A) Tank

Drain Tank
Room (Void)
LAH LAH BG-09 BG-08※

(50A)
FWD H.F.O
LS LS Cargo Gear Tank (S) LS

(40A)
Locker LS LAH
BG-20 Motor Compressor BG-18 (40A) (40A) BG-16
Distilled Water Fresh
(50A)

(65A)

Room Room LAH

(50A)

(50A)

(50A)
BF-77

BF-40

BF-20
(25A)

Tank (S) Water FWD Water

Bilge Well
Tank (S) Ballast Tank
Fire Water Deck Main
BG-35 BG-33 BG-31 (S)
(65A)

(65A)

(65A)
LS LS LS LS LS
(25A)
To Engine Room Bilge Well
LAH LAH LAH LAH LAH

Fire Main Drain Plug

Trunk

Ovbd Discharge for (65A) (65A)

(40A) (40A)
Side Passage B/G
(50A) (50A)

B.W. B.W.

Transverse
Cofferdam

Key
Water Ballast Water Ballast
Bilge Line Tank (P) Tank (S)
Fire Line
Pipe Duct

5 - 24 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.9b Bilge System

(50A)
Top
Key Air Supply
Compressor
Motor Room

CA-85
Bilge Line Room Bilge
Fire Line Tank

Air Driven Pump

BG-26 (2.0 m3/h x 20 MTH)

BG-21
BG-25 BG-23
BG-27
To be Disconnected

(25A)

(25A)
Bottom BG-24 When Not in Use.
B.W. (C) B.W. LAH Recess for Drain Tank
(P&S)

(25A)
(25A)

(25A)

(25A)

(25A)
LS

BG-28

BG-22
BG-29

(40A)

(25A)
(25A)
Upper Deck
To Engine Room Side
Bilge Well Passage
Way

LAH

BG-12 LS
Bosun Store BG-12

(80A)
From Fire
(50A)
BG-11 BG-04 BF-06 Main

BG-10 (80A)

BG-10
(50A)

BG-13
(50A)
Bilge ※ BF-14
Hat From Fire

(65A)
(50A) BG-03 Main
(50A)

(80A)
BG-11

(65A)
BG-02 BG-01 C.L. From Fire
BG-14

(65A)
BF-04
BF-14 Main
(50A)

(80A)
LAH BG-04 BF-06 C.L.
(50A)
2nd Deck
(80A) (50A)

(50A)
LS

(50A)
Steering Gear Room &

BG-01
BG-03
BG-13
Rope Store
Cofferdam

(50A) (65A)
B.W
AFT Peak 3rd Deck BG-05

(40A)
※ Water Coaming for
Tank Heating Coil Unit
(50A)

BG-02
(50A) BG-06

(50A)
Engine Room
(50A) FWD H.F.O

(50A)
Tank (P&S)
4th Deck Bosun Store
(80A)
C.L.
(65A)

LAH
Cooling Fore Peak
Water Tank
BG-07 LS
Tank Tank Top (Void) BG-14
BG-09 BG-08
(65A) ※ (65A)
Pipe FWD W.B (50A)
Duct Tank (P&S)

5 - 25 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.9c Scupper System

Detail of Scupper Pipe for Detail of Scupper Pipe for Typical Section for Cargo
Passing Through Water Ballast Tank After / Sunken Deck Machinery Room Top Scupper
Mechanical Mechanical
Rubber Plug Rubber Plug
Cargo Machinery Room Top
Upper Deck Upper Deck

Scupper Pipe (50A)

Cargo Machinery Room

ABT. 400 mm

Side Shell
Trunk
Scupper

Side Shell
Pipe (125A)

ABT. 500 mm
Upper Deck

Scupper
Pipe (150A) Typical Section for
Trunk Deck Scupper Pipe
2nd Deck
Distilled Water L.W.L.
Trunk Deck

Cofferdam
Tank (P&S) Fresh Water Engine Room Typical Section for
Tank (S)
Manifold Deck Scupper
AFT Peak 3rd Deck
Tank Manifold Deck (P&S)
Detail of Cargo
Oily Bilge Line Spill Coaming Drain
for Oil Coaming of Steering Gear
4th Deck
Cargo Spill Coaming

(50A)

(50A)
(P&S)
Cooling
Water
Tank Tank Top (100A)

Pipe Duct Upper Deck Upper Deck

Side Shell
(150A)

Scupper Pipe for

Scupper Pipe for Scupper Pipe (50A)
ABT. 30 m Upper Deck (150A)
AFT Deck & Sunken Deck

Cargo Spill Coaming

Drinking SC-01
Cargo Manifold (P) Gutter way Pipe for
Distilled Water Water CO2 Room Trunk Deck (100A)
Tank (P) Tank (P)
Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
Steering Gear Room Engine Accommodation
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk Bosun Store
& Rope Store Casing Area
Scupper Pipe (50A) Scupper Pipe (50A)

Cargo Gear
Locker
Distilled Water Fresh Paint Deck Incinerator Motor Compressor
Tank (S) Water Store Store Room Room Room
Drain Plug Cargo Manifold (S)
Tank (S)
SC-02
Cargo Spill Coaming
Scupper Pipe for
Access Platform(50A)

5 - 26 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

5.10 Instrument Air System

Illustration 5.10a Compressed Air System

CA-74

CA-75
Key
Compressed Air Line

(25A)
To Air Horn on Radar Mast
CA-03 CA-02
For Em'cy Cargo Pump Trunk
For Em'cy Handling Davit
CA-81

Generator Room Trunk

(15A)

(15A)
(25A)
For (25A) Trunk Bosun Store
Incinerator (40A)
(15A) (15A)
CA-01

CA-77
CA-76
(15A)
Room

(15A)
Compressed Air (15A)
Main Line
(15A)

(15A)

C.L.

(15A)
CA-83 CA-82

CA-84 2nd Deck

(25A)
(15A) (25A)
From
E/R

Cofferdam
(25A)
Engine Room

Cofferdam
S/G Room & Rope Store
B.W
AFT Peak 3rd Deck Transverse FWD H.F.O
Cofferdam

(15A)
Tank Tank (P&S)

CA-04
(15A)
4th Deck
CA-05
Sea
Chest (40A)
Cooling From Fore Peak
Water E/R Water Ballast Water Ballast Tank
Tank Tank Top Tank (P) Tank (S) (Void)
CA-72
CA-73 Pipe CA-09 FWD W.B
(15A)
Pipe Duct Duct Tank (P&S)

For Accommodation Ladder Pilot Ladder Reel

For Upper Deck CA-58 For Air Capstan For Air Capstan
This valve to be
CA-59 arranged nearby
CA-64

CA-53

CA-46

CA-44

CA-32

CA-26

CA-24

CA-21

CA-12
CA-49 CA-42 CA-30 CA-14 entrance of
CA-76

For CO2 bosun store

CA-69
(15A)

Drinking (40A) (40A) (40A)

Water For Fire
Distilled Water CA-62 CA-34 CA-16
CA-80

Tank (P) CO2 CA-78

Tank (P) Bosun Store Wire Reel
Room For Side Passage Way
CA-71

(40A)
From

CA-07
(15A)
(15A)
CA-82 E/R (15A)
For Trunk Deck

CA-06
CA-03 CA-02
CA-48

CA-38

CA-23
(25A)

Air Cond. To Pipe Duct CA-66 No.4 Trunk CA-51 CA-40 No.3 Trunk CA-36 CA-28 No.2 Trunk CA-18 No.1 Trunk CA-10
CA-84
(15A) (25A) Room Bilge Pump CA-68 For No.4 Em'cy Cargo To Pipe Duct CA-01
To No.4 Cofferdam To No.3 Cofferdam To No.2 Cofferdam

CA-08
CA-72

Cofferdam

Cofferdam

Cofferdam
(25A) (AFT) Bilge Pump (25A)

(15A)
Pump Handling Davit Bilge Pump Bilge Pump Bilge Pump
Engine Casing (FWD) CA-09
(25A)
For Em'cy Pipe Duct
Accommodation CA-73 To No.5 Cofferdam To Glycol
Towing Sys. & For F.O & G.O For FWD Pump Duct
Area (15A)
Bilge Pump Transfer Pump
Fire Wire Reel Manifold Air
To Bow Thrust Room &
Cofferdam

Cofferdam
CA-83 For After Pipe Duct CA-67 CA-56 CA-55 CA-52 CA-41 Blowing CA-37 CA-29 For No.1 Em'cy Cargo CA-19 CA-11 Em'cy Fire Pump Room
(15A)

(15A)

(15A)

CA-39

Steering Gear Room

CA-20
Pump Handling Davit
& Rope Store From (40A)
To No.1 Cofferdam
E/R CA-63 CA-85 CA-50 CA-35 Bilge Pump
CA-81

CA-79

Distilled Water Fresh CA-57 (40A) (40A) (40A)

Tank (S) Water CA-61 Motor Compressor
CA-70

Em'cy Deck Incinerator

(15A)
CA-77

Tank (S) Room Room

Gen. Store & Room CA-43 CA-31 CA-17 CA-15
CA-65

CA-54

CA-47

CA-45

CA-33

CA-27

CA-25

CA-22

CA-13
Room Deck Work
Shop
CA-60
For Air Capstan For Air Capstan

5 - 27 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 5.10b Inert Gas and Dry Air System

IG-01
Spool Piece
1. To be disconnected, when Vapour Main
not in use.
2. When connected, ensure Liquid Main

IG-07

IG-08
igg at dry air mode.

To Vapour Return
(450A)
To Mach.
Vent for Room IG-02
Pipe Duct
(300A) Gas Main (300A)

(300A) (300A) (300A) (300A)

(450A)
IG-05

No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

IG-06

IG-04 IG-03

From Inert Gas

& Dry Air Plant
2nd Deck

Cofferdam

Cofferdam

Cofferdam

Cofferdam
To Ballast Tank
Ventilation

3rd Deck F.W.D

H.F.O
Engine Room Tank
(P&S)
4th Deck
Cofferdam

No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank

Tank Top
F.W.D W.B
No.4 Water Ballast Tank (P&S) No.3 Water Ballast Tank (P&S) No.2 Water Ballast Tank (P&S) No.1 Water Ballast Tank (P&S) Tank (P&S)

Flexible Hose for

IG-04 IG-03
(450A) Dry Air Supply
From Inert Gas To Cofferdam (Port Only)
(450A)
& Dry Air Plant IG-05
M/H (450A) M/H M/H M/H
IG-01
(200A)

(250A)

IG-06 (300A) (300A) Gas Main (300A) (300A)

IG-07 Manhole
For No.4 M/H
Vapour

Vapour

Vapour
Vapour

Cofferdam
(300A)

(300A)

(300A)

(300A)
Main

Main

Main
Main

For No.3 For No.2

IG-01

For No.5 IG-08 For No.1

Cofferdam Cofferdam Cofferdam Cofferdam
Bosun
Store
Vapour
Main

Main
Liquid

No.4 Liquid No.4 Gas No.3 Liquid No.3 Gas No.2 Liquid No.2 Gas No.1 Liquid No.1 Gas
H Dome No.4 Trunk Dome H Dome Dome H Dome Dome H Dome Dome Hatch H

No.1 Trunk
(300A)
Motor Compressor No.3 Trunk No.2 Trunk
Room Room
Vapour
Return

For Side Passage Way

NOTE
The flexible hose having ANSI 150# -300A flanges to be provided by the Owner

5 - 28 Part 5 Cargo Auxiliary and Ballast System

LNGC GRACE ACACIA Cargo Operating Manual

Part 6 : Cargo Operations 6.6.1b Drainage of Cross-over Piping....................................................6 - 48

6.1 Post Dry Dock Operation................................................................... 6 - 2 6.6.1c Typical Section for Cross-over Piping ........................................6 - 49
6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2 6.6.2a Tank Warm Up ............................................................................6 - 51
6.1.2 Drying Cargo Tanks................................................................ 6 - 4 6.6.3a Inerting ........................................................................................6 - 53
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6 6.6.3b Inerting Liquid Line....................................................................6 - 55
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8 6.6.3c Inerting Spray Line .....................................................................6 - 57
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12 6.6.3d Inerting Manifolds and Machinery Space ...................................6 - 59
6.2 Ballast Passage ................................................................................ 6 - 15 6.6.4a Aeration.......................................................................................6 - 63
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 18
6.2.2 Spraying During Ballast Voyage........................................... 6 - 20
6.3 Loading............................................................................................ 6 - 21
6.3.1 Preparations for Loading ...................................................... 6 - 21
6.3.2 Ship’s Liquid Lines Cool Down ........................................... 6 - 24
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 28
6.3.4 De-Ballasting ........................................................................ 6 - 34
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 36
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 36
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 38
6.5 Discharging with Gas Return from Shore........................................ 6 - 40
6.5.1 Preparations for Unloading................................................... 6 - 40
6.5.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 42
6.5.3 Discharging with Vapour Return from Shore........................ 6 - 44
6.5.4 Ballasting .............................................................................. 6 - 46
6.6 Pre-Dry Dock Operations ................................................................ 6 - 48
6.6.1 Stripping and Line Draining ................................................. 6 - 48
6.6.2 Tank Warm Up ...................................................................... 6 - 52
6.6.3 Inerting.................................................................................. 6 - 54
6.6.4 Aeration ................................................................................ 6 - 64

Illustration
6.1.1a Insulation Space Inerting .............................................................. 6 - 1
6.1.2a Drying Cargo Tanks ...................................................................... 6 - 3
6.1.3a Inerting Cargo Tanks..................................................................... 6 - 5
6.1.4a Gassing-up Cargo Tanks (Stage-1)................................................ 6 - 7
6.1.4b Gassing-up Cargo Tanks (Stage-2) ............................................... 6 - 9
6.1.5a Cooling Down Cargo Tanks........................................................ 6 - 11
6.2.1a Cooling Down Tanks Prior to Arrival ......................................... 6 - 17
6.2.2a Cooling Down One Tank During Ballast Voyage ....................... 6 - 19
6.3.2a Ship’s Liquid Lines Cool Down.................................................. 6 - 23
6.3.3a Loading with Vapour Return to Shore....................................... 6 - 27
6.3.4a De-Ballasting by Gravity ............................................................ 6 - 31
6.3.4b De-Ballasting by Pump............................................................... 6 - 32
6.3.4c De-Ballasting by Stripping Eductor ............................................ 6 - 33
6.4.1a Normal Boil-Off Gas Burning .................................................... 6 - 35
6.4.2a Forced Boil-Off Gas Burning...................................................... 6 - 37
6.5.1a Inerting Manifold Connections ................................................... 6 - 39
6.5.2a Liquid Line and Arm Cool Down before Discharging................ 6 - 41
Part 6
6.5.3a Discharging with Vapour Return from Shore.............................. 6 - 43
6.5.4a Ballasting .................................................................................... 6 - 45
6.6.1a Stripping...................................................................................... 6 - 47
Cargo Operations
Part 6 Cargo Operations
LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.1a Insulation Space Inerting

FI PIC PIAHL PIAL

Trunk Deck
FX/FI PI PX TX PX FX/FI PX

NG-87 NG-84
NG-97

NG-96
NG-89
NG-90 NG-88 Interbarrier Space (I.B.S) and Insulation Space (I.S) Pressurization Header
TX
NG-93 NG-92 NG-91 Purging and Sealing Header
NG-98

NG-95

NG-94

PI
Near
TX Manifold

NG-38
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas
Detection Detection Detection Detection
# System # System # System # System
NG-76

NG-53

NG-32

NG-14
CR-300

CR-200

CR-100
CR-400
NG-71

NG-44

NG-24

NG-06
NG-79

NG-56

NG-54

NG-35

NG-33

NG-17

NG-15
NC-77
From N2 Buffer Tank
in Engine Room

NG-72

NG-70

NG-45

NG-43

NG-25

NG-23

NG-07

NG-05
NG-78

NG-55

NG-34

NG-16
To No.4 Dome To No.3 Dome To No.2 Dome To No.1 Dome
Gauge Board NG-67 Gauge Board NG-40 Gauge Board NG-20 Gauge Board NG-02 Portable
PI PI PI PI Sampling
NG-73

NG-46

NG-26

NG-08
NG-64 NG-48 NG-27 NG-09
# # # # in Cofferdam
CR-403

CR-303

CR-203

CR-103
NG-75

NG-74

NG-52

NG-51

NG-31

NG-30

NG-13

NG-12
NG-80

NG-58

NG-57

NG-37

NG-36

NG-19

NG-18

NG-01
NG-68 NG-41 NG-21 LNG Vent NG-03
V K M W V K M WW V K M W V K M Master W
NG-65

NG-49

NG-28

NG-10
N2 Master
S S S S
Em'cy Cargo NG-69 Em'cy Cargo NG-42 Em'cy Cargo NG-22 Em'cy Cargo NG-04
NG-66

NG-50

NG-29

NG-11
Pump Column T Pump Column T Pump Column T Pump Column T
I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.

I.B.S.
No.4 Liquid Gas No.3 Liquid Gas No.2 Liquid Gas FWD AFT No.1 Liquid Gas
I.S.

I.S.

I.S.

I.S.

I.S.

I.S.

I.S.

I.S.
Dome Dome Dome Dome Dome Dome I.S. I.S. Dome Dome
NC-401 NC-301 NC-201 NC-101
B/W B/W
NG-59

R R R R
Q Q Q Q
N N N N
I I I I
To No.4 To No.3 To No.2 To No.1
H G A-F , J L H G A-F , J L CR-302 H G A-F , J L CR-202 H G A-F , J L CR-102
NC-408

NC-308

NC-208

NC-108
CR-402 Dome Dome Dome Dome
Gauge Gauge Gauge Gauge
Board Board Board Board
NC-402 NC-302 NC-202 NC-102
NC-417

NC-414

NC-317

NC-314

NC-217

NC-214

NC-117

NC-114
NC-413 NC-313 NC-213 NC-113
PX To No.4 Dome PX To No.3 Dome PX To No.2 Dome PX To No.1 Dome
PI Gauge Board PI Gauge Board PI Gauge Board PI Gauge Board
NC-405

NC-305

NC-205

NC-105
NC-403 NC-303 NC-203 NC-103
NC-418

NC-415

NC-318

NC-315

NC-218

NC-215

NC-118

NC-115
NC-406

NC-404

NC-306

NC-304

NC-206

NC-204

NC-106

NC-104
NC-410

NC-310

NC-210

NC-110
NC-409

NC-309

NC-209

NC-109
NC-407

NC-307

NC-207

NC-107
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas
NC-411

NC-419

NC-311

NC-319

NC-211

NC-219

NC-111

NC-119
NC-416 Detection NC-316 Detection NC-216 Detection NC-116 Detection
System System System System
CR-401
NC-412

NC-312

NC-212

NC-112
CR-301

CR-201

CR-101
NG-60
To Fixed Gas To Fixed Gas To Fixed Gas To Fixed Gas

NG-39
NG-47

Detection Detection Detection Detection

To Spray Line System To Spray Line System To Spray Line System To Spray Line System
From (N2 Purge Exhaust Line) To Deck Near
Engine Store Manifold
Room CG-613
Boil-off
NG-61

Gas Line ESD

From NG-83 NG-82 NG-81
Engine I.B.S. and I.S. Piping I.B.S. and I.S. Piping
Room (N2 To B.O.G Line) Arrangement on Liquid Dome Arrangement on Gas Dome

NG-62 A - F , J L : N2 distribution of nitrogen at IBS bottom and stripping Q : N2 exhaust, safety vent and gas detection
* NC-OOO valves to be cryogenic type of the leaked cargo in I.B.S. (Bottom AFT part) and portable gas sampling for I.B.S.
No.1 H/D
Compressor * Safety valve (# marked) for I.S. barrier G : Portable liquid level measuring and portable gas R : Pressure sensor connection to controller
to be cryogenic type sampling for I.B.S. (Low point) and indicator for I.B.S.
H : N2 distribution at IBS top and portable gas S : N2 exhaust, safety vent and gas detection
No.2 H/D
Compressor sampling for I.B.S. (High point) and portable gas sampling for I.S.
N : Safety valve connection for I.B.S. T : Pressure sensor connection to controller
V : N2 distribution & Portable level measuring in I.S. & indicator for I.S.
No.1 L/D
Compressor W : Sounding and portable gas sampling
for FWD I.S. bilge well
No.2 L/D M : Portable gas sampling for I.S. (High point)
Compressor Key I.B.S. : Interbarrier space
NG-63

Motor Room Compressor Room Nitrogen Main Line I.S. : Insulation space

6-1 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Part 6 : Cargo Operations 4) The insulation space pressure header is protected with a pressure relief
valve NG84 which is set at 60kPa.
6.1 Post Dry Dock Operation
In the event of cargo gas leakage into insulation spaces, this can be swept with a
6.1.1. Procedure for Normal Insulation Space Inerting continuous feed of nitrogen by opening the exhaust from the space, allowing a
(See Illustration 6.1.1a) controlled purge. Close monitoring of the gas analyser on this space will be
necessary during purging.
The I.B.S and I.S are filled with dry nitrogen gas which is automatically
maintained by alternate relief and make-up as the atmospheric pressure or the In cases where other consumers reduce the availability of nitrogen for the
temperature rises and falls, under a pressure of between 0.7 kPa and 1.0 kPa insulation spaces, the pressure may temporarily fall below the atmospheric
above atmospheric. pressure.

The nitrogen provides a dry and inert medium for the following purposes:
- To prevent formation of a flammable mixture in the event of an LNG leak.
- To permit easy detection of an LNG leak through a barrier.
- To prevent corrosion.
. primary membrane. In this respect, it should be noted that this membrane is
Nitrogen, produced by the two N2 generators and stored in a pressurized buffer
tank of 30m3, is supplied to the pressurization headers through a make-up
regulating valve.
When put in communication, and therefore subjected to the same nitrogen
pressure, the inter barrier space and insulation spaces can withstand a large
depressurization without any damage.
It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
subjected to a -80 kPa vacuum pressure, both during global testing and at the
construction stage.

From the headers, branches are led to the inter barrier space and insulation
spaces of each tank. Excess nitrogen from the inter barrier space is vented to
each N2 vent mast through the exhaust regulating valves.
The inter barrier space and insulation spaces of each tank are provided with a
pair of pressure relief valves CR101/102, 201/202, 301/302, 401/402 which open
at a pressure of 3.0 kPa for the IBS and 3.5 kPa for the IS above the atmospheric
level in each space.
A manual bypass with a cut out valve (NC104, 204, 304, 404 / NG05, 23, 43, 70)
is provided from the inter barrier and insulation spaces to the N2 vent mast for
local venting and sweeping of a space if required.
CAUTION
With the cargo system out of service and during inerting, always maintain the
inter barrier space pressure at, or below, tank pressure and always maintain the
insulation space pressure at or above the inter barrier space pressure.
CAUTION
In the purging by N2 operation, enable N2 quantity (capacity) is dependant on
N2 storage tank pressure (low pressure : 300kPa) and capacity (30m3). So
during purging operation, the N2 storage tank pressure to be monitored by ship’s
crew.

1) The IBS nitrogen supply control valves NC111, 211, 311, 411 are
normally set to 0.5kPa at the IAS and the IS supply control valves
NG15, 33, 54, 77 are set for IBS plus 0.2kPa gauge, i.e. 0.7kPa.

2) The IBS exhaust regulating valves NC106, 206, 306, 406 are set for
1.0kPa and the IS is set for IBS plus 0.7kPa, i.e. 1.7kPa.

NOTE
Ensure that the manual isolating valves situated each side of the control valve,
both supply and exhaust on each tank are open, e.g. NC110 and CN112 for No.1
tank IBS supply control valve NC111.

3) Open the manual isolating valves NG90 and NG88 on the insulation
space pressurization header and set the control valve NG89 to 50 kPa,
to allow the supply of nitrogen to the headers from the nitrogen buffer
tank in the engine room.

6-2 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.2a Drying Cargo Tanks

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-520 Dry Air Orifice
CG-510 (150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506 Atmospheric Air

ESD

ESD

ESD

ESD

ESD
(400A) CG-516 Butterfly Valve (Flanged Type)
CG-528 CG-524
No.2 L/D Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)
CG-517 Swing Check Valve (Flanged Type)
CG-507 CG-503 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
SP-600
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6-3 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.1.2 Drying Cargo Tanks 5) Open the tank vapour valves CG400/401, CG300/301, CG200/201 and
CG100/101.
1. General
6) Open the valve CG702 to vent through the No.1 vent mast. Eventually,
During a dry-docking or inspection, cargo tanks which have been opened and tank pressure is controlled via the regulating valve CG701, set at 10 kPa
contained humid air must be dried to avoid primarily the formation of ice when by the inching control, manually set on the IAS.
they are cooled down and secondly, the formation of corrosive agents if the
humidity combines with the sulphur and nitrogen oxides which might be
7) Start the IG Plant (dry air production). When dew point is -45°C, open
contained in excess in the inert gas. The tanks are inerted in order to prevent the
possibility of any flammable air/LNG mixture. Normal humid air is displaced by the delivery valve and close the purge valve on the IAS.
dry air. Dry air is displaced by inert gas produced from the dry-air/inert gas plant.
8) Monitor the dew point of each tank by taking a sample at the vapour
Dry air is introduced at the bottom of the tanks through the filling piping. The air domes. When the dew point is -20°C or less, close the filling and
is displaced from the top of each tank through the dome and the vapour header, vapour valves of the tank.
and is discharged from the No.1 vent mast riser.
9) Wet air which may be contained in the discharge lines from the cargo
The operation, carried out from shore or at sea, will take approximately 20 hours pumps, float level piping and any associated pipe work in the cargo
to reduce the dew point to less than -20°C. compressor room must be purged with dry air. This is normally carried
out in conjunction with the drying of the cargo tanks.
During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry (dew point below -45°C ) and to inert all
10) When all the tanks are dried to -20°C:
other LNG and vapour pipe-work. Before the introduction of LNG or vapour,
any pipe-work not purged with inert gas must be purged with nitrogen. (1) Stop the inert gas plant.
(2) Close the dry air supply valve CL601 to the liquid header.
2. Operating Procedure for Drying Tanks (3) The No.1 vent mast valve CG702 is to be left open at all times,
except for isolation or maintenance.
Purpose Replacement of Atmospheric Air in Cargo Tanks by
Dry-Air NOTE
It is necessary to lower the tank dew point by dry air to at least -20 °C before
Performance Criteria Cargo Tanks Dew Point < -20°C feeding tanks with inert gas in order to avoid formation of corrosive agents.
Auxiliaries Involved Inert Gas Plant ( Dry Air Mode)
- Dew Point : -45°C
Operation Duration Less than 20 hours
Check Points - Dew point in tank by sampling check with
using sampling valve of vapour line on each
gas dome top and sampling valves on each
liquid dome top respectively.
- Operating condition of inert gas plant including
monitoring of instrument safety function
(alarm& etc.)

Dry air, with a dew point of -45 °C, is produced by the IG Plant at a flow rate of
15,000 Nm3/h.

1) Prepare the inert gas/dry air generator for use in the dry air mode.

2) Install the spool piece SP600 to connect the inert gas/dry air feeder line
to the liquid header.

3) Open the valves CL601, CL410, CL310, CL210 and CL110 to supply
dry air to the liquid header.

4) Open the tank filling valves CL400, CL300, CL200 and CL100.

6-4 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.3a Inerting Cargo Tanks

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-520 Inert Gas Orifice
CG-510 (150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506 Dry Air

ESD

ESD

ESD

ESD

ESD
(400A) CG-516 Butterfly Valve (Flanged Type)
CG-528 CG-524
No.2 L/D Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
SP-600
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6-5 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.1.3 Inerting Cargo Tanks 6) Open the valve CG702 to vent through the No.1 vent mast riser.
Eventually, tank pressure is controlled via the regulating valve CG701
1. General set at 10 kPa by inching control, manually set on the IAS.

Inert gas is introduced at the bottom of the tanks through the filling piping. The 7) When oxygen content is less than 1% and dew point is -45°C, open
dry-air is displaced from the top of each tank through the dome and the vapour delivery valve and close purge valve on the IAS.
header, and is discharged from the No.1 vent mast riser.
8) By sampling at the vapour dome, check the atmosphere of each tank by
Inert gas, with an oxygen content of less than 1% and a dew point of -45°C, is
produced by the IGG with a flow rate of 15,000 Nm3/h. means of the portable oxygen analyser. O2 content is to be less than 2 %
and the dew point less than -40°C.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks. 9) During tank inerting, purge the air contained in the lines and equipment
for about 30 minutes by using valves and purge sample point valves as
CAUTION described in detail in section 6.6.3.
Inert gas from this generator and pure nitrogen will not sustain life. Great care
must be exercised to ensure the safety of all personnel involved with any 10) When the operation is completed, stop the supply of inert gas and close
operation using inert gas of any description in order to avoid asphyxiation due to valves CL601, CL410/400, CL310/300, CL210/200, CL110/100,
oxygen depletion. CG401/400, CG301/300, CG201/200, CG101/100, CG702 and remove
the spool piece SP600.
2. Operating Procedure for Inerting Tanks
NOTE
Purpose Replacement of Atmospheric Dry-Air in Cargo Until the ship is ready to load LNG for gas filling, the tanks may be maintained
Tanks by Inert Gas under inert gas as long as necessary. If required, pressurise the tanks to 2.0 kPa
Performance Criteria Cargo Tanks O2 Content < 2% in volume above atmospheric pressure and, to reduce leakage, isolate all the valves at the
Cargo Tanks Dew Point < -40°C forward venting system.
Auxiliaries Involved Inert Gas Plant ( Inert Gas Mode)
- O2 Content : 1 % in volume
Air is purged and replaced by inert gas to attain O2 content less than 2% by the
- Dew Point : -45°C
volume and dew point lower than -40°C. This operation will be completed in 20
hours.
Operation Duration Less than 20 hours
Check Points - Dew point & O2 content in tank by sampling CAUTION
check with using sampling valve of vapour line All pump discharge valves must remain shut in order to protect the pump from
on each gas dome top and sampling valves on high speed revolution without lubricant.
each liquid dome top respectively.
- Operating condition of inert gas plant including
monitoring of instrument safety function
(alarm& etc.)

1) Prepare the IG Plant for use in the inert gas mode.

2) Install the spool piece SP600 to connect the inert-gas/dry-air feeder line
to the liquid header.

3) Open the valves CL601, CL410, CL310, CL210 and CL110 to supply
inert gas to the liquid header.

4) Open the tank filling valves CL400, CL300, CL200 and CL100.

5) Open the tank vapour valves CG401/400, CG301/300, CG201/200 and

CG101/100.

6-6 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.4a Gassing-up Cargo Tanks (Stage-1)

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-520 Warm Natural Gas Orifice
CG-510 (150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
(400A) CG-516
Liquid Natural Gas Butterfly Valve (Flanged Type)
CG-528 CG-524
Low Duty
No.2 L/D Inert Gas Hyd. Remote Operated Butterfly Valve
Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6-7 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.1.4 Gassing-up Cargo Tanks
1. Introduction
After lay-up or dry-dock, the cargo tanks are filled with inert gas or nitrogen. If
the purging has been done with inert gas, the cargo tanks have to be purged and
cooled down before loading. This is because, unlike nitrogen, inert gas contains
14 % carbon dioxide (CO2), which will freeze at around -60 °C and produces a
white powder which can block valves, filters and nozzles.
There are exceptional cases where it may be necessary to undertake the purging 9) Open the outlet valve CG501 from the LNG vaporiser in cargo compressor
of one or more tanks at sea using LNG liquid already on board. In this case the room.
liquid will be supplied to the LNG vaporiser via the stripping/spray header by
using the stripping/spray pump of a cargo tank containing LNG liquid. Due to 10) Open the valve CG603 to allow supply to the vapour header.
local regulations on venting methane gas to the atmosphere, some port
authorities may require the entire operation to be carried out with the exhaust
11) Open the header valves at the vapour domes.
gases being returned to shore facilities.
3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour No.1 Tank CG101/100

During purging, the inert gas in the cargo tanks is replaced with warm LNG No.2 Tank CG201/200
First Step
vapour. This is done to remove any gases liable to freezing such as carbon (See Illustration 6.1.4a) No.3 Tank CG301/300
dioxide, and to complete the drying of the tanks.
No.4 Tank CG401/400
Purpose Replacement of Inert Gas in Cargo Tanks by
2. Description
Evaporated Natural Gas

LNG liquid is supplied from the terminal to the liquid manifold where it passes Performance Criteria Less than 1% CO2 by volume in cargo tanks For safety reasons, ensure that the hull water curtain on the connected side is
to the stripping/spray header via the appropriate shore connection liquid valve. It including second step. in operation.
is then fed to the LNG vaporiser and the LNG vapour produced is passed at Auxiliaries Involved LNG Vaporiser
+20 °C to the vapour header and into each tank via the vapour domes. Operation Duration Less than 20 hours Including second step 12) Open the valve CS001 (if using the fwd liquid manifold on the port side),
the isolating valve to the stripping/spray header.
At the start of the operation to fill the cargo tanks, the piping system and LNG Check Points - CH4 & O2 content in tank by sampling check
vaporiser are vapour locked. To help break the vapour lock the stripping/spray with using sampling valve of each filling line
and sampling valves on each liquid dome top.
13) Using the IAS, open the individual tank loading valves.
header can be purged LNG vaporiser discharge line via CS510.
- Operating condition of LNG Vaporiser
The LNG vapour is lighter than the inert gas, which allows the inert gases in the including monitoring of instrument safety No.1 Tank CL110/100
cargo tanks to be exhausted up the tank filling line to the liquid header. The inert function (alarm& etc.)
- LNG supply pressure at manifold. No.2 Tank CL210/200
gas then vents to the atmosphere via the No.1 vent mast.
No3 Tank CL310/300
When 5 % methane (the percentage figure will be specified by the particular port It is assumed, though unlikely in practice, that all valves are closed prior to use.
authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the No.4 Tank CL410/400
HD compressors bypass line, or to the boilers through the gas burning line. 1) Install the following spool pieces:
Liquid header to No.1 vent mast (SP700).
This operation can be done without the compressors, subject to existing back Liquid header to compressor (SP600) (only if compressor is required) 14) Using the IAS, open CL001, the liquid manifold valve on the port side,
pressure, or with one or both HD compressors in service. If possible, it is better
not to use compressors to avoid creating turbulence inside the tanks. and request the terminal to commence supply of LNG liquid to the ship at
2) Prepare the LNG vaporiser for use. a constant pressure of 200 kPa or as required.
The operation is considered complete when the CH content, as measured at the
bottom of the cargo, exceeds 99 % by volume. 3) Adjust the set point of the LNG vaporiser temperature control valve CS503 15) Adjust position of CG701 to maintain the required tank header pressure at
to +20 °C. 6.0kPa initially and then higher when sending vapour to the boilers
The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These without using the LD compressors (free flow).
values should be matched with the LNG terminal requirements. 4) Using the IAS, adjust the set point of the pressure control valve CG701 to
6.0 kPa (or required value) by using the inching control (remote manual). 16) Monitor the inert exhausting gas at each liquid dome (use the mid cargo
This normally entails approximately one point eight (1.8) changes of the volume tank sample cock initially, followed by the sample cock at the top of the
of the atmosphere in the cargo tank. 5) Open the valve CL700 at the No.1 vent mast. loading line). Also monitor the inert exhausted gas at No.1 vent mast riser,
using the sample cock.
On completion of purging, the cargo tanks will normally be cooled down. 6) Open the valve CS701, the stripping/spray header crossover valve to the
manifold. 17) When 5 % methane, (or the quantity the port authority will allow) is
detected at No.1 vent mast and each vapour dome, request permission
7) Open the valves CS702 and CS600 on the stripping/spray header to enable from the terminal personnel to direct exhaust gas to the terminal facilities.
supply to reach the LNG vaporiser.

8) Open the valve CS505, the inlet valve to the LNG vaporiser.

6-8 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.4b Gassing-up Cargo Tanks (Stage-2)

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-520 Warm Natural Gas Orifice
CG-510 (150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
(400A) CG-516
Liquid Natural Gas Butterfly Valve (Flanged Type)
CG-528 CG-524
Low Duty
No.2 L/D Inert Gas Hyd. Remote Operated Butterfly Valve
Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
SP-600
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6-9 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Second Step 6) Open the vapour manifold valve CG001 (port side). This will enable a free 3) Purge the following lines and equipment for five minutes each:
(See Illustration 6.1.4b) flow of gas to the terminal and is a check that the pipeline layout on board
has been arranged correctly. - HD and LD heater and forcing vaporiser, venting via the sampling cocks.
Purpose Replacement of Inert Gas in Cargo Tanks by
Evaporated Natural Gas 7) Once the flow to the terminal has been established, close the valve CL700 - HD and LD compressors with the compressor inlet and outlet valves.
Performance Criteria Less than 1% CO2 by volume in cargo tanks at No.1 vent mast. Using the IAS, adjust the set point of No.1 vent mast Make sure to thoroughly purge each compressor in turn.
including first step control valve CG701 to the required value (for example 21 kPa, so that this
valve will remain closed during normal running of the compressors, but - Vapour crossover and manifolds CG001 and CG002, venting through the
Auxiliaries Involved LNG Vaporiser
High Duty Compressors
would act in a safety capacity if necessary), and re-open the valve CL700. manifold flanges CG003 (P) and CG004(S).

Operation Duration Less than 20 hours Including first step

8) If the tank pressure increases too much, using the IAS, start one or both of - Cargo pump lines, stripping/spray pump lines and emergency cargo pump
Check Points - CH4 & O2 content in tank by sampling check the HD compressors as necessary. well via the appropriate line valve and purge sample point.
with using sampling valve of each filling line
and sampling valves on each liquid dome top.
9) Using the IAS, monitor the pressure inside of the tanks. - Extremities of vapour header via sample points.
- Operating condition of LNG Vaporiser/ HD
Compressors including monitoring of
instrument safety function (alarm& etc.)
If the pressure increases, request the terminal to reduce the supply of LNG 4) Request the terminal to stop the supply of LNG liquid.
- LNG supply pressure at manifold. or increase the flow through the HD compressors by adjusting the set point
on both HD compressors’ flow rate by IGV adjusting. 5) Stop both HD compressors, if operated.
Inert gas condition CO2: equal to or less than 1 % by vol.
If the pressure decreases, reduce the flow through the HD compressors by 6) Close the valve CS001, the manifold isolating line to the stripping/spray
Nitrogen gas condition N2: equal to or less than 1 % by vol.
adjusting the set point of both HD compressors’ flow rates. Alternatively, lines.
shut down one of the compressors as necessary, or request the terminal to
When 5 % CH content (or the quantity the port authority will allow) is detected
increase the LNG liquid supply to the LNG vaporiser. NOTE
at No.1 vent mast and each vapour dome, request permission from the terminal Do not shut down the LNG vaporiser until it has been warmed through to the
personnel to direct exhaust gas to the terminal facility’s flare stack.
When the cargo tank bottom CH content reaches 99.0%, throttle in the individual ambient temperature.
tank loading valve until it is only just cracked open.
1) Prepare both HD compressors for use. 7) Remove the spool pieces after purging with nitrogen and testing the gas
4. Operating Procedures to Purge the Lines and Equipment with LNG content.
2) Install the spool piece connecting the liquid line to the suction for the HD
Vapour
compressors (SP600). 8) Prepare the cargo system cool-down.
During the change of atmosphere, purge the following sections for about 5
3) Adjust the set point of the HD compressor flow controller. This operation will be completed in 20 hours.
minutes each:
4) On the HD compressors open the following valves:
1) All sections of the stripping/spray header and tank connections, via the
valves at each liquid dome:
Valve Description Position

CG513 No.1 HD Compressor Inlet Valve Open No.1 Tank CS108, 107, 103

CG521 No.1 HD Compressor Outlet Valve Open No.2 Tank CS208, 207, 203

CG514 No.2 HD Compressor Inlet Valve Open No3 Tank CS308, 307, 303

CG522 No.2 HD Compressor Outlet Valve Open No.4 Tank CS408, 407, 403

5) Open the following valves:
CL601/CG604 liquid header vapour supply to the HD compressors and
CG529 HD compressors supply to the manifold
2) Purge manual and ESD valves. The manifold bypass valves are not in use.
The operation is considered complete when all four cargo tanks have at least a
99 % CH content and the acceptable CO2 content and/or N2 content is as
requested by the terminal.

6 - 10 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.5a Cooling Down Cargo Tanks

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-510
CG-520 Cold Natural Gas Orifice
(150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
Liquid Natural Gas Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
No.2 L/D Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)

M
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6 - 11 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.1.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40 °C to -130 °C, over a period of 10 hours 1) Open the spray header valves on each tank to both spray rails until the
will require a total of about 800 m3 of LNG to be vaporised. Cool down rate in vapour lock has cleared and then close the starboard rail down:
1. Introduction the cargo tank and insulation spaces is dependant on the amount of LNG
spraying.
Arriving at the loading terminal to load the first cargo after refit, or when repairs Valve Description Position
require the vessel to be gas free, the cargo tanks will be inert and at ambient 2. Preparation for Tank Cool Down CS103 No.1 cargo tank spray master valve Open
temperature. After the cargo system has been purge-dried and gassed up, the
headers and tanks must be cooled down before loading can commence. The cool Prepare the heating system for the cofferdams. CS107,108 No.1 cargo tank spray inlet valves Open
down operation follows immediately after the completion of gas filling, using
LNG supplied from the terminal. 1) Prepare the records for the tank, secondary barrier and hull temperatures. CS203 No.2 cargo tank spray master valve Open

CS207,208 No.2 cargo tank spray inlet valves Open

The rate of cool down is limited for the following reasons: 2) Check that the nitrogen pressurisation system for the insulation spaces
is in automatic operation and lined up to supply the additional nitrogen CS303 No.3 cargo tank spray master valve Open
- To avoid excessive pump tower stress. necessary to compensate for the contraction of the nitrogen from
CS307,308 No.3 cargo tank spray inlet valves Open
cooling of the tanks.
- Vapour generation must remain within the capabilities of the HD
CS403 No.4 cargo tank spray master valve Open
compressors to maintain the cargo tanks at a pressure between 6.0kPa and
3) Check that the gas detection system is in normal operation.
1.2kPa. CS407,408 No.4 cargo tank spray inlet valves Open
4) Prepare the nitrogen generators for use.
- To remain within the capacity of the nitrogen system to maintain the I.B.S
and I.S at the required positive pressures.
5) Prepare both HD compressors for use. NOTE
- Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls Only one spray rail is used per tank, the port rail has been used as an
6) To break the vapour lock, initially open both spray nozzle inlet valves example. The port rail has 79 nozzles and the starboard rail 87 nozzles in
are not a significant limitation on the rate of cool down.
in each tank until medium frosting can be seen on the un-insulated pipe total in all four tanks.
LNG is supplied from the terminal to the manifold the cool down line and from elbows on the liquid dome, then close the inlet vale to the header not to
there directly to the spray header which is open to the cargo tanks. Once the be used. 2) Open vapour valves CG101/100, 201/200, 301/300, 401/400 on each
cargo tank cool down is nearing completion, the liquid manifold cross-over, tank.
liquid header and loading lines are cooled down. 3. Operating Procedure - Gas Return through Vapour Header
(See Illustration 6.1.5a) 3) Prepared both HD compressors for use.
Cool down of the cargo tanks is considered complete when the mean temperature
of sensors in each tank indicate temperatures of -130 °C or colder at most Purpose Cooling-down cargo tanks by LNG spraying in 4) Adjust the set point of both HD compressor’s pressure control valve to
terminals. Arzew requires a bottom temperature of -145 °C before start of order to : 6.0kPa (or the required value).
loading. When these temperatures have been reached, and the CTS registers the - Avoid thermal shock on heavy structure such as
presence of liquid, bulk loading can begin. pump tower and equipment. 5) Open the HD compressors suction and discharge valves CG513, 514,
- Limit the amount of vapour during loading. 521 and CG 522.
Vapour generated during the cool down of the tanks is returned to the terminal
via the HD compressors (or free flow) and the vapour manifold, as in the normal Performance Criteria Cargo tank average temperature : -130°C
(Excluding top sensor) 6) Open the HD compressors suction from the vapour header CG601 and
manner for loading.
Auxiliaries Involved High Duty Compressors discharge valve CG529 to the vapour manifold.
During cool down, nitrogen flow to the inter barrier space and insulation space Operation Duration Less than 10 hours
will significantly increase. It is essential that the rate of cool down is controlled 7) Open the vapour manifold valve CG001 (port side). This will enable a
so that it remains within the limits of the nitrogen system to maintain the the Check Points - Insulation space pressure. free flow of gas to the terminal and is a check that the pipeline layout on
inter barrier space and insulation space minimum pressure of at least 0.3kPa - Tank pressure & temperature. board has been arranged correctly.
above atmospheric pressure. - LNG supply pressure at manifold
8) Request the terminal to supply LNG liquid for the cooling down
Once cool down is completed and the build up to bulk loading has commenced, NOTE operation at minimum flow rate.
the tank membrane will be at, or near to, liquid cargo temperature and it will take The average temperature (except bottom) on IAS is linked to CTS. And this is
some hours to establish fully cooled down temperature gradients through the not used for cooldown target temperature but used for the averaged vapour 9) Once the vapour lock has cleared and frosting appears on both spray rail
insulation. Consequently boil-off from the cargo will be higher than normal. temperature during normal ballast voyage.
pipe elbows, close the starboard spray rail inlet valves CS108, CS208,
CS308, CS408 and continue the cooldown using the port rail only.
Assume that the ship is ready to prepare for cool down after the completion of
gassing up.

6 - 12 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.1.5a Cooling Down Cargo Tanks

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-510
CG-520 Cold Natural Gas Orifice
(150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
Liquid Natural Gas Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
No.2 L/D Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)

M
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6 - 13 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

10) When the vapour pressure inside the tanks rises to 7.0kPa start one of
the HD compressors as necessary using the IAS. Increase the spray
nozzle pressure to 200kPa.

Valve Description Position

CG517 No.1 HD compressor bypass valve Auto

CG518 No.2 HD compressor bypass valve Auto

11) After cooling down the lines, request the terminal to supply a pressure
of 200 kPa at the ship’s rail. Monitor the tank pressure and the cooling
down rate.

12) Using the IAS, monitor the pressure inside the tanks and temperature
cooldown rate. Adjust the pressure using the hydraulic driven valve
CS103, CS203, CS303, CS403 if required. Open or close the port spray
rail inlet valves CS107, CS207, CS307, CS407 to obtain an average
temperature fall of 25/30°C per hour during the first four hours,
thereafter 10/12°C per hour.

If the cargo tank pressure increases to above 1.2kPa, request the

terminal to reduce the supply of LNG, or increase the flow through the
HD compressor by adjusting the set point on the HD compressor control
valves.

If the pressure decreases, reduce the flow through the HD compressors

by adjusting the set point of both HD compressors by the control valve.

13) When the completed cooldown operation, request the terminal to stop
LNG supply, and close CL001. The other valves should remain open
until the lines have warmed up.

14) Stop the HD compressor(s) if loading does not take place after cool
down.

6 - 14 Part 6 Cargo Operations

LNGC GRACE ACACIA
6.2 Ballast Passage
A characteristic of the cargo tanks of the Gaz Transport membrane type is that as
long as some quantity of LNG remains at the bottom of the tanks, the
temperature at the top will remain below -50 °C.
However, if the ballast voyage is too long, the lighter fractions of the liquid will
evaporate. Eventually most of the methane disappears and the liquid remaining
in the tanks at the end of the voyage is almost all LPG with a high temperature
and a very high specific gravity, which precludes pumping. Thus the operator
should consider heel quantity for coolant when a ballast voyage is too long.
Due to the properties of the materials and to the design of the membrane cargo
containment, cooling down prior to loading is, theoretically, not required for the
tanks. However, to reduce the generation of vapour and to prevent any thermal
shock on the heavy structures, e.g. the pump tower, loading takes place when the
tanks are in a ‘COLD STATE’.
1. Cold Maintenance during Ballast Voyage
Different methods are used to maintain the cargo tanks in a cold condition
during ballast voyages:
1) For short voyages a sufficient amount of LNG is retained in each tank at
the end of discharge. The level must never be above 10% of the length of
the tank and the quantities can be calculated by considering a boil-off of
approximately 0.15% per day, or the figure supplied by the shipyard from
the boil-off calculations, and the need to arrive at the loading port with a
minimum layer of 10 cm of liquid spread over the whole surface of the
tank bottom (with the ship on an even keel). These actual quantities will
have to be confirmed after a few voyages.
With this method of cold maintenance, the tank bottom temperature
should be below -130°C which allows loading without further cooling
down. If the bottoms are warmer than -130°C then the vessel would have
to spray to bring the bottom temperature down to -130°C before loading.
2) During longer ballast voyages, the lighter parts of the liquid layer
remaining in the tank will evaporate, thus making the liquid almost LPG
and at temperatures of higher than -100°C. The upper parts of the tanks
will reach almost positive temperatures and under these conditions it will
be necessary to cool down the tanks before loading.
Two methods of cooling down are possible, and the one selected will
depend on the operating conditions of the ship.
• Maintain the cargo tank partially cold during the ballast voyage. At the
discharge port retain a heel in all tanks with the bulk in a single tank,
provided that the level does not exceed 10% of the tank length (see
sloshing). During the voyage the temperature in all tanks is maintained
by periodically spraying LNG into the tanks.
Cargo Operating Manual
The amount of the LNG heel that needs to be retained will be
calculated by assuming a boil-off rate of 0.15% per day.
• Cool down the tanks just before arrival at the loading terminal. At the
previous cargo discharge, the LNG heel is retained in a single tank and
the other tanks allowed to warm up. On top of the quantity to be
sprayed, the amount of the LNG heel to be retained will be calculated
by assuming a boil-off rate of 0.10% per day. Start spraying prior to
arrival at the load port so that the average tank temperatures will be -
130°C or colder upon arrival.
Whichever method is used, cooling down is carried out by spraying LNG inside
the tanks. Each tank is provided with two spray rings, each capable of the same
flow rate.
NOTE
If this method is chosen the cooldown should be started one or two days prior to
arrival at the loading terminal. Only one or two tanks are cooled down at a time
so that the excess vapours from the cooldown can be burned in the ship’s boilers
as needed fuel, instead of cooling down too quickly and having to vent or dump
steam to dispose of the excess gas pressure.
Conservation of bunkers is important; consequently, the cooperation of all
members of the management team is essential to ensure as much boil-off gas as
possible is used to supply boiler fuel demand, thus keeping fuel oil consumption
to a minimum.
The LD compressor is used for gas burning on the ballast voyage in the same
way as on a loaded voyage, with control of the compressor from vapour header
pressures.
Gas burning during ballast passages can be done with gas to boiler on free flow.
The LD compressor need not be operated.
If a long delay at the loading port is experienced, the remaining heel will slowly
boil-off and the gas available for burning will reduce. Therefore, care must be
taken to stop gas burning as the tank system pressures continue to drop as the
temperature rises. The degree of natural warm-up will depend on the time factor,
voyage and weather conditions.
After refit, the first ballast voyage will have to be made using fuel oil only.
Due to the different calorific values of fuel oil and gas, engine power will require
controlling to prevent overloading the boilers.
6 - 15 Part 6 Cargo Operations
LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

6 - 16 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.2.1a Cooling Down Tanks Prior to Arrival

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-510
CG-520 Warm Natural Gas Orifice
(150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
Cold Natural Gas Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
Low Duty
No.2 L/D Liquid Natural Gas Hyd. Remote Operated Butterfly Valve
Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)

M
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6 - 17 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.2.1 Cooling Down Tanks Prior to Arrival CG508 LD heater flow control valve Auto 10) When all the tanks have attained the required temperature or lower,
either continue to spray tanks until required heel is transferred or as
It is assumed all valves are closed prior to use and heel for cool down has been CG506 LD heater bypass control valve Auto follows:
retained in No.4 cargo tank. All other tanks have been allowed to warm up
owing to the length of the voyage. 11) Open the spray return valves on No.1, 2 and 3 tanks, valve CS100, 200,
From the IAS the flow of gas to the boilers is initiated by opening valve
300 and transfer the required amount of heel to each tank.
To colder the tank temperatures are prior to loading the less boil-off there will be CG606.
during the initial part of the voyage.
12) On completion of cool down leave the spray header valves open to
4) Check that the nitrogen pressurisation system for the insulation spaces
allow the spray line to warm up to the ambient temperature before
1. Operation Procedure for Cooling Down Cargo Tank Prior to Arrival is in automatic operation and lined up to supply the additional nitrogen
closing them.
necessary to compensate for the contraction of the nitrogen from
Purpose -Cooling-down cargo tanks by LNG spraying (One cooling of the tank.
2. Cargo Line Cooling Down
Spray Pump to be used)
-Boil off gas burning as fuel 5) Open the header valves at the vapour domes. Normally, cooling down operations for cargo lines on membrane type LNG
Performance Criteria Cargo tank average temperature : -130°C vessels may not be required before arrival alongside the terminal.
(Excluding top sensor) No.1 Tank CG101/100 Operators should review the “implementation procedure” agreed between the
Auxiliaries Involved -Spray Pump seller and the buyer.
-Low Duty Compressors No.2 Tank CG201/200
-Low Dury Heater 3. Cargo Spray Nozzle (for LNG)
No.3 Tank CG301/300
Operation Duration Less than 10 hours Cargo Spray Nozzle Performance Curve
No.4 Tank CG401/400
Check Points - Operating condition of spray pump and LD Capacity (liters / Minute)
compressor / LD heater including monitoring of 35.0
instrument safety function (alarm & etc.) 6) Open the valves on the stripping/spray header CS103, 203, 303, 403, 30.0
- Pressure of vapour header. 700 and CS702.
- Spray pump discharge pressure/ current. 25.0
- Temperature of cofferdams.
7) The No.4 spray pump is started in sequence after the spray discharge 20.0
- Temperature & pressure of insulation spaces.
valve CS401 is opened, to allow minimum flow and to cool down the
15.0
spray header.
NOTE 10.0
The average temperature (except bottom) on IAS is linked to CTS. And this is
8) Once cooldown of the spray header to No.4 tank is complete, the
not used for cooldown target temperature but used for the averaged vapour 5.0

temperature during normal ballast voyage. sequence automatically shuts in valve CS400 to allow the remainder of
the spray line to cool down. Open the spray rail inlets on all tanks. 0.0
20 50 70 100 150 200 300 400 500 600 700
1) Prepare one LD compressor on line to supply the engine room with Pressure (kpa)
boil-off gas for the boilers. Valve Description Position

2) Adjust the set point of the LD compressor pressure control valve to CS108 No.1 tank st’bd spray inlet valve Open
0.6kPa (or the required value). CS208 No.2 tank st’bd spray inlet valve Open

3) On No.1 LD compressor and LD heater open the following valves; CS308 No.3 tank st’bd spray inlet valve Open

CS408 No.4 tank st’bd spray inlet valve Open

Valve Description Position

CG601 Vapour header to compressor supply line valve Open Care should be taken to maintain control of vapour pressure by use of gas in the
boilers as fuel, or in the case of an emergency, vented to atmosphere via No.1
CG515 No.1 LD compressor inlet valve Open vent mast.
Nozzle Body Cap
Orifice Orifice CAPACITY (Liters / Minule) SPRAY ANGLE
CG523 No.1 LD compressor outlet valve Open Inlet Capacity
9) Once all spray headers are cool, increase flow by adjusting the spray Connection Size Diam.
Nom
Diam.
Nom
MATERIAL
NPT 0.5 1 1.5 2 3 6 0.5 1.5 6

CG504 LD heater inlet valve Open pump discharge valve and flow to cargo tanks to maintain an even cool mm mm bar bar bar bar bar bar bar bar bar

down and control of vapour pressure. 3/4 BD

- 316LSS25
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L

CG510 LD heater outlet valve Open

6 - 18 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.2.2a Cooling Down One Tank During Ballast Voyage

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-510
CG-520 Warm Natural Gas Orifice
(150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
Cold Natural Gas Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
Low Duty
No.2 L/D Liquid Natural Gas Hyd. Remote Operated Butterfly Valve
Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)
CG-517 Swing Check Valve (Flanged Type)
CG-507 CG-503 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)

M
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6 - 19 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.2.2 Spraying During Ballast Voyage 6) Open the valves on No. 4 tank spray line header: 2. Sloshing

Assuming a single tank is to be cooled down using heel in that cargo tank. From the experience gained on the first LNG ships put into service and from a
Valve Description Position
large number of model tests and computer analyses, Gaz Transport Technigaz
It is assumed all valves are closed prior to use and it is No.4 cargo tank that is to CS403 No. 4 tank spray master valve Open have designed the Mark III system which is reasonably free from any sloshing
be cooled down. risk.
CS400 No.4 tank spray return valve Open
1. Operation Procedure for Cooling Down One Tank During Ballast Voyage The ship’s cargo tanks are designed to limit the impact forces and the safety
7) The No.4 spray pump is started in sequence after the spray discharge margin has been considerably enlarged. However, operators should always be
1) Prepare one LD compressor on line to supply the engine room with aware of the potential risks to the cargo containment system and also on the tank
valve CS401 is opened, to allow minimum flow and to cool down the
boil-off gas for the boilers. equipment due to sloshing.
spray header.
2) Adjust the set point of the LD compressor pressure control valve to 2. Precautions to Avoid Damage due to Sloshing
8) Once cooldown of the spray header to No.4 tank is complete, shut in on
0.6kPa (or the required value).
valve CS400 and open the spray ring inlet valve CS408 on No.4 tank. 1) Filling limit for cargo tank level
3) On No.1 LD compressor and LD heater open the following valves;
Care should be taken to maintain control of vapour pressure either by use of gas The first precaution is to maintain the level of the cargo tanks within the
in the boilers as fuel. required limits i.e.:
Valve Description Position
8) Increase flow by adjusting the spray pump discharge valve and flow to ㆍLower than a level corresponding to 10% of the length of the tank.
CG601 Vapour header to compressor supply line valve Open
the tank in order to maintain an even cooldown and control of vapour
CG515 No.1 LD compressor inlet valve Open pressure.
Tank 1 Tank 2 Tank 3 Tank 4
CG523 No.1 LD compressor outlet valve Open 3.2185 m 4.5445 m 4.5445 m 4.0685 m
10) When the tank has attained the required minimum temperatures stop the
spray pump. from the tank from the tank from the tank from the tank
CG504 LD heater inlet valve Open
bottom bottom bottom bottom
CG510 LD heater outlet valve Open 10) On completion of cool down leave the spray header valves open to
CG508 LD heater flow control valve Auto allow the spray line to warm up to ambient temperature before closing ㆍHigher than a level corresponding to normally 70% of the height of
them. the tank.
CG506 LD heater bypass control valve Auto
The above operation can be repeated for each individual tank.
Tank 1 Tank 2 Tank 3 Tank 4
From the IAS the flow of gas to the boilers is initiated by opening valve 19.278 m 19.278 m 19.278 m 19.278 m
CG606. from the tank from the tank from the tank from the tank
bottom bottom bottom bottom
4) Check that the nitrogen pressurisation system for the insulation spaces
is in automatic operation and lined up to supply the additional nitrogen
2) Ship’s movement:
necessary to compensate for the contraction of the nitrogen from
cooling of the tank.
The second precaution is to try to limit the ship’s movement, which
would generate sloshing in the tanks.
5) Open the header valves at the vapour domes.
The amplitude of sloshing depends on the sea condition (wave pattern),
No.1 Tank CG101/100 the trim and the speed of the ship.
No.2 Tank CG201/200

No.3 Tank CG301/300

No.4 Tank CG401/400

6 - 20 Part 6 Cargo Operations

LNGC GRACE ACACIA
6.3 Loading
6.3.1 Preparations for Loading
It is assumed that all preparatory tests and trials have been carried out as per
section 6.2 on the ballast voyage prior to arrival at the loading terminal.
All operations for the loading of cargo are controlled and monitored from the
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are
carried out in a sequence to satisfy the following:
1) The cargo tanks are filled at a uniform rate.
2) List and trim are controlled by the ballast tanks.
3) The cargo tanks are to be topped off at the fill heights given by the
loading tables (98.5%).
4) During topping off, the ship should be kept on an even keel.
5) During loading, the ship may be trimmed in accordance with the
terminal maximum draught, in order to assist in emptying the ballast
tanks.
6) The structural loading and stability, as determined by the loading
computer, must remain within safe limits.
An officer responsible for the operation must be present in the Cargo Control
Room CCR) when cargo is being transferred. A deck watch is required for
routine checking and/or any emergency procedures that must be carried out on
deck during the operation.
During the loading operations, communications must be maintained between the
ship’s CCR and the terminal: telephone and signals for the automatic actuation
of the Emergency Shutdown from or to the ship are to be in operation.
At all times when the ship is in service with LNG and mainly during loading, the
following are required:
- The pressurisation system of the insulation spaces must be in operation
with its automatic pressure controls.
- The secondary Float Level Gauge system should be maintained ready for
operation.
- The temperature recording system and alarms for the cargo tank, barriers
and double hull structure should be in continuous operation.
- The gas detection system and alarms must be in continuous operation.
Normally when loading the cargo, vapour is returned to the terminal by means of
the HD compressors or shore compressor. The pressure in the ship’s vapour
header is maintained by adjusting the compressor flow.
Cargo Operating Manual
The cargo tanks must be maintained in conjunction with the vapour header on
deck, with the vapour valve on each tank dome open.
If the tanks have not been previously cooled down, LNG spraying is carried out.
Alongside the Terminal
1) Connect and bolt up the shore ground cable.
2) Connect and test the shore communication cable.
3) Test the telephone for normal communication with the terminal.
4) Test the back-up communication arrangements with the terminal.
5) Change over the blocking switch for the shut down signal from the
terminal, from the blocked to the terminal position.
6) Connect the terminal loading arms to the four LNG crossovers and one
vapour crossover. This operation is done by the terminal personnel.
7) Check that the coupling bolts are lubricated and correctly torque and
check QCDC (Quick Connect Disconnect) gasket for damage (if
applicable).
8) In the CCR, switch on the cargo tank level alarms and level shutdowns
which are blocked at sea.
9) Switch the independent level alarms from blocked to normal on each
tank.
10) Switch the derived level alarms from blocked to normal on each tank.
11) Verify that alarms for level shut downs blocked are cleared.
12) Connect the nitrogen purge hoses to the crossover connections and
purge the air from each loading arm using N2 gas from shore.
13) Pressurise each loading arm with full nitrogen pressure through the
purge valve, and soap test each coupling for tightness.
14) Bring the ship to a condition of no list and trim, and record the arrival
conditions for custody transfer documentation. Official representatives
of both buyer and seller are to be present when the printouts are run
6 - 21 Part 6 Cargo Operations
LNGC GRACE ACACIA Cargo Operating Manual

Blank Page

6 - 22 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.3.2a Ship’s Liquid Lines Cool Down

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-510
CG-520 Cold Natural Gas Orifice
(150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
Liquid Natural Gas Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
No.2 L/D Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)

M
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)

(50A)
(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)

(8A)
Radar Beam Type

Radar Beam Type

Radar Beam Type

Radar Beam Type

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

Level Gauge Pipe

(PORT) (PORT) (PORT) (PORT)

(STBD) Sprayers (STBD) Sprayers (STBD) Sprayers (STBD) Sprayers

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)

(300A)

(600A)

(400A)

(400A)

(400A)
(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)

(50A)

(65A)

(50A)
Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL-406

CL-405

CL-306

CL-305

CL-206

CL-205

CL-106

CL-105
(80A)

(80A)

(80A)

(80A)
2 1 2 1 2 1 2 1
(CL-408)
S (CL-308)
S (CL-208)
S (CL-108)
S
Cargo Pump Cargo Pump Cargo Pump Cargo Pump
Foot Valve Spray Pump No.4 Cargo Tank Foot Valve Spray Pump No.3 Cargo Tank Foot Valve Spray Pump No.2 Cargo Tank Foot Valve Spray Pump No.1 Cargo Tank

6 - 23 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

6.3.2 Ship’s Liquid Lines Cool Down 6) Open the following valves on the HD compressors.

Assuming the ship is port side alongside.

Valve Description Position

1) Check the connection of the liquid / vapour arms, communications with CG601 Vapour header to compressor supply line Open
shore, ship-shore electrical and pneumatic connection and ESDS safety
CG513/521 No.1 HD compressor inlet/ outlet valves Open
devices.
CG514/522 No.2 HD compressor inlet/ outlet valves Open
2) Set up the tank valves:
CG529 Compressor supply valve to vapour manifold Open

Valve Description Position

7) Open the vapour manifold vale CG001. This will enable a free flow of
CL110 No.1 tank liquid branch valve Open gas to the terminal and is a check that the pipeline layout on board has
been arranged correctly.
CL210 No.2 tank liquid branch valve Open

CL310 No.3 tank liquid branch valve Open 8) Open the liquid manifold valves CL002, 006, 010 and the liquid
manifold ESD valves CL001, 005, 009.
CL410 No.4 tank liquid branch valve Open

CG101/100 No.1 tank vapour valve Open 9) Request shore to supply LNG at a slow rate through all three loading
arms.
CG201/200 No.2 tank vapour valve Open

CG301/300 No.3 tank vapour valve Open NOTE

In order to avoid the possibility of pipe sections hogging, the liquid header and
CG401/400 No.4 tank vapour valve Open crossovers must be cooled down.
CL100 No.1 tank filling valve (10%) Open

CL200 No.2 tank filling valve Closed 10) Adjust the cargo tank filling valves CL110 and 410 to maintain an even
cool-down, nearing the end of the cool-down operation, crack open
CL300 No.3 tank filling valve Closed
cargo tank filling valves CL210 and 310 to cool-down this section.
CL400 No.4 tank filling valve (10%) Open
11) When the temperature at the liquid header has fallen to -100°C, ship
cool-down is complete.
3) Open the following valves if necessary for additional cool-down the
cargo tanks.
Other methods of line up for cooling liquid may be utilized for ship / shore
requirements.
Valve Description Position

CS001 Port manifold No.1 stripping crossover valve Open

CS701 Spray main crossover valve Open

CS700/702 Spray header block valves Open

(LNG to the spray nozzle: CS103, 107, 108, 203, 207, 208, 303, 307,
308, 403, 407 and 408.)

4) Prepare both HD compressors for use.

5) Adjust the set point of both HD compressor’s pressure control valve to

6 kPa (or the required value).

6 - 24 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Cool down & Loading Sequence

BERTHING

SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & WARNING BUOYS

INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),

COOL DOWN REMAINING LOADING ARMS
ESD PNEUMATIC HOSE

TRIP TEST
SHIP/SHORE PRE-LOADING MEETING

LOADING STARTED
START WATER CURTAIN

SAMPLING
CONNECTING LOADING ARM
LOADING FINISHED

LEAK TEST & O2 PURGING

DRAIN THE LIQUID LOADING ARM

LINE UP FOR PURGING THE INERT GAS

FINAL GAUGING (CLOSING CTMS)
START GAS BURNING
HOT CONDITION TRIP TEST
PURGING THE LIQUID LOADING ARM

LIQUID ARM COOL DOWN

DISCONNECTING LIQUID LOADING ARM

COLD CONDITION TRIP TEST

PURGING THE VAPOUR RETURN ARM

GASSING UP STARTED
DISCONNECTING VAPOUR RETURN ARM
VAPOUR LINE OPENED
GASSING UP FINISHED STOP WATER CURTAIN
OPENING
CTMS
COOL DOWN OF CARGO TANKS STARTED MEETING AFTER LOADING
REMOVAL OF
WARNING BUOYS
COOL DOWN OF LIQUID LINE DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)

COOL DOWN OF CARGO TANKS COMPLETED REMOVING THE SHORE GANGWAY

UNBERTHING

6 - 25 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

LNG Loading Operation Sequence

BERTHING

SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & BUOYS

INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),

ESD PNEUMATIC HOSE

SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM

START WATER CURTAIN

FINAL GAUGING (CLOSING CTMS)
START GAS BURNING
CONNECTING LOADING ARM
PURGING THE LIQUID LOADING ARM

O2 PURGING WITH N2 & LEAK TEST

DISCONNECTING LIQUID LOADING ARM
STOP GAS BURNING
INITIAL GAUGING (OPENING CTMS)
PURGING THE VAPOUR ARM

RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR ARM

ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN

LOADING ARM COOLING-DOWN

MEETING AFTER LOADING
REMOVAL OF
ESD TEST UNDER COLD CONDITION
WARNING BUOYS
DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)
START LOADING
SAMPLING
REMOVING THE SHORE GANGWAY
FINISH LOADING

UNBERTHING

6 - 26 Part 6 Cargo Operations

LNGC GRACE ACACIA Cargo Operating Manual

Illustration 6.3.3a Loading with Vapour Return to Shore

(400A)

(400A)

(400A)

(400A)

(400A)
Key Symbol Description
[Cargo Compressor Room]
CG-510
CG-520 Cold Natural Gas Orifice
(150A)

CG-001

CG-003
CL-013

CL-009

CL-005

CL-001
CG-506

ESD

ESD

ESD

ESD

ESD
Liquid Natural Gas Butterfly Valve (Flanged Type)
(400A) CG-528 CG-524 CG-516
No.2 L/D Hyd. Remote Operated Butterfly Valve
Low Duty Compressor
Heater (250A) (Flanged, Open/Shut Type)

CL-014

CS-007

(500A) CL-010

CS-005

CS-003

(500A) CL-006

(80A) CS-001

CL-002
CG-519 Hyd. Remote Operated Butterfly Valve

(300A)
CG-606 CG-508 CG-504 (150A)
(Flanged, Opening Type)

(300A)
(300A)
To Engine Room CG-527 CG-523 CG-515

(80A)

(80A)

(80A)
Globe Valve (Flanged Type)

(350A)
No.1 L/D

CG-512
(80A)

(500A)

(500A)
Compressor Hyd. Remote Operated Globe Valve
(250A) Mist
CG-518 (Flanged, Open/Shut Type)

CG-530
CG-509 Separator
(250A) (300A)
CG-505 M
Hyd. Remote Operated Globe Valve
(700A) CG-514 (Flanged, Opening Type)
CG-526 CG-522

Stripping Crossover
No.2 H/D Hyd. Remote Operated Globe Valve

Vapour Crossover
Liquid Crossover

Liquid Crossover
(300A)
M
High Duty Compressor (Flanged, Opening Type, with Handle)
Heater (450A) (600A)

CG-503 CG-517 Swing Check Valve (Flanged Type)

CG-507 (250A)

(650A)

(600A)

(650A)

(100A)
CG-525 CG-521 CG-513 Needle Valve
No.1 H/D
Compressor Control Valve
(450A) (600A)
CG-529
(600A) (600A) CS-704
Relief Valve (Spring Loaded Type)
CG-500
(300A) CS-703
CS-503 Relief Valve (Pilot Operated Type)
CG-511

(40A)

(750A)
CS-504 Screw Down Non Return Valve
(40A) CG-502 (Flanged Type)
CG-501 (25A)
Ball Valve

(500A)

(500A)
CS-510 (80A)
(Manual Handle, Flanged Type)

(600A)

CL-011(500A)

CL-007(500A)
Forcing

CS-008(80A)

CS-006(80A)

CS-004(80A)

CS-002(80A)
LNG Hyd. Remote Operated Ball Valve
Vaporuizer Vaporuizer (Flanged, Open/Shut Type)
CS-501 CS-502

CL-015

CL-003
CS-505 CS-506
Conical Type Strainer
(50A) (50A)

Y-type Strainer

(600A)
SP-602 SP-601

CG-002

CG-004
CL-016

CL-012

CL-008

CL-004
(700A) CG-604

ESD

ESD

ESD

ESD

ESD
Flow Meter

CG-703
CG-605 CG-600
CG-602

CG-601
SP-600 F Float Type Tank Level Gauge
(80A)

CG-603

(400A)

(400A)

(400A)

(400A)

(400A)
Inert Gas Dry Air (700A) R Radar Beam Type Level Gauge
From Engine Room
(300A)

(300A) (300A) Gas Main (300A) (300A)

CL-601

SP-701 To Cofferdam
(700A) Vapour Main (600A) (400A)
Ballast Line CL-600 (700A) (750A)
(650A)

SP-700
CL-700

CG-702

CG-700
(450A) (650A) Liquid Main (450A) (400A)
(450A)

(450A)

(450A)
CS-600
(300A)

(400A)

(300A)

(400A)

(300A)

(400A)

(300A)

(400A)
CS-702 Spray Main CS-700 CS-701

CG-701
(100A) (100A) (65A)

(300A)
(65A) (80A)

M
M

M
CS-403

CS-303

CS-203

CS-103
No.4 LNG No.3 LNG No.2 LNG No.1 LNG
Vent Mast Vent Mast Vent Mast Vent Mast
CL-410

CL-310

CL-210

CL-110

(400A)
(50A) CS-404 (50A) CS-304 (50A) CS-204 (50A) CS-104
(400A) CS-406 For IBS (400A) CS-306 For IBS (400A) CS-206 For IBS (400A) CS-106 For IBS
Stripping Stripping Stripping Stripping
CL-404

CL-304

CL-204

CL-104
CS-402

CS-302

CS-202

CS-102
CL-402

CL-401

CL-302

CL-301

CL-202

CL-201

CL-102

CL-101
CG-400

CG-300

CG-200

CG-100
CS-400

CS-300

CS-200

CS-100
CL-403

CL-303

CL-203

CL-103
CS-401

CS-301

CS-201

CS-101
CR-405 CR-305 CR-205 CR-105
M

M
M

M
(40A)

(40A)

(40A)

(40A)
(300A) (300A) (300A) (300A)
M

M
M

M
SA-452 SA-451

SA-454 SA-453

SA-456 SA-455

SA-352 SA-351

SA-354 SA-353

SA-356 SA-355

SA-252 SA-251

SA-254 SA-253

SA-256 SA-255

SA-152 SA-151

SA-154 SA-153

SA-156 SA-155
(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)

(300A)
F F F F
CL-400

CL-300

CL-200

CL-100
CR-404 CR-304 CR-204 CR-104
CS-408

CS-308

CS-208

CS-108
CS-407

CS-307

CS-207

CS-107
SP-400 SP-300 SP-200 SP-100
CG-401

CG-301

CG-201

CG-101
FL-400

FL-300

FL-200

FL-100
R R R R
(50A)

(50A)

(50A)

(50A)

(50A)