LNGC RAAHI - IMO 9253703 - Cargo Operating Manual

PETRONET
Cargo Operating Manual
LNGC RAAHI (H2211)

LNGC RAAHI Cargo Operating Manual
Issue and Update Control .................................................................................. 2 4.9 Custody Transfer System .................................................................4 - 35 6.3 Ballast Passage.................................................................................6 - 18
Cargo Machinery Symbols and Colour Scheme .............................................. 3 4.9.1 Custody Transfer System ......................................................4 - 35 6.3.1 Cooling Down Tanks prior to Arrival....................................6 - 20
Abbreviations ...................................................................................................... 4 4.9.2 CTS Operation ......................................................................4 - 37 6.3.2 Spraying During Ballast Voyage ...........................................6 - 22
4.9.3 HSH Float Level Gauge ........................................................4 - 44 6.4 Loading ............................................................................................6 - 24
Part 1 : Design Concept of Vessel 4.9.4 Trim-List Indicator................................................................4 - 46 6.4.1 Preparations for Loading .......................................................6 - 24
1.1 Principal Particulars...........................................................................1 - 1 4.10 Nitrogen Production System ..........................................................4 - 48 6.4.2 Cargo Lines Cool Down........................................................6 - 24
1.1.1 Principal Particulars of the Ship .............................................1 - 1 4.11 Inert Gas and Dry Air Generator ....................................................4 - 50 6.4.3 To Load Cargo with Vapour Return to Shore ........................6 - 28
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3 4.12 Fixed Gas Detection System ..........................................................4 - 52 6.4.4 Nitrogen Set-up During Loading...........................................6 - 32
1.1.3 Maker List...............................................................................1 - 4 4.13 Cargo & Ballast Valve Control System..........................................4 - 58 6.4.5 De-Ballasting.........................................................................6 - 34
1.1.4 General Arrangement ..............................................................1 - 6 4.13.1 Cargo Valve Control System ...............................................4 - 58 6.5 Loaded Voyage with Boil-Off Gas Burning .....................................6 - 36
1.1.5 Tanks and Capacity Plan .........................................................1 - 7 4.13.2 Ballast Valve Control System..............................................4 - 60 6.5.1 Normal Boil-Off Gas Burning...............................................6 - 36
1.2 Rules and Regulations .......................................................................1 - 9 4.14 Relief Systems ...............................................................................4 - 62 6.5.2 Forced Boil-Off Gas Burning................................................6 - 38
1.3 Design Concept of the Cargo System ..............................................1 - 12 4.14.1 Cargo Tank Relief Valves....................................................4 - 62 6.6 Discharging with the Gas Returning from the Shore .......................6 - 40
1.3.1 Cargo Containment System Principle ...................................1 - 12 4.14.2 Primary and Secondary Insulation Space Relief Valves......4 - 62 6.6.1 Preparations for Unloading ...................................................6 - 40
1.3.2 Membrane Cargo Containment.............................................1 - 14 4.14.3 Line Relief Valves ...............................................................4 - 62 6.6.2 Liquid Line and Arm Cool Down before Discharging ..........6 - 43
1.3.3 Deterioration or Failure ........................................................1 - 19 4.15 Ballast Piping System ....................................................................4 - 64 6.6.3 Discharging ...........................................................................6 - 46
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 21 4.15.1 General Description ............................................................4 - 64 6.6.4 Ballasting...............................................................................6 - 50
4.15.2 Ballast Water Management (Ballast Exchange) ..................4 - 65 6.7 Pre-Dry Dock Operations.................................................................6 - 52
Part 2 : Properties of LNG 4.16 Loading Computer .........................................................................4 - 70 6.7.1 Stripping and Line Draining..................................................6 - 52
2.1 Physical Properties, Composition and Characteristics of LNG .........2 - 1 4.16.1 ON-Line and OFF-Line Mode ............................................4 - 70 6.7.2 Tank Warm Up ......................................................................6 - 54
2.2 Characteristics of LNG ......................................................................2 - 4 4.16.2 Software Configuration.......................................................4 - 70 6.7.3 Inerting ..................................................................................6 - 56
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 4 4.16.3 Explanation of the Ship Manager Screen ............................4 - 71 6.7.4 Aeration .................................................................................6 - 58
2.2.2 Supplementary Characteristics................................................2 - 5 4.17 Portable Gas Detector ....................................................................4 - 72
2.2.3 Properties of Nitrogen and Inert Gas ......................................2 - 6 4.17.1 Portable Combination Gas Detector....................................4 - 72 Part 7 : Emergency Procedures
2.2.4 Avoidance of Cold Shock to Metal .........................................2 - 8 4.17.2 Portable Methane Gas Detector ..........................................4 - 73 7.1 Vapour Leakage..................................................................................7 - 2
2.3 Health Hazards ..................................................................................2 - 9 4.17.3 Portable Oxygen Monitor....................................................4 - 74 7.2 Liquid Leakage ..................................................................................7 - 3
4.17.4 Portable CO2 Analyzer .......................................................4 - 75 7.3 Water Leakage to Barrier Space .........................................................7 - 6
Part 3 : Integrated Automation System (IAS) 4.17.5 Dew Point Meter .................................................................4 - 76 7.4 Fire and Emergency Breakaway.........................................................7 - 6
3.1 General ..............................................................................................3 - 4
7.5 Emergency Cargo Pump Installation..................................................7 - 8
3.2 IAS Overview ....................................................................................3 - 5 Part 5 : Cargo Auxiliary and Deck System
7.6 One Tank Operation .........................................................................7 - 10
3.3 IAS Function Operation.....................................................................3 - 7 5.1 Temperature Monitoring System........................................................5 - 3
3.4 IAS Mimics........................................................................................3 - 9 5.2 Insulation Space Nitrogen Control System ........................................5 - 6 7.6.1 Warm Up (No.3 Cargo Tank) ................................................7 - 10
5.3 Cofferdam Heating System..............................................................5 - 10 7.6.2 Inerting (No.3 Cargo Tank) ...................................................7 - 12
Part 4 : Cargo and Ballast System 5.3.1 Glycol Water Heater..............................................................5 - 10 7.6.3 Aeration (No.3 Cargo Tank) ..................................................7 - 14
4.1 Cargo Containment System ...............................................................4 - 2 5.3.2 Cofferdam Heating System ...................................................5 - 12 7.6.4 Drying and Inerting (No.3 Cargo Tank) ................................7 - 16
4.2 Cargo Piping System .........................................................................4 - 3 5.3.3 Hull Ventilation .....................................................................5 - 14 7.6.5 Gassing-up Cargo Tank (No.3 Cargo Tank) ..........................7 - 18
4.2.1 Liquid Line .............................................................................4 - 3 5.4 Fire Fighting System........................................................................5 - 16 7.6.6 Cool Down (No.3 Cargo Tank) .............................................7 - 20
4.2.2 Vapour Line.............................................................................4 - 3 5.4.1 Fire and Deck Wash System..................................................5 - 16 7.7 Ship to Ship Transfer........................................................................7 - 21
4.2.3 Spray Line...............................................................................4 - 4 5.4.2 Water Spray System ..............................................................5 - 18 7.8 Jettisoning of Cargo .........................................................................7 - 22
4.2.4 Gas Line (One Tank Operation)..............................................4 - 4 5.4.3 Dry Powder System ..............................................................5 - 20
4.2.5 Fuel Gas Line..........................................................................4 - 4 5.4.4 CO2 System...........................................................................5 - 24 Part 8 : Ship-Shore Item
4.2.6 Vent Line.................................................................................4 - 4 5.4.5 Fire Detection System...........................................................5 - 25 8.1 General...............................................................................................8 - 1
4.2.7 Inerting/Aeration Line ............................................................4 - 4 5.5 Auxiliary F.W. Cooling System........................................................5 - 30 8.1.1 Particulars of Deck Machinery................................................8 - 1
4.3 Cargo Pumps....................................................................................4 - 10 8.2 Mooring Facilities ..............................................................................8 - 5
4.3.1 Main Cargo Pumps ...............................................................4 - 12 Part 6 : Cargo Operations 8.2.1 Performance of Mooring Facilities..........................................8 - 5
4.3.2 Stripping/Spray Pumps .........................................................4 - 14 6.1 Insulation Space Tests........................................................................6 - 2 8.2.2 Hydraulic Power System for Deck Machinery........................8 - 5
4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 6.2 Post Dry Dock Operation...................................................................6 - 4 8.2.3 Mooring Arrangements for the LNG Terminal........................8 - 6
4.4 Cargo Compressors.......................................................................... 4 - 18 6.2.1 Insulation Space Inerting ........................................................6 - 4 8.3 Location of Manifold and Details ....................................................8 - 10
4.4.1 HD Compressors................................................................... 4 - 18 6.2.2 Drying Cargo Tanks ................................................................6 - 8 8.4 Location of Landing Area for Shore Gangway ................................8 - 12
4.4.2 LD Compressors ................................................................... 4 - 22 6.2.3 Inerting Cargo Tanks.............................................................6 - 10 8.5 Emergency Shutdown and Cargo Tank Protection Scheme .............8 - 17
4.5 H/D & L/D Gas Heater .................................................................... 4 - 26 6.2.4 Gassing-up Cargo Tanks .......................................................6 - 12 8.6 Ship Shore Link ...............................................................................8 - 22
4.6 LNG Vaporizer................................................................................. 4 - 28 6.2.5 Cooling Down Cargo Tanks ..................................................6 - 16 8.7 Mooring Load Monitoring System...................................................8 - 25
4.7 Forcing Vaporizer ............................................................................ 4 - 30
4.8 Vacuum Pumps ................................................................................ 4 - 32
1 Index
Issue and Update Control Safe Operation Illustrations
This manual was prepared by: The safety of the ship depends on the care and attention of all on board. Most All illustrations are explained in the text and are located either within the text
safety precautions are a matter of common sense and good housekeeping. These where sufficiently small or above the text, so that both the text and illustration
PENTATECH CO., LTD. are detailed in the various manuals available on board. However, records show are accessible when the manual is laid face up. When the text concerning an
For any new issue or update, please contact: that even experienced operators sometimes neglect safety precautions due to too illustration covers several pages, the illustration is duplicated above each page of
much familiarity with the ship’s operation. Therefore, the following basic rules text.
must be remembered at all times.
Ansan Business Incubator,
Where flows are detailed in an illustration these are shown in colour. A key of all
932, Wongok-Dong, Danwon-Gu, 1. Never continue to operate any machine or equipment that appears to colours and line styles used in an illustration is provided on the illustration.
Ansan-Si, Gyeonggi-Do, Korea be potentially unsafe or dangerous. Always report such a condition The details of colour coding used in the illustrations are defined in the colour
immediately. scheme.
E-Mail: company@pentatech.co.kr
2. Make a point of testing all safety equipment and devices regularly. The symbols used in the manual adhere to international standards, and keys to
the symbols used throughout the manual are given on the following pages.
Although the ship is supplied with shipbuilder’s plans and manufacturer’s 3. Never ignore any unusual or suspicious circumstances, no matter
instruction books, there is no single handbook that provides guidance on how trivial. Minor symptoms often appear before a major failure Notices
complete operating systems. occurs.
The following notices occur throughout this manual:
The purpose of this manual is to fill some of these gaps and to provide the ship’s 4. Never underestimate the fire hazard of petroleum products, whether
officers with additional information that is not usually available on board. It is fuel oil or cargo vapour. Warning
intended to be used in conjunction with the other plans and instruction books Warnings are given to draw the reader’s attention to operation where danger to
already on board and in no way replaces or supersedes them. 5. Never start a machine remotely from the control room without life or limb may occur.
checking visually if the machine can be operated satisfactorily.
In addition to containing detailed information of the machinery and related ! Caution
systems, the machinery manual provided by each vendor, contains safety In the design of equipment and machinery, devices are included to ensure that, as Cautions are given to draw the reader’s attention to operations where danger to
procedures, and procedures to be observed in emergencies and after accidents. far as possible, in the event of a fault occurring, whether on the part of the life or limb may occur.
Used in conjunction with the SMS MANUAL, this information is designed to equipment or the operator, the equipment concerned will cease to function
ensure the safety and efficient operation of the ships. For quick reference to the without danger to personnel or damage to the machine. If these safety devices are Note !
relevant information, the manual has been subdivided into Parts and Sections, neglected, the operation of any machine is potentially dangerous. Notes are given to draw the reader’s attention to points of interest or to supply
which are detailed in the general list of contents in the preceding pages. supplementary information.
Description
This book draws reference and other information from appropriate plans or
instruction books. The concept of this Cargo Operating Manual is based on the presentation of
operating procedures in the form of one general sequential chart (algorithm)
For more information, please refer to: which gives a step-by-step procedure for performing operations.
1) Books and Publications contained in the SMS Directory The manual consists of introductory sections, which describe the systems and
equipment that are fitted and their method of operation, related to a schematic
2) SMS Manual diagram, where applicable. This is then followed, where required, by the detailed
operating procedures for the system or for the equipment involved.
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, The overview of machinery operations consists of a basic operating algorithm,
details should be sent to the Hull Piping Design Team of DSME, so that which sets out the complete procedure for operations, ranging from preparing the
revisions may be made to the manuals of other ships of the same class. plant for operation from dead ship condition, to shutting down the plant in
readiness for dry dock.
Each machinery operation consists of a detailed introductory section, which

describes the objectives and the methods of performing the operation related to
the appropriate flow sheet shows the pipelines in use and the directions of flow
within the pipelines.
The details of valves, which are OPEN during the different operations/functions
are provided in the text for reference.
2 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme
STANDARD SYMBOL STANDARD SYMBOL Symbol Colour

VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT
SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION
B'FLY LUG TYPE QUICK CLOSING WIRE (STR/ANG) SEPARATOR FM FLOW METER
CARGO LINE RGB (0, 0, 255)
H OPEN CLOSE
B'FLY WAFER TYPE SPECTACLE FLANGE
REM. HYD. B'FLY LUG HORN
(NORMAL OPENED/CLOSED)
STRIP LINE RGB (0, 255, 255)
H
B'FLY FLANGE TYPE REM. HD. B'FLY WAFER ORIFICE PLATE EJECTER
BALL FULL BORE SOLID REM. HYD. B'FLY FLANGE SPOOL PIECE AUTO FILTER VAPOUR LINE RGB (226, 0, 255)
BALL 3-WAY (T - TYPE/L - TYPE) SELF CLOSING SPRING (STR./ANG) AIR VENT GOOSE NECK PIPE PORTABLE TANK
GAS LINE RGB (253, 253, 0)

AIR VENT GOOSE NECK
COCK 2-WAY SAFETY (STR./ANG) HULL TANK
(FLOAT/SCR.)
COCK 3-WAY ( T - TYPE/L - TYPE) STORM VERT. SWING CHECK STR. CENTRIFUGAL PUMP
AIR VENT (FLOAT/FLOAT SCR.)
STEAM LINE RGB (255, 0, 0)
SOUNDING CAP SELF CLOS'G
FLOW CONT. BALL FLOAT STORM VERT. SWING CHECK STR. GEAR PUMP
WEIGHT WITH SELF CLOS'G COCK
SOUNDING CAP NORMAL

N2 LINE RGB (255, 89, 0)
FLOW CONT. BALL FLOAT CHECK TEMP. CONROL 2-WAY WAX HAND PUMP
FLOW CONT. 2-WAY DISC/DIAPHRAGM TEMP. CONTROL 2-WAY PNEU. SOUNDING CAP DK PIECE SCREW PUMP
IG LINE RGB (74, 74, 74)
TEMP. CONTROL 3-WAY WAX SOUNDING CAP SELF CLOS'G MONO PUMP
GLOBE (STR./ANG)
WEIGHT PEDAL WITH SELF CLOS'G COCK
GLOBE SDNR (STR./ANG)

TEMP. CONTROL 3-WAY
FILLING CAP PISTON PUMP LO LINE RGB (255, 218, 0)
ROTARY PISTON
S TEMP. CONTROL 2-WAY

SOLENOID 2-WAY (STR.) MUD BOX (ANG./STR.) VISC. CONTROLLER
ROTARY PISTON
FO LINE RGB (0, 0, 0)
TEMP. CONTROL 3-WAY
GATE NON-RISING ROSE BOX F.W FOUNTAIN
ROTARY PISTON WITH HANDLE
H REM. HYD. B ' FLY WAFER PISTON

HOSE GLOBE (STR./ANG)
WITH HANDLE
WASH BASIN GLY. W. LINE RGB (0, 255, 175)
LEVEL GAUGE WITH VALVE
(FLAT/CYLINDRICAL TYPE)
GLOBE SDNR WITH HOSE CONNECTOR SHELL/TUBE TYPE
WATER SEAL GLOBE (STR)
(STR/ANG) WS HEAT EXCH.
SEA W. LINE RGB (0, 255, 0)

MAGNETIC 2-WAY (STR./ANG) WATER SEAL GATE COLLER PLATE TYPE
WS
LEVEL GAUGE
(DIAL FLOAT/FLOAT) TYPE
H
WATER SEAL REM. ELEC. B ' FLY OR MAKER SUPPLY
MAGNETIC 3-WAY
WS
WATER WITH HANDLE
F.W LINE RGB (0, 0, 255)
NON-RETURN (FLAP/SWING) BELL MOUTH STEAM TRACING AND INSULATION
LEVEL GAUGE WITH VALVE
FLAP CHECK VALVE
(DIAL TYPE)
INSULATION
HYD. OIL LINE RGB (255, 0, 168)
(DUO PLATE CHECK VALVE) BLANK FLANGE
NON-RETURN LIFT (STR./ANG) BOSS AND PLUG SIGHT GLASS HYD. OIL PIPE
DO LINE RGB (255, 135,0)
NON-RETURN BALL WITHOUT SPRING DRESSER COUPLING STRAINER Y-TYPE CONTROL AIR PIPE
NEEDLE STR. SLEEVE COUPLING

STRAINER SIMPLEX CAPILLARY TUBE COND. LINE RGB (0, 0, 255)
LOCK (OPEN/CLOSE) BELLOWS COUPLING STRAINER DUPLEX ELECTRIC CABLE
AIR LINE RGB (128, 159, 255)

NEEDLE 3-WAY TEST NOZZLE STEAM TRAP FLOAT TYPE DECK
PRESS. CONT. PRIMARY PNEU. FLEXIBLE HOSE STEAM TRAP DISC TYPE WITH V/V
BILGE LINE RGB (0, 255, 0)
PRESS. CONT. REDUCING PNEU. HOPPER FILTER REGULATOR LOCAL INSTRUMENT
PRESS. CONT. REGULAT'G OVERBOARD STEAM TRAP BIMETAL TYPE REMOTE CONTROL INSTRUMENT
P P
QUICK CLOSING PNEU. (STR/ANG) REDUCER SEAL POT TANK SIPHON XS AUX. SWITCH
H H
QUICK CLOSING HYD. (STR/ANG) BRANCH LOOP SEAL PIPE SIPHON
3 Symbols and Colour Scheme

Abbreviations CAB CABINET DW DISTILLED WATER/DRINKING WATER HLA HIGH LEVEL ALARM
CAS CASCADE HP HIGH PRESSURE
DRN DRAIN
A AIR/ALARM CCR CARGO CONTROL ROOM HPT HIGH PRESSURE TURBINE
DRV DRIVE, DRIVING
HSC HIGH SEA CHEST
ABNOR ABNORMAL CENT CENTRAL/CENTRIFUGAL DSHTR DESUPERHEATER
HR HOUR
ABS ABSOLUTE CFW COOLING FRESH WATER ECDIS ELECTRONIC CHART DISPLAY &
INFORMATION SYSTEM HTR HEATER
ACB AIR CIRCUIT BREAKER CIRC CIRCULATING HYD HYDRAULIC
ECR ENGINE CONTROL ROOM
ACC AUTOMATIC COMBUSTION CONTROL CL CLOSE I INDICATOR
EGE EXHAUST GAS ECONOMIZER
ACCOM ACCOMMODATION CLR COOLER IAS INTEGRATED AUTOMATION SYSTEM
EDSHTR EXTERNAL DESUPERHEATER
ACK ACKNOWLEDGE CO CHANGE-OVER IG INERT GAS
EER ELECTRIC EQUIPMENT ROOM
ACT ACTIVATE EMR ELECTRIC MOTOR ROOM IGG INERT GAS GENERATOR
ELEC ELECTRIC IGV INLET GUIDE VANE
ADJ ADJUST CNR CORNER
ELEV ELEVATOR IN INLET
ADV ADVANCE CO2 CARBON DIOXIDE
EMCY EMERGENCY IND INDICATION
AFT AFTER C/D COFFERDAM
INH INHIBIT
EMR ELECTRIC MOTOR ROOM
AHD AHEAD COMP COMPRESSOR INSUL INSULATION
ENG ENGINE
AI ANALOG INTPUT COND CONDENSATE/CONDENSER IR INFRA-RED
E/R ENGINE ROOM
ALM ALARM CONV CONVERTOR ISO ISOLATING
ESBD EMERGENCY SWITCHBOARD L LOW/LEVEL/LITER
ANG ANGLE CONT CONTROL
ESD EMERGENCY SHUT DOWN LCV LEVEL CONTROL VALVE
AO ANALOG OUTPUT CP CONTROL PANEL
ESDS EMERGENCY SHUT DOWN SYSTEM LD LOW DUTY
APT AFT PEAK TANK CSBD CARGO SWITCH BOARD
LDO LIGHT DIESEL OIL
EXH EXHAUST
AST ASTERN CSL CONSOLE LG LEVEL GAUGE
EXP EXPANSION
ATM ATMOSPHERE CSW COOLING SEA WATER LIQ LIQUID
EXT EXTENSION
ATOM ATOMISING CTS CUSTODY TRANSFER SYSTEM LL LOW-LOW
FCV FLOW CONTROL VALVE
AUTO AUTOMATIC CUR CURRENT LLA LOW LEVEL ALARM/LOW-LOW ALARM
FDB FORWARD DEEP BALLAST
CW COOLING WATER LNG LIQUEFIED NATURAL GAS
AUX AUXILIARY FDF FORCED DRAFT FAN
LO LUBRICATION OIL
B BASE CYL CYLINDER FG FUEL GAS
LP LOW PRESSURE
B/L BALLAST/LADEN D DUMP FLG FLOAT LEVEL GAUGE LPT LOW PRESSURE TURBINE
B/T BOW THRUSTER DB DOUBLE BOTTOM/DISTRIBUTION BOARD FM FROM
LS LEVEL SWITCH
BA BALLAST FO FUEL OIL
D/A DEAERATOR
LSC LOW SEA CHEST
BATT BATTERY FPT FORE PEAK TANK
DEL DELIVERY LTG LIGHTING
BGB BOILER GAUGE BOARD FW FRESH WATER
DET DETECTOR/DETECTION LVL LEVEL
BHT BILGE HOLDING TANK FWC FEED WATER CONTROL
D/G DIESEL GENERATOR LWR LOWER
BHD BULKHEAD FWD FORWARD
M MACHINERY
BLG BILGE DI DIGITAL INPUT FWE FINISHED WITH ENGINE
MAN MANUAL
BLK BLOCK DIFF DIFFERENTIAL GACP GENERATOR AUTO CONTROL PANEL
MANI MANIFOLD
BLR BOILER GEN GENERATOR
DISCH DISCHARGE
M/B MAIN BOILER
BLWR BLOWER GMS GAS MANAGEMENT SYSTEM
DK DECK MFWPT MAIN FEED WATER PUMP TURBINE
BMS BURNER MANAGEMENT SYSTEM GRAV GRAVITY
DO DIESEL OIL/DIGITAL OUTPUT MG MASTER GAS
BNR BURNER GRP GROUP
DOGS DEO OPEN GATEWAY STATION MGPS MARINE GROWTH PREVENTING SYSTEM
BO/WU BOIL OFF / WARM-UP G/S GENERAL SERVICE
MID MIDDLE
BOG BOIL-OFF GAS DOHS DEO OPEN HISTORY STATION GW GLYCOL WATER
MSBD MAIN SWITCHBOARD
BRG BEARING DOPC II DEO PROCESS CONTROLLER II H HIGH
MSBR MAIN SWITCHBOARD ROOM
BW BILGE WELL HD HIGH DUTY
DOSS DEO OPEN SUPERVISORY STATION
MT MAIN TURBINE
BWC BRIDGE WING CONSOLE HDR HEADER
DP DIFFERENTIAL PRESSURE MTR MOTOR
BZ BUZZER HFO HEAVY FUEL OIL
DV DRAIN VALVE MV MAGNETIC VALVE
C CARGO/CONTROL HH HIGH-HIGH
4 Abbreviations
N2 NITROGEN RVI ROTOR VIBRATION INDICATION TEMP TEMPERATURE

NAV NAVIGATION
S SECONDARY T/G TURBO GENERATOR
NOR NORMAL
SEC SECOND THR THRUSTER
NZL NOZZLE
SEQ SEQUENCE TI TEMPERATURE INDICATOR
O/C OPEN/CLOSE
SERV SERVICE TK TANK
O2 OXYGEN
S/S SHIP SIDE TPS TANK PROTECTION SYSTEM
ODRM OPEN DCS REMOTE MANAGER
S/T STERN TUBE TRB TROUBLE
OMD OIL MIST DETECTOR
SAH STEAM AIR HEATER TX TEMPERATURE TRANSMITTER
OP OPEN/OUTPUT
SAL SALINITY UPP UPPER
OPT OPTICAL
SB SOOT BLOWER UPS UNINTERRUPTED POWER SUPPLY
OVBD OVERBOARD
SC SEA CHEST V VOLTAGE/VALVE
OVFL OVERFLOW
SDC STEAM DUMP CONTROL VAP VAPOUR
OVLD OVERLOAD
SEC SECONDARY VDR VOYAGE DATA RECORDER
OVRD OVERRIDE
SEL SELECT VDU VISUAL DISPLAY UNIT
P PRESSURE/PRIMARY
SEP SEPARATOR VIB VIBRATION
PB PUSH BUTTON
SEQ SEQUENCE VISC VISCOSITY
PCV PRESSURE CONTROL VALVE
SER SERVICE VL VERY LOW
PD PIPE DUCT
SETT SETTLING VPR VAPOUR
PI PRESSURE INDICATOR
S/G STEERING GEAR VRC VALVE REMOTE CONTROL
PNEU PNEUMATIC
SHTR SUPERHEATER V/V VALVE
PRI PRIMARY
SIM SERIAL INTERFACE MODULE WBT WATER BALLAST TK
PST PISTON
SOL SOLENOID WTR WATER
PKG PACKAGE
SP SPACE/SET POINT W/H WHEELHOUSE
PMS POWER MANAGEMENT SYSTEM
SPR SPRAY WHC WHEELHOUSE CONSOLE
PNL PANEL
ST START WIND WINDING
POS POSITION
STOR STORAGE WO WASTE OIL
P/P PUMP
STBD STARBOARD WS WORKSHOP
PRESS PRESSURE
S/BY STAND-BY WU WARM UP
PRI PRIMARY/PRIMING
STC STEAM TEMPERATURE CONTROL X CROSS/TRANSMITTER
PROV PROVISION
STM STEAM
PSU POWER SUPPLY UNIT
STOR STORAGE
PV PROCESS VALUE
STR STARTER/STRAINER/STRAIGHT
PWR POWER
SUC SUCTION
PX PRESSURE TRANSMITTER
SUP SUPPLY
R REDUNDANT
SV SOLENOID VALVE
RECIRC RECIRCULATING
SVB SOLENOID VALVE BOX
REG REGULATOR
SW SEA WATER/SWITCH
REM REMOTE
SWBD SWITCHBOARD
REV REVERSE
SYN SYNCHRONIZE
RM ROOM
SYS SYSTEM
RPB REMOTE PUSH BUTTON
TC TURBOCHARGER/THERMOCOUPLE
RPM REVOLUTIONS PER MINUTE
TCV TEMPERATURE CONTROL VALVE
RTN RETURN
5 Abbreviations
Part 1 : Design Concept of 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 Maker List............................................................................... 1 - 4
1.1.4 General Arrangement .............................................................. 1 - 6
1.1.5 Tanks and Capacity Plan ......................................................... 1 - 7
1.2 Rules and Regulations ....................................................................... 1 - 9
1.3 Design Concept of the Cargo System .............................................. 1 - 12
1.3.1 Cargo Containment System Principle ................................... 1 - 12
1.3.2 Membrane Cargo Containment............................................. 1 - 14
1.3.3 Deterioration or Failure ........................................................ 1 - 19
1.4 Hazardous Areas and Gas Dangerous Zone..................................... 1 - 21
Part 1
Design Concept of the Vessel
Part 1 : Design Concept of Vessel Design speed: 19.6 knots with 90 % MCR, with 21 % sea Steering gear
margin Maker: YooWon Industries Ltd.
1.1 Principal Particulars 20.5 knots with 90 % MCR, without sea Type: YSFTX2-380-2 (45°)
margin Electro-Hydraulic, 2 Ram-4 Cyl.
1.1.1 Principal Particulars of the Ship Ballast Draft: 9.7 m No. of Sets: 1
Cargo Tank Safety Valve: 25 kPag Torque: 3.334 kN-m, 340 t-m
Shipbuilder: Daewoo Shipbuilding and Marine Engineering Co., Ltd. Insulation Safety Valve: 1 kPag Hyd. Pump capacity: 386 ltr/min.
Okpo Shipyard Fuel Oil Consumption per day: 166.8 Tons per day Motor: AC440 V, 60 HZ, 90 kW, 1200 rpm
Republic of Korea Guaranteed boil-off rate: 0.15 % per day
Yard Number: 2211 Ballast stripping eductor
Ship Name: RAAHI Main Turbine Type: FCD450/SUS316 Nozzle
Delivered: 2004.12.16 Maker Kawasaki Sea Water Driven Eductor
Nationality: Malta No. of Sets: 1 No. of Sets: 1
Port of Registration: Valletta Type: UA-306 Capacity: 300 m3/h
Call Sign: 9HYO7 Output: MCR 36,000 PS (26478.4 kW, 88 rpm)
Inmarsat-B I.D.: NCR 32,400 PS (23830.5 kW, 85 rpm) Ballast pump
TEL 321571810 Radio Space Steam Pressure: 5.88 MPag (60 kgf/cm2g) Maker: Shinko Ind. Ltd.
TEL 321571814 Captain Steam Temperature: 510 ºC Type: Vertical Centrifugal
TEL 321571815 CCR No. of Sets: 3
TEL 321571816 Auto Telephone Main Boiler Capacity: 3000 m3/h x 30 MTH.
TEL Maker: Mitsubishi Heavy Industries Ltd.
TEL No. of Sets: 2 Windlass
FAX 321571811 Model: MB-4B-NS Maker: Rolls-Royce
DATA 321571812 Max. Evaporation: 63,000 kg/h Type: BFMC41.102
Nor. Evaporation: 54,000 kg/h Electro-Hydraulic
HSD 391037418
Max. Steam Condition: 6.81 MPag /515 ºC No. of Sets: 2
TELEX 321571813
Nor. Steam Condition: 6.61 MPag /515 ºC Capacity: 49.4 Tons
Type of Cargo: LNG
Type of Ship: Segregated Ballast LNG Carrier
Turbo generator Mooring winch
Stem: Bulbous Bow and Raked Stem
Make: Mitsubishi Heavy Ind. Maker: Rolls-Royce
Stern: Transom
Type: Horizontal Multi-stage Type: WMC41030
Navigation: Ocean Going
Impulse condensing turbine No. of Sets: 7
Classification: Bureau Veritas :
AT42CT-B Capacity: 30 Tons
I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship
No. of Sets: 2
type 2G (-163 °C 500 kg/m3 0.25 bar ), Unrestricted
Capacity: 3,450 kW Hose handling crane
Navigation, +VeriSTAR-HULL 40 Years, + AUT-UMS,
Maker: TTS
+ SYS-NEQ-1, + MON-SHAFT, INWATERSURVEY
Diesel generator Type: MCV1800-10-24Ex
IRS (Indian Registry of Shipping)
Maker: STX Corporation Electro-Hydraulic
Length Overall: 277.0 m
Type: 4 stroke Trunk Piston No. of Sets: 2
Length Between Perpendiculars: 266.0 m
8L 32/40 Capacity: 10 Tons
Breadth Moulded: 43.4 m
No. of Sets: 1
Depth Moulded: 26.0 m
Capacity: 3,664 kW Provision handling crane
Design Draught: 11.4 m
Maker: TTS
Scantling Draught: 12.5 m
EM’CY generator Type: MCV1800-15-16
Cargo Tank Capacity: 138,076.896 m3
Maker: STX Corporation Electro-Hydraulic
Gross tonnage: 94,058 Tons
Type: 4 Stroke Water cooled No. of Sets: 2
Net tonnage: 28,217 Tons
KTA38DMGE Capacity: 15 Tons
Freeboard: 8,773 mm from deck (Sunken deck)
No. of Sets: 1
Displacement: 100,149 Tons at the design draft of 11.4 m
Capacity: 850 kW
Deadweight: 70,292 Tons at the design draft of 11.4 m
1-1 Part 1 Design Concept of the Vessel

Anchor
Maker: Kum Hwa Cast Steel
Type: HHP
No. of Sets: 3
Weight: 13,350 kg
Anchor chain cable

Maker: Dai Han Anchor Chain
Type: Flash butt welded extra high
Strength steel (Grade Q3A)
No. of Sets: 2
Dimension: 102 mm Dia.
Air capstan
Maker: Yong Nam Marine Mach.
Type: Pneumatic type
No. of Sets: 4
Capacity: 0.5 Tons X 25 m/min.
Fire wire reel

Maker: Yong Nam Marine Mach.
Type: Air motor driven type
No. of Sets: 2
Wire Rope Size: 38 mm Dia. X 90 m
Accommodation ladder
Maker: Sam Gong Co., Ltd.
Type: Vertical self stowing type
No. of Sets: 2
Mooring Rope
Type: 6 X 36 IWRC Galv’d
No of Sets: 20 + 2 (SPARE)
Size: 42 mm Dia. X 275 m

1.1.2 Principal Particulars of Cargo Machinery Mist Separator Safety Valve for Primary Insulation Spaces
Type: Cryostar VMS-10/12-1000 Type: Fukui 6” x 6”
Main Cargo Pumps Mass flow: 5,800 kg/h Capacity: 2,146 Nm3/h
Type: Shinko SM350 No. of sets: 1 Set Pressure: 1 kPag
Capacity: Rated at 1,650 m3/h x 177 m No. of sets: 8
No. of sets: 8 (2 per cargo tank) Vacuum Pumps
Type: MPR industries P100 Safety Valve for Secondary Insulation Spaces
Spray/Stripping Pumps Capacity: 1,250 m3/h Type: Fukui 6” x 6”
Type: Shinko SM65-2 No. of sets: 2 Capacity: 2,146 Nm3/h
Capacity: Rated at 50 m3/h x 160 m Set Pressure: 1 kPag
No. of sets: 4 (1 per cargo tank) Steam Heater for Glycol Water No. of sets: 8
Type: BEU 323-1800
Emergency Cargo Pumps Capacity: 130L (steam) / 57L (glycol) Drain cooler
Type: Shinko SMR200 Heating: Steam at 700 kPag Type: Shell/Tube Type
Capacity: Rated at 550 m3/h x 175 m No. of sets: 2 Capacity: 95 m3/h
No. of sets: 1 No of sets: 1
Electric Heater for Glycol Water
HD Compressor Type: TB100E Cargo Machinery Room Exhaust Fan
Type: Cryostar CM 400/55 Capacity: 80 kW x 440 V Type: MXDN-1000/410
Capacity: 32,000 m3/h x 203 kPag Heating: Electric Air Volume: 48,000 m3/h
No. of sets: 2 No. of sets: 1 No. of sets: 2
LD Compressor Nitrogen Generator Cargo Motor Room Supply Fan

Type: Cryostar CM 300/45 Type: Air Products Nitrogen Generator Type: AQ-800/380
Capacity: 8,000 m3/h x 196 kPag Capacity: 120 Nm3/h at 97%N2 Air Volume: 21,000 m3/h
No. of sets: 2 Dew point: -70 °C No. of sets: 2
Outlet pressure(min/max): 600/950 kPag
LNG Vapourizer No. of sets: 2 Cargo Hoses
Type: Cryostar 65-UT-38/34-5.9 Temp. Range: -200 °C up to +80 °C
Mass flow 10,788 kg/h Nitrogen Buffer Tank Working Pressure: 1 MPag/150 psig
Heating: Steam at 700 kPag Capacity: 37 m3/h Capacity: 8” X 4 m
No. of sets: 1 Working Pressure: 1 MPag No. of sets: 4
Hydrostatic test pressure: 1.5 MPag
Forcing Vapourizer No. of sets: 1
Type: Cryostar 34-UT-25/21-3.6
Mass flow: 6,790 kg/h Inert Gas Generator
Heating: Steam at 800 kPag Type: Smit Gln14,000-0.25BUFD
No. of sets: 1 Capacity: Inert Gas 14,000 Nm3/h
Dry Air 14,000 Nm3/h
High Duty Gas Heaters Inert Gas/Air Dew Point: -45 °C
Type: Cryostar 108-UT-38/34-3.8 Delivery Pressure: 25 kPag
Mass flow: 22,600 kg/h Max. 0₂content: 0.5 vol%
Heating: Steam at 700 kPag No. of sets: 1
No. of sets: 1
Safety Valve for Cargo Tank
Low Duty Gas Heaters Type: Fukui 10” x 12”
Type: Cryostar 21-UT-38/34-3.2 Capacity: 27,700 Nm3/h
Mass flow: 7,906 kg/h Set Pressure: 25 kPag
Heating: Steam at 700 kPag No. of sets: 8
No. of sets: 1

1.1.3 Maker List

NO. EQUIPMENT MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT
1) Hull Part
13 CARGO STRAINER SUNBO IND. CO. DV3520401 1517-2 DADAE-DONG, TEL. 051-261-3454 -
NO. EQUIPMENT MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT
LTD. SAHA-KU PUSAN KOREA FAX. 051-261-2455
1 CRYOGENIC HOSE FLEXTRACO. B.V. DV3010101 FLEXTRACO B.V TEL. 31-0-10-521-5422 SAMBONG CO.
14 CARGO LINE FKI SAFETY & DV3750102 6,1-CHOME TEL. 072-857-9598 DONGJIN INTEC CO.
CHR. FAX. 31-0-10-521-8420 TEL. 02-839-2322
SAFETY RELIEF RELIEF VALVES SHODAITAJIKA, HIRAKATA FAX. 072-857-9599 TEL. 051-463-5771
HUXGENSSTRAATIOA2665 FAX. 02-839-2335
VALVE OASKA 573-1003 JAPAN FAX. 051-462-7907
KX BLRISWIJK P.O. BOX158
TAE NEVERLANDS 15 VACUUM PUMP MACHINES DV3750501 145,AV. DES GRESILLONS TEL. 33-1-4793-6000 ASIA TECH.
PNEUMATIQUES F. 92234 FAX. 33-1-4733-8282 TEL. 02-561-0770
2 CARGO SPRAY ILJIN AND CO. DV8140104 1500-8, HADAN-DONG, TEL. 82-051-291-6822
ROTATIVES GENNEVILLIERS CEDEX, FAX. 02-566-0766
NOZZLE KOREA SAHA-KU, PUSAN KOREA FAX. 82-051-291-6813
INDUSTRIES, FRANCE
3 CARGO PUMP SHINKO IND, LTD. DV3510101 5-7-21, OHZU, MINAMI- TEL. 082-508-1000 SAMKONG TRADING FRANCE
KU, HIROSHIMA JAPAN FAX. 082-508-1020 TEL. 051-246-7793
16 INERT GAS SMIT DV3760101 GROENESTEAAT TEL. 31-24-352-3100 HAESUNG
FAX. 051-244-7596
GENERATOR 265 P.O. BOX 6664 FAX. 31-24-356-4995 TEL. 051-626-6363
4 LNG VAPORISER CRYOSTAR- DV3510102 ZONE INDUSTRIELLE TEL. 33-389-70-2727 TACHYON CO. SYSTEM 6503 GD NIJMEGEN FAX. 051-626-3459
FRANCE SA BP48 F-68220 FAX. 33-389-70-2900 TEL. 02-514-4516 THE NETHERLANDS
FRANCE DESINGUE, FRANCE FAX. 02-544-5579
17 NITROGEN AIR PRODUCTS, DV3770101 P.O. BOX8100, TEL. 47-38-03-99-00 DAE HWA TRADING
5 FORCING CRYOSTAR- DV3510102 ZONE INDUSTRIELLE TEL. 33-389-70-2727 TACHYON CO. GENERATOR NORWAY VAAGSBYGD N-4602 FAX. 47-38-01-11-13 COMPANY
VAPORISER FRANCE SA BP48 F-68220 DESINGUE, FAX. 33-389-70-2900 TEL. 02-514-4516 SYSTEM KRISTIANSAND S, TEL. 051-465-0243
FRANCE FRANCE FAX. 02-544-5579 NORWAY FAX. 051-465-0245
6 GAS HEATER CRYOSTAR- DV3510102 CRYOSTAR-FRANCE SA, TEL. 33-389-70-2727 TACHYON CO. 18 WATER DETECTOR PAN-ASIA DV3780201 945-44 JANGLIM SAHA-KU TEL. 051-263-8029
FRANCE SA FRANCE FAX. 33-389-70-2900 TEL. 02-514-4516 PRECISION & ENG. PUSAN KOREA FAX. 051-262-5418
FRANCE FAX. 02-544-5579 CO., LTD.
7 CARGO EXPANSION BROKINGTON & DV3520104 TEIL WORKS, TEL. 44(0)179288-2400 DAE MYUNG 19 FLOAT LEVEL HENRI SYSTEMS DV3810101 POSTBUS 198 TEL. 31-78-610-0999 GLOBAL MARITIME
BELLOWS SCOTT LTD. PONTADDULAIS FAX. 44(0)179288-5843 TEL. 051-404—3037 GAUGING SYSTEM HOLLAND B.V. 3330 AD ZWIJNDRECHT FAX. 31-78-610-3214 ENGINEERING
SWANSEA SA4 IRP FAX. 051-404-3039 FOR CARGO TANK NETHERLAND NETHERLAND TEL. 051-265-2001
WALES, UK FAX. 051-265-2005
8 GAS DOME SFZ, FRANCE DV3520104 8, RUE DES FRERES TEL. 33-4-72-47-62-11 ASIA TECH. 20 CUSTODY SAAB MARINE DV3810201 GAMLESTADSVAGEN TEL. 46-31-337-0315 SAAB MARITIME
BELLOWS LUMIERE-F69680-LYON- FAX. 33-4-72-47-62-01 TEL. 02-561-0770 TRANSFER SYSTEM ELECTRONICS AB 18B BOX 13045 SE402-51 FAX. 46-31-25-3022 KOREA
CHASSIEU-FRANCE FAX. 02-556-0766 GOTEBORG, SWEDEN TEL. 051-740-5460
FAX. 051-740-5488
9 CRYOGENIC WESTAD, NORWAY DV3520201 WESTAD INDUSTRI A/S TEL. 47-32-78-04-55 SAMKONG TRADING
BUTTERFLY VALVE P.O. BOX 40 N-3361 FAX. 47-32-78-06-58 COMPANY 21 HIGH DUTY CARGO CRYOSTAR- DV3530101 ZONE INDUSTRIELLE TEL 33-389-70-2727 TACHYON CO.
GEITHUS NORWAY TEL. 051-246-7793 COMPRESSOR FRANCE SA BP 48 F-68220 HESINGUE, FAX 33-389-70-2900 TEL. 02-514-4516
FAX. 051-244-7596 FRANCE FAX. 02-544-5579
10 CRYOGENIC BALL TRUFLO S.A DV3520202 PARC INDUSTRIEL HAUTS TEL. 32-42-40-68-86 SEIL-SERES CO. 22 LOW DUTY CARGO CRYOSTAR- DV3530101 ZONE INDUSTRIELLE TEL 33-389-70-2727 TACHYON CO.
VALVE BELGIUM SARTS B-4040 HERSTAL, FAX 32-42-48-02-46 TEL. 02-237-3451 COMPRESSOR FRANCE SA BP 48 F-68220 HESINGUE, FAX. 33-389-70-2900 TEL. 02-514-4516
BELGIUM FAX. 02-232-0936 FRANCE FAX. 02-544-5579
11 CRYOGENIC GLOBE, SNRI S.A. FRANCE DV3520203 ROUTE DU TREUIL BP107 TEL. 05-45-29-60-00 ASIA TECH. 23 MOTOR FOR HIGH TAIYO ELECTRIC DV3530102 SANRITSU-SHA BLDG, TEL. SAMKONG TRADING
CHECK & GATE 16700 RUFFEC, FRANCE FAX. 05-45-31-12-91 TEL. 02-561-0770 DUTY CARGO CO., LTD. NO. 16-8 1-CHOME, 81-3-3293-3067 COMPANY
VALVE FAX. 02-556-0766 COMPRESSOR JAPAN UCHI KANDA, CHIYODA-KU FAX. TEL. 051-246-7793
TOKYO101 JAPAN 81-3292-7012 FAX. 051-244-7596
12 CARGO PIPE FINNETEC CO. DV3520301 274-1, KYERUK-RI, TEL. 82-334-677-7001
INSULATION LTD. KOREA MIYANG-MYUN FAX. 82-02-737-7596 24 MOTOR FOR LOW TAIYO ELECTRIC DV3530102 SANRITSU-SHA BLDG, TEL. 81-3-3293-3067 SAMKONG TRADING
ANSUNG-SHI DUTY CARGO CO., LTD. NO. 16-8 1-CHOME, FAX. 81-3292-7012 COMPANY
KYUNGKI-DO 456-840 COMPRESSOR JAPAN UCHI KANDA, CHIYODA-KU TEL. 051-246-7793
KOREA TOKYO101 JAPAN FAX. 051-244-7596

NO. EQUIPMENT MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT NO. EQUIPMENT MAKER DWG NO. MAKER ADDRESS & TELEPHONE AGENT
25 CONTROL VALVE NAKAKITA DV3530401 1-1FUKONO-MINAMIMACHI TEL. 81-720-71-6003 SO YOUNG 42 DRY POWDER NK DV8180101 648-1, SHINPYOUNG-DONG TEL. 82-051-204-2211
FOR CARGO PART SEISAKUSHO CO., DAITO 574 OSAKA JAPAN FAX. 81-720-74-3185 TEL. 051-266-4567 SYSTEM SAHA-KU, PUSAN, KOREA FAX. 82-051-204-2215
LTD. FAX. 051-266-4568
43 BALLAST EDUCTOR KI-WON KOREA DV8010101 449, WONJI-RI TEL. 82-525-37-3000
26 GAS DETECTION TQ DV3810601 FLANSHAW WAY, TEL. 44-1924-380700 SAKO TRADING JUCHON-MYEON KIMHAE FAX. 82-525-37-3305
SYSTEM ENVIRONMENTAL WAKEFIELD WEST FAX. 44-1924-361700 TEL. 051-464-8742 KYUNG-NAM, KOREA
PLC TORKSHIRE WF2 9LP UK FAX. 051-464-1137
44 BILGE EDUCTOR KI-WON KOREA DV8010101 449, WONJI-RI TEL. 82-525-37-3000
27 VALVE REMOTE DANFOSS DV3810701 530, SHINPYOUNG-DONG, TEL. 82-51-602-5555 JUCHON-MYEON KIMHAE FAX. 82-525-37-3305
CONTROL SAHA-KU, PUSAN KOREA. FAX. 82-51-602-5553 KYUNG-NAM, KOREA
28 PNEUMATIC DRAIN DONG IL DV3780301 DONG-IL BLDG 3FL TEL. 02-699-9948 45 REMOTE LEVEL & HANLA LEVEL CO., DV8230101 1601-5 SONGJEONG-DONG TEL. 82-51-601-3000
PUMP ENTERPRISE CO. 887-13, SHIN JUNG 5DONG FAX. 02-691-9916 DRAFT GAUGING LTD. KANGSEO-KU, PUSAN FAX. 82-51-831-1850
YANGCHUN-KU, SEOUL SYSTEM KOREA
KOREA
29 BALLAST PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 46 B’FLY VALVE FOR AMRI, FRANCE DV3520201 KSB AMRI ZONE TEL. 33-5-53-92-44-69 SEIL-SERES CO.,
HIROSHIMA JAPAN FAX. 082-508-1020 BALLAST, BILGE, F.O, INDUSTRIELLE GAGNAIRE FAX. 33-5-53-92-44-05 TEL. 02-237-3451
S.W COOLING & FONSECHE 24490 LA FAX. 02-232-0936
30 FIRE & G.S. PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000
WATER SPRAY ROCHE-CHALAIS, FRANCE
HIROSHIMA JAPAN FAX. 082-508-1020
SYSTEM
31 EM’CY FIRE PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000
47 EMERGENCY HONEYWELL DV3810702 6F JUYEON BUILDING 209 TEL. 82-02-2129-7165
SHUTDOWN KOREA SEOKYE-DONG, FAX. 82-02-3273-2111
32 WATER SPRAY & SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 SYSTEM YONGSAN-GU, SEOUL
SILTY WATER HIROSHIMA JAPAN FAX. 082-508-1020 140-140, KOREA
CLEANING PUMP
48 PORTABLE GAS RIKEN KEI KI DV3810601 301-16, PUGOK-DONG TEL. 82-051-518-3613
33 GLYCOL WATER SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 DETECTOR KOREA KEUMJUNG-GU, PUSAN, FAX. 82-051-512-7737
CIRC. PUMP HIROSHIMA JAPAN FAX. 082-508-1020 KOREA
34 CARGO MACH. SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000 49 CARGO TANK FKI SAFETY & DV3750101 6, 1-CHOME TEL. 072-857-9598 DONGJIN INTEC. CO.
COOLING F.W. PUMP HIROSHIMA JAPAN FAX. 082-508-1020 SAFETY RELIEF RELIEF VALVES SHODAITAJIKA, HIRAKATA, FAX. 072-857-9599 TEL. 051-463-5771
VALVE OSAKA, 573-1003 JAPAN FAX. 051-462-7907
35 CARGO MACH. SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000
COOLING S.W. PUMP HIROSHIMA JAPAN FAX. 082-508-1020 50 BALLAST PIPE (GRP) AMERON DV8010103 DONG-KU, PUSAN, KOREA TEL. 65-861-6118 DAEWON
7A TUAS AVE 3 FAX. 65-862-1186 TEL. 02-352-89361
36 JOCKY PUMP SHINKO, JAPAN DV7210001 5-7-21, OHZU, MINAMI-KU, TEL 082-508-1000
SINGAPORE 639407 FAX. 82-2-322-8937
51 REMOTE CONTROL DANFOSS MARINE DV8310103 530, SHINPYONG-DONG, TEL. 82-51-602-5555
37 STEAM/GLYCOL ASET, FRANCE DV8250201 BOITE POSTALE 25 6P803 TEL. 04-78-20-16-16 ASIA TECH
VALVE FOR HULL SYSTEM LTD. SAHA-KU PUSAN KOREA FAX. 82-51-602-5553
WATER HEAT SAINT PRIEST CEDEX, FAX. 04-78-21-72-69 TEL. 02-561-0770
PIPING
EXCHANGER FRANCE FAX.02-556-0766
52 ELECTRIC FURUKAWA DV3510101 HEAD OFFICE 6-1, FAX. 81-3-3286-3686
38 ELEC. GLYCOL ASET, FRANCE DV8250201 BOITE POSTALE 25 6P803 TEL. 04-78-20-16-16 ASIA TECH 2-CHOME, MARUNOUCHI,
CRYOGENIC CABLE ELECTRIC CO., CHIYODA-KU,TOYKO,
WATER HEATER SAINT PRIEST CEDEX, FAX. 04-78-21-72-69 TEL. 02-561-0770 JAPAN
FOR CARGO PUMP LTD.
FRANCE FAX.02-556-0766
53 GAS FLOW DAEWOO DV3810303 1-AJU-DONG KOJE-CITY TEL. 82-55-680-2941
39 FWD H.F.O ELLEHAMMERS DV8320101 EJBY INDUSTRIVEJ 70 TEL. 45-43-45-50-55
MONITORING SHIPBUILDING & KYUNG-NAM 656-714 FAX. 82-55-681-3266
TRANSFER PUMP LABORATORIUM DK2600 GLOSTRUP, FAX. 45-43-45-57-06
SYSTEM MARINE KOREA
A/S DENMARK
ENGINEERING
40 STEAM DRAIN DONG HWA DV8250101 1506-2, DADAE-DONG, TEL. 82-051-264-2800
COOLER PRECISION IND. SAHA-KU, PUSAN, KOREA FAX. 82-051-264-2800
41 WATER SPRAY ILJIN AND CO. DV8140101 1500-8, HADAN-DONG, TEL. 82-051-291-6822
SYSTEM SAHA-KU, PUSAN, KOREA FAX. 82-051-291-6813

1.1.4 General Arrangement

1.1.5 Tanks and Capacity Plan
Cargo Tanks (Measured Volume) at –160 °C, S.G. = 0.47 Fresh Water Tanks S.G.=1.000
Location Capacities Center of Gravity Max. Capacities Center of Gravity
Location Max.
Compartment Frame F.S.M.
Volume Volume L.C.G. From V.C.G. Above 4 Compartment Frame F.S.M.
Number 3 3 (m ) Volume Weight 4
100% (m ) 98% (m ) Mid (Mid) B.L. (Mid) Number 3 L.C.G. (m) V.C.G. (m) (m )
100% (m ) 100% (Tons)
No. 1 Cargo Tank 121-133 21941.5 21502.6 78.66 16.21 69335
Distilled W. Tk(P) 7-15 253.7 253.7 -124.13 18.72 280
No. 2 Cargo Tank 104-120 40422.6 39614.2 38.61 16.46 198226
Distilled W. Tk(S) 7-15 253.7 253.7 -124.13 18.72 280
No. 3 Cargo Tank 87-103 40437.7 39629.0 -8.99 16.46 198300 Fresh Water Tk(P) A.E-7 246.0 246.0 -131.57 18.99 183
No. 4 Cargo Tank 72-86 35275.1 34569.6 -53.79 16.46 172991 Fresh Water Tk(S) A.E-7 246.0 246.0 -131.57 18.99 183
Total - 999.4 999.4 - - -
Total 138076.9 135315.4 - - -
Ballast Water Tanks S.G.=1.025

Fuel Oil Tanks S.G.=0.980
Location Capacities Center of Gravity Max.
Compartment Frame F.S.M. Location Capacities Center of Gravity Max.
Volume Weight 4
Number 3 L.C.G. (m) V.C.G. (m) (m ) Compartment Frame F.S.M.
100% (m ) 100% (Tons) Volume Weight 98% 4
Number 3 L.C.G. (m) V.C.G. (m) (m )
F.P.TK 164-F.E 1355.9 1389.8 129.41 10.86 1428 100% (m ) (Tons)
FWD Deep WB. TK(P) 134-157 1575.7 1615.0 108.38 12.01 961 HFO.Deep Tk(C) 138-157 3533.9 3393.9 110.14 12.81 2854
FWD Deep WB. TK(S) 134-157 1575.7 1615.0 108.38 12.01 961 No. 2 E/R HFO.Tk(P) 48-71 1009.6 969.6 -83.59 16.59 104
NO.1 DB.W.B.TK(P) 120-134 2086.8 2138.9 79.05 2.83 9449 No. 1 E/R HFO.Tk(S) 67-71 261.7 251.3 -77.80 16.07 18
NO.1 W.W.B.TK(P) 120-134 3791.1 3885.8 83.54 18.37 4956 Low Sulphur Stor. Tk(S) 48-67 709.9 681.8 -85.71 16.71 86
NO.1 DB.W.B.TK(S) 120-134 2086.8 2138.9 79.05 2.83 9449 Low Sulphur Sett. Tk(S) 60-63 38.0 36.5 -83.80 17.97 2
NO.1 W.W.B.TK(S) 120-134 3791.0 3885.8 83.54 18.37 4956 No. 2 HFO.Sett.Tk(P) 48-60 225.6 216.7 -89.80 19.57 11
NO.2 DB.W.B.TK(P) 103-120 3469.2 3555.9 36.67 2.40 26257 No. 1 HFO.Sett.Tk(S) 48-60 225.6 216.7 -89.80 19.57 11
NO.2 W.W.B.TK(P) 103-120 2328.8 2387.0 37.19 18.02 747
NO.2 DB.W.B.TK(S) 103-120 3469.2 3555.9 36.67 2.40 26257 Total - 6004.3 5766.5 - - -
NO.2 W.W.B.TK(S) 103-120 2328.8 2387.0 37.19 18.02 747
NO.3 DB.W.B.TK(P) 86-103 3584.1 3673.7 -10.40 2.39 27777
NO.3 W.W.B.TK(P) 86-103 2330.1 2388.3 -10.40 18.02 739
NO.3 DB.W.B.TK(S) 86-103 3584.1 3673.7 -10.40 2.39 27777
Diesel Oil Tanks S.G.=0.850
NO.3 W.W.B.TK(S) 86-103 2330.1 2388.3 -10.40 18.02 739
NO.4 DB.W.B.TK(P) 71-86 2830.1 2900.9 -53.85 2.45 20957 Location Capacities Center of Gravity Max.
NO.4 W.W.B.TK(P) 71-86 2055.3 2106.7 -55.19 18.02 659 Compartment Frame F.S.M.
Volume Weight 98%
NO.4 DB.W.B.TK(S) 71-86 2830.1 2900.9 -53.85 2.45 20957 Number 3 L.C.G. (m) V.C.G. (m) 4
(m )
100% (m ) (Tons)
NO.4 W.W.B.TK(S) 71-86 2055.3 2106.7 -55.19 18.02 659
E/R W.B. TK(P) 48-71 897.9 920.3 -85.34 15.05 170 DO. Stor. Tk(P) 40-47 332.7 277.1 -98.15 16.30 115
E/R W.B. TK(S) 48-71 897.9 920.3 -85.34 15.05 170 DO. Serv. Tk(P) 44-47 37.7 31.4 -96.60 23.72 6
A.P. TK A.E-15 1174.1 1203.5 -127.20 13.51 18057 DO. Tk for IGG 40-47 131.3 109.4 -98.66 23.68 85
Total - 52428.1 53738.3 - - - Total - 501.7 417.9 - - -

Lubricating Oil Tanks S.G.=0.900 Other Tanks S.G.=1.025
Location Capacities Center of Gravity Max. Location Capacities Center of Gravity Max.
Compartment Frame F.S.M. Compartment Frame F.S.M.
Volume Weight 98% 4 Volume Weight 4
Number 3 L.C.G. (m) V.C.G. (m) (m ) Number 3 L.C.G. (m) V.C.G. (m) (m )
100% (m ) (Tons) 100% (m ) 100% (Tons)
Main LO. Grav. Tk(S) 32-36 33.6 29.6 -105.80 17.97 1 No. 1 Cargo(Pri. Barrier) 121-133 1083.4 1110.5 78.20 16.16 -
Main LO. Sett. Tk(S) 36-40 51.3 45.2 -102.60 17.97 4 No. 2 Cargo(Pri. Barrier) 104-120 1604.2 1644.3 38.60 16.30 -
Main LO. Stor. Tk(S) 40-47 59.9 52.8 -97.79 22.86 26 No. 3 Cargo(Pri. Barrier) 87-103 1604.2 1644.3 -9.00 16.30 -
D/G LO. Stor. Tk(S) 40-42 12.2 10.8 -100.20 22.86 2 No. 4 Cargo(Pri. Barrier) 72-86 1455.0 1491.4 -53.80 16.30 -
D/G LO. Sett. Tk(S) 38-40 12.2 10.8 -101.80 22.86 2 No. 1 Cargo(2nd Barrier) 121-133 1463.9 1500.5 78.07 16.11 -
T/G LO. Stor. Tk(S) 36-40 16.7 14.8 -102.60 22.86 1 No. 2 Cargo(2nd Barrier) 104-120 2224.3 2279.9 38.60 16.29 -
T/G LO. Sett. Tk(S) 36-38 12.2 10.8 -103.40 22.86 2 No. 3 Cargo(2nd Barrier) 87-103 2224.3 2280.0 -9.00 16.29 -
Main LO. Sump Tk(C) 29-37 68.1 60.1 -106.34 2.11 124 No. 4 Cargo(2nd Barrier) 72-86 2020.2 2070.7 -53.80 16.30 -
No.1 Cofferdam 133-134 1240.9 1271.9 98.78 15.74 1715
Total - 266.2 234.9 - - -
No.2 Cofferdam 120-121 2834.3 2905.1 62.40 17.04 13610
No.3 Cofferdam 103-104 2834.3 2905.1 14.80 17.04 13610
No.4 Cofferdam 86-87 2834.3 2905.1 -32.80 17.04 13610
No.5 Cofferdam 71-72 2774.2 2843.5 -74.78 17.04 13606
Miscellaneous Tanks S.G.=1.000 No.1 Trunk Deck Space 121-133 738.2 756.6 76.19 31.99 7306
No.2 Trunk Deck Space 104-120 1744.2 1787.9 38.60 31.98 34397
Location Capacities Center of Gravity Max. No.3 Trunk Deck Space 87-103 1744.2 1787.9 -9.00 31.98 34397
Compartment Frame F.S.M. No.4 Trunk Deck Space 72-86 1526.2 1564.4 -53.80 31.98 30097
Volume Weight 100% 4
Number 3 L.C.G. (m) V.C.G. (m) (m ) PIPE DUCT(C) 67-138 2842.7 2913.7 12.19 1.60 1759
100% (m ) (Tons)
Total - 34793.0 35662.8 - - -
Bilge Holding Tk(C) 15-26 110.8 110.8 -115.86 1.77 124
HFO. Overf. Tk(P) 58-65 64.3 64.3 -83.80 1.20 52
S/T C.W. Tk(C) 7-15 47.8 47.8 -122.97 3.70 8
Waste Oil Tk(C) 26-28 31.9 31.9 -111.39 1.82 65
S/T LO. Sump Tk(C) 21-23 4.1 4.1 -115.40 2.80 4
FO. Sludge Tk(S) 38-40 3.1 3.1 -101.80 10.17 1
LO. Sludge Tk(S) 38-40 5.0 5.0 -101.79 10.17 7
Total - 267.0 267.0 - - -

1.2 Rules and Regulations j) Rules and Regulations of USCG for Foreign Vessels Operating in the bb) IMO Circular letter No. 2224 dated at 26th May 2000 (Amendments to the
Navigable Waters of the United States including pollution prevention International Convention for the Safety of Life at Sea, 1974, as amended
Classification except in Alaskan waters. (SOLAS)).
. CFR title 33-part 155, 156, 159 and 164
The vessel, including her hull, machinery, equipment and outfits shall be . CFR title 46-part 154 cc) IMO Resolution A.868 (20) “Guidelines for the control and Management
constructed under the survey of the Bureau Veritas (herein called the of Ship’s Ballast Water to Minimize the Transfer of Harmful Aquatic
“Classification Society”), and shall be distinguished in the register by the k) ILO Convention concerning Crew Accommodation on Board Ship (No. Organisms and Pathogens (except ballast water management plan)”.
symbols of: 92 and 133).
Certificates
I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship type 2G (-163 °C 500 l) ILO Codes of Practice, Safety and Health in Dockwork, 1977 as
amended in 1979. The Builder shall obtain the following certificates and deliver to the Owner at the
kg/m3 0.25 bar), Unrestricted Navigation, +VeriSTAR-HULL, + AUT-UMS, +
SYS-NEQ-1, + MON-SHAFT, INWATERSURVEY time of the Vessel’s delivery in triplicate, one (1) original and two (2) copies:
m) DNV notation F-AMC for structural fire protection and equipment
except Pt. 6 ch.4 Sec.2 B201 and C100. a) Builder’s Certificate issued by the Builder.
The vessel shall be classed with the Indian Registry of Shipping (IRS) with
equivalent notations.
n) OCIMF “Standardization of Manifolds for Refrigerated Liquefied Gas b) Classification Certificate issued by the Classification Society.
Carriers (LNG)”.
Rules and Regulations
c) International Load Line Certificate issued by the Classification
o) OCIMF “Mooring Equipment Guidelines, 1997 (Compliance with the Society.
The Vessel shall be registered in the above port and shall comply with the Guidelines shall be as specified in Group 4)”.
following Rules and Regulations.
d) International Tonnage Certificate issued by the Classification Society
p) OCIMF “Ship to Ship Transfer Guide (Liquefied gases)”. or other assigned Authority.
All rules and regulations of the country of registry, the classification society, and
the relevant government authorities of India and Qatar, known at the time of q) SIGTTO “Guidelines for the Alleviation of excessive Surge Pressure
signing of the contract and are enforceable at any time within 5 years from the e) International Certificate of Fitness for the Carriage of Liquefied
on ESD, 1987. Gases in Bulk issued by the Classification Society or other assigned
date of the delivery of the vessel, shall be implemented prior to delivery.
Authority.
r) SIGTTO “Recommendations and Guidelines for Linked Ship/Shore
a) Rules and Regulations of the country of registry and the Indian registry. Emergency Shutdown of Liquefied Gas Cargo Transfer”. f) International Oil Pollution Prevention Certificate issued by the
b) Maritime Rules and Regulations of the loading/unloading ports. Classification Society or other assigned Authority.
s) SIGTTO “Recommendations for the Installation of Cargo Strainers”.
c) International Convention on Load Lines, 1996 with the Protocol of g) Suez Canal Special Tonnage Certificate issued by the Classification
t) IMO Resolution A.330(IX) “Safe Access to working in large ballast Society or other assigned Authority.
1988. space”.
d) International Convention for the Safety of Life at Sea, 1974 with the h) Cargo Ship Safety Radio certificate issued by the Classification
u) IMO Resolution A.468(XII) “Code on Noise Levels on Board Ships”. Society or other assigned Authority.
Protocol of 1978/1988 and Amendments up to 1997 including
International Code for the Construction and Equipment of Ships v) IMO Resolution A.601(15) “Provision and Display of Manoeuvring
Carrying Liquefied Gases in Bulk (IGC-code). i) Cargo Ship Safety Construction Certificate issued by the
Information on Board Ships”. Classification Society or other assigned Authority.
e) International Convention for the Prevention of Pollution from Ships, w) IMO Resolution A.686(17) “Code on Alarms and Indicators”.
1973 (Annex I, IV, V & VI (Regulation 12, 13 and 16)), as modified by j) Cargo Ship Safety Equipment Certificate issued by the Classification
the Protocol 1978 and Amendments up to 1997 (herein called Society or the assigned Authority.
x) International Electrotechnical Commission (IEC) Publication 92
“MARPOL 73/78”). “Electrical installation in Ships”. k) Statement of compliance with USCG Rules and Regulations for
f) Convention on the International Regulations for Preventing Collisions Foreign Vessels carrying liquefied gases in bulk issued by the
y) IEC publication 533 “Electromagnetic Compatibility of Electrical and
at Sea, 1972 with the Amendments up to 1993. Classification Society.
Electronic installation on Ships”.
g) International Convention on Tonnage Measurement of Ships, 1969. z) ISO Draft Proposal No. 6954 “Guidelines for Overall Evaluation of l) Statement of Compliance of EIAPP for Auxiliary Engine issued by
Vibration in Merchant Ships, 1984”. the Classification Society or other assigned Authority.
h) International Telecommunication Convention, 1973 with annex and
revisions 1974, 1982 and 1983/87. aa) VDI 2056 “Criteria for Assessment of Mechanical Vibrations in m) Statement of Compliance of MARPOL Annex VI for Incinerator
Machines”. issued by the Classification Society or other assigned Authority.
i) Rules of Navigation of the Suez Canal Authority including Regulations
for the Measurement of Tonnage.

n) Statement of Compliance of IAPP for Nox issued by the

Classification Society or other assigned Authority.
o) Deratting Exemption Certificate issued by the Korean Government.
p) Cargo gear Certificate corresponding to ILO forms issued by the

Builder for Provision Cranes and Deck Cranes.
q) Adjustment certificates for magnetic compass issued by the Builder.
r) Crew Accommodation Certificate corresponding to ILO Convention

No.92 and 133 issued by the Classification Society or other assigned
Authority.
s) Certificates for all Custody Transfer Instruments and Cargo Tank

Calibration Tables issued by Independent Society mutually agreed
between the Owner and the Builder.
t) Statement of compliance of F-AMC for structural Fire protection and

Equipment only except pt.6 ch.4 Sec.2 B201 and C100.
u) Other Certificates including Manufacturer’s Certificates and Builder’s

Certificates which are normally issued for Machinery, Equipment and
Outfit of the Vessel.
The Builder shall provide with necessary assistance in preparing for and
obtaining approval from the government authorities of the loading and
discharging port for calibration of CTS and cargo tank table.
If the formal certificate(s) are not obtained at the time of the Vessel’s delivery,
the Builder shall furnish the Owner with the provisional certificate(s).
In such case(s), the Builder shall deliver the formal certificate(s) to the Owner as
soon as available after the Vessel’s delivery.
1 - 10 Part 1 Design Concept of the Vessel

Illustration 1.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam
Reinforced Area
Secondary boxes........... Type RS
Primary boxes................ Type RP
Primary Membrane
Secondary Membrane
Non Reinforced Area
Secondary boxes........... Type S
Primary boxes................ Type P
Ballast
Primary Insulation Boxes
Void
Cofferdam
Secondary Insulation Boxes
Pipe Duct
Ballast Tank
Pipe Duct

1.3 Design Concept of the Cargo System 1.3.1 Cargo Containment System Principle Thermal expansion coefficient=(1.5±0.5) 10-6 mm/°C between 0 °C and –180 °C
(Less than approx. ten times for stainless steel AISI 304 type)
General Description The cargo tanks are of double membrane, Gaz Transport No.96-2 Evolution
System design. Charpy Test at -196 °C, > 120 J/cm2
The Cargo Containment System consists of four double insulated cargo tanks
encased within the inner hull and situated in-line from forward to after. The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally The coefficient of thermal expansion is low enough to enable flat, rather than
with the Gaz Transport integrated tank containment and insulation system. corrugated sheets, to be used. The entire surface area of the membrane is thus in
The spaces between the inner hull and outer hull are used for the ballast and will This consists of a thin, flexible membrane called the primary membrane, which contact with the supporting insulation, so that the load which the system is able
also protect the tanks in the event of an emergency situation, such as collision or is in contact with the cargo, a layer of plywood boxes filled with Perlite called to carry is limited only by the load bearing capacity of the insulation.
grounding. the Primary insulation, a second flexible membrane similar to the first one called
the secondary membrane and a second layer of boxes also filled with Perlite in The primary and secondary insulation spaces are made up of boxes fabricated
The cargo tanks are separated from other compartments, and from each other, by contact with the inner hull called the Secondary insulation. The double from plywood and filled with expanded Perlite. This insulation system allows
five transverse cofferdams, which are all dry compartments. membrane system meets the requirement of the relevant regulations on the Cargo free circulation of nitrogen and therefore permits gas freeing or inerting to be
Containment System to provide two different ‘barriers’ to prevent cargo leakage. carried out in the barrier spaces without difficulty.
The ballast spaces around the cargo tanks are divided into two double bottom
water ballast tanks, two wing water ballast tanks, port and starboard for each Thus, the tank lining consists of two identical layers of membranes and Perlite is obtained from a vitreous rock of volcanic origin which, when heated to
cargo tank. The wing water ballast tanks extend to the side of the cargo tanks and insulation so that in the event of a leak in the primary barrier, the cargo will be a high temperature (above 800 °C), is transformed into very small balls.
as far up as the trunk ways. contained indefinitely by the secondary barrier. This system ensures that the These balls have diameters that measure between a few hundredths to a few
whole of the cargo hydrostatic loads are transmitted through the membranes and tenths of a millimeter. The cellular structure so obtained from the process gives
The LNG to be transported is stored in the four cargo tanks numbered 1 to 4, insulation to the inner hull plating of the ship. the expanded Perlite its lightness and thus its excellent insulation properties.
from fore to aft. All cargo tanks have an octagonal transverse section matching The water repellency of the Perlite is reduced by a silicon treatment.
with the supporting inner hull. The function of the membranes is to prevent leakage, while the insulation
supports and transmits the loads and, in addition, minimizing heat exchange The insulation is distributed over the hull in two specific areas :
Each tank between the two transverse bulkheads is composed of a prism placed between the cargo and the inner hull. The secondary membrane, sandwiched
in a direction parallel to the keel plate. between the two layers of insulation, not only provides a safety barrier between 1) Reinforced area located in the upper part of the tank and covering
the two layers of insulation, but also reduces the convection currents within the approximately 30 % of the total tank height (including the tank
The boundaries of the tanks are as follows: insulation. ceilings). This area is fitted with reinforced type boxes.
1) One flat bottom, parallel to the keel plate raised along the ship’s The primary and secondary insulation spaces are under a pressure controlled 2) Standard area (or non-reinforced area) covering approximately 70 %
plating by two inclined plates, one on each side. nitrogen atmosphere. The primary space’s pressure must never exceed the cargo of the tank height (including the tank bottom). This area is fitted with
tank pressure in order to prevent the primary membrane from collapsing inwards. normal boxes (refer to Illustration 1.3.1a).
2) Two vertical walls each extended at their upper parts by an inclined In normal operation, the pressure in the primary and secondary insulation spaces
plate, in order to limit the liquid free surface effect when the tanks shall be maintained between 0.2 kPag and 0.4 kPag. The secondary and primary boxes in the reinforced area are specially built using
are full. thicker internal stiffeners to resist the impact that can be created by the liquid
Construction of the Insulation and Barriers sloshing inside the tanks. The primary reinforced boxes have two 12 mm thick
3) One flat top parallel to the trunk bottom. The primary and secondary barriers are identical and are fabricated from plywood covers stapled on it.
cryogenic invar 36% nickel steel, with a very low coefficient of thermal
Cargo tank No.1 is slightly different in shape due to its position in the ship. It has expansion, 0.7 mm thick). The secondary insulation is 300 mm thick, whereas the primary insulation is 230
a polygonal section and the lengthwise walls are almost parallel to the ship’s mm is thick. (The designed boil-off rate, i.e. 0.15% of the total cargo tanks, and
plating. The composition of the invar is as follows: volume per day govern the thickness).
Ni : 35 - 36.5%
C : < 0.04%
Si : < 0.25%
Mn : < 0.2 to 0.4%
S : < 0.0015%
P : < 0.008%
Fe : Remainder

Illustration 1.3.1b Cargo Tank General
Inner Deck Hull
Side Passage Way Secondary Insulation Box(300mm)
Secondary Barrier
(INVAR : 0.7mm)
Primary Insulation Box(230mm)

Liquid Dome Primary Barrier(INVAR : 0.7mm)
Vapour Dome
Discharge Line
Filling Line
Tripod Mast
Main Cargo Pumps
Ballast Tanks Pipe Duct

Stripping/Spray Pump
INVAR : Fe-36% Nickel Alloy

1.3.2 Membrane Cargo Containment With this system, the membranes are directly connected to the inner hull so that Punching Device
any membrane tension is directly and uniformly taken by the ship’s structure If the primary membrane is damaged and leaks LNG into the primary insulation
The plywood boxes forming the secondary insulation are laid on the ship’s inner (refer to illustrations 1.3.2b and 1.3.2c). space, to avoid catastrophic damage to the primary membrane the punching
hull, through the transition of a hard epoxy bearing product deposited on the box device shall be used before discharging the tank. See section 7.2. The inspection
in the shape of ropes by means of an automatic depositing machine. These ropes In the secondary and primary insulation spaces respectively, the gaps between chamber and gauge header is removed and the punching messenger device is
have adjustable thickness and compensate for the flatness defects of the inner the secondary boxes and the primary boxes are insulated with a combination of fitted on the gate valve. When dropped through the gate valve, the messenger
hull. The boxes are held in position by stainless steel coupler rods that are rigid insulating materials and glasswool. device punches through the primary membrane.
anchored to the inner hull through their welded sockets. To absorb the ship’s hull
deformation, each coupler is fitted with an elastic coupling made up of several Cargo Tank Outfitting Actual data measured by ITS/NKK.
spring washers, which are tightened down on the setting plates for secondary Unit : mm
boxes by securing nuts (refer to Illustration 1.3.2a). The number of spring A vapour dome is located near the geometrical center of each cargo tank ceiling. TANK NO. A B C D E
washers used depends on the location of the box. Boxes on the ballast boundaries Each vapour dome is provided with the following: 1 940 420 92 62 21
have a higher number of spring washers (5) because the hull deformation has the 2 920 420 94 64 21
largest effect on this area. 1) A vapour supply/return line to supply vapour to the tank when
3 920 420 96 66 21
discharging, vent vapour from the tank whilst loading and also vent
A continuous invar tongue is held in slots running along the whole length of each the boil-off when the tank contains cargo. 4 930 420 94 64 21
secondary box cover. The secondary membrane strakes are resistance seam
welded with the continuous tongues in between. 2) Spray line arrangement for cooldown purposes. A: Distance to aft bulk head from the gauge
The primary boxes are secured in position by collar studs. The collar studs are 3) Two pressure/vacuum relief valves set at 25 kPa and –1 kPa, venting B: Distance to center line of vessel (to starboard)
screwed into setting (clamp) plates for collar studs linked to the setting plate for to the nearest vent mast.
secondary boxes by two securing screws. A plywood bridge is installed between C: Level above true zero where float becomes buoyant in liquid with a density of
the two setting plates to limit any thermal conduction through the box fixations. 4) Pick-up for pressure sensors. 470 kg/m3.
To allow some flexibility, each collar stud is fitted with an elastic coupling, 5) Liquid line safety valves exhaust. The level gauge is correctly set when, at an average tank temperature of
similar to those on the secondary boxes. 15 °C, with the float resting on the float support, value “C” is obtained as
In addition, each cargo tank has a liquid dome located near the ship’s center line reading.
Each collar stud is fitted with a single spring washer and tightened down on the at the aft part of the tank. The liquid dome supports a tripod mast made of
setting plate for primary boxes by securing nuts. stainless steel (304 L), suspended from the liquid dome and held in position at D: Level above true zero of the float support attached to the stilling well.
the bottom of the tank by a sliding bearing to allow for thermal expansion or E: Immersion of the float in a liquid with a density of 470 kg/m3
The primary insulation boxes have lipped invar tongues stapled along slots contraction depending on the tank environment. The tripod mast consists of the
running lengthwise. Continuous invar tongues are positioned in the lip of the main discharging pipes and emergency pump well, in the form of a three-legged
fixed tongues on the boxes. The primary membrane strakes are resistance seam trellis structure, and is used to support the tank access ladder and other piping
welded with these tongues in between. and instrumentation equipment.
Each primary and secondary membrane strake terminates on an invar angle The instrumentation includes temperature and level sensors, independent high
structure, 1.5 mm thick, fitted around the perimeter of each transverse bulkhead level alarm sensors and cargo pump electric cables. The two main cargo pumps
and welded to it. Due to their superposition, the secondary and primary are mounted on the base plate of the tripod mast, while the stripping/spray pump
membranes cross each other in both ways, forming a square tube. This is is mounted on the pump tower support. An emergency pump column, a float
prefabricated to allow an easier erection process and attached to the double hull gauge column and the filling line are also located in the liquid dome.
by 4 anchoring bars.
The four cargo tanks are connected to each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen mains
supplying the primary and secondary insulation spaces, and other services
directly associated with the cargo system, are also located on the trunk deck
together with the fire main and deck spray main.

Illustration 1.3.2a Construction of Containment System– Securing of Insulation Boxes
Primary Membrane
Setting Plate For

Primary Box
Setting Plate For
the Collar Stud
Fabric Seal
Plywood Bridge
Primary Box
Bearing Product
Stainless Steel Plate

Spot Welded To Nut Bevel Washer
Secondary Membrane
Setting Plate For
Secondary Box
Secondary Box
Insulating Material
Secondary Box Bearing Product
Packing Washers
Paper Packing
Double Hull Plating

Illustration 1.3.2b Construction of Containment System – Flat Area
Plywood
Box Cover
Primary Box Primary Invar
Insulating
Material
Insulating
Insulating material
Material
Plywood Bridge
Insulating Material
Perlite Wedge
Insulation
Packing Washers
Secondary Box
Secondary Invar
Epoxy Rope
Bearing Product

Illustration 1.3.2c Construction of Containment System – Corner Part
Primary Box
Secondary Box
Position of Position of
Transverse Corner Transverse Corner 78.89
Primary Membrane
Primary Membrane
Secondary Membrane
Invar Tube
Transverse Stainless Invar Tube
Bulkhead Steel
Anchoring
Bars Stainless
Transverse Steel
Bulkhead Anchoring
Secondary Membrane Bars
Stainless Steel Stainless Steel

Anchoring Bars Anchoring Bars

Illustration 1.3.2.d Construction of Containment System – Longitudinal Dihedral
Primary Box
Secondary Box
Position of
Longitudinal Dihedral
Primary Membrane
Secondary Membrane

1.3.3 Deterioration or Failure 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
The insulation system is designed to maintain the boil-off losses from the cargo recorded. Small local cold spots are not critical and, provided a close watch and
at an acceptable level, and to protect the inner hull steel from the effect of record are kept as a check against further deterioration and spreading of the ice
excessively low temperature. If the insulation efficiency should deteriorate for formation, no further action is required. If the cold spot is extensive, or tending to
any reason, the effect may be a lowering of the inner hull steel temperature, i.e. a
spread rapidly, salt water spraying should be carried out. In the unlikely event that
cold spot and an increase in boil-off from the affected tank. Increased boil-off
this remedy is insufficient and it is considered unsafe to delay discharge of cargo
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 until arrival at the discharge port, the final recourse will be to jettison the cargo
possible brittle fracture. via a spool piece fitted at the cargo liquid manifold, using a single main cargo
pump.
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 Illustration 1.3.3a Hull Steel Grades
detecting cold spots is by frequent visual inspections of the ballast spaces on the
loaded voyage. B
The grade of steel required for the inner hull of the vessel is governed by the A A
minimum temperature this steel will reach at minimum ambient temperature, E
assuming that the primary barrier has failed, so that the LNG is in contact with E E
the secondary membrane.
For the contiguous hull, environmental conditions are issued from the USCG
rules.
y Air temperature = -18 °C
y Sea water temperature = 0 °C
y Wind speed = 5 knots
y LNG in contact with the secondary barrier.
E E
For the outer hull, conditions are based on IGC
y Air temperature = 5 °C
y Sea water temperature = 0 °C
A A
y No wind
y LNG in contact with the secondary barrier
The minimum temperature of the inner steel will be about -26 °C.
For these conditions, Classification Societies require a steel grade distribution as D D
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade ‘E’ steel, and the remaining longitudinal steel work grade ‘D’ and ‘B’.
Those grades have a minimum operating temperature of -30°C, -20°C and -10°C B
respectively.
D D
In addition to the failure of the membrane, local cold spots can occur due to
A
failure of the insulation.
Watertight Bulkhead Pipe Duct
Between Cargo Tanks
While the inner hull steel quality has been chosen to withstand the minimum Minimum Operating Temp
and maximum plate thickness
temperature likely to occur in service, prolonged operation at steel temperatures
Grade A -5 15mm
below 0 °C will cause ice build-up on the plating, which in turn will cause a Grade B -10 20mm
further lowering of steel temperature due to the insulating effect of the ice. Grade D -20 20mm
A A
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient Grade E -30 40mm
capacity to maintain the inner hull steel temperature at 0 °C under the worst
conditions.

Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan
NO SMOKING
NO SMOKING
+AUT-UMS

1.4 Hazardous Areas and Gas Dangerous Zone All electrical equipment sited in hazardous areas is of the intrinsically safe type.
(See Illustration 1.4a) Fresh air intakes, supply and exhaust ventilators for the cargo machinery room,
cargo electric motor room, side passage and pipe duct are provided.
Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas: When testing enclosed spaces for the presence of natural gas, it is important to
ensure that pockets of gas are not trapped near deckhead structure, etc.
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 In the case of a leak or spillage of LNG the following procedure must be carried
entrances and ventilation openings to the cargo compressor house. They also out ;
include the open deck over the cargo area, and 3.0 m forward and after of the
cargo area on the open deck up to a height of 2.4 m above the weather deck, and 1) Isolate the source of LNG. If loading or discharging, stop a operations and
a zone within 2.4 m of the outer space of the cargo containment system where close the manifold valves.
such spaces are exposed to the weather. 2) Summon assistance by sounding the alarm.
3) Protect hull form possible risk of cold fracture.
The entire cargo piping system and cargo tanks are also considered gas
dangerous.
In addition to the above zones, the Code defines other gas-dangerous spaces.
The area around the air-swept trunking, in which the gas fuel line to the engine
room is situated, is not considered a gas dangerous zone under the above Code.
All electrical equipment used in these zones, whether a fixed installation or

portable, is certified ‘safe type equipment’. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurized enclosure type
equipment. Exceptions to this requirement apply when the zones have been
certified gas free, e.g. during refit.
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
operation. The system will also enable the cargo tanks to be purged with inert gas
or nitrogen prior to filling with cargo tanks. 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, is 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.

Part 2 : Properties of LNG
2.1 Physical Properties, Composition and Characteristics of LNG .........2 - 1
2.2 Characteristics of LNG ......................................................................2 - 4
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 4
2.2.2 Supplementary Characteristics................................................2 - 5
2.2.3 Properties of Nitrogen and Inert Gas ......................................2 - 6
2.2.4 Avoidance of Cold Shock to Metal .........................................2 - 8
2.3 Health Hazards ..................................................................................2 - 9
Part 2
Properties of LNG
Part 2 : Properties of LNG The composition of the LNG is changed by this boil-off because the lighter Table 2.1b Composition of LNG
components, having lower boiling points at atmospheric pressure, vapourize first.
2.1 Physical Properties, Composition and Characteristics of Therefore the discharged LNG has a lower percentage content of nitrogen and Ras Laffan Das Islands Standard
methane than the LNG as loaded, and slightly higher percentages of ethane,
LNG propane and butane, due to methane and nitrogen boiling off in preference to the Methane (mol %) CH4 90.28 84.5 89.63
heavier gases. Ethane (mol %) C2H6 6.33 12.9 6.32
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
colourless and odourless liquid. This LNG is usually transported and stored at a Propane (mol %) n-C3H8 2.49 1.5 2.16
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
Iso-Butane (mol %) i-C4H10 0.00 0.00 0.00
explosion cannot occur if the O2 content of the mixture is below 13% regardless
The actual LNG composition of each loading terminal, such as Qatar and e.g. Pentane (mol %) n-C5H12 0.02 0.00 0.00
of the percentage of methane, but for practical safety reasons, purging is
Abu Dhabi, will vary depending on its source and on the liquefaction process,
continued until the O2 content is below 2%. This safety aspect is explained in Iso-Pentane (mol %) i-C5H12 0.00 0.00 0.00
but the main constituent will always be methane. Other constituents will be small
detail later in this section.
percentages of heavier hydrocarbons, e.g., ethane, propane, butane, pentane, and Nitrogen (mol %) N2 0.41 0.6 0.69
possibly a small percentage of nitrogen.
The boil-off vapour from LNG is lighter than air at vapour temperatures above Average Molecular Weight 17.88 18.56 18.12
-110°C or higher, depending on the LNG’s composition (See Fig. 2.1d),
A typical composition of LNG is given in Table 2.1b, and the physical properties Boiling Point at Atmospheric Pressure -160.8°C -161.0°C -160.9°C
Therefore, when vapour is vented into the atmosphere, the vapour will tend to
of the major constituent gases are given in Table 2.1a. Density (kg/m3)
rise above the vent outlet and will be rapidly dispersed. When cold vapour is 461.8 456.8 459.4
mixed with ambient air, the vapour-air mixture will appear as a readily visible Higher Specific Energy (kJ/kg) 54,414 54,031 54,090
For most engineering calculations (e.g. piping pressure losses), it can be assumed
white cloud due to the condensation of the moisture in the air. It is normally safe
that the physical properties of pure methane represent those of LNG. For custody
to assume that the flammable range of the vapour-air mixture does not extend
transfer purposes, however, when accurate calculation of the heating value and
significantly beyond the perimeter of the white cloud.
density is required, the specific properties based on actual component analysis
must be used.
The auto-ignition temperature of methane, i.e. the lowest temperature to which
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.
cargo tank insulation, causing vapourization of part of the cargo, i.e. boil-off.
Table 2.1c Properties of Methane
Boiling point at 1 bar absolute (0.1 MPaA) -161.5° C

Table 2.1a Physical Properties of LNG
Liquid density at boiling point 426.0 kg/m3
Methane Ethane Propane Butane Pentane Nitrogen Vapour SG at 15°C and 1 bar absolute (0.1 MPaA) 0.554
CH4 C2H6 C3H8 C4H10 C5H12 N2 Gas volume/liquid volume ratio at -161.5°C at 1 bar absolute
619
(0.1 MPaA)
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016
Flammable limits in air by volume 5.3 to 14 %
Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196°C
Auto-ignition temperature 595 °C
Liquid Density at Boiling Point kg/m3 426.0 544.1 580.7 601.8 610.2 808.6
Higher Specific Energy (Gross Heating Value) at 15 °C 55,550 kJ/kg
Vapour SG at 15°C and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97
Critical temperature -82.5 °C
Gas volume/liquid volume Ratio at Boiling Point and 1 bar
619 413 311 311 205 649 Critical pressure 4.6 MPaA
absolute
Non-
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable
Auto – Ignition Temperature °C 595 510 510/583 510/583
Gross Heating Value at 15°C normal- 49,530 49,069
kJ/kg 55,550 51,916 50,367
Iso - 49,404 48,944
Vaporization Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
2-1 Part 2 Properties of LNG

Variation in Boiling Point of Methane with Pressure Pressure

mbar A
(See Fig 2.1d Density Ratio Methane/Ambient Air Versus Temperature)
The boiling point of methane increases with pressure. This variation is shown in
the diagram for pure methane over the normal range of pressures on board the
1300
vessel. The presence of the heavier components in LNG increases the boiling
point of the cargo for a given pressure.
1250
The relationship between the boiling point and the pressure of LNG will
approximately follow a line parallel to that shown for 100% methane.
1200
+20
1150
0 100% Methane
Lighter than air
- 20
1100
- 40
Methane vapour - 60
temperature 1050
- 80
-100
1000
-120
Heavier than air
-140
950
-160
900
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
-162 -161.5 -161 -160.5 -160 -159.5 -159 -158.5
Density of Methane vapour
Ratio = Temperature
Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15 ) Fig 2.1e Boiling Point of Methane with Pressure
Fig 2.1d Density Ratio Methane/Ambient Air Versus Temperature

Illustration 2.2.2a Flammability of Methane, Oxygen and Nitrogen Mixtures
B Area EDFE
21 flammable
E
20
19 ! Caution
F This diagram assumes complete mixing
18 which, in practice, may not occur.
17
Y
16
M
15
N Mixtures of air and methane
14
G X cannot be produced above
13 line BEFC
D
12
11
%
10
O 9
x
y 8
g 7
e
n 6
5
4 Area HDFC
capable of forming flammable
3 mixtures with air, but containing
2 too much methane to explode
1
Z C
A 0 10 H 20 30 40 50 60 70 80 90 100
Methane %
Area ABEDH
not capable of forming
flammable mixture
with air

2.2 Characteristics of LNG Note !

In this example point X, representing changing composition, passes through the
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures 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.
The ship must be operated in such a way that a flammable mixture of methane
and air is avoided at all times. The relationship between gas/air composition and Applying this to the process of inerting a cargo tank prior to cool down, assume
flammability for all possible mixtures of methane, air and nitrogen is shown in that the tank is initially full of air at point B. Nitrogen is added until the oxygen
the diagram above. 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
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane not pass through the flammable zone, but is tangential to it at point D. If the
present, ranging from 0 % oxygen (100 % nitrogen) at point A, to 21 % oxygen oxygen content is reduced further, before the addition of methane, to any point
(79 % nitrogen) at point B. The latter point represents the composition of between 0 % and 13 %, that is, between points A and G, the change in
atmospheric air. composition with the addition of methane will not pass through the flammable
zone.
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane Theoretically, therefore, it is only necessary to add nitrogen to air when inerting
(0 % nitrogen) at point C. 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
Any single point in the diagram within the triangle ABC represents a mixture of nitrogen may not occur.
all three components, methane, oxygen and nitrogen, each present in a specific
proportion of the total volume. The proportions of the three components When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a
represented by a single point can be read off the diagram. similar procedure is followed. Assume that nitrogen is added to the tank
For example, at point D: 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
Methane: 6.0 % (read on axis A-C) HDB, which, as before, is tangential at D to the flammable zone, but does not
Oxygen: 12.2 % (read on axis A-B) pass through it. For the same reasons as when inerting from a tank containing air,
Nitrogen: 81.8 % (remainder) when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 1.5 % because complete mixing of
The diagram consists of three major sectors: methane and nitrogen may not occur in practice.
1. The Flammable Zone Area EDF. Any mixture the composition of The procedures for avoiding flammable mixtures in cargo tanks and piping are
which is represented by a point that lies within this area is flammable. summarised as follows:
2. Area HDFC. Any mixture the composition of which is represented 1. Tanks and piping containing air are to be inerted with nitrogen or
by a point that lies within this area is capable of forming a flammable inert gas before admitting methane at ambient temperature until all
mixture when mixed with air, but contains too much methane to sampling points indicate 2.0 % vol. or less oxygen content.
ignite.
2. Tanks and piping containing methane are to be inerted with nitrogen
3. Area ABEDH. Any mixture the composition of which is represented before admitting air until all sampling points indicate 2.0 % vol
by a point that lies within this area is not capable of forming a methane.
flammable mixture when mixed with air.
It should be noted that some portable instruments for measuring methane content
Using the Diagram are based on oxidising the sample over a heated platinum wire and measuring the
increased temperature from this combustion. This type of analyzer will not work
Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to with methane-nitrogen mixtures that do not contain oxygen. For this reason,
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of special portable instruments of the infrared type have been developed and
composition Y is mixed with a methane-nitrogen mixture of composition Z, the supplied to the ship for this purpose.
composition of the resulting mixture will, at all times, be represented by point X,
which will move from Y to Z as increasing quantities of mixture Z are added.

2.2.2 Supplementary Characteristics 5) The heat necessary for the vapourization of LNG comes from the LNG is a mixture of several components with different physical properties and in
outer environment of the cargo tanks leaking through the cargo tank particular with different vapourization rate; the more volatile fraction of the
When spilled on water: insulation. As long as the generated vapour is continuously removed cargo vapourizes at a greater rate than the less volatile fraction. The vapour
by maintaining the pressure as substantially constant, the LNG generated by the boiling of the LNG contains a higher concentration of the more
1) Boiling of LNG is rapid, due to the large temperature difference remains at its boiling temperature. volatile fraction than the LNG.
between the product and water.
6) If the vapour pressure is reduced by removing more vapour than is The properties of the LNG, i.e. the boiling point, density and heating value, have
2) LNG continuously spreads over an indefinitely large area, it results generated, the LNG temperature will decrease. In order to make up a tendency to increase during the voyage.
in a magnification of its rate of evaporation until vapourization is the equilibrium pressure corresponding to its temperature, the
complete. vapourization of LNG is accelerated because of an increased heat
leak into the cargo tanks.
3) No coherent ice layer forms on the water.
Reactivity
4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the Methane is a greenhouse gas and as such a pollutant.
water. It results from an interfacial phenomenon in which LNG
becomes locally superheated at a maximum limit until a rapid boiling Cryogenic Temperatures
occurs. However, commercial LNG is far richer in methane than 40%
and would require lengthy storage before ageing to that concentration. Contact with LNG or with materials chilled to its temperature of about -160 °C
will damage living tissue.
5) The flammable cloud of LNG and air may extend for large distances Most metals lose their ductility at these temperatures; LNG may cause the brittle
downward (only methane when warmer than -100 °C is lighter than fracture of many materials. In case of LNG spillage on the ship’s deck, the high
air) because of the absence of topographic features which normally thermal stresses generated from the restricted possibilities of contraction of the
promote turbulent mixing. plating will result in the fracture of the steel. The Illustration 1.3.3.a and 2.2.3a
shows a typical ship section with the minimum acceptable temperatures of the
Vapour Clouds steel grades selected for the various parts of the structure.
1) If there is no immediate ignition of an LNG spill, a vapour cloud may Behaviour of LNG in the Cargo Tanks
form. The vapour cloud is long, thin, cigar shaped and, under certain
meteorological conditions, may travel a considerable distance before When loaded in the cargo tanks, the pressure of the vapour phase is maintained
its concentration falls below the lower flammable limit. This as substantially constant, slightly above atmospheric pressure.
concentration is important, for the cloud could ignite and burn, with
the flame traveling back towards the originating pool. The cold The external heat passing through the tank insulation generates convection
vapour is denser than air and thus, at least initially, hugs the surface. currents within the bulk cargo; heated LNG rises to the surface and boils.
Weather conditions largely determine the cloud dilution rate, with a
thermal inversion greatly lengthening the distance traveled before the The heat necessary for the vapourization of LNG comes from the outer
cloud becomes nonflammable. environment of the cargo tanks leaking through the cargo tank insulation. As
long as the generated vapour is continuously removed by maintaining the
2) The major danger from an LNG vapour cloud occurs when it is pressure as substantially constant, the LNG remains at its boiling temperature.
ignited. The heat from such a fire is a major problem. A deflagrating
(simple burning) is probably fatal to those within the cloud and If the vapour pressure is reduced by removing more vapour than generated, the
outside buildings but is not a major threat to those beyond the cloud, LNG temperature will decrease. In order to make up the equilibrium pressure
although there will be burns from thermal radiations. corresponding to its temperature, the vapourization of LNG is accelerated
because of an increased heat leak into the cargo tanks.
3) When loaded in the cargo tanks, the pressure of the vapour phase is
maintained as substantially constant, slightly above atmospheric If the vapour pressure is increased by removing less vapour than is generated, the
pressure. LNG temperature will increase. In order to reduce the pressure to a level
corresponding to the equilibrium with its temperature, the vapourization of LNG
4) The external heat passing through the tank insulation generates is slowed down and the heat transfer from LNG to vapour is reduced.
convection currents within the bulk cargo. Heated LNG rises to the
surface and boils.

2.2.3 Properties of Nitrogen and Inert Gas Hazards

Warning
Nitrogen Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
Nitrogen is used for the pressurization of the insulation spaces, for purging of
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas At liquid state, its low temperature will damage living tissue and any spillage of
compressors. It is produced either by the vapourization of liquid nitrogen liquid nitrogen on the ship’s deck will result in failure as for LNG.
supplied from shore, or by generators whose principle is based on hollow fiber
membranes to separate air into nitrogen and oxygen. Inert Gas
Physical Properties of Nitrogen 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
Nitrogen is the most common gas in nature since it represents 79 % in volume of warm up, before refit or repairs and prior to the gassing up operation post refit
the atmospheric air. before cooling down. Inert gas is produced on board using an inert gas generator
supplied by SMIT, which produces inert gas at 14,000 Nm3/h with a –45 °C dew
At room temperature, nitrogen is a colourless and odourless gas. Its density is point burning low sulphur content gas oil. This plant can also produce dry air at
near that of air, 1.25 kg/m3 under the standard conditions. 14,000 Nm3/h and –45 °C dew point (See section 4.11 for more details).
When liquefied, the temperature is –196 °C under atmospheric pressure, density The inert gas composition is as follows:
of 810 kg/m3 and a vapourization heat of 199 kJ/kg.
Oxygen: < 1.0 % in vol.
Properties of Nitrogen
Carbon dioxide: < 14 % in vol.
Molecular weight: 28.016 g/mol
Carbon monoxide: < 100 ppm by vol.
Boiling point at 1 bar absolute (0.1MPaA): –196 °C
Sulphur oxides (SOx): < 2 ppm by vol.
Liquid SG at boiling point: 1.81
Nitrogen oxides (NOx): < 65 ppm by vol.
Vapour SG at 15°C and 1 bar absolute (0.1MPaA): 0.97
Nitrogen: balance
Gas volume/liquid volume ratio at –196 °C: 695
Dew point: < -45 °C
Flammable limits: None
Soot (on Bacharach scale): 0 (= complete absence)
Dew point of 100% pure N2: Below –80 °C
The inert gas is slightly denser than air: 1.35 kg/m3 abt at 0°C.
Chemical Properties
Warning
Nitrogen is considered as an inert gas; it is non flammable and without chemical Due to its low oxygen content, inert gas is an asphyxiant.
affinity. However, at high temperatures, it can be combined with other gases and
metals.

Illustration 2.2.3a Temperature and Steel Grades
Note !
For environmental conditions, refer to section 1.3.3 Deterioration or Failure.
+20.4 -19.4
LNG On Secondary Barrier Grade A Steel Grade Selection LNG On Secondary Barrier Grade A Steel Grade Selection
-22.8 Grade E Grade A -20.8 Grade E Grade A
Insulation Thickness Insulation Thickness
Secondary = 300 mm Grade E Grade A Secondary = 300 mm Grade E Grade A
-27.1 -23.3
+ Primary = 230 mm + Primary = 230 mm

530 mm 530 mm
Grade E -22.5 Grade E
-21.5 Grade E -20 Grade E
+5 +5
-25.9 0 0
-16.9
Cofferdam With LNG Cargo Grade E

-15.9 Cofferdam With LNG Cargo Grade E
Heating Temperature = -163℃
Heating Temperature = -163℃
Dimensioning case for Grade E Dimensioning case for Grade E
heating system and Grade A -16 heating system and Grade A
full redundancy full redundancy
-15.8 ie 2 x 100% capacity -14
ie 2 x 100% capacity
-60.8 Grade D -53 Grade D
-19.1
Cofferdam Cofferdam
Without Heating -64.0
Without Heating -55
Grade D Grade D
-5.2 -3
-6.9
Grade B Grade A -4.0
Grade B Grade A
0 Grade B 0 Grade B
-1.6 Grade B -9 Grade B
-3.3 Grade B -1.9 Grade B
Grade D Grade D
0
Grade A Grade A
℃ 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 Tanks No. 2, 3, 4 & Steel Grade Selection in way of Tanks No. 1

2.2.4 Avoidance of Cold Shock to Metal During any type of cargo transfer, and particularly during loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
Structural steels suffer brittle fracture at low temperatures. Such failures can be developed.
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 In the event of a spillage or leakage, water spray should be directed at the spillage
necessary to propagate a crack will be insufficient to sustain it when it runs into a to disperse and evaporate the liquid and to protect the steelwork. The leak must be
sufficiently tough material. stopped, suspending cargo operations if necessary.
Plain carbon structural steels have a brittle to ductile behavior transition which In the event of a major leakage or spillage, the 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 (refer to section 5.4.2).
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.2.4a, which is typical for plain carbon
steels. Illustration 2.2.4a Structural Steel Ductile to Brittle Transition Curve
For this reason, materials which do not show such sharp transition from ductile
to brittle fracture as the temperature is lowered, have found obvious application Brittle Fracture transition Ductile
for use in cryogenic situations in general and particularly in liquid methane fracture range (mixed fracture fracture
appearance)
carriers, for example, invar (36 % nickel-iron alloy), austenitic stainless steel,
9% nickel steel and some aluminium alloys such as 5083 alloy.
All of these materials behave in a ductile manner at –162 °C, so that the chance
of an unstable brittle fracture propagating, even if the materials were overloaded,
is negligible.
For a typical mild steel:
T1 might be -30°C
In order to avoid brittle fracture occurring, measures must be taken to ensure that T2 might be +15°C
LNG and liquid nitrogen do not come into contact with the steel structure of the Although this depends
vessel. In addition, various equipment are provided to deal with any leakages Notched on composition, heat
that may occur. bar test treatment etc. the curve
Energy can shift to left or right.
absorbed
The manifold areas are equipped with a stainless steel drip tray, which collects
any spillage and drains it overboard. The ship, by way of the manifolds, is
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurized and the manifold water curtain in operation
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 T1 T2
flanges. Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are provided for any other needs.
Temperature

2.3 Health Hazards REACTIVITY DATA METHANE

FORMULA CH4 METHANE
U.N. NUMBER 2043 “fire damp” AIR No reaction.
FAMILY Hydrocarbon “marsh gas”
THE MAIN HAZARD
APPEARANCE Colourless LNG WATER
No reaction. Insoluble. May freeze to form ice or hydrates.
ODOUR Odourless (Fresh/Salt)
EMERGENCY PROCEDURES OTHER

LIQUIDS/ Dangerous reaction possible with chlorine.
GASES
FIRE Stop gas supply. Extinguish with dry powder, Halon or CO2 . Cool surrounding area with water spray.
LIQUID DO NOT DELAY. Flood eye gently with clean fresh/sea water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Obtain medical advice/assistance.
LIQUID ON DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
CONDITIONS OF CARRIAGE
SKIN in warm water until thawed. Obtain medical advice/assistance.
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose NORMAL
INHALED resuscitation. CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
CONDITIONS
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and VAPOUR
SPILLAGE SHIP TYPE 2G. Flammable.
prevent brittle fracture. Inform Port Authorities of any major spill. DETECTION
PHYSICAL DATA MATERIALS OF CONSTRUCTION
BOILING POINT UNSUITABLE SUITABLE

RELATIVE
@ ATMOSPHERIC -161.5°C 0.554 Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.
VAPOUR DENSITY
PRESSURE
CRITICAL PRESSURE /
4.6 MPag / -82.55°C MOLECULAR WEIGHT 16.04
CRITICAL TEMPERATURE
Liquid Vapour SPECIAL REQUIREMENTS

SPECIFIC GRAVITY 0.42 ENTHALPY (kcal/kg) 7.0 @ -165°C 130.2 @ -165°C
68.2 @ -100°C 140.5 @ -100°C
COEFFICIENT OF LATENT HEAT OF

0.0026 per °C @ -165°C 511 kJ/kg None
CUBIC EXPANSION VAPOURIZATION
FIRE AND EXPLOSION DATA
FLASH POINT -175°C (approx.) FLAMMABLE LIMITS 5.3 -14% AUTO-IGNITION TEMPERATURE 595°C
HEALTH DATA
TVL 1000 ppm ODOUR THRESHOLD Odourless
EFFECT
OF Frostbite on skin or eyes. Not absorbed through skin.
LIQUID
EFFECT
Asphyxiation - headache, dizziness, drowsiness. Possible low temperature damage to lungs, skin. No
OF
chronic effect known.
VAPOUR

NITROGEN
FORMULA N2
U.N. NUMBER 2040
FAMILY Noble Gas THE MAIN HAZARD
APPEARANCE Colourless
ODOUR Odourless REACTIVITY DATA NITROGEN
EMERGENCY PROCEDURES AIR No reaction.
FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them. WATER
No reaction. Insoluble.
(Fresh/Salt)
LIQUID DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Seek medical advice/assistance.
OTHER
LIQUID ON DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area LIQUIDS/ No reactions.
SKIN in warm water until thawed. Obtain medical advice/assistance. GASES
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose
INHALED resuscitation.
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE
prevent brittle fracture. Inform Port Authorities of any major spillage.
CONDITIONS OF CARRIAGE
PHYSICAL DATA NORMAL
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
BOILING POINT CONDITIONS
RELATIVE
@ ATMOSPHERIC -195.8°C 0.967 VAPOUR
VAPOUR DENSITY SHIP TYPE 3G. Oxygen analyzer required.
PRESSURE DETECTION
VAPOUR PRESSURE 2 @ -190°C

2 MOLECULAR WEIGHT 28.01
kg/cm (A) 10 @ -170°C
Liquid Vapour
SPECIFIC GRAVITY 0.9 ENTHALPY (kcal/kg) 7.33 @ -196°C 54.7 @ -195°C
34.7 @ -150°C 52.0 @ -150°C MATERIALS OF CONSTRUCTION
COEFFICIENT OF LATENT HEAT OF 47.5 @ -196°C
0.005 @ -198°C
CUBIC EXPANSION VAPOURIZATION (kcal/kg) 17.3 @ -150°C UNSUITABLE SUITABLE
Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.

FIRE AND EXPLOSION DATA
FLASH POINT Non-flammable FLAMMABLE LIMITS Non-flammable AUTO-IGNITION TEMPERATURE Non-flammable
SPECIAL REQUIREMENTS
HEALTH DATA
High oxygen concentrations can be caused by condensation and enrichment of the atmosphere in way of equipment at the low
TVL 1000 ppm ODOUR THRESHOLD Odourless temperatures attained in parts of the liquid nitrogen system; materials of construction and ancillary equipment (e.g. insulation) should
be resistant to the effects of this. Due consideration should be given to ventilation in areas where condensation might occur to avoid
EFFECT the stratification of oxygen-enriched atmosphere.
OF Frostbite on skin or eyes.
LIQUID
EFFECT
OF Asphyxiation. Cold vapour could cause damage.
VAPOUR
2 - 10 Part 2 Properties of LNG

Part 3 : Integrated Automation System (IAS)
3.1 General ............................................................................................. 3 - 4
3.2 IAS Overview ................................................................................... 3 - 5
3.3 IAS Function Operation.................................................................... 3 - 7
3.4 IAS Mimics....................................................................................... 3 - 9
Part 3
Integrated Automation System (IAS)
Illustration 3.1.1a IAS Overview
WHEEL HOUSE
CCR ECR
INMARSAT-B COLOR HARD COLOR HARD
VIA SHIPS MODEM COPIER COPIER
EXT.
ODRM
VDU
EXTENSION VDU
SYSTEM
ALARM LOGGING CARGO SYSTEM MACHINERY SYSTEM LOGGING ALARM

PRINTER PRINTER PRINTER PRINTER
DOSS DOSS DOSS DOSS DOSS DOSS DOSS DOSS
EXT. VDU NET

(ETHERNET)
MACHINERY CARGO
EXT. VDU EXT. VDU
SERVER SERVER
DOGS DOGS
DEO-NET (ETHERNET)
DOPC II DOPC II
DOHS
PORTABLE
EXTENSION VDU
8 SETS
2 SETS
SERIAL I/F
FOR CARGO SYSTEM
- CUSTODY TRANSFER SYSTEM (DUAL)
- LOADING COMPUTER (DUAL) DOHS
- FLOAT TYPE LEVEL GAUGE SYSTEM PERSONNEL
TOTAL 12 RECEPTACLES - SHIPBOARD MANAGEMENT SYSTEM
CARGO MIMIC PERSONNEL EXTENSION
DOHS
DOHS DOHS ALARM SYSTEM
DOHS
FOR ACCOMMODATION AREA - GAS DETECTION SYSTEM PANEL ALARM SYSTEM ALARM PANEL
- CAPT. DAY RM
- C/E DAY RM FOR MACHINERY SYSTEM
- 2/E DAY RM - SHIPBOARD MANAGEMENT SYSTEM
- 3/E RM - SHIP PERFORMANCE MONITORING SYSTEM 16 PANELS
- 4/E RM - NO. 1 BOILER (DUAL)
- 5/E RM - NO. 2 BOILER (DUAL) LEGEND
- E/E RM - MAIN TURBINE (DUAL)
- C/O DAY RM
- 2/O RM
DOSS : DEO OPEN SUPERVISORY STATION
- 3/O RM DOHS : DEO OPEN HISTORY STATION
- NWK/O RM DOPC II : DEO PROCESS CONTROLLER II
- G/E DAY RM ODRM : OPEN DCS REMOTE MANAGER
DOGS : DEO OPEN GATEWAY STATION
3-1 Part 3 Integrated Automation System

Illustration 3.1.1b IAS Overview
WHEEL HOUSE CCR

PORTABLE EXTENSION VDUS
DOSS DOSS DOSS DOSS DOSS DOSS
EXT. VDU NET

(ETHERNET)
OPT. OPT.
CONV. CONV.
OPT OPT OPT OPT

(2 FIBERS) (2 FIBERS) (2 FIBERS) (2 FIBERS)
ECR
ELECTRIC
EQUIPMENT ROOM DOGS DOGS DOHS OPT. OPT. DOSS DOSS DOSS DOSS
CONV. CONV.
DEO-NET
(ETHERNET)
DOPC II DOPC II DOPC II DOPC II
OPT. OPT.
CONV. CONV.
OPT.
(FOR CARGO) (FOR CARGO) (FOR CARGO) (FOR CARGO) CONV.
OPT OPT
I/O I/O I/O I/O I/O I/O I/O I/O OPT OPT
(2 FIBERS) (2 FIBERS)
(2 FIBERS) (2 FIBERS)
SIM
ECR OPT.
CONV.
CCR OPT OPT OPT OPT OPT OPT
CARGO (2 FIBERS) (2 FIBERS) (2 FIBERS) (2 FIBERS) (2 FIBERS) (2 FIBERS) DOPC II DOPC II DOPC II DOPC II
MIMIC PANEL
I/O I/O I/O I/O I/O I/O

(FOR MACHINERY) (FOR MACHINERY) (FOR MACHINERY) (FOR MACHINERY)
LEGEND I/O I/O I/O I/O I/O I/O I/O I/O
DOSS : DEO OPEN SUPERVISORY STATION

DOHS : DEO OPEN HISTORY STATION
DOHS
PERSONNEL DOPC II : DEO PROCESS CONTROLLER II
EXTENSION
DOHS ODRM : OPEN DCS REMOTE MANAGER PERSONNEL
ALARM SYSTEM
DOHS
ALARM PANEL DOGS : DEO OPEN GATEWAY STATION DOHS
ALARM SYSTEM
OPT. CONV. : OPTICAL CONVERTOR
SIM : SERIAL INTERFACE MODULE

Illustration 3.1.1c IAS Overview
POWER SUPPLY CONCEPT W/H CCR

DOSS4 DOSS3 DOSS2 DOSS1
PORTABLE EXTENSION VDUS EXT.
ODRM DOSS DOSS DOSS DOSS
VDU
COLOR HARD
LOGGING COPIER ALARM
PRINTER PRINTER
AC220V
CCC
UPS UPS1
A
B
A B C
c/o
AC220V C
(NORMAL)
AC220V D
(EMERG.)
E ELECTRIC ECR
F
EQUIPMENT ROOM DOSS1 DOSS2 DOSS3 DOSS4
CABINET
G DOSS DOSS DOSS DOSS
H DOHS DOGS DOGS COLOR HARD

ALARM LOGGING COPIER
PRINTER PRINTER
I
J UPS
H
UPS1
F UPS1
D E
G UPS2
EQ ROM
UPS CABINET PS PS PS PS ECR
I UPS1
CABINET
DOPC II DOPC II DOPC II DOPC II J UPS2
CARGO MIMIC PS PS PS PS
DOHS
PANEL ECR UPS CABINET
I/O I/O I/O I/O
DOPC II DOPC II DOPC II DOPC II

LEGEND
DOHS DOSS : DEO OPEN SUPERVISORY STATION I/O I/O I/O I/O
PERSONNEL PERSONNEL
EXTENSION
DOHS DOHS : DEO OPEN HISTORY STATION
DOHS
ALARM SYSTEM
DOHS DOPC II : DEO PROCESS CONTROLLER II ALARM SYSTEM
ALARM PANEL
ODRM : OPEN DCS REMOTE MANAGER
DOGS : DEO OPEN GATEWAY STATION

Part 3 : Integrated Automation System (IAS) An extension VDU network with receptacles for the portable VDU monitor is Machinery System
supplied to monitor the local status at the following locations:
3.1 General This system is capable of controlling and monitoring the main propulsion plant
- Captain’s Day Room and Engine Room auxiliaries, and the electric generating plant system.
- Chief Engineer’s Day Room
The ship’s Integrated Automation System (IAS) has been designed, programmed, - 2/E Day Room
and installed by Yamatake Industrial Systems. In addition, the system is capable of controlling and monitoring specified
- 3/E Room
- 4/E Room control valves, e.g. superheated steam temp., main turbine lubricating oil, the
Two entirely separate systems have been provided within the IAS for - 5/E Room cooling water, etc. However, auxiliary pump Standby/Auto selection can also
cargo/ballast operations (referred to the Cargo System) and machinery/electric - E/E Room be carried out through this system.
generation plant operations (referred to the Machinery System). Other, - C/O Day Room
- 2/O Room The following independent systems are interfaced with the Machinery System:
independent control systems are interfaced either with the Cargo or Machinery - 3/O Room
Systems. - NWK/O Room
- Gas/E Room - Ship Performance Monitoring System
- No.1 Boiler and Common Part
The IAS has been designed to ease and logical for the operator. Most of
- No.2 Boiler
functions are automatically run, but, at any time, the operator can be intervened. Portable and Extension VDU System
- Main Turbine
This VDU system is only for monitoring, not operations. Both the cargo and
- Voyage Data Recorder
The grouping of the alarms allows easy access for identification, action, and machinery can be monitored anywhere, but only 4 users can concurrently - Shipboard Management System
alarm handling. connected.
Common
As even a momentary interruption of electrical power supply (220V AC) to the Cargo System A. Ship Board Management System
IAS could cause the failure of the IAS, a Uninterruptible Power Supply (UPS) B. VDR
system is installed for uninterrupted power supply to the designated IAS operator This system is used in the control and monitoring of the cargo and ballast
station. auxiliaries and valves. In addition, automatic sequence control logic programs Printers
are provided for the cargo and ballast operations. Displays available include
Extension VDU System composed of overviews, operational graphics, monitoring graphics, Each cargo and machinery system has the following printers in each CCR and
operational guidance graphics and alarm displays. ECR.
The extension VDU system is used in plant monitoring, not in plant operation.
The extension VDU also does not require the use of alarms in its operation. The emergency shutdown system (ESDS), cargo tank protection system - Alarm printer 1set
(except the cargo tank filling valve close function due to the cargo tank level - Logging printer 1set
There are two kinds of display for plant monitoring as follows. very high), and machinery trip and safety systems are totally operating
independently of the IAS. Alarms for these systems are sent to the IAS. The alarm printer prints out alarm history with time information form the ship’s
• Alarm summary display: clock.
Applies the both the Cargo and Machinery Systems The cargo system signal from the dangerous zone inputs information through The logging printer provides data logging function by fixed time and operator’s
A simplified alarm summary display designed for this system is provided, Intrinsic Safety barrier(I.S.). The IAS circuit between the dangerous zone and demand. Fixed time logging is initiated by the ship’s time.
indicating 100 points of the latest alarms recorded for each of the Cargo safety zone separate into Highway coupler module to maintain safety circuit
and Machinery Systems. condition. The equipment, which is relative to the I.S., supplis the power from Color Hard Copier
I.S. transformer.
• Graphic display: This color hard copier is used for copying VDU displays.
Applies the both the Cargo and Machinery Systems The following independent systems are interfaced with the cargo system for Two sets of Color Hard Copiers are furnished in the CCR and ECR.
Provides graphic displays designed for these systems. date gathering, calculation and monitoring purposes: One is for the Cargo System and the other for the Machinery System.
Plant monitoring display only.
- Custody Transfer System
- Loading Computer
- Float Type Level Gauge System
- Shipboard Management System
- Gas Detection System
Common
A. Shipboard Management System
B. VDR

3.2 IAS Overview The DOSS has two type of keyboard.

y Message
Maker : Yamatake Industrial System Operation keyboard y Operator Change
Engineering keyboard y System Alarm
General
y System Status
The Engineering keyboard is used for the software modification and installation Query and retrieve events by various condition.
As implemented on this ship, the IAS system controls and monitors almost all
only. The keyboard is furnished on the console with cover. The following figures
systems and equipments on board. The functions of the IAS are as follows: Archive data into backup media.
indicate the layout of keyboard.
System monitoring Reliability

System operation Adoption disk mirroring
Alarm handling, summary and acceptance RESET
POWER
GOOD FAIL
Data logging and trending STATS

H/W Specification
Data interface to other system 7 8 9 MAN AUTO CAS
CPU : Intel Pentium ІІІ 850MHz
Control of the extension alarm system 4 5 6
RAM : 256MB
SP OUT
HDD : 18GB
Operation planning and control
1 2 3
. 0 -
Control of the extension VDU system ! " $ = & * < > ?

ENTER DOGS (DEO Open Gateway Station)
Q W E R T Y U I O P
Message
ACK SIL
Marine-DEO
Execute
Clear
A S D F G H J K L - Prev
Page
Next
Page
Close
Cancel
TAB
DOGS is a gateway between the DEO-NET and the Extension VDU.
SP Z X C V N M M Prev Next Last
Alpha
Marine-DEO is a product name of the IAS(Industrial Automation System), This

Disp Disp Cancel
Shift
section describes the following each component specification of Marine-DEO. ODRM (Open DCS Remote Manager)
ODRM is a facility which realize remote maintenance from land service center
Layout of Operation Keyboard
DOSS : DEO Open Supervisory Station via satellite communication.
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station DOPC ІІ (DEO Process Controller ІІ)
ODRM : Open DCS Remote Manager
DOPC ІІ : DEO Process Controller ІІ DOPC ІІ is a multi-function controller employing control loops, logic functions,
sequence control, and I/O processing.
- Built-in control / calculation algorithms
DOSS (DEO Supervisory Station)
- Sequence control implemented by CL (Control Language)
- Distributed I/O for space saving
DOSS is a human-machine interface of Marine-DEO that runs on Windows 2000
Layout of Engineering Keyboard - Remote I/O capability by fiber optic connection
operating system. The DOSS has the following features.
- Peer to peer communication with other DOPC ІІs over the DEO-NET
DOHS (DEO Open History Station) using the tag name basis
Display call-up toolbar
- Memory back-up by flash ROM
Operational face plate facility
DOHS is a historian and provides histories data for DOSS.
One line alarm indication
DOPC ІІ consists of ;
Touchscreen in addition to trackball
Vessel data collection and historian; - DOCM (DOPC Control Module)
High resolution display (1280 X 1024)
It is a the main module of the DOPC ІІ consisting of the control modules
Collect process data at periodic basis. and the communication interface modules.
It is fully integrated with Marine-DEO and can be a client node for DOPC,
Collect various events. - Distributed I/O
DOHS for LNGC monitoring control.
y Process Alarm The I/O modules are mounted on DIN rail.
y Sequence Event

DOCM (DOPC Control Module)

DOSS DOHS
DOCM Configuration shows the DOCM system. The DOCM is composed of the
following modules.
Control Module (MSC) DEO-NET A
Ethernet Module (ETM) DEO-NET B
X-BUS Module (XBM)
Three sets of control module (MSC) have redundant configuration, and execute
ETM ETM
same processing synchronised each other. The ethernet module (ETM) and the
X-BUS module (XBM) compare outputs of three (3) MSCs, and get data by E-1 E-2 E-3 E-1 E-2 E-3
“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.
E-A E-B E-A E-B E-A E-B
MSC MSC MSC

I-A I-B I-A I-B I-A I-B
I-1 I-2 I-3 I-1 I-2 I-3
XBM XBM
DOCM
X-BUS A
X-BUS B
I/O ~ I/O
DOCM Configuration

3.3 IAS Function Operation Data Logging
Time Management The logging printers of IAS are located as follows.

The IAS operates with two time data. One is the marine DEO’s standard time, 1) Cargo system – 1 set in CCR
which could be GMT and the other is the ship’s time supplied from the ship’s 2) Machinery system – 1 set in ECR
chronometer. The ship’s time is used for alarm summary displays, alarm printing
and report printing. Standard time is applied to trend data and fast alarm printing. The IAS provides data logging function in accordance with following
specification.
Alarm Management 1) Fixed time Report
This report is printed out automatically in accordance with the selected
The IAS provides some kinds of alarms as follows. time interval (Based on Ship’s Time).
1) Process Alarm 2) Demand Report
Input from ship process by analog and digital signals. This report is printed out by the operator’s request. The format of
Temperature High, Level Low, Pressure High, etc. “Demand Report” is same as “Fixed Time Report”.
Example of Alarm Print-out
The alarms are indicated on the Alarm Summary Display within 2 The re-report function is available until next log is activated.
seconds after receiving the signals on analog or digital input modules. Fast Alarm Function
Setting of the logging interval, the demand request and the re-reporting request
Alarm Print out The fast alarm function is a high speed scanning function for finding out a trip are done from “System Operation Display”
cause. The fast alarms are recorded on the hard disk of DOSS automatically.
The alarm printers of the IAS are located as follows. Operator can display and print the recorded the fast alarms. Extension Alarm System
If a equipment comes to trip, the procedure for finding out the trip cause as
All alarms detected by the IAS are extended to extension alarm panels located in
1) Cargo system – 1set in CCR follows. officer’s/engineer’s cabins and public spaces by the extension alarm system. The
2) Machinery system – 1set in ECR alarms are grouped to the extension alarm groups and the group alarm status is
1) The representative trip alarm of this equipment is reported on the alarm annunciated by the extension alarm panels. The alarm annunciation by the
The historical alarm information are printed out on the alarm printer with summary display and the alarm printer. extension alarm panels is done by one audible buzzer and annunciation
reference time. For the process alarm, the alarm printout provides the following 2) The fast alarms are indicated on the dedicated display and printed on indicators corresponded to extension alarm groups.
events. the logging printer with operator’s request.
3) The fast alarms are indicated and printed the order of its occurrence The extension alarm groups are shown on the following tables.
---- Alarm occurrence time. Cargo system
---- Alarm acknowledgement Operator can find out the trip cause for that equipment. y Emergency shutdown
---- Alarm recovery y Gas detection
y Essential
To realize the Fast Alarm Function, The IAS applies specialized digital I/O y Non essential
The major printout item is as follows. modules, i.e. DISOE, Digital Input Sequence of Event. y Cargo IAS abnormal
The DISOE provides high-resolution scanning within 20 ms. y Fire
---- “ALM”, “ACK”, “RTN” Machinery system
---- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS) y Boiler trouble
---- TAG name y M/T Trip
---- Description y M/T Auto power reduction
y M/T abnormal
y Generator abnormal
The “ALM” is printed in red.
y Gas detection in E/R
In addition to the above, the system status changes including system abnormal y Essential alarm
are printed out on the alarm printer. y Non essential alarm
y Fire alarm
Example of Fast Alarm Print-out y Personnel alarm
y Mach. IAS system abnormal
The available quantity of line of the fast alarm display is as follows. y Bilge
25 lines/display y E/R call from E/R
Max. 2000 lines

Duty Engineer/Officer Selector KEY TOOLBAR ASSOCIATE
From Other
One set of the duty engineer /officer selector by lighting the push button for each Graphic Displays
cargo and machinery systems are furnished on the CCR and the ECR console as
Graphic Display
follows. When one of the button is lit, that indicates the UMS mode.
Process Monitoring
For the cargo system: Alarm Monitoring
Pumps, Valves, Controllers,
etc. Manipulating
C/O 2/O 3/O NWK/O G/E
For the machinery system

KEY TOOLBAR KEY TOOLBAR
ASSOCIATE ASSOCIATE
C/E 2/E 3/E 4/E 5/E E/E
Personnel Alarm System Graphic Display Trend Display
Pumps, Valves, Controllers, Trend Trace Monitoring

The following lamps and push buttons are supplied for the personnel alarm etc. Manipulating
system.
SELECT
- Start/Stop buttons with buzzer on master panel furnished on ECR
console : 1 set
- Start/Stop push buttons on engine room entrance : 1 set Trend Display KEY : By Keyboard
- Reset push buttons in engine room : 9 sets
Alarm Monitoring TOOLBAR : By Toolbar
“System ON” Lamp on W/H extension alarm panel. Alarm Acknowledgment
(Flicker Stop) : By Associated display
ASSOCIATE
The Personnel Alarm System’s first setting time when activate the system is 27 call-up button
min. After setting time, the system occur pre-warning to E/R column light. Then SELECT : By select a desired
alarm point
can activate the second setting time which is set 3 min.
KEY TOOLBAR
Display Function Assignment
The DOSS provides the following major displays.

Graphic Display
Group Display
Trend Display
Alarm Summary Display
The Graphic Displays take the initiative in operation basically.

The function assignment and the relationship among displays are as follows.

3.4 IAS Mimics
NO. DISPLAY TITLE ASSOCIATED DISPLAY CODE NO. TITLE ASSOCIATED GRAPHIC
1 CARGO SYSTEM OVERVIEW C02 C03 C04 C05 C06 C21 C25 C28 27 N2 GENERATOR
2 MANIFOLD SYSTEM G021 G022 G023 G004 G005 C01 28 N2 PRESS CONT SYSTEM G023 G141 G142 G143 G144 G145 C01 C05
3 NO.1/2 CARGO TANK SYSTEM G019 G029 G031 G032 G034 G041 G043 C01 30 BILGE & WATER DETECTION C10
4 NO.3/4 CARGO TANK SYSTEM G020 G029 G031 G032 G034 G042 G044 C01 31 GAS FLOWMETER
5 CARGO COMPRESSOR ROOM G051 G052 G053 C01 C10 C13 C15 C16 34 LOADING (MONITORING) C01 C13 C83 C75 G033
6 BALLAST SYSTEM OVERVIEW G061 C07 C08 C09 C01 35 UNLOADING (MONITORING) C01 C85 C76 G031 G032 C68
7 BALLAST TANK SYSTEM G065 G066 G067 G071 C06 C08 36 BALLAST (MONITORING) C06 C07 C08 C62 C117 C68
8 E/R BALLAST PUMP SYSTEM G081 G082 G083 G085 G087 C06 C07 C09 37 DEBALLAST (MONITORING) C06 C07 C08 C63 C118 C68
9 SEDIMENT REMOVAL SYSTEM G061 C06 C07 C08 C10 38 GAS MANAGEMENT SYSTEM G054 G108 C92 C71 C39 C16 C88 C77
10 FIRE & BILGE SYSTEM G091 G092 G094 C06 C07 C08 C30 C79 39 COOLDOWN C88 C105 C16 C92 G301 G310 C95 C77
11 VRC HYDRAULIC UNIT SYSTEM G101 G102 C01 C06 40 LOG SET
12 EM’CY SHUTDOWN SYSTEM 41 REPOSE GROUP
13 HIGH DUTY COMPRESSOR G051 G111 G112 G113 C05 C83 C102 C105 42 TRIP BLOCK SET
14 LOW DUTY COMPRESSOR 43 WINDING TEMP
15 H/D, L/D HEATER G051 G052 G119 G120 G121 C05 61 OPE. PLAN (LOAD/UNLOAD) C66 C68 C75 C94 C76
16 LNG/FORCING VAPORIZER G051 G052 G131 G132 C05 C28 62 OPE. PLANNING (BALLAST) C66 C76 C117
17 VENT CONTROL G050 G130 C03 C38 63 OPE. PLANNING DEBALLAST C66 C75 C118
18 INERT GAS GENERATER G027 G151 C08 C01 C28 64 OPE. PLANNING DEBALLAST EXCHANGE
19 MOTOR RUNNING HOUR1 C01 C05 C19_1 C19_2 65 OPE. PLANNING BALLAST EXCHANGE
19_1 MOTOR RUNNING HOUR2 C01 C05 C06 C10 C19 C19_2 66 VV FAIL LIST FOR SEQ. C68 C92 C76 C91 C61
19_2 MOTOR RUNNING HOUR3 C01 C05 C19 C19_1 67 VV FAIL LIST FOR SEQ. (2/2)
20 CARGO GAS DETECTION C20_1 C20_2 68 OPE. INDEX (OPE. SELECT) C77 C75 C76 C87
20_1 ACCO GAS DETECTION C20 C20_2 71 GMS SET POINT C16 C38 C88 C92 C77
20_2 E/R GAS DETECTION C20 C20_1 72 LINE UP1 (AROUND TANK) G230 G034 G231 G043 G044 C73 C21 C22
21 1 C TK/BARRIER TEMP G191 C01 C22 C23 C24 C25 C28 C27 73 LINE UP2 (LIQ.MAN/HEADER) G021 G236 G241 G237 C74
22 2 C TK/BARRIER TEMP G201 C01 C21 C23 C24 C25 C28 C27 74 LINE UP3 (VAP. LINE) G238 G239 G240 G241 G242 C75 C76
23 3 C TK/BARRIER TEMP G211 C01 C21 C22 C24 C25 C28 C27 75 LOADING (OPE. FLOW) C79 C80 C72 C81 C78 C82 C83 C68
24 4 C TK/BARRIER TEMP G221 C01 C21 C22 C23 C25 C28 C27 76 UNLOADING (OPE. FLOW) C79 C80 C72 C81 C84 C85 C86 C68
25 GLYCOL WATER SYSTEM G155 G156 G157 G158 G159 C01 C21 77 GMS (OPE. FLOW) C71 C88 C92 C38 C68

NO. TITLE ASSOCIATED GRAPHIC NO. TITLE ASSOCIATED GRAPHIC
78 LOADING (LINE FLOW) C01 C72 C73 C74 C75 109 OPE. GUID (WARM UP 3) G111 G112 G121 G200 C01 C21 C96
79 OPE. GUID (LOAD/UNLOAD1) C09 C10 C75 G024 C01 C19 C76 C102 110 INERT. B/D (LINE FLOW) C01 C72 C73 C74 C97
80 OPE. GUID (LOAD/UNLOAD2) G021 G022 C02 C75 C76 C94 111 OPE. GUID (INERTING B/D) C10 C28 C01 C18 G035 G034 C97
81 OPE. GUID (LOAD/UNLOAD3) C02 C75 C76 G019 G021 G022 G091 G101 112 AERATION (LINE FLOW) C01 C72 C73 C74 C98
82 OPE. GUID (LOADING 1) G034 C02 G021 C13 G113 C75 113 OPE. GUID (AERATION) C10 C28 C18 G035 G033 C01 C98
83 OPE. GUID (LOADING 2) G033 G113 G053 C13 C75 114 OPE. GUID (INERT/AERAT1) G230 G021 C02 G234 G237 C16 C115
84 UNLOADING (LINE FLOW) C01 C72 C73 C74 C76 115 OPE. GUID (INERT/AERAT2) C03 C04 C05 G043 G044 C116
85 OPE. GUID (UNLOAD 1) G036 G037 G038 G039 G022 C35 C76 116 OPE. GUID (INERT/AERAT3) C03 C04 C05 G043 G044 C98
86 OPE. GUID (UNLOAD 2) C35 G022 G031 G032 G033 C91 C76
87 OPE. GUID (LINE C/D) G019 G034 C91 C68
88 OPE. GUID (GMS) C05 G121 C77 C91 G055 G132 G133 C39
91 S. P/P SATRT GUID. C66 C86 G046 G047 G048 G049 C87 C88
92 GMS TK SET PRESS G054 C77 C38 C39 C16 C88
93 INTERTING A/D (OPE. FLOW) C100 C72 C99 C114 C68
94 GAS FILLING (OPE. FLOW) C102 C80 C72 C73 C74 C101 C103 C68
95 INIT COOLDOWN OPE. FLOW C72 C73 C74 C104 C105 C68
96 WARM UP (OPE. FLOW) C107 C72 C73 C74 C106 C108 C109 C68
97 INERTING B/D (OPE. FLOW) C111 C72 C73 C74 C110 C114 C68
98 AERATION (OPE. FLOW) C113 C72 C73 C74 C112 C114 C68
99 INERTING A/D (LINE FLOW) C01 C72 C73 C74 C93
100 OPE. GUID (INERTING A/D) C10 C28 C18 G035 G034 C01 C93
101 GAS FILLING (LINE FLOW) C01 C72 C73 C74 C94
102 OPE. GUID (GAS FILLING 1) C79 C16 C13 G113 C02 C01 C94
103 OPE. GUID (GAS FILLING 2) C16 G131 C13 G113 G238 G033 C94
104 INIT COOLDOWN (LINE FLOW) C01 C72 C73 C74 C95
105 OPE. GUID INIT COOLDOWN G043 G044 C39 C13 G113 C28 C95
106 WARM UP (LINE FLOW) C01 C72 C73 C74 C96
107 OPE. GUID (WARM UP 1) C11 C19 C01 C96
108 OPE. GUID (WARM UP 2) G111 G112 G121 G200 C01 C21 C96
3 - 10 Part 3 Integrated Automation System

Part 4 : Cargo and Ballast System
4.1 Cargo Containment System ............................................................... 4 - 2 4.10 Nitrogen Production System ..........................................................4 - 48
4.2 Cargo Piping System ......................................................................... 4 - 3 4.11 Inert Gas and Dry Air Generator ....................................................4 - 50
4.2.1 Liquid Line ............................................................................. 4 - 3 4.12 Fixed Gas Detection System ..........................................................4 - 52
4.2.2 Vapour Line............................................................................. 4 - 3 4.13 Cargo & Ballast Valve Control System..........................................4 - 58
4.2.3 Spray Line............................................................................... 4 - 4 4.13.1 Cargo Valve Control System ...............................................4 - 58
4.2.4 Gas Line (One Tank Operation).............................................. 4 - 4 4.13.2 Ballast Valve Control System..............................................4 - 60
4.2.5 Fuel Gas Line.......................................................................... 4 - 4 4.14 Relief Systems ...............................................................................4 - 62
4.2.6 Vent Line................................................................................. 4 - 4 4.14.1 Cargo Tank Relief Valves....................................................4 - 62
4.2.7 Inerting/Aeration Line ............................................................ 4 - 4 4.14.2 Primary and Secondary Insulation Space Relief Valves......4 - 62
4.3 Cargo Pumps.................................................................................... 4 - 10 4.14.3 Line Relief Valves ...............................................................4 - 62
4.3.1 Main Cargo Pumps ............................................................... 4 - 12 4.15 Ballast Piping System ....................................................................4 - 64
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14 4.15.1 General Description ............................................................4 - 64
4.3.3 Emergency Cargo Pump ....................................................... 4 - 16 4.15.2 Ballast Water Management (Ballast Exchange) ..................4 - 65
4.4 Cargo Compressors.......................................................................... 4 - 18 4.16 Loading Computer .........................................................................4 - 70
4.4.1 HD Compressors................................................................... 4 - 18 4.16.1 ON-Line and OFF-Line Mode ............................................4 - 70
4.4.2 LD Compressors ................................................................... 4 - 22 4.16.2 Software Configuration.......................................................4 - 70
4.5 H/D & L/D Gas Heater .................................................................... 4 - 26 4.16.3 Explanation of the Ship Manager Screen ............................4 - 71
4.6 LNG Vaporizer................................................................................. 4 - 28 4.17 Portable Gas Detector ....................................................................4 - 72
4.7 Forcing Vaporizer ............................................................................ 4 - 30 4.17.1 Portable Combination Gas Detector....................................4 - 72
4.8 Vacuum Pumps ................................................................................ 4 - 32 4.17.2 Portable Methane Gas Detector ..........................................4 - 73
4.9 Custody Transfer System ................................................................. 4 - 35 4.17.3 Portable Oxygen Monitor....................................................4 - 74
4.9.1 Custody Transfer System ...................................................... 4 - 35 4.17.4 Portable CO2 Analyzer .......................................................4 - 75
4.9.2 CTS Operation ...................................................................... 4 - 37 4.17.5 Dew Point Meter .................................................................4 - 76
4.9.3 HSH Float Level Gauge........................................................ 4 - 44
4.9.4 Trim-List Indicator................................................................ 4 - 46
Part 4
Cargo and Ballast System
Illustration 4.1a Cargo Piping System
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
KEY CARGO EQUIPMENT CAPACITY
CS 807
CS 804
1. HIGH DUTY GAS HEATER : 22,600 kg/h
LNG VAPOUR LINE
FM 2. LOW DUTY GAS HEATER : 7,906 kg/h
CG514
CG002 3. FORCING VAPORIZER : 6,790 kg/h
CG515
CG513 LNG LIQUID LINE
SP501 4. LNG VAPORIZER : 10,788 kg/h
FM
CG524 CG516
NO.2 HIGH DUTY COMP. STRIPPING LINE 5. CARGO PUMP : 1,650 m3/h
SP001 CG510
CG523 CG511
CG509 6. STRIPPING/SPRAY PUMP : 50 m3/h
FROM IGG CG525
HIGH DUTY FM
IGG LINE 7. HIGH DUTY GAS COMPRESSOR : 32,000 m3/h
GAS HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
NO.1 HIGH DUTY COMP. 8. LOW DUTY GAS COMPRESSOR : 8,000 m3/h
CG519 N2 LINE
CG529
CG506
CG505 9. DEMISTER : 5,800 kg/h
CG521 CG507
LOW DUTY
FM
VAPOUR CROSSOVER
FM
GAS HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG520 CG533
FUEL GAS CG405 CG518 CG517 CG508
NO.2 LOW DUTY COMP.
TO BOILERS
CS506 CG502
CG503
CG501 SYMBOL DESCRIPTION SYMBOL DESCRIPTION
CS505 CG532
FM
BUTTERFLY VALVE REMOTE HYD. CONTROL
CG504
FORCING NO.1 LOW DUTY COMP.
VAPORIZER FM
GLOBE VALVE AUTOMATIC PNEU. CONTROL
CS504
FM
CS503 CN683
CG531 SP502
DEMISTER LIFT CHECK VALVE MANUAL CONTROL
CG530
LNG TO INS.PRESS. SWING CHECK VALVE REDUCER
FM
VAPORIZER
CS501 CS502 FLAP CHECK VALVE
(DUO PLATE CHECK VALVE) SPOOL PIECE
SP601
CG528
SAFETY RELIEF VALVE STRAINER
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
STRIPPING/SPRAY MAIN
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CS708
CS711
SP102
CS705
CL705
CL707
CS702
CL706
CL708
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS106
CS407
CS306
CS207
CS206
CS107
CS406
CS307
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CL305
CF401 CF301 CF201 CF101
CL200
CL401
CL402
CL400
CL301
CL302
CL300
CL202
CL101
CL102
CL100
CF402 CF302 CL201 CF202 CF102
CL203
CL204
CL403
CL303
CL304
CL404
CL103
CL104
NO.4 CARGO TANK NO.3 CARGO TANK NO.2 CARGO TANK NO.1 CARGO TANK
4-1 Part 4 Cargo and Ballast System

Part 4 : Cargo and Ballast System Cargo Containment System Principle Thermal expansion coefficient = (1.5±0.5) 10-6mm/°C
between 0 °C and –180 °C
The cargo tanks are of a double membrane, Gaz Transport No.96-2 Evolution (about ten (10) times less than for stainless steel AISI 304 type)
4.1 Cargo Containment System
System design.
General Description Charpy Test at –196°C, > 120 J/cm2
The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally
with the Gaz Transport integrated tank containment and insulation system. This
The Cargo Containment System consists of four double insulated cargo tanks The coefficient of thermal expansion is low enough to enable flat, rather than
consists of a thin, flexible membrane called the primary membrane, which is in
encased within the inner hull and situated in-line from forward to after. contact with the cargo, a layer of plywood boxes filled with Perlite called the corrugated sheets to be used. The entire surface area of the membrane is thus in
primary insulation, a second flexible membrane similar to the first one called contact with the supporting insulation, so that the load which the system is able
The spaces between the inner hull and outer hull are used for the ballast and the secondary membrane and a second layer of boxes also filled with perlite in to carry is limited only by the load bearing capacity of the insulation.
protect the tanks in an emergency situation such as collision or grounding. contact with the inner hull called the secondary insulation. The double
membrane system meets the requirement of the relevant regulations on the The primary and secondary insulation spaces are made up of boxes fabricated
cargo containment system that provides two different ‘barriers’ to prevent cargo from plywood and filled with expanded perlite. This insulation system allows
The cargo tanks are separated from the other compartments and from each other
leakage. free circulation of nitrogen and permits gas freeing or inerting to be carried out
by five transverse cofferdams that are all dry compartments.
in the barrier spaces without difficulty.
The tank lining thus consists of two identical layers of membranes and
The ballast spaces around the cargo tanks are divided into double bottom and insulation so that in the event of a leak in the primary barrier, the cargo will be
side wing tanks, port and starboard for each cargo tank. The double bottom Perlite is obtained from a vitreous rock of volcanic origin which, when heated
contained indefinitely by the secondary barrier. This system ensures that the
tanks extended to the side of the cargo wing tanks as far up as to stringer No.3. to a high temperature (above 800 °C), is transformed into very small balls.
whole of the cargo hydrostatic loads are transmitted through the membranes and
These balls have diameters that measure between a few hundredths to a few
the insulation to the inner hull plating of the ship.
The LNG to be transported is stored in the four cargo tanks numbered 1 to 4, tenths of a millimetre. The cellular structure obtained from the process gives the
from fore to after. All cargo tanks have an octagonal transverse section that The function of the membranes is to prevent leakage, while the insulation expanded perlite its lightness and thus its excellent insulation properties. The
matches the supporting inner hull. supports and transmits the loads and, in addition, minimises heat exchange water repellency of the perlite is reduced by a silicon treatment.
between the cargo and the inner hull. The secondary membrane, sandwiched
Between the two transverse bulkheads, each tank is composed of a prism placed between the two layers of insulation, not only provides a safety barrier between The insulation is distributed over the hull in two specific areas :
the two layers of insulation, but also reduces the convection currents within the
in a direction parallel to the keel plate.
insulation. 1) The reinforced area located on the upper part of the tank and
The boundaries of the tanks are as follows: covering approximately 30 % of the total tank height (including the
The primary and secondary insulation spaces are under a pressure controlled tank ceilings). This area is fitted with reinforced type boxes.
nitrogen atmosphere. The primary spaces’ pressure must never exceed the cargo
1) One flat bottom, parallel to the keel plate raised along the tank pressure to prevent the primary membrane from collapsing inwards.
ship’s plating by two inclined plates, one on each side. 2) The standard area (or non-reinforced area) covering approximately
In normal operation, the pressure in the primary and secondary insulation
70 % of the tank height (including the tank bottom). This area is
spaces shall be maintained between 0.2 kPag and 0.4 kPag.
2) Two vertical walls each extended at their upper parts by an fitted with normal boxes (refer to Illustration 1.3.1a).
inclined plate, in order to limit the liquid free surface effect Construction of the Insulation and Barriers
when the tanks are full. The secondary and primary boxes in the reinforced area are specially built with
thicker internal stiffeners to resist the impacts which can be created by the
The primary and secondary barriers are identical and are fabricated from
3) One flat top parallel to the trunk bottom. cryogenic invar (a 36 % nickel steel, with a very low coefficient of thermal liquid sloshing inside the tanks. The primary reinforced boxes have two 12 mm
thick plywood covers stapled on it.
expansion, 0.7 mm thick).
Cargo tank No.1 is slightly different in shape due to its position in the ship. It
has a polygonal section and the lengthwise walls are almost parallel to the The composition of invar is: The secondary insulation is 300 mm thick whereas the primary insulation is 230
ship’s plating. mm thick. (The designed boil-off rate i.e. 0.15 % of the total cargo tanks
volume per day governs the thickness).
Ni : 35 - 36.5%
Filling Limit for Cargo Tanks Level : C : < 0.04%
Si : < 0.25%
The first precaution is to maintain the level of the tanks within the required Mn : < 0.2 to 0.4%
limits, i.e.: S : < 0.0015%
Lower than a level corresponding to 10 % of the length of the tank,
P : < 0.008%
Or
Fe : Remainder
Higher than a level corresponding to normally 70 % of the height of the
tank.

4.2 Cargo Piping System The Inert Gas and Dry-Air System (section 4.11), located in the Engine Room, is 4.2.1 Liquid Line
used to supply inert gas or dry air to the cargo tanks via piping which connects
Description with the main cargo system through a double, non-return valve to avoid gas The system comprises a 600\400A butt welded, cryogenic stainless steel pipeline
returning to the engine room. connecting each of the four cargo tanks to the loading/discharge manifolds at the
The cargo piping system is illustrated in a simplified drawing (see Illustration ship’s side by means of a common line.
4.1a) showing only the principal features of the system. All of the cargo piping are welded to reduce the possibility of joint leakage.
Flanged connections are electrically bonded by means of straps provided At each tank liquid dome, there is a manifold which connects to the loading and
Liquid cargo is loaded and discharged via the two crossover lines at midship and between flanges to ensure that differences in potential due to static electricity discharge lines from the tank to allow for the loading and discharge of cargo.
is delivered to and from each cargo tank liquid dome via the liquid header that between the cargo and other deck piping, tanks, valves and other equipment are
runs fore and aft along the trunk deck. Each crossover line at midship separates avoided. This manifold on the liquid dome connects to the tank discharge lines from the
into two loading/discharging connections, port and starboard, making a total of port and starboard cargo pumps, the loading line, emergency pump well and
four loading/discharge connections on each side of the ship. Both liquid and vapour systems have been designed in such a way that expansion spray line
and contraction are absorbed in the piping configuration. This is done by means
The cargo tank vapour domes are maintained in communication with each other of expansion loops and bellows on liquid and vapour piping, respectively. At certain points along the liquid line, blank flanges and sample points are fitted
by the vapour header running fore and aft along the trunk deck. The vapour main to facilitate inerting and aeration of system during refit.
also has a cross connection at the midship manifold for use in regulating tank Fixed and sliding pipe supports and guides are provided to ensure that pipe
pressures when loading and discharging. stresses are kept within acceptable limits. All sections of the liquid line outside the cargo tanks are insulated with a rigid
polyurethane foam, covered with a moulded GRP cover to act as a tough water
When loading, the vapour header and crossover, together with the HD All sections of liquid piping that can be isolated, and thus possibly trapping and vapour tight barrier
compressors, are used to return the displaced gas from the tanks back to the liquid between closed valves, are provided with safety valves that relieve excess
shore installation. When discharging, the vapour header is used in conjunction pressure to the nearest vapour dome. This is a safety measure, although normal 4.2.2 Vapour Line
with either the vapour crossover or a vaporizer, to supply gas to the tanks to working practice is to allow any remaining liquid to warm up and boil off before
replace the outgoing liquid cargo. closing any such valves. The system comprises a 750\600\500\350A cryogenic stainless steel pipeline
connecting each of the four cargo tanks by means of a common line to the ship
The stripping/spray line can be connected to the liquid crossover lines and can be All major valves such as the midship manifold (port and starboard) valves, also side vapour manifold, the compressor room and the forward vent mast.
used to drain or to cool down each cargo tank, and also to spray during called ESD manifold valves, and individual tank loading and discharge valves,
discharging if the return vapour is insufficient. are remotely power operated from the IAS, so that all normal cargo operations The line to the cargo compressor room allows the vapour to be used in the
can be carried out from the Cargo Control Room (CCR). following manner:
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 When an ESD is activated, the manifold valves are closed, discontinuing loading Send the vapour to ashore during cargo loading by means of the HD compressors
pick up and three sample points. The spray line on each tank consists of two or unloading operations. to control pressure in the cargo tanks.
spray assemblies inside the tank at the top to distribute the incoming liquid into
several spray nozzles to assist in evaporation and thus achieve a better cool down A non-return valve is fitted at each cargo pump discharge line. A 6 mm hole is During ballast/loaded voyages, the boil-off gas is sent to the engine room via the
rate. drilled in the valve disc to allow the tank discharge lines to drain down and be LD compressors and the heater for use as fuel in the boilers.
gas freed. Non-return valves are also fitted at the discharge flange of the
The stripping/spray, liquid and vapour headers have branches to and from the compressors. The stripping/spray and emergency cargo pump discharge lines During repair periods, the gas must be vapourized and used to purge-dry the
cargo auxiliary’s room with connections to the compressors, heaters and have non-return valves located directly after the hydraulically operated discharge cargo tanks.
vaporizer for various auxiliary functions. Removable bends are supplied for valves.
fitting where necessary to allow cross-connection between the various pipeworks The line to the forward vent mast acts as a safety valve to all tanks and is used to
for infrequent uses such as preparing for dry dock and recommissioning after dry A small 6 mm diameter spray nozzle is also fitted on top of each cargo pump control the tank pressure during normal operations.
dock. discharge line inside the tank to cool down the pump tower leg to maintain a cold
temperature through the complete discharge. At certain points along the vapour line, blank flanges and sample points are fitted
The vapour header connects the vapour domes to each other for venting of boil to facilitate inerting and aeration of system during refit.
off gas, which discharges to the atmosphere through the vent mast riser No.1. Note !
The vapour main also directs the boil-off gas to the engine room for gas burning, Electrical bonding by means of straps is provided between bolted flanges. All sections of the vapour line outside the cargo tanks are insulated with a rigid
via the LD compressors and LD gas heater. Whenever a section of pipe or piece of equipment is unbolted, the bonding straps polyurethane foam covered with a moulded GRP cover to act as a tough water
MUST be replaced when the flanged joint is re-made. and vapour tight barrier.

4.2.3 Spray Line 4.2.5 Fuel Gas Line
The system comprises a 80/65/40A butt welded, cryogenic stainless steel During transportation of LNG at sea, gas vapour is produced due to the transfer
pipeline connecting the stripping/spray pump in each of the four cargo tanks to of heat from the outside sea and air, through the tank insulation; Energy is also
the stripping/spray header and serves the following functions by supplying LNG absorbed from the cargo motion due to the vessel’s movement.
to:
Under normal power conditions, the boil-off gas is used as fuel in the ship’s
Spray rails in each tank, used for tank cool down and gas generation. The boilers.
main liquid line, used for cooling down lines prior to cargo operations,
priming of discharge lines in all cargo tanks to prevent line surge when The gas vapour is taken from the vapour header and passed through the mist
starting the main cargo pumps. separator, then on into the LD compressors. It then passes through the LD gas
heater before going to the ship’s boilers where it is burnt as fuel.
Supply LNG or LN2 to vaporizers for gas generation to cargo tank and heaters.
4.2.6 Vent Line
At certain points along the spray line, blank flanges and sample points are fitted
to facilitate inerting and aeration of system during refit. During normal operations the pressure in the tanks is controlled by the use of the
boil-off gas in the boilers as fuel, or controlled via the forward vent mast and the
All sections of the spray line outside the cargo tanks are insulated with a rigid common vapour line.
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour tight barrier. Each cargo tank is also fitted with an independent means of venting, comprising
of two 250A lines exiting the tank’s top into their own pilot operated relief valve.
4.2.4 Gas Line (One Tank Operation) From here the gas passes through a 300A and/or 450A line into a vent mast
where it is vented to the atmosphere.
The system comprises a 300A pipeline that can be connected to the vapour line
and the forward vent mast for use when ‘One Tank Operation’ is required. All vent masts are protected by the N2 purge fire smothering system.
The use of this line enables a single tank to be isolated and repair work to be At certain points along the vent line, sample points are fitted to facilitate inerting
carried out without having to warm up and inert the whole vessel. and aeration of system during refit.
The connection to each individual tank is by means of a spool piece between the Sections of the vent line outside the cargo tanks are insulated with a rigid
200A blank flanges situated at each vapour dome on the vapour and gas header. polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour tight barrier.
During single tank operations it is possible to connect to the Inert Gas Generator 4.2.7 Inerting/Aeration Line
by means of a spool piece.
The system is comprised of a 450 mm flanged line that supplies inert gas/dry air
At certain points along the gas header, blank flanges and sample points are fitted to the cargo tanks and pipelines for inerting and drying during refit periods.
to facilitate inerting and aeration of system during refit.
The inert gas/dry air is supplied from the inert gas plant situated in the engine
room.
The line is connected to the vapour header, the gas header and the liquid header
by means of a spool piece or isolation valve.
By selective use of the spool pieces and flexible hoses, it is possible to

inert/aerate all or a single cargo tank.

Illustration 4.3.1a Main Cargo Pump Start Sequence Diagram
UNLOADING SEQUENCE ABNORMAL STOP CONDITION UNLOADING SEQUENCE ABNORMAL STOP CONDITION
5 START 1
SEQ START/STOP N
WAIT (5SEC) -SAME AS *A1 MARK
SWITCH = "START"
-SAME AS *A2 MARK
Y -PUMP STOP
OPERATION MODE IS N
PER-SET VALUE OF PUMP
SELECTED LOAD TO
PUMP LOAD CONTROLLER
Y
SEQ START/STOP
SW ITCH STOP
DISCHARGE VALVE POSITION
CONTROLLER MODE:CAS
Y
OWN CARGO PUMP IS RUNNING -ESDS
-NO.1~4 TK PROTECTION(OR) LOAD CONTROLLER MODE:AUTO
N -SEQUENCE STOP REQUEST N
-CARGO PUMP AMMERTER
BAD PV
2 -CARGO PUMP DISCH VALVE *A1
Y ANOTHER CARGO PUMP CARGO PUMP START FUNCTION
START FUNCTION IN SAME POSITION DEV ALARM
-CARGO PUMP DISCH VALVE IS COMPLETED
TK IS RUNNING
V FAIL LIST
N -NO.n TK LEVEL LV
ACTIVATE CHIME (10SEC)

SET PRE-SET VALUE OF N
-CARGO TK FILL V POSITION
CARGO PUMP DISCHARGE
Y VALVE BAD PV
POSITION TO CONTROLLER -CARGO TK FILL V POSITION *A2 N
DEV ALARM ANOTHER CARGO PUMP IN
(MODE:P-AUTO) -CARGO TK FILL V POSITION SAME TK IS RUNNING
V FAIL LIST
ANOTHER CARGO PUMP IS N Y
SAME TK IS RUNNING
Y 8 STEP OR 4 STEP
FULL OPEN FILLING VALVE
4 STEP 4 STEP
8 STEP 8 STEP OR 4 STEP
8 STEP
FULL CLOSE LIQ ISO VALVE
SEQ START/STOP
SWITCH STOP
RUN PUMP
5
1

UNLOADING SEQUENCE ABNORMAL STOP CONDITION UNLOADING SEQUENCE ABNORMAL STOP CONDITION
2 4
-SAME AS *A1 MARK -SAME AS *A1 MARK
-SAME AS *A2 MARK -SAME AS *A2 MARK
-PUMP STOP -PUMP STOP
DISCHARGE START NOT COMPLETED DISCHARGE START

CONDITION CHECK NO -CARGO TK LIQ ISO V OPE. FINISH CHECK Y
FILLING V POSITION>=95% POSITION BAD PV FILLING V POSITION<=2%
AND -CARGO TK LIQ ISO V AND
LIQ ISO V POSITION<=2% DEV ALARM *A3 LIQ ISO V POSITION>=50%
-CARGO TK LIQ ISO V
4 FAIL LIST
COMPLETED
N
Y
ANOTHER CARGO PUMP N ANOTHER CARGO PUMP IN N

IN SAME TK IS RUNNING SAME TK IS RUNNING
Y Y
8 STEP OR 4 STEP 8 STEP OR 4 STEP
8 STEP 4 STEP 8 STEP 4 STEP

8 STEP OR 4 STEP 8 STEP OR 4 STEP
8 STEP 4 STEP 8 STEP 4 STEP
-FIL V <95% OR ISO.V>2% SEQUENCE ABNORMAL

*1 DISCHARGE OPERATION START
AND *A4 STOP PROCESSING
FULL FIL V >2% OR ISO.V<50%
3 OPEN
3
LIQ ISO
VALVE -SAME AS *A1 MARK
-SAME AS *A2 MARK 3
FULL -SAME AS *A3 MARK
CLOSE TIME
(SEC)
FULL
OPEN
FILL
VALVE
FULL
CLOSE TIME
(SEC)
A B
10sec 40sec
C
60sec
ACTIVATE CHIME(10SEC)
*1 THE SET-POINT OF POSITION CONTROLLER IS SET ACCORDING TO

THIS DIAGRAM (MODE:P-AUTO)

Illustration 4.3.1b Stripping/Spray Pump Start Sequence Diagram
STRIP PUMP START SEQUENCE ABNORMAL STOP CONDITION

UNLOADING SEQUENCE ABNORMAL STOP CONDITION
3 START
-SAME AS *A1 MARK
-PUMP STOP
-CTS ABNORMAL
N Y
STOP LEVEL >= L0*2
STRIPPING
USE *3 STOP *3 SEQ START/STOP N
N SWITCH = START
N
TK LEVEL <= L0 *2 + a 1 *4 TK LEVEL<= *5
STOP LEVEL + a 2 Y
Y Y
*A1
PRE-SET POSITION - ESDS
STRIPPING INDICATION STOP INDICATION DISCHARGE VALVE
ON ON - No.1~4 TK PROTECTION
- CARGO TK LEVEL <= LOWLOW
- CARGO TK LEVEL >=HIGH
STRIP RETURN V/V SP - CTS ABNORMAL
-SAME AS *A1 MARK 100 % - SEQUENCE STOP REQUEST
ACTIVATE CHIME(10SEC)
-PUMP STOP - DISCHARGE VALVE FAIL LIST
- DISCHARGE VALVE DEV ALARM
- STRIP PUMP RETURN V/V FAIL LIST
RUN STRIP PUMP - STRIP RETURN VALVE FAIL LIST
REDUCE PUMP LOAD *6
- STRIP RETURN VALVE DEV ALARM
OF LOAD CONTROLLER
- STRIP PUMP AMMETTER BAD PV
AT P-AUTO MODE
- STRIP HEADER PRESS BAD PV
WAIT 5 SECS - DISCHARGE V POSITON BAD PV
- STRIP RETURN V POSITION BAD PV
WAIT(60 SEC)
SET PRESET VALUE OF PUMP - SAME AS THE *A1 MARK

LOAD TO STRIP PUMP LOAD - PUMP STOP
STOP PUMP -SAME AS *A1 MARK
CONTROLLER
FULL CLOSE SET PRESET VALUE OF STRIP

DISCHARGE VALVE HDR PRESS TO STRIP HDR
PRESS CONTROLLER
N START CONTROL*1
PUMP STOP
Y
ACTIVATE CHIME(10 SECS)
STOP AND
STRIPPING INDICATION
OFF SEQ START/STOP
SWITCH="STOP"
SEQ START/STOP
SWITCH STOP
END
5
*2 L0:STRIPPING START LEVEL

*3 PUMP STOP LEVEL DECIDES WHETHER A PUMP IS "STOP PUMP" OR *1 DISCHARGE V/V POSITION CONTROLLER MODE : CAS
"STRIPPING PUMP" STRIP PUMP LOAD CONTROLLER MODE : AUTO
*4 a1 :STRIPPING LEVEL BIAS STRIP RETURN V/V POSITION CONTROLLER MODE : CAS
*5 a2 :STOP LEVEL BIAS STRIP HDR PRESS CONTROLLER MODE : AUTO
*6 SET POINT:51%

Illustration 4.3.1c Main & Emergency Cargo Pump
INITIAL PUMP LOAD SET X %

TRIP BLK
TPS NO.2 NO.1
CARGO TANK LEVEL MONITORING (CTS)
HS CP004.9 CP001.9
INITIAL VALVE OPENING X % CP010.9 CP007.9
CARGO TANK LEVEL BLOCKING CP016.9 CP013.9 BRANCH VALVE OPEN
CP022.9 CP019.9 100%
START/STOP BY MANUAL
NO.2 NO.1 START BLK
CP004 CP001 HS HS
DISCH. V/V NOT START POSITION CP010 CP007 V/V POS.
CP016 CP013 HS
NO.2
CP022 CP019 NO.2 CP004.7
PROGRAMMED MAIN CARGO PUMP CP004.1
CP010.1
CP010.7
CP016.7 0
START / STOP SEQUENCE CP016.1
CP022.1
CP022.7 TIME
1&2 NO.1
NO.1 CP001.7
S.P CIC CP001.1 CP007.7
PUMP LOAD
CP007.1 CP013.7
DISCH. V/V NOT CP013.1 CP019.7 100%
CP019.1
NO.2 NO.1 START POSITION FILLING VALVE CLOSE
CP005 CP002
CP011 CP008 NO.1 CP029.3 S.P OF PUMP LOAD
CP017 CP014 CP002.2 ZLL CP031.3
CP023 CP020 CP008.2 CP033.3
ZIC CP014.2 CP035.3
CP025 NO.2 CP020.2 OPEN 0
ZC OVER TIME
CP005.4 CP026 CP005.2 LOW X SEC PIAL
CP011.4 CP027 CP011.2 LOAD CURR.
CP017.4 CP028 CP017.2 CP002.3 CLOSE X SEC X SEC
CP023.4 PIAL CP005.3 CP008.3 CP002.4 VH TK LEVEL FR CTS SP
CP008.4 XA CAL CIC EP004
CP011.3 CP014.3 CP014.4 ZIC ZIC
CP017.3 CP020.3 EP005
PIAL CP023.3 CP020.4
ZIC NO.1
RUN REMOTE INSULATION LOW OPEN/CLOSE
OPEN
#10 #11
EP002
EP006
EP007 * FOR EM'CY CARGO PUMP *
OPEN / NEUTRAL / SHUT CP003.2 RL XL XA XL PWR ZIC ZC CLOSE ZC
CP009.2 #1 #2 #4 #5 AVAIL.
CP025.1 CP015.2 #8 #6 ZC
NO.1 OPEN CLOSE
CP026.1 CP003.1 CP021.2 ZLL #7 EP002.1 EP002.2 HS HS RL XL HS
CP027.1 CP009.1 EP002.7 EP002.8
CP028.1 NO.2 EP002.13 EP001 EP001.1 EP001.2 EP001.3 EP001.4
CP015.1 CP006.2 #9 EP002.14
CP021.1 CP012.2 EP002.19 EP002.20 START STOP RUN REMOTE ST.BLK.BY
NO.2 CP018.2 DISCH.NOT ST.POS.
CP006.1
CP012.1
CP024.2 T
START
CP018.1 START
CP024.1 FILLING V/V HS HS
CLOSE
HS HS STOP
ESDS PANEL STOP

VRC PANEL VRC PANEL TO EM'CY PUMP START/STOP
VRC PANEL HS TPS. TRIP BLK.

EP001.7
CSH
A
CSL
OR T
B
XA CAL
FROM CTS EP003.1 EP003.2
FROM ESD OVER CURRENT
LOAD LOW
FROM TPS
TO EM'CY PUMP TRIP
1&2
CI CI
START REMARKS :
HS A
CSH 1&2 1&2
STOP 1. THIS DRAWING SHOWS ONE(1) CARGO TANK
B
CSl
OR T
HS
TYPICALLY.
THE OTHER CARGO TANKS ARE IDENTICAL.
2. TAG NUMBERS ARE FOR EACH CARGO TANK
FROM IND.L.S TO CARGO PUMP TRIP
TO CARGO PUMP START & STOP
FROM NO.1 TO NO.4.
FROM ESD
CT
FROM TPS
CT 3. THE ITEMS MARKED WITH * SHALL BE
SUPPLIED BY MAKER CONCERNED.
1&2 <EM'CY CARGO PUMP>
4. THE FOLLOWING FUNTION SHALL BE PROVIDED:
- BLOCKING OF LOW DIFFERENTIAL OR EQUAL
EM'CY STOP ZT PRESSURE TRIP (IAS)
* SVB *
- BLOCKING OF THE TANK LEVEL LOW (CTS)
NO.2 HS
NO.1
* SVB CP004.2 CP001.2 - START BLOCKING AT LOW LEVEL
PT PI CP010.2 CP007.2
CP016.2 CP013.2
ZT
* CP105 CP022.2 CP019.2
"BRANCH VALVE" - TRIP CAUSE INDICATION (IAS)
CP106
CP107 CL110 0-1600 Kpa
CP108 0-1600 Kpa CL210 CP109
CL310 CP110
PT PI CL410 ZT CP111
* CP112
CP101 ZT
CP102 ZSL PI PT
CP103 * LOCAL IAS SYSTEM MAIN PANEL LOCAL PANEL
CP104
* SVB
CL101 "FILLING VALVE"
CL201 CL100
CL301 CL200 CL105
CL102 CL401 CL300
CL400 CL205 ELEC. CABLE PNEUMATIC HYDRAULIC PIPING
CL202 ZT * SVB CL305
CL302 CI101 CL405
CL402 CI201 ZSL
CI304 * UA1 UA2
BC/BC CI401
CI103
CI203
CI303 COMMON TRIP COMMON ALARM
CI403
NO.2 NO.1
EM'CY PUMP WELL
CARGO CARGO
PUMP PUMP

Illustration 4.3.1d Stripping/Spray Pump
CARGO TANK
SELECTION
CS021.2 CS020.2
CCR
CS025.2 CS024.2
IAS SP, 0 - 100% OF PUMP LOAD
CS018.2
CS029.2
CS033.2
CS028.2
CS032.2 SP
CS022.2 ZLH ZLH START BLK FOR
CS026.2 DISC V/V NOT
CS030.2 START POSITION
PROGRAMMED STRIP. CIC ZIC PIC ZIC ZLL ZLL ZIC
FEED
ZC HS HS
START/STOP BY MANUAL
RUN REMOTE
SP BACK
OVER LOAD LOW CURR. PUMP START SEQ. HS HS RL XL HS TI
XA CAL CS034
CS002 CS002.4 CS035 CS021.3 CS020.3 CS019.2 OPEN OPEN OPEN
CS005 CS005.4 CS036 CS025.3 CS024.3 CS023.2 CS019 CS021 CS020
CS008 CS008.4 ZC CS029.3 CS028.3 CS027.2 CS023 CS024 CS024 START STOP CS001.3 CS001.4 CS001.5 SH003
CS003.1 CS003.2 CS037 CS001 CS001.1 CS004.3 CS004.4 CS004.5
CS011 CS011.4 CS033.3 CS032.3 CS031.2 CS027 CS029 CS028 SH004
CS006.1 CS006.2 NOT SP. POS. CS004 CS004.1 CS007.3 CS007.4 CS007.5
CS031 CS033 CS032 SH005
CS009.1 CS009.2 CS007 CS007.1 CS010.3 CS010.4 CS010.5
OPEN CLOSE CLOSE CLOSE CLOSE TRIP BLK. SH006
CS012.1 CS012.2 PIAL CS010 CS010.1
EI018 CS018.1 CS019.1 CS021.1 CS020.1 TPS
ZC CS022 CS022.1 CS023.1 CS025.1 CS024.1
CS013 CS026 CS026.1 CS027.1 CS026.1 CS028.1 HS
CS030 CS030.1 CS031.1 CS033.1 CS032.1
CS014 OPEN CLOSE
CS015 CS002.2 CS002.3
CS016 CS005.2 CS005.3 CS001.7
CS008.2 CS008.3 CS004.7
CS011.2 CS011.3 CS007.7
CARGO SWBD RM ELEC. EQUIP'T RM
CS010.7
VRC PANEL
VRC PANEL VRC PANEL

STARTER PANEL
START
HS
-200~-100 C
O
STOP
CSH HS
0 - 1600 Kpa
CSL
CI
TO SPRAY P/P START & STOP
FROM TPS
FROM ESD
FROM CTS
CI
* S V B
0 - 1600 Kpa
*
EMERGENCY STOP
HS S V B ZT * * * *
ZSL ZSL ZSL ZSL ZT
REMARKS :
PI PT 1. THIS DRAWING SHOWS ONE (1) CARGO TANK TYPICALLY.
STRIPPING HEADER THE OTHER CARGO TANKS ARE IDENTICAL.
CS105
CS205
CPI13 CS305 2. TAG NUMBERS ARE FOR EACH CARGO TANK FROM NO.1 TO NO.4.
PT PI CPI14 CS405
CPI15 ZT CS104
CPI16 * CS204 PT100 3. THE ITEMS MARKED WITH * SHALL BE SUPPLIED BY MAKER
LOCAL
CS304
0 - 1600 Kpa CS404 CONCERNED.
CS106
CS206
CS101 CS306 4. THE FOLLOWING FUNTION SHALL BE PROVIDED:
* CS201
CS301
CS107 CS406
- BLOCKING OF LOW DIFFERENTIAL OR EQUAL PRESSURE TRIP (IAS).
CS207
S V B
CS401 CS307
CS407
- START BLOCKING AT LOW LEVEL.
- BLOCKING OF THE TANK LEVEL LOW-LOW (CTS).
BC/BC
BC/BC
-TRIP CAUSE INDICATION (IAS).

CI104
CI204
CI304
CI404
LOCAL IAS SYSTEM MAIN PANEL LOCAL PANEL

TYPICAL
( NO.3 CARGO TANK ) ELEC. CABLE PNEUMATIC HYDRAULIC PIPING
STRIP.
PUMP
UA1 UA2
COMMON TRIP COMMON ALARM

4.3 Cargo Pumps Starting Procedure for the Main Cargo Pumps The manifold On-Off valves are controlled from the mimic screen, their status
(See Illustration 4.3.1a) being indicated by the colour code governed by the limit switches.
General Description
a) Check to confirm that no pumps are in starting phase. Note !
The ship is fitted with submerged, electric, single-stage (the stripping/spray The starting duration is about 7 seconds for each pump.
pumps are two-stage), centrifugal cargo pumps manufactured by Shinko Ind. Ltd. b) Select the cargo mimics display.
They are installed at the bottom of each tank. Starting Procedure for the Stripping/Spray Pumps
c) Choose the discharge valve symbol for the pump to be started. (See Illustration 4.3.1b)
Two sizes of pump, main cargo and stripping/spray pumps are installed as fixed
units, i.e. two main cargo pumps and one stripping/spray pump per tank. The following information appears on the lower side of the screen in the change a) Select the mimic display for the stripping/spray pump’s operation.
zone.
In addition, provision is made at each tank to introduce an emergency cargo
b) Choose the pump discharge valve symbol to start the pump. The
pump in case of total cargo pump failure. One emergency pump is available on Valve’s reference following information appears on the bottom right hand corner of the
each ship. % OPEN screen in the ‘change zone’.
% CLOSE
Operation Valve’s reference
d) Open the discharge valve 25% (maximum) to prevent cargo pump % OPEN
The cargo pumps are started and stopped from the Cargo Control Room (CCR) vibration and pressure surge in the discharge line. If valve position % CLOSE
mainly via the IAS Schematic display and the associated Group displays. These does not correspond to the request, a time-out (valve failed) alarm is
are also accessed through the loading and unloading plans and monitor c) Open the discharge valve 25% (maximum) to prevent cargo pump
display and in this case check electric signal line or hydraulic system.
Schematic Displays. They will also be automatically stopped in the event of vibration and pressure surge in the discharge line. If valve position
The valve will change to the line process colour.
various shut down trips being activated both in relation to the cargo system and does not correspond to the request, a time-out (valve failed) alarm is
the pumps themselves. display and in this case check electric signal line or hydraulic system.
e) Choose the pump symbol for starting the pump. The following
The valve will change to the line process colour.
information appears on the right side of the screen (FACE PLATE).
Each cargo pump electric motor is protected from:
d) Choose the pump symbol for starting the pump. The following
Overload (over current) Pump’s reference
information appears on the right side of the screen (FACE PLATE).
Low-current (no load operation) RUN Pump’s reference
INPUT OUTPUT
Imbalance between phases (single-phasing)
RUN
Too long starting STOP INPUT OUTPUT
INPUT OUTPUT
Under normal condition, the start method of the cargo pump is soft starting. STOP
If soft starting is not available, DOL (Direct On Line) starting can be used with Valve’s reference INPUT OUTPUT
selector switch, soft – direct, on each cargo pump panel of 6.6 kV CSBD.
OPEN Valve’s reference
The power supply to the cargo pump motors is made available via cargo INPUT OUTPUT
switchboards which are arranged in two independent sections that are normally OPEN
operated as coupled, via bus-tie connection, or independently. The No.1 cargo CLOSE INPUT OUTPUT
switchboard supplies the No.1 pumps in all four tanks, while The No.2 cargo INPUT OUTPUT
switchboard supplies the No.2 cargo pumps. CLOSE
Start the associated main cargo pump. Once the pump has started (the pump INPUT OUTPUT
Each the cargo switchboards can be supplied by either, or both, of the main symbol changes from ‘White’ stop to run ‘Green’) open the discharge valve
switchboards. gradually from the operator station via the incremental button, to give the e) Start the associated stripping/spray pump.
required flow-rate.
Due to high electrical load imposed on the cargo switchboards by the running of
main cargo pumps, there is a limitation on the number of pumps that can be run The discharge pressure and pump motor amps are monitored and finally adjusted
depending on the electrical power management system (start block). to ensure the most efficient operation as indicated in the pump performance
graph, with due regard to the liquid head picked up from the cargo pump
The pumps should be started individually and sequentially, as required, with the discharge flange.
discharge valve open (approximately 25%).
4 - 10 Part 4 Cargo and Ballast System

Illustration 4.3.1e Main Cargo Pumps
Characteristic Curve of
DISCHARGE
TERMINAL BOX Cargo Pump
NPSHR Hs (m)
Pump Down Hd (m)
Shaft Horse Power P (kW)
Pump Efficiency E (%)

220
H
CABLE 200
180
BALL BEARING (UPPER) 100 160
Height from Inducer Inlet

80 140 E
Total Head H (m)

60
STATOR COIL
600 40
SHAFT
4 500 20
2,294 mm
P
ROTOR CORE 3 400 0
STATOR CORE 2 300
1 200
Hs Hd
0
0 500 1,000 1,500 2,000
Capacity Q (m3/h)
BALL BEARING (LOWER)
BALANCE SEAT
IMPELLER
PUMP Motor
Capacity : 1,650 m3/h Output : 560 kW
Total Head : 177 m Synchronous Speed :1,800 rpm
SUCTION STRAINER Liquid Name : LNG Electric Source : AC 6,600V 60 Hz
INDUCER
Temperature : -163 °C
Specific Gravity : 0.5
Minimum Flow : 650 m3/h
810 mm 90 mm
SUCTION TANK BOTTOM

4.3.1 Main Cargo Pumps By trimming the vessel 1 meter or more by the stern, it should be possible to Note !
(See Illustration 4.3.1e) reduce the amount of liquid remaining in the tanks to a minimum, if requested. An insulation test of all pumps is to be carried out after leaving the loading port
to establish that all pumps are operational and to allow time for the installation of
Specification The cargo pumps may be run in closed circuit on their own tanks by opening the the emergency cargo pump should it be necessary. Disconnect the earth line of
Pump loading valve. This may be required if the discharge is temporarily halted when insulation monitor before carrying out this test.
Manufacturer: Shinko Ind. Ltd. the tanks are at low level, thereby avoiding the problems of restarting with low
Pump model: SM350 level and low discharge pressure. Note !
Number of stages: 1 The pump should not be started or operated against closed discharge valve due to
Operating temperature: -163°C The pump shall be tested before arrival discharge port on calm sea condition, and potential damage which may result to insufficient cooling and lubrication for
Capacity rated flow: 1,650 m3/h during loading when the tank level is about 4~5 m subject to terminal’s motor and bearing and excessive vibration levels associated with zero flow
Total head: 177 m acceptance. conditions.
Power rated: 497 kW (Motor rated at 560 kW)
Efficiency: 80 % The cargo pumps will be automatically stopped should any of the following The restart of pumps in normal operation is restricted depending on the liquid
Rotational speed: 1,800 rpm occur: level above the submerged electric motor. Pumps may not be restarted when the
Minimum starting level: 1.9 m tank liquid level is below 700 mm.
Minimum restarting level: 0.7 m 1) Cargo tank pressure below, or equal to, primary insulation space
NPSHR/Pump down level: pressure plus 0.5 kPag (ESDS: Cargo Tank Protection). 1) For tank liquid level 1.9m or more from tank bottom
At rated flow: 1.0/0.4 m - The motor may be started and stopped by inching continuously
At minimum flow: 0.5/0.2 m 2) Vapour header pressure below or equal to atmospheric pressure plus twice. The third starting should be carried out after more than 15
Minimum flow: 650 m3/h 0.3 kPag. minutes have passed after the second stopping.
Motor - “Inching” means that the operating time is less than 5 minutes.
Type: Vertical Submerged 3) Extreme high level in cargo tank (99.3% volume).
3-Phase Induction 2) For tank liquid level less than 1.9m from tank bottom.
Rated Output: 560 kW 4) Activation of emergency shut down trip: - The second starting should be carried out after more than 30
Synchronous Speed: 1800 rpm 10 push buttons and 12 fusible elements (ESDS: Stage 1). minutes have passed after the first stopping.
Electric Power Source: AC 6600V/60Hz
Rated Current: 68 A 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut- The quantities of cargo remaining in tanks after stripping refer to chapt. 6.6.3
Starting Current: 400 A down (ESDS: Stage 1). discharging.
Each main cargo pump is rated to discharge 1,650 m3/h at 177 m head of LNG. 6) Motor single-phasing.
For optimum discharge results, bulk discharge will be carried out with 8 pumps
running in parallel. 7) Low motor current.
The pump discharge valves will be throttled to ensure optimum performance 8) High motor current (electrical overload).
indicated by the pump performance graph.
9) Low discharge pressure with time delay at starting.
During the course of discharge, changes in flow rate and tank levels will alter
these readings and the discharge valve will have to be readjusted accordingly. 10) Cargo Control Room stop.
Under normal conditions it should be possible to maintain the full discharge rate 11) Activation of ESDS stage 2.
until the tank level approaches approximately 1.9 m, at which time the pump will
start to cavitate and lose suction as indicated by fluctuations in the discharge 12) Cargo tank level low.
pressure and ammeter readings.
ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the
The discharge valves should be throttled to stabilize conditions and one pump tank(s) in question.
stopped if necessary. The remaining pump should be progressively throttled to
maintain suction and prevent the operation of the low discharge pressure trip,
until a level of 0.369 m.

Illustration 4.3.2a Stripping/Spray Pumps
DISCHARGE
Stripping/Spray Pump
TERMINAL BOX
Pump Down Hd (m)

NPSHR Hs (m)

200
H
180
CABLE
160
BALL BEARING (UPPER)
140

60 E
Total Head H (m)

40
STATOR COIL
20
1,460 mm
ROTOR CORE
2.0 20 0
STATOR CORE
P
1.5 15
1.0 10
0.5 5 Hs Hd
SHAFT
0
BALL BEARING (LOWER) 0 10 20 30 40 50 60
BALANCE SEAT
Capacity Q (m3/h)
PUMP Motor
Capacity : 50m3/h Output: 25 kW
Liquid Name : LNG Electric Source: AC 440V 60 Hz
IMPELLER
Temperature : -163 ˚C
INDUCER
SUCTION STRAINER
25 mm
SUCTION
320 mm TANK BOTTOM

4.3.2 Stripping/Spray Pumps For the stripping, the stripping/spray pump should be started early enough 2) For tank liquid level less than 1.13m from tank bottom.
(See Illustration 4.3.2a) to avoid possible starting problems due to very low liquid level (about - The second starting should be carried out after more than 30
0.48m). minutes have passed after the first stopping.
Specification
Pump The stripping/spray pumps will be stopped automatically should any of the Quantities of cargo remaining in tanks after stripping refer to chapt. 6.6.3
Manufacturer: Shinko Ind. Ltd. following occur: discharging.
Pump model: SM65-2
Number of stages: 1 1) The cargo tank pressure is below or equal to the primary insulation
Operating temperature: -163°C space pressure plus 0.5 kPag (ESDS: Cargo tank protection).
Capacity rated flow: 50 m3/h
Total head: 160 m 2) The vapour header pressure is below or equal to the atmospheric
Power rated: 20.2 kW (Motor rated at 25 kW) pressure plus 0.3 kPag (ESDS: Stage 1).
Efficiency: 54 %
Rotational speed: 3,600 rpm 3) Extreme high level in cargo tank (99.3% volume).
Minimum starting level: 1.13 m
Minimum Em’cy restarting level: 0.48 m 4) Activation of the Emergency Shut Down System trip:
NPSHR/Pump down level: 10 push-buttons and 12 fusible elements (ESDS: Stage 1).
At rated flow: 0.4/0.1 m
At minimum flow: 0.25/0.08 m 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
Minimum flow: 20 m3/h down (ESDS: Stage 1).
Motor
Type: Vertical Submerged 6) Motor single-phasing.
3-Phase Induction
Rated Output: 25 kW 7) Low motor current.
Synchronous Speed: 3600 rpm
Electric Power Source: AC 440V/60Hz 8) High motor current (Electrical overload).
Rated Current: 52 A
Starting Current: 300 A 9) Low discharge pressure with time delay at starting.
A stripping/spray pump is installed in each cargo tank for cooling and forced 10) Cargo Control Room stop.
vaporization of LNG. It is rated at 50 m3/h at 160 m head of LNG.
11) Activation of ESDS stage 2.
The pumps are started and stopped from the CCR via the IAS. In an emergency
all pumps will be stopped by activation of the Emergency Shut Down System 12) Cargo tank level low low.
trip.
Note !
The instances when these pumps can be used: An insulation resistance test of all pumps is to be carried out after leaving the
loading port to establish that all pumps are operational and to allow time for the
1) Cool down the liquid header prior to discharging. installation of the emergency cargo pump should it be necessary.
2) Cool the cargo tank during ballast voyage prior to arrival at the The restart of pumps in normal operation are restricted depending on the liquid
loading terminal by discharging LNG to the spray rails in the tanks. level above the submerged electric motor. Pumps may not be restarted when the
tank liquid level is below 0.48 m.
3) Pump LNG from the tanks to the forcing vaporizer or LNG
Vaporizer (emergency case) when forced vaporization of LNG in the 1) For tank liquid level 1.13m or more from tank bottom
boilers is required. - The motor may be started and stopped by inching continuously
twice. The third starting should be carried out after more than 15
4) Enable each cargo tank to be stripped as dry as possible for reasons minutes have passed after the second stopping.
such as technical stop involving cargo tank entry. - “Inching” means that the operating time is less than 5 minutes.

Illustration 4.3.3a Emergency Cargo Pump
TERMINAL HEADER
Emergency Cargo Pump
FLEXIBLE CABLE
COLUME COVER
NPSHR Hs (m)
Pump Down Hd (m)

220
H
DISCHARGE N2 GAS
INLET JUNCTION BOX
200
TO SWITCH
POWER CABLE BOARD
180
160

80 140 E
LIQUID DOME TOP WORKING LEVEL
Total Heal H (m)

60
40
GUIDE ROLLER
29,753.6 mm
200 20
P
3.0 150 0
SUPPORT WIRE ROPE
2.0 100
Hs Hd
1.0 50
POWER CABLE
0
0 100 200 300 400 500 600 700
Capacity Q (m3/h)
1,900 mm
EMERG. C.
PUMP PUMP Motor
Capacity : 550 m3/h Output: 220 kW
Liquid Name : LNG Electric Source: AC 440V 60 Hz
Temperature : -163 ˚C
SUCTION
FOOT VALVE
90±10 mm 520 mm
TANK BOTTOM

4.3.3 Emergency Cargo Pump Electrical connections are made to the fixed junction box which is located
(See Illustration 4.3.3a, see procedure 7.5 for details of installation) adjacent to each pump well.
Specification A dedicated starter is available with one circuit breaker which is placed in the
Pump No.1 cargo switchboard. This starter supplies all 4 fixed junction boxes.
Manufacturer: Shinko Ind. Ltd.
Pump model: SMR200 All safety devices are transferred to the emergency pump when the circuit
Number of stages: 1 breaker is engaged, as they are the same for the main cargo pumps.
Operating temperature: -163 °C
Capacity rated flow: 550 m3/h Note !
Total head: 175 m An insulation test of all pumps is to be carried out after leaving the loading port
Power rated: 182 kW (Motor rated at 220 kW) in order to establish that all pumps are operational and to allow time for the
Efficiency: 72 % installation of the emergency cargo pump should it be necessary.
Rotational speed: 3,600 rpm
Minimum starting level: 1.7 m The restart of pumps in normal operation is restricted depending on the liquid
Minimum Emcy restarting level: 0.94 m level above the submerged electric motor. Pumps may not be restarted when the
NPSHR/Pump down level: tank liquid level is below 950 mm. The motor should be started only once as far
At rated flow: 1.4/0.5 m as possible. If it is necessary to restart unavoidably, restart the motor after more
At minimum flow: 0.5/0.3 m than 15 minutes has passed since motor stops.
Minimum flow: 220 m3/h
Motor
Type: Vertical Submerged
3-Phase Induction
Rated Output: 220 kW
Synchronous Speed: 3600 rpm
Electric Power Source: AC 440V/60Hz
Rated Current: 395 A
Starting Current: 3,000 A
Each cargo tank is equipped with an emergency pump well or column.
This pump well has a foot valve which is held by highly loaded springs in the
closed position.
Should a failure of either one or both main cargo pumps in one tank require the
use of the emergency pump, the emergency pump is lowered into the emergency
pump well after the well has been purged with nitrogen.
The weight of the emergency pump overcomes the compression of the springs to
open the foot valve.
A small flow of nitrogen should be maintained as the pump is being installed.

(See section 7.5 Emergency Cargo Pump Installation)
Note !
Before undertaking this operation it is important to reduce the tank pressure to
near to atmospheric pressure and to keep it at this level throughout the entire
operation.

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 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER
VENT
CRYOSTAR 12 11 12 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A 12 9A 8C 10A READY TO START
A L COMMON ALARM MOTOR
PSL A A
A 15.1
8A A
TSHH TSH TSH TSL TSHH TSL TSH POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EMS EXTERNAL
2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 15 SHUTDOWN
PT 10A 10B
EMERGENCY POWER ON EMERGENCY EMERGENCY
D 8
PCV STOP 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 COMPRESSORREADY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR
AUX. L.O. PUMP READY TO START
COMPRESSOR
5 PCV CA HSH
F 15 15.2
INSTRUMENT AIR 3 8
DRTD HORN START REMOTE START
COMPRESSOR COMPRESSOR
SURGE CONTROL HSL
15.2
PT
ZI PDI FI FIC 2A L STOP REMOTE STOP
PT B BULKHEAD
3A 1 3 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PT TI SYSTEM
FIC PI PT TE TE
1 2 ABNORMAL COMPRESSOR
1 2 2 2A 2B E-MOTOR LAMP
TEST RUNNING
L
T
15.8
TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
ABNORMAL
OIL FILTER HORN SILENCE
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI TROUBLE
1 BULKHEAD
1
ZSL ZSH V CV PDI PDI PDT PDT PDI

F PSV PSV 7A 7B
1 1 6A 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
Compressor Set : 7A
6A 8 bar 1.5 7A
FE IGV A
1 MAIN
DV COMPRESSOR ROOM
OIL PUMP PSV V
1.5
6B 6B 6
AUX. MOTOR ROOM
YE OIL
TI 9 F L.O. CP CV COOLER LOCKED
V
1 5C FILL V PUMP 6B 6B OPEN
6F
DV YET 6C
TT TE 1 9 B
1 1 LSL LOCKED
OPEN EM
5 HS
6 C TCV
ZT 15.3
ZSL LG 6 6
3
3 5 RESET
START STOP
PCV OIL TANK L.O. PUMP L.O. PUMP TI
TSH TI
3C ZE ZI TI 6A
5 5A HSH HSL EMLH OIL PUMP 6B
3 3
6 6 RUNNING L
V TSL
3C 5
FEEDBACK
P CUSTOMER
PI AUX. L.O. PUMP
TCV H
5 MOTOR FAIL CRYOSTAR
5
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
3 3 3 EMY
L/R 6 WATER
PI OUT
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
HY A A A 5 RUNNING L.O. PUMP
PCV 3 I/P T
12 3A 12 11 11 A
ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH

1 1 3 1 3 3 5 5 5 9 9 9
CLOSED OPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL START STOP
4-20mA STEAM INLET STEAM OUTLET

4.4 Cargo Compressors A pressure control valve regulates the oil flow to the bearings. Excess oil is
Electric power failure and other trip signal from ESDS.
bypassed and discharged to the sump. Pump relief valves act as back up and are
General Ventilation flow failure in the electric motor room set at 800 kPag.
Two high duty (HD) compressors, installed in the compressor room on deck, are
Safety of the local control system (oil temperature, oil pressure, discharge gas
provided to handle gaseous fluids, LNG vapour and various mixtures of LNG The LO system feeds the following:
vapour, and inert gas or air during cooling down, cargo operation and tank temperature, seal gas pressure and shaft vibration)
Journal bearing on both sides of the high-speed shaft
treatments.
Journal bearing on the driven end of the low speed shaft
Compressor Systems
Two low duty (LD) compressors, installed in the compressor room on deck, are
Integral thrust and journal bearing on the non-driven end of low speed
provided to handle the LNG vapour for the boiler produced by natural boil off
Seal Gas System
and forced vaporization, which is used the fuel. shaft
The seal gas system is provided to prevent LO mist from entering the process Sprayers for the gear wheels
The HD and LD compressors are driven by electric motors, installed in an
stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox
electric motor room segregated from the compressor room by a gas tight HD compressors’ bulkhead seals
and into the LO system. The seal gas is nitrogen produced by the nitrogen
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal.
generators on board.
Surge Control System
4.4.1 HD Compressors The seal gas is injected into the carbon ring with back-up labyrinth type seals
between the gearbox shaft bearing and the compressor wheel. An automatic surge control system is provided to ensure that the compressor
HD Compressors flow rate does not fall below the designed minimum during start-up and steady
Manufacturer: Cryostar state operation. Below this rate, the gas flow will not be stable and the
The system is maintained by a pressure control valve where seal gas pressure is
Model: CM 400/55 - HD compressor will be liable to surge, causing shaft vibration that may damage the
always higher than the suction pressure (usually adjusted at 30 kPag).
Type: Centrifugal. Single stage. Fixed speed compressor.
Seal gas entering the gearbox from the shaft seals is returned to the LO sump,
with adjustable guide vanes.
separated from the oil and vented to atmosphere.
Volume flow: 32,000 m3/h All the HD compressors are equipped with an automatic surge control system
Inlet pressure: 106 kPaA that consists of:
After a period of more than 8 days of non-operation, the unit must be purged
Outlet pressure: 203 kPaA A flow transmitter
with dry and warm nitrogen. As long as the seal gas system is operated, the
Inlet temperature: -140°C
machine can be left in the stand-by mode for extended periods of time. Suction and discharge pressure transmitter
Shaft speed: 11,200 rpm
Motor speed: 3,580 rpm A ratio station
LO System An anti-surge controller
Coupling power: 845.5 kW
Inlet guide vanes setting: -30 to +80 deg A surge control valve on the gas stream
LO in the system is stored in a vented 400 liters LO sump. An integrated steam
HD Compressor Motor immersion heater with a thermostatic temperature control valve is fitted in the
Model: IHSW-560LL On the basis of a preset ratio between the gas flow and compressor differential
sump to maintain a constant positive temperature and avoid condensation when
Electric Source: 6,600 V/60Hz pressure signals, the anti-surge controller produces a signal that modulates a
the compressors are stopped. The heater will automatically switch on at 25°C LO
Rated Output: 950 kW compressor’s surge control valve.
temperature. The auxiliary LO pump dose not operate below 25°C.
Rated Current: 101 A
Starting Method: Soft Start Inlet Guide Vanes
LO is supplied from the sump through separate suction strainer screens and one
of the two LO pumps. The discharge from the pumps is through check valves to
The compressors are operated locally or from the IAS in the CCR. The following To achieve the required gas flow, the compressors have inlet guide vanes fitted at
a common LO supply line feeding the gearbox, bearings and bulkhead seal. The
conditions trip the compressors: the suction end.
main operational pump is driven by the high speed shaft gear. Upon failure of the
Safety of the ESDS and tank protection system: driven pump, the stand-by electric motor driven auxiliary pump is energized
The vanes are operated by pneumatic actuators which receive control signals
immediately. The stand-by electric motor driven auxiliary pump is also used
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space ≤ 0.5 kPag from the flow controlled or pressure controlled for vapour head pressure.
during start up of the compressors. The LO passes through a fresh water cooled
Selection of control signal is available on the mimic of IAS.
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 kPag oil cooler and a 3-way temperature control valve, to maintain the LO inlet
temperature at approximately 38~47°C. The oil supply to the bearings is fed via
Vapour header pressure ≤ 0.3 kPag The rotation of the vanes is possible through its full range of travel -30° to +80°.
a 25 micron duplex filter.
The position is indicated both locally and in the IAS (Range 0 to 100%).
Differential pressure: vapour header / primary pressure header = 0 kPag
The duplex filter has to be switched, as soon as the pressure drop reached 200
Tank No.1, 2, 3 or 4 - extreme high liquid level (99.3% volume) kPag differential pressure and the clogged filter cartridge has to be replaced or
cleaned.

Illustration 4.4.1a HD Compressor

COMMON
TRIP
CUSTOMER
VENT
PSL A A
A 15.1
8A A
PSLL PSL 8A 10A 10B
PT 10A 10B
D 8
PCV STOP STOP STOP
11 5
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
RUNNING START START
GEAR BOX COMPRESSOR
COMPRESSOR
5 PCV CA HSH
F 15 15.2
INSTRUMENT AIR 3 8
SURGE CONTROL HSL
15.2
PT
PT B BULKHEAD
1A
HS
CONTROL 15.4
PT TI SYSTEM
FIC PI PT TE TE
TEST RUNNING
L
T
15.8
S A
ABNORMAL
I/P PDT A F
PI TROUBLE
1 BULKHEAD
1

F PSV PSV 7A 7B
1 1 6A 6A 7 7A 7A
1 6A 6B
Compressor Set : 7A
6A 8 bar 1.5 7A
FE IGV A
1 MAIN
DV COMPRESSOR ROOM
OIL PUMP PSV V
1.5
6B 6B 6
AUX. MOTOR ROOM
YE OIL
V
6F
DV YET 6C
TT TE 1 9 B
1 1 LSL LOCKED
OPEN EM
5 HS
6 C TCV
ZT 15.3
ZSL LG 6 6
3
3 5 RESET
START STOP
TSH TI
3C ZE ZI TI 6A
3 3
6 6 RUNNING L
V TSL
3C 5
FEEDBACK
P CUSTOMER
PI AUX. L.O. PUMP
TCV H
5
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
3 3 3 EMY
L/R 6 WATER
PI OUT
DV
PCV 3 T
12 3A I/P 12 11 11 A

1 1 3 1 3 3 5 5 5 9 9 9

Operating Procedures HD Compressor Alarm and Trip Settings

Normal Instrument range Action
No. Item Tag. No. Operation Set Point Signal
To prepare operation of the HD compressors Condition Setting Range H, HH, L, LL Type
0 to 200 kPag
1 Suction Gas Pressure PT 1 6 kPag - - - 4 to 20 mA
a) Open the fresh water cooling inlet and outlet for the LO cooler. -2.5 to 20 kPag
0 to 200 kPag
2 Discharge Gas Pressure PT 2 103 kPag - - - 4 to 20 mA
0 to 110 kPag
b) Open the instrument air supply to the control panel.
3 Suction Gas Temperature TT 1 -140 °C -200 to +200°C - - - 4 to 20 mA
TT 2A -110 °C -200 to +200°C - - - 4 to 20 mA
c) Check the LO level in the sump tank. 4 Discharge Gas Temperature TE2A
TSHH 2A - - HH T +100°C Contant
TT 2B -110 °C -200 to +200°C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
d) Start the LO heater about 30 minutes (depending on the ambient TSH 2B - - H A +90°C Contact
temperature) prior to the expected compressor start-up. 6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position Contact
Note ! ZSL 1 - - - - -
The sump heater will automatically switch on when the LO temperature falls to 0 to 62 kPag
8 Process Gas Flow PDT 1 5.5 kPag - - - 4 to 20 mA
0 to +5.5 kPag
25 °C and will switch off at 40 °C. The LO temperature should be kept between
YET 9 5 to 20 µm 0 to 100 µm - - - 4 to 20 mA
approximately 40 °C to 50 °C in normal operations. Do not operate the auxiliary 9 Vibration YE9 YSH 9 - - H A 40 µm Contact
LO pump at temperatures below 25 °C. YSHH 9 - - HH T 45 µm Contact
0 to 2100 kPag
PDT 7 50 kPag - - - 4 to 20 mA
e) Open the seal gas supply manual valve. 10 Oil Filter Diff. Press. 0 to 500 kPag
PDSH 7A - - H A 250 kPag Contact
f) Open the compressor suction and discharge valves. 11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 - 40°C - - - -
TSL 5 L A, I1 25°C Contact
g) Run the auxiliary LO pump to warm up the gearbox and bearings for 13 Temperature Oil Tank 55°C -45 +93°C
TSH 5 H A 60°C Contact
about 15 ~ 30 minutes prior to the compressor start-up.
TT 8 ~ 42°C 0 to +100°C - - - 4 to 20 mA
Check the LO system for leaks. 14 Temperature Oil System(TE8) TSL 8 - - L I2 20°C Contact
TSH 8 - - H A 55°C Contact
h) Ensure that the IGV position is set at 0% (start position). TT 10A ~ 60°C 0 to +100°C - - - 4 to 20 mA
Temperature Oil Bulkhead(TE10A)
TSHH 10A - - HH T +80°C Contact
15
i) Press the compressor reset button and check that all alarms/trip lamps Temperature Oil Bulkhead(TE10B)
TT 10B ~ 60°C 0 to +100°C - - - 4 to 20 mA
are off and the ready to start lamp is on. TSH10B - - H A 75°C Contact
TT 9A ~ 65 °C 0 to +100°C - - - 4 to 20 mA
16 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75°C Contact
j) Switch on power to the control cabinet.
TT9F ~ 65 °C 0 to +100°C - - - 4 to 20mA
17 Bearing Temperature TE9F TSL 9F - - L A, I2 15°C Contact
k) At least two alternators should be coupled to the main switchboard to
TSH 9F - - H A 70°C Contact
have sufficient power available at the cargo switchboards.
0 to 1000 kPag
PT 8 ~ 160 kPag - - - 4 to 20 mA
18 Lub. Oil Pressure (Gear Box) 0 to 500 kPag
l) When stopping the compressor, leave the auxiliary LO pump running
and seal gas pressure on until the compressor is warm (approximately PSL 8A - - L A, I2 100 kPag Contact
1 hour). 19 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 160 kPag -100 to 125 kPag LL T 80 kPag Contact
20 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 110 kPag -100 to 125 kPag L A, I2 40 kPag Contact
21 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 110 kPag -100 to 125 kPag LL T 20 kPag Contact
! Caution
22 Seal Gas Control Valve PCV11 - 25 kPag - - - -
A maximum of 2 consecutive starts is allowed. 180 minutes must be allowed for
23 Seal Gas Pressure PSL11 - -100 to 125 kPag L A, I1, I2 20 kPag Contact
cool down of the soft start compensation transformer before a further start
24 Seal Gas Pressure PSLL11 - -100 to 125 kPag LL T 15 kPag Contact
attempt.
25 IGV Position ZE3 ZT3 - -30 to +80 ° - - - 4 to 20 mA
26 IP Converter Control Valve PCV 3A - 200 kPag - - - -
T : Trip, A : Alarm 27 HIC Control Valve PCV 3B - 100 kPag - - - -
I1 : Start-up interlock L.O pump
28 Nozzle Actuator Control Valve PCV 3C - 600 kPag - - - -
I2 : Start-up interlock machine

Illustration 4.4.2a LD Compressor
COMMON
TRIP
CUSTOMER
VENT
PSL A A
A 15.1
8A A
PSLL PSL 8A 10A 10B
PT 10A 10B
D 8
PCV STOP STOP STOP
11 5
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
RUNNING START START
GEAR BOX COMPRESSOR
COMPRESSOR
5 PCV CA HSH
F 15 15.2
INSTRUMENT AIR 3 8
SURGE CONTROL HSL
15.2
PT
PT B BULKHEAD
1A
HS
CONTROL 15.4
PT TI SYSTEM
FIC PI PT TE TE
TEST RUNNING
L
T
15.8
S A
ABNORMAL
I/P PDT A F
PI TROUBLE
1 BULKHEAD
1

F PSV PSV 7A 7B
1 1 6A 6A 7 7A 7A
1 6A 6B
Compressor Set : 7A
6A 8 bar 1.5 7A
FE IGV A
1 MAIN
DV COMPRESSOR ROOM
OIL PUMP PSV V
1.5
6B 6B 6
AUX. MOTOR ROOM
YE OIL
V
6F
DV YET 6C
TT TE 1 9 B
1 1 LSL LOCKED
OPEN EM
5 HS
6 C TCV
ZT 15.3
ZSL LG 6 6
3
3 5 RESET
START STOP
TSH TI
3C ZE ZI TI 6A
3 3
6 6 RUNNING L
V TSL
3C 5
FEEDBACK
P CUSTOMER
PI AUX. L.O. PUMP
TCV H
5
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
3 3 3 EMY
L/R 6 WATER
PI OUT
DV
PCV 3 T
12 3A I/P 12 11 11 A

1 1 3 1 3 3 5 5 5 9 9 9

4.4.2 LD Compressors LO System On the basis of a preset ratio between the gas flow and compressor differential
LO in the system is stored in a vented 400 liters LO sump. An integrated steam pressure signals, the anti-surge controller produces a signal which modulates a
Manufacturer: Cryostar immersion heater with a thermostatic temperature control valve is fitted in the surge control valve.
Model: CM 300/45-LD sump to maintain a constant positive temperature and avoid condensation when
Type: Centrifugal. Single stage. Variable speed the compressors are stopped. Inlet Guide Vanes and Motor Speed Control
with adjustable guide vanes. To achieve the required gas flow, the compressors have inlet guide vanes fitted at
Volume flow: 8,000 m3/h LO is supplied from the sump through separate suction strainer screens and one the suction end.
Inlet pressure: 106 kPaA of the two LO pumps. The discharge from the pumps is through check valves to
Outlet pressure: 196 kPaA a common LO supply line feeding the gearbox, bearings and bulkhead seal. The The vanes are operated by pneumatic actuators which receive control signals of
Inlet temperature: -42 °C main operational pump is driven by the high speed shaft gear. Upon failure of the the fuel gas demand from the boilers.
Maximum shaft speed: 23,400 rpm driven pump, the stand-by electric motor driven auxiliary pump is energized
Rated motor power: 214.4 kW immediately. The stand-by electric motor driven auxiliary pump is also used to The rotation of the vanes is possible through its full range of travel -30° to +80°.
Inlet guide valve setting: -30 to +80 deg start the compressors. The position is indicated both locally and in the IAS (Range 0 to 100%).
The compressors are operated locally or from the IAS in the CCR. The LO passes through a sea water cooled oil cooler and a 3-way thermal bypass Speed of electric motor is controlled with the range from 50% speed to 100%
temperature control valve, to maintain the LO inlet temperature at approximately speed via invertor panel
The following conditions trip the compressors; 35 °C. The oil supply to the bearings is fed via a 25 micron duplex filter with an
Safeties in ESDS and Tank Protection System; automatic continuous flow switch over valve. Bulkhead Shaft Seals
Each compressor shaft is equipped with a forced lubricated bulkhead shaft seal
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space ≤ 0.5 kPag
A pressure control valve regulates the oil flow to the bearings. Excess oil is preventing any combustible gas from entering the electric motors room.
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 kPag bypassed and discharged to the sump. Pump relief valves act as back up and are
set at 800 kPag. The seals are flexibox supply. They are fixed on the bulkhead and float on the
Differential pressure: vapour header/atmospheric pressure ≤ 0.3 kPag
shafts, supported by two ball bearings.
Differential pressure: vapour header/primary pressure header = 0 kPag The LO system feeds the following:
The LO seal ensures tightness between the two bearings. The lubrication comes
Electric power failure and other trip signal from ESDS. Journal bearing on both sides of the high speed shaft
from the main LO circuit.
Journal bearing on the driven end of the low speed shaft
Safeties in combustion control system of the boilers.
Integral thrust and journal bearing on the non-driven end of the low Operating Procedures
Safeties on local control system (oil temperature, oil pressure, discharge gas To prepare the LD compressors for running:
speed shaft
temperature, seal gas pressure and shaft vibration) Sprayers for the gear wheels a) Open the cooling water inlet and outlet LO cooler (usually left
LD compressors’ bulkhead seals open).
Compressor Sub Systems b) Open the instrument air supply to the control panel.
Seal Gas System Surge Control System

c) Check the LO level in the sump tank.
An automatic surge control system is provided to ensure that the compressor
The seal gas system is provided to prevent LO mist from entering the process
flow rate does not fall below the designed minimum. Below this rate, the gas d) Start the LO heater about 30 minutes (depending on ambient
stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox
and into the LO system. The seal gas is nitrogen produced by the nitrogen flow will not be stable and the compressor will be liable to surge, causing shaft temperature) prior to the expected compressor start up.
vibration that may result in damage to the compressor.
generators on board.
Note !
The seal gas is injected into the carbon ring with back-up labyrinth type seals All the LD compressors are equipped with an automatic surge control system The temperature in the LO Sump Tank is controlled by TCV5. The LO
which consists of: temperature should be kept between 40 °C to 50 °C in normal operations. Do not
between the gearbox shaft bearing and the compressor wheel.
A flow transmitter operate the auxiliary LO pump at temperature below 25 °C.
The system is maintained by a pressure control valve where the seal gas pressure
A compressor differential pressure transmitter e) Open the seal gas supply manual valve.
is always higher than the suction pressure (usually adjusted at 30 kPag).
A ratio station
The seal gas entering the gearbox from the shaft seals is returned to the LO sump, f) Open the compressor suction and discharge valves.
An anti-surge controller
separated from the oil and vented to the atmosphere.
A surge control valve on the gas stream g) Run the auxiliary LO pump to warm up the gearbox and bearings
for about 15 ~ 30 minutes prior to the compressor start-up.
Check the LO system for leaks.

h) Switch on power to the control cabinet. LD Compressor Alarm and Trip Settings
Normal Instrument range Action
No. Item Tag. No. Operation Set Point Signal
i) Switch on the power to the variable speed controller. (Each LD Condition Setting Range H, HH, L, LL Type
compressor is supplied from a separate cargo switchboard i.e. Port 0 to 200 kPag
1 Suction Gas Pressure PT 1 6 kPag - - - 4 to 20 mA
and Starboard) -2.5 to 20 kPag
0 to 200 kPag
2 Discharge Gas Pressure PT 2 96 kPag - - - 4 to 20 mA
0 to 110 kPag
On the IAS in the CCR;
3 Suction Gas Temperature TT 1 -42 °C -200 to +200°C - - - 4 to 20 mA
TT 2A 3.5 °C -200 to +200°C - - - 4 to 20 mA
a) Set up the cargo piping system to carry out the correct operation. 4 Discharge Gas Temperature TE2A
TT 2B 3.5 °C -200 to +200°C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
b) Select the appropriate mimic on the LD compressor for the correct TSH 2B - - H A +90°C Contact
operation. 6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position Contact
c) The IGV (inlet guide vanes) must be set at 0% and motor speed ZSL 1 - - - - -
adjusted to 50 % before starting the compressor. 0 to 62 kPag

8 Process Gas Flow PDT 1 4 kPag - - - 4 to 20 mA
0 to +4 kPag
YET 9 5 to 20 µm 0 to 100 µm - - - 4 to 20 mA
d) The message ‘Ready to start’ appears on the mimic display below 9 Vibration YE9 YSH 9 - - H A 40 µm Contact
the compressors when safety is clear. YSHH 9 - - HH T 45 µm Contact
0 to 2100 kPag
PDT 7 50 kPag - - - 4 to 20 mA
e) Start the compressor motor. 10 Oil Filter Diff. Press. 0 to 500 kPag
PDSH 7A - - H A 250 kPag Contact
f) Switch the compressor control to automatic mode. 11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 - 40°C - - - -
TSL 5 L A, I1 25°C Contact
13 Temperature Oil Tank 55°C -45 +93°C
TSH 5 H A 60°C Contact
TT 8 ~ 42°C 0 to +100°C - - - 4 to 20 mA
14 Temperature Oil System(TE8) TSL 8 - - L I2 20°C Contact
TSH 8 - - H A 55°C Contact
TT 10A ~ 60°C 0 to +100°C - - - 4 to 20 mA
Temperature Oil Bulkhead(TE10A)
15
TT 10B ~ 60°C 0 to +100°C - - - 4 to 20 mA
Temperature Oil Bulkhead(TE10B)
TSH10B - - H A 75°C Contact
TT 9A ~ 65 °C 0 to +100°C - - - 4 to 20 mA
T : Trip, A : Alarm 16 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75°C Contact
I1 : Start-up interlock L.O pump
TT9F ~ 65 °C - - -
I2 : Start-up interlock machine 0 to +100°C 4 to 20mA
17 Bearing Temperature TE9F TSL 9F - - L A, I2 15°C Contact
TSH 9F - - H A 70°C Contact
0 to 1000 kPag
PT 8 ~ 160 kPag - - - 4 to 20 mA
18 Lub. Oil Pressure (Gear Box) 0 to 500 kPag
PSL 8A - - L A, I2 100 kPag Contact
19 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 160 kPag -100 to 125 kPag LL T 80 kPag Contact
20 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 110 kPag -100 to 125 kPag L A, I2 40 kPag Contact
21 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 110 kPag -100 to 125 kPag LL T 20 kPag Contact
22 Seal Gas Control Valve PCV11 - 25 kPag - - - -
23 Seal Gas Pressure PSL11 - -100 to 125 kPag L A, I1, I2 20 kPag Contact
24 Seal Gas Pressure PSLL11 - -100 to 125 kPag LL T 15 kPag Contact
25 IGV Position ZE3 ZT3 - -30 to +80 ° - - - 4 to 20 mA
26 IP Converter Control Valve PCV 3A - 200 kPag - - - -
27 HIC Control Valve PCV 3B - 100 kPag - - - -
28 Nozzle Actuator Control Valve PCV 3C - 600 kPag - - - -

AUX. LUB. OIL PUMP SEQUENCE FOR HD/LD COMPRESSOR MAIN MOTOR SEQUENCE FOR HD/LD COMPRESSOR
Input Function in Main Control Panel (M.C.P) Output INPUT FUNCTION IN MAIN CONTROL PANEL (M.C.P) OUTPUT
0____10
Oil Tank Level Low Feedback Aux. L.O.P
t=10 sec 2
Seal Gas Press. Low Low
running
Aux. L.O.P
Seal Gas Press. Low AND Ready to start Surge valve open
(To starter) ZSH1 11
Oil tank temp. Low Compressor
IGV in start position Ready to start
Aux. L.O.P Motor Overload ZSL3 AND (To Starter)
Aux. L.O.P Start Ready
Common trip 8
1
Ready to start LOP Aux.L.O.P
AND Ready to start Common Alarm 7
Feedback Aux. L.O.P Running 2
(To M.C.P)
Cont. System Trouble
Remote/Local in Local Pos
L.O.P Local Start

Compressor Start
Aux.L.O.P Start Ready 1 Aux.L.O.P Ready
AND Start order
5
Compressor
Ready to Start L.O.P (To start)
Feedback Compressor Ready to start
Main Motor running running 6
AND (To M.C.P)
4
Remote/Local in Remote Pos 11
L.O.P Remote Start

Main Motor Start order 0____30 Electrical failure
Aux.L.O.P Start Ready 1
AND t= 30 sec Comp.contactor
OR Feedback Comp. AND line
Ready to Start L.O.P 6
running (To M.C.P)
4 S
Main Motor running
Feedback Comp. 6 = Compressor
running running
Gear Oil Press.Low (To M.C.P)
3
AND Remote/Local in Local Pos.
Main Motor running 4
M.Motor Local Start

Main Motor running 4 impuls
Compressor Start 5 AND
1-0
ready
L.O.P run other blackout
Compressor Ready S Main Motor
Aux.L.O.P Stop order 9 R to start OR Start order
(To Starter)
Remote/Local in Local Pos. Remote/Local in Remote Pos.
L.O.P Local Stop OR M.Motor Remote Start

Main Motor runing 4
Compressor Start 5 AND
Remote/ Local in Remote Pos. ready
L.O.P Remote Stop Compressor Ready

OR Aux.L.O.P
4 to start
Main Motor running Stop order
(normal operation=1)
(to starter) Compressor Stop order R
AND 9
3 0____21
Gear Oil Press.Low Remote/Local in Local Pos.
t=21sec
AND OR
4
Main Motor Local Stop
Main Motor running 0____20
t=20sec
Remote/Local in Remote Pos. Main Motor
Emergency stop 0____120 OR Stop order
t=120sec Main Motor Remote Stop (normal operation=1)
Aux. L.O.P Motor overload (To Starter)
AND
Electrical failure L.O.P
0____10 8
Aux.L.O.P Start order Common trip
t=10sec
AND Electrical faiure
Feedback Aux. L.O.P Running 2 L.O.P contactor line Electrical failure
(To. M.C.P) Main Motor
Feedback Aux. L.O.P Running 2 = Aux. L.O.P running
(To.M.C.P)

Illustration 4.5a H/D & L/D Gas Heater
SET POINT
H TI HIC L L H L PI TAHH ZI ZI L L XA COMMON XA LAHH LAH TALL TAL TI XA
EXT.
L/R L/R TRIP
L 2.2 2 2 L 2 2 2 2 1 1 TRIP HH 4 4 4 4 4.2 5.2
POSITION POSITION ALARM
4-20mA
4-20mA
4-20mA
PV TIC CONTROL VALVE SPLIT-RANGE
2 TEMP. CONTROL
IAS SYSTEM IN CCR
CONTROL CABINET
T T A T T
L/R L/R
POSITION COMMON POSITION
Pi -> PIT
TRIP
TI L ALARM L LSHH LSH TT
2.1
T 2
T 1 4 4 4
L T T
5
HS LOCAL EQUIPMENT
TI PIT A F1 E1 C B PI TI
2.1 4.1 5.2
2 3
TE TSHH
2 2
CG525
GAS CG520
OUTLET
(WARM UP) CG526 VENT CD313
CD317 SC356
GAS CG521 Steam
OUTLET Inlet
(FUEL GAS)
I/P
HY
2
P1
ZS HS HIC LS
1
2 2 2 4B
L/R LS
4A
LI
4 TSLL
4
SV TE
D TCV 4
2
2
CG522
CG524
CG517 S
CG519 CG523
B D
H CG518
GAS
INLET
TCV
ZT 1
F1 2
ZS
1
L/R PCV
ZI
KEY 2
HS
6 PI
S 1 6
ZT SV
LNG VAPOUR E1 1 1
HIC Instrument
ZI
C 1 Air Supply
STEAM 1
HY A
SC310
INSTRUMENT AIR I/P
1 SC314
CONDENSATE
DRAIN CD312 CD310
CD316 CD311
Condensate
Drain

4.5 H/D & L/D Gas Heater Operating Procedure in Warming-up Configuration The vapour lines will be set for using the LD compressor to deliver vapour to the
The vapour lines will be set for using the HD compressor to deliver vapour to the LD gas heater. The HD gas heater can be used at emergency case for this
General Description HD gas heater. The LD gas heater can be used for this operation by opening the operation by opening the cross connection valve CG529.
cross connection valve CG529 at emergency case.
There are two steam-heated HD & LD gas heaters located in the cargo a) Open the shell side vent valve. When the heater has been vented and warmed through, proceed as follows:
compressor room, which is situated on the starboard after side of the trunk deck. b) Open the shell side condensate valves and check the drains.
a) Slowly open the manually operated steam inlet valve SC313 (SC317).
The heaters are shell and tube type. c) Crack open the manual steam supply valve SC313, 317 (Ensure that
the steam to deck is available and the isolating valve is open SC356). b) Check the condensate level.
The heaters are used for the following functions: d) When all the air has been expelled from the shell, shut the vent valve.
c) Set the LNG vapour lines as detailed for the operation to be taken.
H/D Gas Heater e) When water has been drained from the shell, shut the drain valve.
Heating the LNG vapour is delivered by either of the HD compressors at the d) Open the vapour outlet valve CG525 (CG520) and the vapour inlet
specified temperature for warming up the cargo tanks before gas freeing. f) Slowly open up the steam inlet valve. valve CG522 (CG517).
Heating inert gas is supplied from inert gas generator for inerting operation and g) Set the LNG vapour lines as detailed for the operation and put the
heater in use. e) In the CCR, set the controls for the boil-off heater on the IAS.
warming up with inert gas.
h) In the CCR, set the controls for the heater to the ON position on f) Open the control air supply to the boil-off gas heater controls.
L/D Gas Heater
Heating boil-off gas is delivered by either of the LD compressors for fuel gas to the IAS.
g) Set the temperature and level controllers to the correct settings for
the boiler or for venting to atmosphere via the liquid header or via the gas main. i) Open the instrument air supply to the controls for the heater. gas burning of +30°C.
Free flow can be applied alternatively.
j) Check the condensate level in the sight glass.
h) Monitor the gas vapour outlet and condensate temperatures.
! Caution k) Set the temperature and level controller to the correct settings for
When returning heated vapour to the cargo tanks, the temperature at the heater the operation being undertaken (first stage: 0°C, second stage: On completion of the operation
outlet should not exceed +85°C, to avoid possible damage to the cargo piping +80°C for warming up operation with LNG vapour, appr. 50°C for
insulation and safety valves. warming up and inerting operation with inert gas). a) After the LD compressor has been shut down and the gas supply
l) Open the hydraulically operated gas inlet and manually operated valve to the engine room shut, close the inlet valve to the heater
Specification: CG522 (CG517).
outlet valves.
High Duty Gas Heater : m) Monitor the gas vapour outlet and condensate temperatures. b) Shut the steam inlet valve SC313 (SC317).
Manufacturer: Cryostar c) Open the steam side vent and open the drain valve when all the
Model: 108-UT-38/34-3.8 On completion of the operation; pressure is off the heater.
Type: BEU
Rated Capacity: 22,600 kg/h a) Switch the auto-control to manual. The following alarms and trips are available:
Vapour Inlet Temperature: -68°C
Vapour Max Outlet Temperature: +81°C b) Close the gas supply valve on the heater. TAG NO. DESCRIPTION
Vapour Inlet Pressure: 100 kPag c) Close the steam supply valve to the heater when the temperature at PIT2 Gas outlet pressure.
Pressure Drop (Calculated): 4 kPag Normal 95 kPag / Range 0∼160 kPag
the heater outlet is above 0°C.
Heating Capacity: 2,117 kW TT2 Gas outlet temperature
Steam Consumption: 3,718 kg/h d) Open the steam side vent, then open the drain when all the steam Normal +10°C ~ +80°C/ Range -100 ~+150°C
Steam Inlet/Outlet Temperature: 169 / 164 °C has vented.
TIC2 Gas outlet temperature control
Warm-up +80°C / Boil-off +45°C
Controls and Settings
Low Duty Gas Heater : TSHH2 Gas outlet temperature switch
The gas outlet temperature is controlled by controllers CG518, CG523 on the
Manufacturer: Cryostar Normal +3 ~ +80°C / Range 0 ~ 150°C
inlet and CG519, CG524 on the gas heater bypass lines respectively. High-high Trip : 100°C
Model: 21-UT-38/34-3.2
Type: BEU TSLL4 Condensate temperature switch
The steam condensate from the heater is returned to the drains system via the Normal +150 ~ +190°C / Range 0 ~ 200°C
Rated capacity: 7,906 kg/h
cargo steam drains cooler and the cargo escape tank, the latter of which is fitted Low-low Trip : +80°C
Vapour inlet temperature: -68°C
with a gas detector sampling point. TT4 Condensate temperature TE4
Vapour max outlet temperature: +47°C
Normal +150 ~ +190°C / Range 0 ~ 250°C
Vapour Inlet Pressure: 100 kPag
Pressure Drop (Calculated): 11 kPag Boil-off Gas Heating Configuration LS4A Gas heater condenser level. High alarm
The same procedure is followed for venting and warming through the heater as
Heating Capacity: 566 kW LS4B Gas heater condenser level. High-High Trip
described above, except that the temperature control is set for a gas outlet
Steam Consumption: 993 kg/h
temperature of approximately +30°C.
Steam Inlet/Outlet Temperature: 169 / 164 °C

Illustration 4.6a LNG Vaporizer
SET POINT
H TI HIC L L PI ZI ZI FI L L XA COMMON XA LAHH LAH TALL TAL TI XA LAHH
EXT. H
L/R L/R TRIP
L 2.2 2 2 2 2 1 1 1 TRIP 4 4 4 4 4.2 5.2 1
4-20mA
4-20mA
4-20mA
Flow Control
Signal 4-20mA
PV TIC CONTROL VALVE
2 IAS SYSTEM
IN CCR
CONTROL
T CABINET
L/R L/R T A T T T
Pi -> PIT
TRIP
TT L ALARM L LSHH LSH TT
2.1
T 2 1 4 4 4
L T T
5
HS LSHH
LOCAL
TI PIT F1 E1 A C B PI TI
2.1 4.1 5.2 1 EQUIPMENT
2 3
MIST
SEPARATOR
4-20mA
TE
2
CG530
GAS
OUTLET
VENT
SC304
Steam
Inlet
SC308
I/P F1
HY
2
P1
ZS HS HIC LS
1
2 2 2 4B
L/R LS
4A
LI
4 TSLL
4
SV TE
D TCV 4
2
2
FC
CS501 S
CS503 CS502
B D
H FC
LNG
INLET
FCV
ZT 1
F1 2
ZS
1
L/R PCV
ZI
KEY 2
HS
6 PI
S 1 6
ZT SV
LNG VAPOUR E1 1 1
HIC Instrument
ZI
C 1 Air Supply
LNG LIQUID 1
HY A
INSTRUMENT AIR I/P
1 SC305
STEAM 4-20mA
CONDENSATE DRAIN
SC307 CD309
Condensate
Drain

4.6 LNG Vaporizer 2) Purging of cargo tanks with vapour after inerting with inert gas i) When vapour is produced, switch the control for liquid valve to
and prior to cooling down. LNG is supplied from the shore to the remote and automatic.
General Description vaporizer via the stripping/spray line. The vapour produced at the ! Caution
(See Illustration 4.6a) required temperature +20°C is then passed to the cargo tanks. Thorough checks around the LNG vaporizer and associated flange connections
must be conducted during the operation.
The LNG vaporizer is used to vaporize LNG liquid, to provide gas when 3) LN2 vaporization for inerting the cargo tank and insulation spaces .
displacing inert gas from the cargo tanks with LNG vapour and for maintaining (See ch.6.2.1) On completion of the operation.
the pressure in the tanks when LNG is being discharged and vapour is not
supplied from shore, and also for initial inerting in the insulation spaces with N2. 4) Emergency forcing by manual operation: a) Shut liquid valve CS501.
The LNG vaporizer can function as the forcing vaporizer when the
Both LNG and forcing vaporizers are situated in the cargo compressor room. forcing vaporizer has failed: b) Shut the steam supply valve SC304 when no LNG remains.
Specification Flow control: c) Open the steam side vent and then open the drain when all steam
Manufacturer: Cryostar When the fuel gas demand from boiler is way in excess of the has been vented.
Model: 65-UT-38/34-5.9 natural boil-off generation.
Mass flow: 10,788 kg/h (24,214 kg/h) d) Keep the vapour side valve open to system until vaporizer reaches
Type: Shell and ‘U’ tube design (BEU) Note ! ambient temperature.
Heating medium: Saturated steam This operation is the normal procedure if the cargo tanks have been inerted with
Inlet volume flow (LNG): 24 m3/h (54 m3/h) inert gas containing carbon dioxide. Control
Outlet volume flow: 12,425 m3/h (12,659 m3/h)
Inlet LNG temperature: -163°C Operating Procedures Process control is done on the outlet temperature from vaporizer with high and
Outlet gas temp: 20 °C (-140 °C) Set the LNG pipelines as detailed for the operation about to be undertaken. low temperature alarms. This is controlled on the TCV (temperature control
Outlet pressure controlled: 30 kPag valve) CS503.
Steam Consumption: 4,882 kg/h (6,652 kg/h) LNG Vaporizer
Heat Exchange: 2,780 kW To prepare the LNG vaporizer. The steam condensate from the vaporizer is returned to the drains system via the
Steam Inlet/Outlet Temperature: 169/164 °C cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
Note ! ( ) : LNG discharging without vapour return from shore a) Open the shell side vent valve. a gas detector sampling point.
Alarms are provided on the outlet gas temperature, high level and low b) Crack open the shell side drain valve. Check that the condensate The following alarms and trips are available:
temperature of the condensate water. drain valves are open, SC307 and CD309. TAG NO. DESCRIPTION
PIT2 Gas outlet pressure.
The LNG vaporizer is used for the following operations:
c) Crack open the steam supply manual valve SC308 (making sure Normal 30 kPag / Range 0~60 kPag
1) Discharging cargo at the design rate without the availability of a steam to deck is available). TT2 Gas outlet temperature
Normal -140°C ~ +20˚C / Range -150 ~+100°C
vapour return from the shore.
d) When all air is expelled from the shell, shut the vent valve. TIC2 Gas outlet temperature control
LNG Discharge: -140°C
If the shore is unable to supply vapour return, liquid LNG is fed to Purge: +20°C
the vaporizer by using one stripping pump or by bleeding from the After about 30 minutes, when pressures and temperatures have stabilised on the Inerting: +20°C
vaporizer; Emergency forcing: -40°C
liquid header. The vapour produced leaves the vaporizer at
approximately -140 °C and is then supplied to cargo tanks through TSLL4 Condensate temperature switch
e) Slowly open fully the steam inlet manual valve (SC304). Normal +150 ~ +190°C / Range 0 ~ 200°C
the vapour header. The vapour pressure in the cargo tanks will Low-low Trip : +80°C
normally be maintained at 110 kPaA (minimum 104 kPaA) during TT4 Condensate temperature TE4A
the whole discharge operation. Additional vapour is generated by f) Open the instrument air supply to the vaporizer controls. Normal +150 ~ +190°C/ Range 0 ~ 250°C
the tank sprayer rings, the LNG being supplied by the LS4A Gas heater condenser level. High alarm
stripping/spray pump. g) In the CCR, set the controls for the LNG vaporizer on the IAS
LS4B Gas heater condenser level. High-High Trip
mimic.
If the back pressure in the discharge piping to the shore is not
sufficient to have a minimum of 300 kPag at the inlet to the h) Fill up the vaporizer with liquid using manual control. Check all
vaporizer, a stripping/spray pump will be used to supply liquid to flanges and joints for any signs of leakage. Cooldown condition of
the vaporizer. LNG inlet line is monitored by local temperature indicator.

Illustration 4.7a Forcing Vaporizer
SET POINT
H TI HIC L L PI ZI ZI FI L L XA COMMON XA LAHH LAH TALL TAL TI XA LAHH
EXT. H
L/R L/R TRIP
L 2.2 2 2 2 2 1 1 1 TRIP 4 4 4 4 4.2 5.2 1
4-20mA
4-20mA
4-20mA
Flow Control
Signal 4-20mA
PV TIC CONTROL VALVE
2 IAS SYSTEM
IN CCR
CONTROL
T CABINET
L/R L/R T A T T T
Pi -> PIT
TRIP
TT L ALARM L LSHH LSH TT
2.1
T 2 1 4 4 4
L T T
5
HS LSHH
LOCAL
TI PIT F1 E1 A C B PI TI
2.1 4.1 5.2 1 EQUIPMENT
2 3
MIST
SEPARATOR
4-20mA
TE
2
CG532
GAS
OUTLET
VENT
SC309
Steam
Inlet
I/P F1
HY
2
P1
ZS HS HIC LS
1
2 2 2 4B
L/R LS
4A
LI
4 TSLL
4
SV TE
D TCV 4
2
2
FC
CS504 S
CS506 CS505
B D
H FC
LNG
INLET
FCV
ZT 1
F1 2
ZS
KEY ZI
1
L/R PCV
HS
2 6 PI
LNG VAPOUR ZT
S 1 6
SV
E1 1 1
HIC Instrument
LNG LIQUID C 1 Air Supply
ZI
1
INSTRUMENT AIR HY A
I/P
1 SC301
STEAM
4-20mA
CONDENSATE
DRAIN
SC303 CD308
Condensate
Drain

4.7 Forcing Vaporizer This is made possible by: h) Fill up the vaporizer with liquid using manual control. Check all
flanges and joints for any signs of leakage. Cooldown condition of
General Description 1) Two knitted mesh filters inserted in the gas flow path to fractionate LNG inlet line is monitored by local temperature indicator.
(See Illustration 4.7a) the droplets and create the necessary turbulence to break down the
small droplets injected into a fine fog of liquid gas and also to i) When vapour is produced, switch the control for the liquid valve to
The forcing vaporizer is used for vaporizing LNG liquid to provide gas for moisten the mesh wires acting as vaporizing surface. remote and automatic.
burning in the boilers to supplement the natural boil off. Both the LNG and
forcing vaporizers are situated in the cargo compressor room. 2) Two conical baffles installed in the tube to allow eventually ! Caution
accumulated liquid to be directed into the gas stream on the pipe Thorough checks around the forcing vaporizer and the associated flange
The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up bottom. connections must be conducted during operation.
to 105% MCR.
Mist Separator (Demister) On completion of operation.
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an
automatic inlet feed valve which receives its signal from the Boilers Gas A mist separator is used downstream of the forcing vaporizer to serve as a a) Shut the liquid valve CS504.
Management System. moisture separator and prevent any carry over of liquid to the LD compressors.
b) Shut the steam supply valve SC309 when no LNG remains.
Specification Both vaporizer tubes are fitted with spiral wires to promote turbulence ensuring
Manufacturer: Cryostar efficient heat transfer and production of superheated LNG vapour at the exit of c) Open steam side vent and then open the drain when all steam has
Model: 34-UT-25/21-3.6 the tube nests. been vented.
Mass flow: 6,790 kg/h
Type: Shell and ‘U’ tube design Specification d) Keep the vapour side valve open to the system until the vaporizer
Heating Medium: Saturated steam Manufacturer: Cryostar reaches the ambient temperature.
Inlet volume flow (LNG): 15 m3/h Model: VMS-10/12-1000
Outlet volume flow: 6,737 m3/h Type: Shell with in / out nozzles and drain Control
Inlet LNG temperature: -163 °C Mass flow: 5,800 kg/h
Outlet gas temperature max.: -39 °C Inlet temperature: -40 °C Process control is on the outlet temperature from the vaporizer with high and low
Outlet gas temperature controlled: -40 °C temperature alarms. This is controlled on the TCV (temperature control valve)
Outlet pressure controlled: 20 kPag An alarm is provided on the level of the drained LNG. CS506.
Heating Capacity: 1,492 kW
Steam Consumption: 2,620 kg/h To Prepare the Forcing Vaporizer The steam condensate from the vaporizer is returned to the drains system via the
Steam Inlet/Outlet Temperature: 169/164 °C cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
a) Open the shell side vent valve. a gas detector sampling point.
Alarms are provided on the outlet gas temperature, high level and low
temperature of the condensate water. b) Crack open the shell side drain valve. Check that the condensate The following alarms and trips are available:
drain valves are open, SC303 and CD308. TAG NO. DESCRIPTION
The forcing vaporizer is equipped with a temperature control system to obtain a PIT2 Gas outlet pressure.
constant and stable discharge temperature for various ranges of operation. c) Crack open the steam manual supply valve SC309 (making sure Normal 20 kPag / Range 0~60 kPag
that the steam to deck is available). TT2 Gas outlet temperature
The temperature of the gas produced is adjusted by spraying a certain amount of Normal -40°C / Range -150 ~+100°C
bypassed liquid into the outlet side of the vaporizer through a temperature d) When all air is expelled from shell, shut the vent valve. TIC2 Gas outlet temperature control
After about 30 minutes when pressures and temperatures have Nat. Gas: -40°C
control valve and liquid injection nozzles. Pure Methane: -60°C
stabilised on the vaporizer.
TSLL4 Condensate temperature switch
A re-evaporator is also used to ensure that accumulation of non-vaporized liquid Normal +150 ~ +190°C / Range 0 ~ 200°C
at the vaporizer discharge is avoided and that the output is at a stable temperature. e) Slowly open fully the steam inlet manual valve. Low-low Trip : +80°C
TT4 Condensate temperature TE4A
f) Open the instrument air supply to the vaporizer controls. Normal +150 ~ +190°C / Range 0 ~ 250°C
LS4A Gas heater condenser level. High alarm
g) In the CCR, set the controls for the forcing vaporizer on the IAS LS4B Gas heater condenser level. High-High Trip
mimic.

Illustration 4.8a Vacuum Pumps
XA XA
VP002 VP004
COMMON COMMON * FOR NO.1 & NO.2 PUMP

TRIP. TRIP.
START
HS RI
1 0 2 3
FROM STARTER CI CI STOP
PANEL 4
HS RI
0 VP001
1 NO.1 P/P NO.2 P/P VP003
5 2 TO NO.1 P/P MOTOR CUR. MOTOR CUR.
6 3 TRIP
7 4
8 5
6
7 XL
8 RI
0
* I.S BARRIER PANEL (E/D ROOM)
TO NO.2 P/P TRIP
REMOTE
HS XL HS
START REMOTE STOP
NOTE :
1. THE ITEM MAKED WITH * TO BE SUPPLIED BY MAKER.
2. ONE(1) ZENER BARRIER (INTRINSICALLY SAFETY BARRIER)

PANEL ISTALLED IN E/D ROOM SHALL BE SUPPLIED
* -70 C~200 C
O O
BY MAKER (M.P.R.I).
120 C~215 C TI
O O
* 3. LOCAL CONTROL PANEL INSTALLED IN CARBO COMP. ROOM

TI8 SHALL BE SUPPLIED BY MAKER (M.P.R.I).
TS
FOLLOWING ITEMS SHALL BE *
TSH2
TO NO.4 VENT MAST
PROVIDED ON LOCAL PANEL 4. THE ITEMS MARKED WITH ** TO BE SUPPLIED BY MAKER
0~100kpa PI106 AS LOOSE.
PI (0~100Kpa) FS
- MODE SELECTION P16 TS PI *
(LOCAL / REMOTE)
* 5. SPACE HEATER (TR106 & TR6) FOR ELECTRIC MOTOR
* * FSL101 SHALL BE PROVIDED BY M.P.R.
-5 C~60 C
O O
TSH102
- TRIP INDICATION LS FS TI LS
* 6. ALL LOCAL INSTRUMENTS FOR VACUUM PUMP SHALL BE
* * *
- START/STOP WITH RUM INSTALLED IN CARGO COMPRESSOR ROOM.
LSL1 FSL1 TI9 LSL101
* * -5 C~60 C
INDICATION
O O
TI 7. 6SETS OF PT100(2SETS FOR VACUUM PUMP BEARING

-70 C~200 C
O O TI
- MOTOR ABNORMAL
* * TEMPERATURE AND 1SET FOR BULKHEAD SEAL TEMPERATURE
TI108
TI109
PER EACH EQUIPMENT) SHALL BE PROVIDED. THOSE TEMPERATURE
- EMERGENCY STOP SHALL BE INDICATED ON THE IAS AND LOCAL.
- LAMP TEST NO.1 VACUUM F335
PUMP UNIT LI
* NO.2 VACUUM FW333
FG2~5
-60 C~-25 C
PUMP UNIT
O O
LI
-100~60Kpa -70 C~100 C
O O
*
PI TI
TS FG102-105
* * *
##PI203 -100~60Kpa -0.1~0.9Mpa
TSL1 TI7 -0.1~0.9Mpa
PS
PI
* PI
*
##PSL202 PI7 *
PRI. SPACE SEC. SPACE PI107
* -70 C~100 C
O O
*
* TS PT TI PI
PI * * 100 * *
* TSL101 TSL101 TI107
-100~60Kpa TO STARTER TO STARTER
*
* * CN585 *
*
SOV101
CN581 CN582 SOV1

CN587
FW332
-20 C~120 C
O O
LOCAL IAS-SYSTEM STARTER PANEL LOCAL PANEL

TI
FW334
HT104
ELEC. CABLE PNEUMATIC HYDRAULIC PIPING
COOLING WATER
COOLING WATER OUTLET UA1 UA2
INLET
COMMON TRIP COMMON ALARM

4.8 Vacuum Pumps Control and Alarm Settings Operating Procedures

(See Illustration 4.8a) Each vacuum pump will stop if the lubrication oil tank level, or flow is low, the
discharge temperature is high or the suction temperature is low. a) Open the fresh water cooling water inlet and outlet at the vacuum
Two vacuum pumps located in the cargo compressor room are used to evacuate pump.
the primary and secondary spaces atmosphere in the following cases: TAG NO. DESCRIPTION
Suction common pressure low trip
b) Check through the pump drain valve that there is no water in the
PSL202
To replace air with nitrogen. Set point : -85 kPag pump.
No.1 Vac. pump suction temperature low trip
TSL1
To replace nitrogen with air for gas freeing before dry docking or after there Set point : -55°C A sample intake is fitted on the drain valve to permit sampling
has been leakage of cargo. No.1 Vac. pump discharge temperature high trip during operation.
TSH2
Set point : +170°C
VP002 No.1 Vac. pump common trip alarm c) Vent the pump cooling water lines.
To test tightness of the membranes at regular intervals or after membrane
repairs. FSL1 No.1 Vac. pump C.W. outlet flow low trip
When evacuating the insulation spaces, the secondary barrier space is evacuated
LSL1 No.1 Vac. pump oil tank low level trip
to 95 kPaA. before the primary barrier space suction isolating valve is opened.
When the associated tank is opened up. No.2 Vac. pump suction temperature low trip
TSL101
Set point : -55°C
Both spaces are then taken down to 20 kPaA. This process ensures that it is not
The pumps are driven by electric motors situated in the electric motor room No.2 Vac. pump discharge temperature high trip
TSH102 possible to lower the pressure in the primary barrier insulation space without
through a gas tight bulkhead seal. The two pumps are used in parallel to evacuate Set point : +170°C
having the same pressure in the secondary barrier insulation.
the primary and secondary spaces in order to reduce the time taken to achieve the VP004 No.2 Vac. Pump common trip alarm
vacuum of 20 kPaA. FSL101 No.2 Vac. pump C.W. outlet flow low trip d) Check the pump LO tank level.
LSL101 No.2 Vac. pump oil tank low level trip
The pumps are fresh water cooled from the auxiliary fresh water system (refer to
e) Ensure the free rotation of the pump.
5.5). The pumps are started and stopped from the starter panel in the cargo
switchboard room or locally in the cargo compressor room. Specification
Manufacturer: MPR industries f) Operate the manual LO pump and ensure that the oil drips are
Model: P100 SV evident at each sight glass.
! Caution If the pump has been stopped for more than 24 hours, it is essential
If there is a failure or stoppage and the vacuum pump is hot and the cooling Type: Two horizontal rotary dry vacuum pumps,
single staged to turn the rotor by hand 2 or 3 turns before starting the pump to
water has stopped, wait for the vacuum pump to attain room temperature before ensure that the blades are not stuck on the cylinder.
restarting in order to avoid shock due to cold water. Cooling medium: Deck central F.W system
Outlet temp of CFW: 48 °C
g) The vacuum pumps can now be started.
! Caution Gas flow capacity: 1,250 m3/h
If the primary space pressure is reduced below the secondary space pressure Pump speed: 1,170 rpm
there is a danger of distorting the secondary barrier by lifting it off its supporting Power: 37 kW
insulation. A maximum pressure difference of 3 kPag is allowed. Vacuum pull down: 20 kPaA
The suction pipe system on deck and inside the cargo deckhouse should be Oil drip feed rate: 8 drips/m
checked for leakages from time to time, especially before removing nitrogen gas Bulkhead seal: Flexibox
polluted with cargo vapour.
Discharge from the pumps is led to the No.4 vent mast.

Illustration 4.9.1a Custody Transfer System (CTS)
4x LEVEL GAUGE WITH

PRESSURE TRANSMITTER
DOME FLANGE
380 mm
6x MAIN TEMP SENSORS/TANK
4x LEVEL ALARM
6x SPARE TEMP SENSORS/TANK
SENSORS
DISTANCE FROM 100% VOLUME TO TANK DOME FLANGE
DOME PENETRATION
VERIFICATION PIN
S1=MEASURE S1 TO BOTTOM AND REPORT TO SAAB

99.3% MOUNTING BRACKETS
DISTANCE FROM ZERO TANK LEVEL TO 100% VOLUME

98.0%
SAAB STILL PIPE
2x 6 TEMP/TANK
THERMOWELL Ø32 MM(2x)
ARRY FITTINGS FOR TEMPSENSORS

ATTENUATOR
EXTERNALLY MOUNTED TEMPERATURE

SENSOR FOR ZERO LEVEL

Illustration 4.9.1b Custody Transfer System (CTS)
Omicron Base plate

4x LEVEL ALARM SENSORS
4 Input for CTS Override indication
4 Relay Output 98.0% Override indication to IAS
RELAYS
CABLE DUCT
Alarm Panel INTRINSICALLY

4 Relay Output 98.0% alarm to IAS
OVERFILL ALARM SYSTEM
TANK NO. 1 PORT

TANK NO. 2 PORT
TANK NO. 1 ST.B.
TANK NO. 2 ST.B.
SAFE INPUTS
4 Relay Output 99.3% Override indication to ESD
Standby Ship's 24VDC 4 Relay Output 99.3% Override alarm to ESD
TANK NO. 3 PORT TANK NO. 3 ST.B.
TANK NO. 4 PORT TANK NO. 4 ST.B.
ACCEPT ALARM LAMP ON / OFF

CABLE DUCT
ALARMFLASH HOLD TEST
Time delay for 98.0% alarm is produced in the IAS

EARTH BAR
LOOP FAIL OMICRON SYST./POWER FAIL

TONSBERG - NORWAY
Mains Supply
2x Serial interface to Workstation

98.0% Interface
99.3% Interface
DOT Alarm
Printer Laser CTS
Printer
Networked W/S UPS

21"
230V
MAINS SUPPLY CABLE
230V +10%
-15%
Level Unit (LU) UPS
MAINS CABLE TO CONSUMERS
UPS
CABLE L=2m
Switch box UPS
UPS
RS485 I/O-Box UPS
UPS
6x MAIN TEMP SENSORS/TANK RS485 Relay Output System Failure
Field Bus RS485
1x Serial Interface to IAS
RS485
Digital remote tank indicators
A1 A2 RS485
1 2 3 4
UPS
SIOX A-A Cabinet
6x SPARE TEMP SENSORS/TANK
SIOX BUS
A1 A2
UPS
16 Realy Outputs for HH, H, L & LL level alarm

4 Relay Outputs for level alarm override
4x2 Spare Relay Outputs

Ship's Master Clock ±24 VDC Puls input
Analog Inputs from Trim/List sensor

4.9 Custody Transfer System The Gauges Verification by means of Test Cables
4.9.1 Custody Transfer System The Gauges measure the distance to the product surface using a continuous radar The Test Cable test is a complete electronics system test. A set of two Test cables
signal. The Gauges have an Electronic Box that generates and processes the is included in the system.
radar signal. One Test cable represents a 20% level and the other 80% level. The level the Test
1. Introduction
The LNG Radar Tank Gauge has a cone antenna inserted in the Still Pipe. The Cable represents is printed on a label on the Test Cable. The level is defined as
(See Illustration 4.9.1a, 4.9.1b)
radar waves use the still pipe as a wave guide to the surface. the Calibrated Distance at 20 °C
Additional equipment for each tank, such as temperature sensors, vapour
1.1. Specification pressure sensor, or the Local Display, is connected to a wire terminal inside the Calibration of Test Cables
Saab TankRadar type level gauge : ± 5.0 mm Gauge housing. The vapor pressure sensor is placed inside the Gauge housing.
Temperature measuring system : ± 0.2 °C @ -165 °C ~ -145 °C The Local Display can display level, average temperature, and vapour pressure The test cables are certified instruments and must be calibrated regularly. A
± 0.3 °C @ -145 °C ~ -120 °C of the tanks. The temperature sensors are placed in a thermowell and are recommendation is to calibrate them every time a major overhaul of the system
± 1.5 °C @ -120 °C ~ +50 °C connected to a terminal in the Gauge housing. is pursued and at least every third year. See the Test Cable certification
Pressure measuring system : ± 0.5 % of Range (i.e. ± 3 mbarA) documentation in the On-Board binder.
Trim/list indicator : ± 0.5 % of F.S. Trim/List Unit
Temperature correction during the Verification
1.2. Supplier: A unit with inclinometers for measuring trim and list is intergrated in the Level
Unit cabinet. These trim and list values are used to support the radar echo The temperature of the Test Cables must be within the range of 0 – 40°C during
- Custody Transfer System : Saab Marine Electronics
detection process that finds the true ullage These values may also be used for the verification. At any other temperature than 20°C, the Test Cables must be
ullage/level correction if there are no better source of trim and list values temperature corrected. The label on the Test Cables gives a table defining the
The system normally consists of: available. “Value for Correction” for different temperatures. Measure the temperature near
y Workstation(s), one or more in redundant coupling the Gauge.
y Level Unit Vapour pressure sensor
y I/O box, for communication interfaces Note !
y Gauge(s), one for each tank, with integrated vapor pressure sensor and The vapour pressure sensor is installed in the Gauge housing and measures the The Test Cables must have a stable temperature during the verification.
temperature inputs absolute pressure in the tack. Therefore, proceed with the verification as fast as possible. Prepare the Gauge
y Still pipe(s), one for each tank, made as segments for the verification first and then bring out the Test Cables to the Gauge. Try to
y Pt100 temperature sensors in steel mantled tubing of specified lengths Caution keep the Test Cables in the protection box as much as possible.
Always use the ball valve in the guage to close the tank when replacing the A sudden change of temperature in the Test Cable might affect the verification.
All distances are measured in ullage (distance from reference point to surface) vapour pressure sensor.
Verification of Vapor Pressure measurement
during FAT.
Note !
After installation onboard, distance between Saab reference point and ships
Make a note of how the leads are connected to the wire terminal on the The verification is carried out with a certified pressure calibrator.
reference point are defined. Tank Radar will then present Level with respect to Electronic Box before you disconnect the leads.
“Surveyor” definitions. a) Connect the tube from the calibrator to the calibration inlet thread on
Temperature sensors the Gauge
2. Description b) Close the ball valve.
The Pt 100 temperature sensors are installed separately in a sealed thermowell c) Check the pressure at 800 (80), 1100 (110) and 1400 (140kPaA) mbarA.
The Work Station submerged in the tank. Up to five temperature sensors are used to measure the
vapor and liquid temperatures. Verification of Temperature measurement
The Work Station is used by the operator to monitor tank levels, temperatures,
vapor pressures and all other data handled by Saab TankRadar. It is also used 3. Verification A Resistance box can be used to verify the system’s temperature measurement
during configuration of the system and service. The Work Station does the alarm accuracy. The temperature sensors are removed and the resistance box is
handling of the measured values. The Work Station communicates with other Verification by means of Verification Pin connected to the wire terminal. This requires a service password level and can
systems, such as load calculators and ballast level gauging systems and only be done by a service engineer.
supervises the Gauge and the Level Unit. The Verification pin test is a complete system test. It tests the level gauging
function at a level slightly above the 100% level. Non-Contact Gauging with Radar
The level unit
a) Open the “Verification” window on the Workstation. The Transmitter emits radar waves towards the surface of the product.
The level Unit contains terminals for the intrinsically safe connection of the b) Hit the “Tank” button and choose what tank to verify. The reflected signal is received and processed in the Electronic Box. The signal
Gauges. It contains the electronics used for processing the signals from the c) Hit the button “Start Verification” is then sent to the Level Unit for further processing and calculation of the ullage.
Gauges, for calculation the tank parameters, such as trim/list corrected level, d) Compare the “Measured V distance” with the “Corrected V distance”
average liquid and vapour temperatures etc and for communicating with the
Work Station.

The frequency of the transmitted signal decreases over a time period. The Set Point of Independent High Level Alarm Sensor
incoming signal is compared with the outgoing signal. The difference between
these two signals is a low-frequency-signal. Its frequency is directly proportional 1) Tank Information Issued by ITS/NKKK(m3, meter innage basis) Distance from zero tank level to 100% volume 26753 mm
to the distance from the Transmitter to the surface of the product. This is called 100.00% 99.30% 98.00%
NO.1
Tank Distance from 100% volume to tank dome flange 3069 mm
the FMCW-method (Frequency Modulated Continuous Wave). Cargo TK
No. Height Height Height Tank dome flange to saab upper Ref point 440 mm
Volume Volume Volume
@ -160 @ -160 @ -160
Saab TankRadar uses its own advanced patented method to detect the surface Distance from zero tank level to 100% volume 26747 mm
No. 1 21,941.456 26.753 21,787.866 26.348 21,502.627 25,661 NO.2
echo and measure the distance to the surface accurately. The signal is filtered in Distance from 100% volume to tank dome flange 3073 mm
Cargo TK
a digitally controlled analog filter. First, a filter removes any echoes smaller than No. 2 40,422.628 26.747 40,139.670 26.438 39,614.175 25,886 Tank dome flange to saab upper Ref point 440 mm
a threshold value. Then a narrow filter is applied around the frequency No. 3 40,437.716 26.748 40,154.652 26.439 39,628.962 25,887 Distance from zero tank level to 100% volume 26748 mm
NO.3
corresponding to the surface echo. The remaining frequency is compared with Distance from 100% volume to tank dome flange 3071 mm
the one calculated in the previous sweep, resulting in a very accurate signal with No. 4 35,275.096 26.749 35,028.170 26.440 34,569.594 25,888 Cargo TK
Tank dome flange to saab upper Ref point 440 mm
a frequency of only a few hertz. With this method it is possible to achieve a very Total 138,076.896 137,110.358 135,315.358 Distance from zero tank level to 100% volume 26749 mm
high accuracy. It uses the calculating power very efficiently, focusing on reliable NO.4
Distance from 100% volume to tank dome flange 3070 mm
and fast results. Cargo TK
2) Total distance between tank bottom and end flange on deck except gasket Tank dome flange to saab upper Ref point 440 mm
thickness. Extra length for bottom sensors 1000 mm
No.1 Tank No.2 Tank No.3 Tank No.4 Tank
Distance Length of T1 99.5 % Level 26622 mm
29.822 29.820 29.819 29.819
Antenna (meter) Length of T2 95 % Level 25418 mm
Length of T3 85% Level 22743 mm
Rader
frequency
3) Actual Measuring Length for Independent Sensors. Unit : mm
Length of T4 50 % Level 13378 mm
Transmitted Reflected No.1 No.2 No.3 No.4
Difference in signal signal Remark
frequency C. TK C. TK C. TK C. TK Length of T5 25 % Level 6689 mm
Tank Total Height to Length of T6 Near Bottom 0.025 mm

Flange end from Tank 29,822 29,820 29,819 29,819
Bottom
• Temp sensors in inserted from top of tank and down in thermowell
B: Extreme High Level Activation
T ra Re 3,474 3,382 3,380 3,379 • We assume that 0% volume is your reference
nsm fle c (99.3 % in Volume) of ESDS
itte ted • Please confirm our calculation.
ds s ig A: High High Level Activation
ign nal
al 4,161 3,934 3,932 3,931 Example: Length of sensor T1: 26622 mm
(98.0 % in Volume) of TPS2
Actual length will be (440 + 3066/3074) + (26756 – 26622)
Time LEVEL ALARM Remark :
SENSORS
1. Temp Sensor Length T6 CT1 and CT4 3640 mm x4 pcs

The radar principle, the difference in frequency between the transmitted signal 1. The length A and B are based on atmosphere
and the reflected signal is directly proportional to the ullage. temperature at measuring, 20ºC. 2. Temp Sensor Length T5 CT1 and CT4 4844 mm x4 pcs
Maker should correct these data to -160ºC NO.1 & 4 3. Temp Sensor Length T4 CT1 and CT4 7519 mm x4 pcs
cryogenic condition. Cargo TK 4. Temp Sensor Length T3 CT1 and CT4 16884 mm x4 pcs
2. Set point of target on the float is based on
B

-160ºC from cargo tank bottom.
A

NO.2 & 3 3. Temp Sensor Length T4 CT2 and CT3 7527 mm x4 pcs
Cargo TK 4. Temp Sensor Length T3 CT2 and CT3 16892 mm x4 pcs
99.3%
6. Temp Sensor Length T1 CT2 and CT3 31270 mm X4 pcs
98.0%

4.9.2 CTS Operation To use a Menu button c) You can now do the following:
- Add a new composition.
1. WS Basic When you click a menu button, a menu is opened. The menu has alternatives that - Edit the text in “Long Name” and “Short Name” by clicking the
you can choose from. The alternatives can be sub-menus with more alternatives text and entering the new names.
Four part or items that open a window when you choose that alternative - Edit the text of a label.
- Edit the color of the text and/or the background.
The Work Station software mainly consists of four parts. The “Channel” and “Tank” menu buttons work in a special way. When you use - Edit the components in the Composition.
them you don’t change windows. Instead you change the tank or channel that the
1) The Operation part window is presenting. This means that if you have displayed the “Tank Data” 1) To add a new Composition
window for CT1P and you want to view CT2P instead, you can change tank with
During normal operation, you will mostly use the Operate part of the Work the “Tank” menu button. a) The number of possible compositions is set in the top of the window.
Station software. This is where you can view each individual tank, you can set Click the figure “Number of mixtures used” and increase the figure
alarm limits, you can view ship data like trim/list (a standard inclinometer is Setting with as many more compositions as you need.
included in the system ), start and view trends, set up and view groups of tanks
and view alarm summaries etc. Setting let you select data from a fixed number of options. There can be b) Edit the text and color of the label according to below instructions.
exclusive and nonexclusive setting. With a nonexclusive setting, more than one
2) The Configure part item can be selected at the same time. c) Edit the “Components” according to below instructions.
The Configure part of the software is used to configure the database that contains 2. Cargo composition setting d) Do one of the following:
all the information that is specific for your ship. It is normally only used when - If you have completed editing the cargo compositions, click the
commissioning the system or when changing any part of the configuration The vapour in the tank affects the radar measurement. Therefore, to achieve the “Save” button and then the “Close” button.
afterwards. You can view everything in the Configure pare, but when you try to highest possible accuracy, the composition of the cargo must be entered in the - To cancel the editing, only click the “close” button and then the
save any changed data, a password is required. TankRadar WS for each tank. In the case of setting the cargo composition in the “discard”button in the pop-up menu.
WS, the composition can be air, one product or a mixture of more than one
3) The Service part products. 2) To edit the text of a label
The Service part of the software is used when servicing the system. You can The cargo composition is easily changed by choosing another Cargo composition a) In the “Setup : Cargo Compositions” window, change the text in “Long
view everything in the Service part, but when you try to save any changed data, a label. When a not yet defined cargo composition is to be loaded. The Name” and/or “Short Name”.
password is required. composition has to be defined in the “Setup:Mixture” window, see instruction
below: b) Do one of the following:
4) The Help part - If you have completed editing the cargo compositions, click the
To set a Previously Defined Cargo Composition “save” button and then the “Close” button.
The Help part function is based on SAAB TankRadar operating manual so you - To cancel the editing, only click the “close” button and then the
will basically find the same texts and figures in the Help part as in SAAB a) Click the “Cargo composition label” of the tank you want to change. “discard” button in the pop-up menu.
TankRadar operating manual. However, the Help part is made in an interactive This requires the Operator level password.
way so that, for example, when you click an item in the table of contents, the - The “Cargo Mixtures” menu is displayed. 3) To edit the background color or text color of a label
corresponding page is displayed. Most of the figures shown are also interactive,
so that by clicking a button, the corresponding menu will be displayed. b) Click the new cargo composition for the tank a) In the “Setup Mixture” window, find the number for the color you
- The menu is closed and the composition and label for the tank are want. Each color, presented to the lower right, has a number.
Main bar changed
b) Enter that number for the “Text Color” and/or “Background Color”
The “Main bar” is located at the top of the screen. The bar contains the To edit and add Cargo Compositons
“Window” menu button, the TankRadar name, the date and time, a “Help” c) Do one of the following:
button and a “Close All” button. a) In the “Setup Mixture” window (Window▼Setup►Mixtures), click - If you have completed editing the grades, click the “Save” button
the “Mixture” button. and then the “Close” button.
Alarm bar - A menu is displayed. - To cancel the editing, only click the “Close” button and then the
“discard” button in the pop-up menu.
The Alarm Bar is located at the bottom of the screen, it is always present You b) Click the Composition you want to edit.
can place windows in front of the “Alarm Bar” but when an alarm is presented, - The name and settings for the mixture are displayed in the window
the “Alarm Bar” is displayed in front of the window.

3. Cargo Handling Monitor The information you find in the “Tank Data” window is different for every 3) System Failure Summary
vessel. It can be level, average temperature, pressure, level rate, volume, weight
Basic monitoring and alarm limits. The “Sysfail” window contains a list of the present serious system failures within
the TankRadar G3 system when the window was opened. The following failures
The base for all cargo monitoring is the “Overview” mimic. It gives a fast 1) To open the Tank Data window can be included in the “Sysfail” window:
overview of the most important information you need, such as Level, pressure
and Temperature. Open the Tank Data window by doing one of the following: - Level Unit Communication Failed
- Click the green “Information” button on the “Overview” mimic for - Level Unit Sysfail
The “Overview” mimic and all the other mimics are unique for each vessel. The the tank you want to view. - Level Unit Power Failure
“Overview” mimic has an image of the vessel and the tanks. The image is - Click the bar-graph in the tank information area of the tank you want - Level Unit LI Communication Failed
custom made to look like the actual vessel and therefore make it easier to find to view and choose “Tank Data” from the “Channel” menu that is - I/O Box Relay Communication Failed
the tanks. This also means that the mimic will look different on different vessels. displayed.
There can also be different information in the “Overview” mimic for different
vessels. Alarms
1) Ship unique data Alarms can be monitored in the “Alarm Row” and in the “Alarm window”.
There are three types of alarms:
There can be fixed areas in the “Overview” window with information about for
example draft, seawater density, trim and list. - Alarm. A channel can have one or more alarm limits. When the
value of the channel passes the alarm limit the channel gets alarm
2) Predefined buttons status. As an example, the value for the level channel for one tank
can pass the limit for Hi and get the Hi alarm status.
The “Overview” mimic might also have additional buttons. They might be for - Sysfail. The Sysfail alarm indicates a serious system failure in the
viewing predefined tank groups. One of these buttons could by configured to Saab TankRadar system.
show for example the tanks at the aft end of the ship, another one the tank at the - Warning. The warning alarm indicates a failure that normally is not
middle part of the ship. The buttons might also open other mimics. The other so serious for the system.
buttons are unique for each system but are mainly shortcuts to the functions you
will find by clicking the “Window” button. 1) Alarm Summary
3) Tank information The “Alarm summary” window displays all the channels that were in alarm
when the window was opened.
Each tank is graphically described with a representation similar to the one below. They are displayed with their status, their value, the limit that caused the channel
The name of the tank is preset at delivery and cannot be changed. to go into alarm and the unit with which the channel is presented. The “Alarm
The liquid in the tank is described with the bar-graph. The bar-graph indicates Summary” can contain an unlimited number of rows. The alarms for each tank
the level. are grouped together in the summary.
The Cargo composition must be changed when you change cargo in the tank.
The “Mixtures” menu is displayed when clicking on the cargo composition label. 2) Warning Summary
Both the Vapour pressure and the average temperatures can be presented in the
tank information area. This is different on each vessel. The “Warning Summary” window lists all failures that normally do not seriously
To open the “Tank Data” window click on the bar-graph or directly on the values affect the TankRadar G3 system. The window lists the failures that were present
below the tank. when the window was opened. The following messages can be included in the
The alarm limits indicates limits such as Lo, Lo Lo, Hi and Hi Hi. “Warning Summary” window:
Detailed Tank information-Tank Data Window - Level Unit Ground Failure

- Level Unit Memory Failure
Open the “Tank Data” window when you want to view the data for one tank. The - Master Communication Failed
“Tank Data” window displays more detailed information for one tank at a time. - LevelDatic Communication Failed
You can also open a number of “Tank Data” windows. One window for every - SIOX Communication Failed
tank you want to observe for the moment. - Level Unit Restarted
- Gas Correction Failure

Computer Cargo Record Sheets
CUSTODY TRANSFER MEASUREMENT DATA CUSTODY TRANSFER MEASUREMENT DATA
BEFORE LOADING AFTER LOADING
SHIPS NAME 000000 SHIPS NAME 000000

DATE (DD/MM/YYYY) 18/08/2003 DATE (DD/MM/YYYY) 18/08/2003
TIME (HH:MM) 21:27 TIME (HH:MM) 21:27
PORT/BERTH NAME 000000 PORT/BERTH NAME 000000
VOYAGE NO 000000 VOYAGE NO 000000
CARGO NO 000000 CARGO NO 000000
CHIEF OFFICER 000000 CHIEF OFFICER 000000
TRIM (METRES) 0.00 BY STERN TRIM (METRES) 0.00 BY STERN

LIST (DEGREES) 0.00 PORT LIST (DEGREES) 0.00 PORT
AVERAGE TEMP. LIQUID 0.0 DEG.C AVERAGE TEMP. LIQUID 0.0 DEG.C
AVERAGE TEMP. VAPOUR 0.0 DEG.C AVERAGE TEMP. VAPOUR 0.0 DEG.C
AVERAGE PRESS. VAPOUR 0000 kPaA AVERAGE PRESS. VAPOUR 0000 kPaA
TANK 1 TANK 2 TANK 3 TANK 4 TANK 1 TANK 2 TANK 3 TANK 4

LEVEL MEASUREMENTS (M) LEVEL MEASUREMENTS (M)
NO.1 0.000 0.000 0.000 0.000 NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000 NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000 NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000 NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000 NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000 AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000 TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
LIST CORRECTION (M) 0.000 0.000 0.000 0.000 LIST CORRECTION (M) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000 CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000
TEMPERATURE (DEG. C.) TEMPERATURE (DEG.C.)

TOP 0.0 V 0.0 V 0.0 V 0.0 V TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 V 0.0 V 0.0 V 0.0 V 95% 0.0 L 0.0 L 0.0 L 0.0 L
85% 0.0 V 0.0 V 0.0 V 0.0 V 85% 0.0 L 0.0 L 0.0 L 0.0 L
50% 0.0 V 0.0 V 0.0 V 0.0 V 50% 0.0 L 0.0 L 0.0 L 0.0 L
25% 0.0 V 0.0 V 0.0 V 0.0 V 25% 0.0 L 0.0 L 0.0 L 0.0 L
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L
AVG. VAPOUR TEMP. (DEG. C.) 0.0 0.0 0.0 0.0 AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG. C.) 0.0 0.0 0.0 0.0 AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (kPaA) 0000 0000 0000 0000 VAPOUR PRESS. (kPaA) 0000 0000 0000 0000
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000 VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M at -160°C) 0.000 (A) VOLUME SUMMED (CUB.M at -160°C) 0.000 (B)
COMPANY NAME SIGNATURE COMPANY NAME SIGNATURE
SHIP'S MASTER __________________ _________________ _________________ SHIP'S MASTER __________________ _________________ _________________
BUYER(S) __________________ _________________ _________________ BUYER(S) __________________ _________________ _________________
SELLER(S) __________________ _________________ _________________ SELLER(S) __________________ _________________ _________________
SURVEYOR __________________ _________________ _________________ SURVEYOR __________________ _________________ _________________

CUSTODY TRANSFER MEASUREMENT DATA CUSTODY TRANSFER MEASUREMENT DATA
BEFORE UNLOADING AFTER UNLOADING

TIME (HH:MM) 21:27 TIME (HH:MM) 21:27


LEVEL MEASUREMENTS (M) LEVEL MEASUREMENTS (M)
NO.1 0.000 0.000 0.000 0.000 NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000 NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000 NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000 NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000 NO.5 0.000 0.000 0.000 0.000
TEMPERATURE (DEG.C.) TEMPERATURE (DEG.C.)

TOP 0.0 V 0.0 V 0.0 V 0.0 V TOP 0.0 V 0.0 V 0.0 V 0.0 V
95% 0.0 L 0.0 L 0.0 L 0.0 L 95% 0.0 V 0.0 V 0.0 V 0.0 V
85% 0.0 L 0.0 L 0.0 L 0.0 L 85% 0.0 V 0.0 V 0.0 V 0.0 V
50% 0.0 L 0.0 L 0.0 L 0.0 L 50% 0.0 V 0.0 V 0.0 V 0.0 V
25% 0.0 L 0.0 L 0.0 L 0.0 L 25% 0.0 V 0.0 V 0.0 V 0.0 V
BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L BOTTOM 0.0 L 0.0 L 0.0 L 0.0 L
AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0 AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0 AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (kPaA) 0000 0000 0000 0000 VAPOUR PRESS. (kPaA) 0000 0000 0000 0000
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000 VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M at -160°C) 0.000 (A) VOLUME SUMMED (CUB.M at -160°C) 0.000 (B)
COMPANY NAME SIGNATURE COMPANY NAME SIGNATURE
SHIP'S MASTER __________________ _________________ _________________ SHIP'S MASTER __________________ _________________ _________________
BUYER(S) __________________ _________________ _________________ BUYER(S) __________________ _________________ _________________
SELLER(S) __________________ _________________ _________________ SELLER(S) __________________ _________________ _________________
SURVEYOR __________________ _________________ _________________ SURVEYOR __________________ _________________ _________________

TRANSFER DOCUMENT OF LOADING TRANSFER DOCUMENT OF UNLOADING

BEFORE LOADING BEFORE LOADING

LOCAL TIME (HH:MM) 21:27 LOCAL TIME (HH:MM) 21:27
AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (kPaA) 0000 0000 0000 0000
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000 VOLUME SUMMED (CUB.M at -160°C) 0.000 (A)
VOLUME SUMMED (CUB.M at -160°C) 0.000 (A)
AFTER LOADING
AFTER LOADING DATE (DD/MM/YYYY) 18/08/2003
DATE (DD/MM/YYYY) 18/08/2003 LOCAL TIME (HH:MM) 21:27
LOCAL TIME (HH:MM) 21:27 TRIM (METRES) 0.00 BY STERN
TRIM (METRES) 0.00 BY STERN LIST (DEGREES) 0.00 PORT
LIST (DEGREES) 0.00 PORT AVERAGE TEMP. LIQUID 0.0 DEG.C
AVERAGE TEMP. LIQUID 0.0 DEG.C AVERAGE TEMP. VAPOUR 0.0 DEG.C
AVERAGE TEMP. VAPOUR 0.0 DEG.C AVERAGE PRESS. VAPOUR 0000 kPaA
AVERAGE PRESS. VAPOUR 0000 kPaA

AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000
AVERAGE LEVEL (M) 0.000 0.000 0.000 0.000
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
TRIM CORRECTION (M) 0.000 0.000 0.000 0.000
LIST CORRECTION (M) 0.000 0.000 0.000 0.000
LIST CORRECTION (M) 0.000 0.000 0.000 0.000 CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (M) 0.000 0.000 0.000 0.000
AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0 AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000
VOLUME (CUB.M at -160°C) 0.000 0.000 0.000 0.000 VOLUME SUMMED (CUB.M at -160°C) 0.000 (B)
VOLUME SUMMED (CUB.M at -160°C) 0.000 (B)
VOLUME LOADED (CUB.M at -160°C) 0.000 (A-B)
VOLUME LOADED (CUB.M at -160°C) 0.000 (B-A)
COMPANY NAME SIGNATURE
COMPANY NAME SIGNATURE
SHIP'S MASTER __________________ _________________ _________________
SHIP'S MASTER __________________ _________________ _________________
BUYER(S) __________________ _________________ _________________
BUYER(S) __________________ _________________ _________________
SELLER(S) __________________ _________________ _________________
SELLER(S) __________________ _________________ _________________
SURVEYOR __________________ _________________ _________________
SURVEYOR __________________ _________________ _________________

Blank Page

Illustration 4.9.3a HSH Float Level Gauge
LOCAL LEVEL INDICATOR
806 LEVEL GAUGE

806 LEVEL GAUGES
P
U
1 2 3 4
FLOAT FLOAT FLOAT FLOAT
UP UP UP UP
8" X 6" REDUCER

1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
INSPECTION COVER
8" X 8" X 8" TEE
SAMPLING INTAKE VALVE
HAZARDOUS AREA
8" GATE VALVE
ALARM OUTPUTS ALARM OUTPUTS ALARM OUTPUTS ALARM OUTPUTS
SIGNAL OUTPUTS LEVEL ALARM OUTPUTS SIGNAL OUTPUTS LEVEL ALARM OUTPUTS SIGNAL OUTPUTS LEVEL ALARM OUTPUTS SIGNAL OUTPUTS LEVEL ALARM OUTPUTS
RL 1 RL 2 RL 3 RL 4 RL 1 RL 2 RL 3 RL 4 RL 1 RL 2 RL 3 RL 4 RL 1 RL 2 RL 3 RL 4
COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO COM NC NO
4-20 mA 4-20 mA 4-20 mA 4-20 mA

WEATHER DECK
HENRI SYSTEMS HOLLAND BV HENRI SYSTEMS HOLLAND BV HENRI SYSTEMS HOLLAND BV HENRI SYSTEMS HOLLAND BV
AMTG 821/02 REMOTE LEVEL INDICATOR AMTG 821/02 REMOTE LEVEL INDICATOR AMTG 821/02 REMOTE LEVEL INDICATOR AMTG 821/02 REMOTE LEVEL INDICATOR
GLASS FIBRE Circuit [EEx ia] IIC Circuit [EEx ia] IIC Circuit [EEx ia] IIC Circuit [EEx ia] IIC
Approval no : KEMA nr. Ex-93C7922 Approval no : KEMA nr. Ex-93C7922 Approval no : KEMA nr. Ex-93C7922 Approval no : KEMA nr. Ex-93C7922
Sensor output : U<11V I<14 mH Sensor output : U<11V I<14 mH Sensor output : U<11V I<14 mH Sensor output : U<11V I<14 mH
Supply voltage : 12 VDC/3A max Supply voltage : 12 VDC/3A max Supply voltage : 12 VDC/3A max Supply voltage : 12 VDC/3A max
INSULATION PIPE + - + - + - + -
POWER POWER POWER POWER
TANK CEILING BLUE MARKED AREA BLUE MARKED AREA BLUE MARKED AREA BLUE MARKED AREA
4 .. 20 mA 4 .. 20 mA 4 .. 20 mA 4 .. 20 mA
OUTPUT SIGNAL OUTPUT SIGNAL OUTPUT SIGNAL OUTPUT SIGNAL
1.5 MM INVAR
PRIMARY BARRIER
100
HOLE OF 20MM
INTERVAL OF 150 MM SAFE AREA(CCR)

4.9.3 HSH Float Level Gauge Isolating Valve and Float Inspection Chamber Operation
(See Illustration 4.9.3a)
A 200 mm gate valve, bolted to the top of the float well, allows the gauge head Gauging
General to be isolated for maintenance. A inspection chamber is mounted above the
isolating valve to provide access to the float and for connection of special float a) OPEN the gauge isolating valve fully (normally left OPEN).
The HSH float level measurement system is of membrane tank type, but uses a recovery tools in the event of wire breakage.
stainless steel wire to compensate for temperature variations. b) Put the crank handle in the stored position, i.e. with the handle
Level Gauge Assembly towards the gauge cover.
A gauge head, containing a mechanical indicator, a invar wire tensioned by a
tensator spring and a 140 mm diameter float attached to the lower end of the wire, The level gauge assembly comprises a gauge head and float assembly. c) Engage the hand crank and turn one (1) revolution clock-wise.
is fitted to each liquid dome.
The level gauge incorporates a float assembly, clamped to an accurately d) Remove the hand crank when the float is released.
The shrinkage of the float in LNG is indicated in the volume table and the perforated wire manufactured from invar, a viscous damper to control the rate of
minimum level which can be read from the gauge is 145 mm. descent of the float to the cargo level, a crank for raising the float to the storage e) Float release is visible at the local read-out.
position, a mechanical read-out and an intrinsically safe transmitter for remote
! Caution read-out. When the float has reached the highest point, the hand crank ships Returning the Gauge to the Stored Position.
To reduce the risk of tape failure and wear on the gauging mechanism, the floats through the magnetic coupling and the measuring drum is automatically locked.
should be fully stowed at all times, except when taking a sounding. Care should a) Put the crank to the cranking position, i.e. with the handle
be taken when stowing the float as excessive tension may cause wire breakage. Remote Display System outwards.
To obtain the liquid level, the float is released from its stowage position using Apart from the gauge-mounted transmitters, the remote display system b) Carefully raise the float by turning the crank slowly in a counter
the release lever and allowed to descend freely to the liquid surface. The tank comprises a display cabinet and a power supply rack, a translator rack and an clockwise direction.
sounding may then be read from the meter. The HSH gauges are checked against input rack. Power supply unit is located in the Cargo Control Room console.
the SAAB CTS during each alternate loading. Intrinsic safety circuit is installed in the Remote Level Indicator. c) The magnetic coupling of hand crank and hoisting mechanism
prevents over-winding.
Each tank is provided with an approved secondary level measurement system. Level Transmission
This secondary system provides an alternative means of cargo level measurement d) When the float has reached the highest point, the hand crank slips
in the event of failure of the SAAB measurement system. The HSH ‘806 Level The transmitter in the level gauge is supplied the remote level indicator with through the magnetic coupling.
Gauges’ is based on float gauges fitted to each cargo tank, the gauge heads three separate level transmission signals. These signals are DC level pulses
incorporating local mechanical read-outs and electronic transmitters to provide generated by three inductive proximity switches in the level gauge, and are e) At the highest point of the float, the measuring drum is
remote level indication. Cargo tank levels measured by the HSH system are amplified and buffered in the remote indicator. automatically locked.
displayed on remote level indicator fitted on the Cargo Control Room console.
The three conditioned logic signals are then fed into a programmable logic f) Check the local read-out level.
System Components device which generates an up or down pulse on its output for every mm level
change of the gauge float. g) The hand crank must be removed.
The HSH system comprises a level gauge assembly for each cargo tank and
electronic equipment. The level gauge assembly is mounted on an assembly A bi-directional digital counter memory is controlled by these up and down
comprising a float well, isolating valve and inspection chamber. pulses and the actual counter value is directly proportional to the liquid level in
the cargo tank.
Float Well
The float well comprises a 200 mm-diameter tube installed vertically within the
cargo pump tower. The upper end of the float well penetrates the top of the tank
dome where it terminates in a flange. The lower end extends to within 75 mm of
the bottom of the tank where it is closed by a perforated plate. The lower end of
the float well is provided with a bolted inspection cover. Expansion is allowed
for by a sliding connection just below the dome penetration. To avoid level
errors caused by the ‘still well’ effect, there is a 25 mm diameter hole spaced
every 150 mm below the sliding connection.

! Caution Recovery Procedure for Float Breakage

Never remove a measuring drum before locking the spring motor.
Remove the oil fill plug and fit the lock tool. Failure to do so will unwind the a) If a float is lost, the spring motor will wind itself up due to the
spring-motor and cause severe damage. missing counter weight of the float.
The oil in the spring-motor compartment does not have to be drained in order to
lock the spring-motor. b) It is then safe to close the gate valve below the level gauge and
Fit the measuring drum in exactly the same position as it was taken out, e.g. with remove the measuring drum side cover.
the float at the same level. If this is done correctly, readjustment of the level c) Judge if there is still enough measuring wire on the measuring drum
gauge is not required. (max. capacity is 37 m, tank height is approx. 33 m).
Maintenance d) If necessary fit a new measuring wire.
The HSH system must be operated at regular intervals to ensure that the system e) Attach the float recovery device to the end of the measuring wire in
is available in the event of failure of the primary and back-up measuring system. the same way as a float is attached.
The stored reading and error between the HSH and the Custody Transfer System f) Drain the oil compartment and open the side cover.
(CTS) should be recorded at each operation.
g) With the measuring drum still outside, turn the main shaft of the
The float must not be left at the liquid level after gauging because constant spring motor counter clockwise until the local reading shows approx.
movement of the tensator spring, that ensures tension on the tape, will lead to the value of a normally hoisted float (approx. 32,500 mm).
premature failure.
h) Install the measuring drum with the recovery device attached, close
The oil filling of the level gauge should be renewed preferably once a year. the drum side cover and open the gate valve, while holding the spring
motor by hand to prevent it from turning.
The terminal box should be checked for moisture once a year. i) Once the gate valve is fully open, allow the spring motor to turn
slowly down.
The bearings of the level gauge should be checked every 2~3 years.
j) When the spring motor stops turning, the recovery device has
At same time, check the measuring cable and float for corrosion. reached the float.
An inspection hatch is provided in the float inspection chamber for access to the k) Now use the hand crank to turn the recovery device plus float slowly
float assembly and for retrieving the float in the event of wire breakage. up. It may be necessary to assist the hand crank by helping to turn the
spring motor clock wise by hand.
The gauge head is sealed with locking wire and lead seals by ITS/KIMSCO. It is l) Close the gate valve when the local indicator shows the value as set
important to avoid damaging these seals. In the event of these seals being broken, in step g.
Head Office should be informed without delay in order that arrangements can be
made for the attendance of ITS/KIMSCO to check and re-seal the gauges. m) Open the side cover and the side cover of the “T” pipe below the
level gauge and remove the recovery device and float.
Wire Breakage
n) Connect the original float in a normal manner to the measuring drum
In the event of Wire breakage, the Operator/Owner’s Head Office is to be wire.
informed, as any maintenance requiring opening of the gauge will necessitate the o) Allow the float to rest on the closed gate valve and adjust the local
attendance of independent surveyor ITS/KIMSCO to recalibrate the gauge to indicator and reference switch to their original values.
satisfy buyers, sellers and customs. Instructions for recovery and replacement of
the float assembly or wire are referred to the manufacturer’s instruction book. p) Close all side covers and refill the oil.
q) The gauge is ready for use again.

4.9.4 Trim-List Indicator Illustration 4.9.4a Trim-List Indicator
The ship is provided with a fixed Trim-List Indicator system for the Custody CCR and Wheelhouse
Transfer System.
Trim Indicator List Indicator
Maker: Utsuki Keiki KK, Yokohama, Japan
Type: Detector CSM-2DD; Indicator TMW-4B and DVF-11E
Range: ± 2° trim
± 5° list Electric Motor Room
Accuracy: ± 0.5% FSD
Output: 4~20 mA both channels
The detector is installed in the Electric Motor room with indicators in the CCR
console and wheelhouse. The measurement principle is that a suspended mass
within the inclination detector moves from a centre 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 into the CTS interface. CB-2S
The detector is deck-mounted and protected by a wooden cover. Trim and List
Signals to CTS
As the response is set to 0.5 seconds, the system cannot give reliable readings
under way.
Inclination
The readings should be checked against draft marks in calm weather alongside Detector
periodically.
Note !
The trim and list measurements in IAS are derived from the consilium panel and
not this instrument.
Fwd
220V AC
Port Stbd
Aft

Illustration 4.10a Nitrogen Generator
PERMEATE VENT OFF-SPEC.

TO ATMOSHERE VENT TO ATM.
TP
4 TP
3
400V, 60Hz
EL. SUPPLY
DN 40
220V 60Hz
EL. Supply
DN 50
Control OAHH OAH
1A 1A
Panel
5.1A
ZERO (GAS)
DN 50
OIT MAH
COMMON FAULT S
TAH XA TAH 440V 60Hz 1A 1A
TAH DN 25
4A 3A PDA EL. Supply
2A
4A
FROM COMP. AIR

CALIBRATION XV-2A
IV-4A IV-5A MIT
1A
SPAN
TAH TIC TAHH
FEED AIR COMPRESSOR FAC-1A
MAIN
PDS ME
1A 2A 2A
CONTROL 4A 1A
PANEL
INLET
IV-12A IV-13A
FILTER
PCV-3A
STARTER
TS TE PI TS
COMPRESSOR A PDI PDI TS PCV-2A PI
3A TP 2A 1A 2A
2A 3A 1A 2A
1A
AFTER WS-2A
FLEX. WS-1A F2A F3A IV-1A V-3A IV-2A S
COOLER HOSE DN 25
M EH-1A MS-1A FIT
1A
DN 40 DN 25
OIL V-1A FCV-1A XV-1A V-2A CV-1A
SEP. TP EL HEATER
OIL OIL 6A NS003
FILTER COOLER V-4A TI
1A
LA S
S S S
V-20A XV-3A
AD AD AD
S 2A 3A
1A
AD
4A NS002 V-5A V-6A V-7A
TP TP
8A 9A DN 50
220V 60Hz
EL. Supply
Control OAHH OAH
DN 50
V-8
Panel 1B 1B
5.1B NOTE 2
ZERO (GAS)
OIT MAH S
440V 60Hz 1B 1B DN 25
TAH
COMMON FAULT EL. Supply
TAH XA TAH 2B XV-2B
4B 1B 3B PDA CALIBRATION
4B IV-4B IV-5B
MIT
SPAN
1B
TAH TIC TAHH
FEED AIR COMPRESSOR FAC-1B PDS 2B 2B
ME
1B
CONTROL 1B
PANEL 4B
INLET
IV-12B IV-13B
PCV-3B
FILTER
STARTER TS
PDI PDI TS TE PI TS PCV-2B PI PI
COMPRESSOR B 3B
2B 3B 1B 2B 1B 2B 2B 3
AFTER
WS-2B
FLEX. WS-1B F2B F3B IV-1B V-3B IV-2B S IV-6
COOLER HOSE
FIT DN 25
M EH-1B MS-1B 1B
DN 25 DN 25
OIL V-1B FCV-1B XV-1B V-2B CV-1B
SEP. TP EL HEATER
6B PAL PAH
OIL OIL TP
FILTER COOLER
V-4B TI 5 5
1B
DN 25
LA 1B S
S S S
START/STOP PI START/STOP
XV-3B
V-20B AD AD AD SYSTEM 5 SYSTEM
S
1B 2B 3B
AD
4B V-5B V-6B V-7B
DN 15
TP PS PT PS PI
TP TP 13 2A 5 2B 6
8B 9B
IV-7 IV-10 IV-8 IV-11
TP E/R OUTSIDE V-14

FROM COOLING 5 SET :
F.W IN E/R
1,000 kPa
HOPPER DSE-P5885S HOPPER DSE-P5885S
FOR VISUAL CHECKING FOR VISUAL CHECKING PI
7 SET : 5 barg
TO COOLING
F.W IN E/R BT-1
IV-21 V-13
KEY NITROGEN TO NITROGEN
DRAIN LINE V-15 BUFFER
TO NEAREST E/R SCUPPER CONSUMER
COOLING WATER CN976 TANK CAPACITY:
2X120 Nm3/h
PI DN 25 AT 97% DN 25
COMPRESSED AIR 8 SET : 3 barg
CN978 37 m3 NS001
NITROGEN IV-22
1000 kPA
NITROGEN TO
TP TP
CONSUMER
CN977 11 10
V-12

4.10 Nitrogen Production System Membrane inlet operating temperature: +50 °C Alarms and Shutdowns
Oil residual content: < 0.003 ppm
General Filtration efficiency for ALARM ITEM SHUT-
DESCREPTION
Oil residual content: < 0.003 ppm NO. DOWN
Two nitrogen generators installed in the engine room produce gaseous nitrogen. Dew point (with drying TAH-1A Air heater high temp: 200°C o
This is used to the pressurize the barrier insulation spaces as seal gas for the HD capability of membranes, TAH-2A Feed air high temp: 60°C
and LD compressors, extinguish fire in the vent mast, and purge the fuel gas final dew point will be < -55 °C) -20 °C
TAH-3A Compressor high temp: 50°C o
system and various parts of the cargo piping. Four independent time operated condensate drain valves.
TAH-4A Compressor motor winding temp. high 150°C o
3
The two high capacity units (120 Nm /h each) are able to produce 240 m /h of 3
Hollow fibre membrane unit with dry filters having the following characteristics MAH-1A Dew point level high: -60°C
nitrogen, which is mainly required for topping up the barrier insulation spaces (at 50°C inlet temperature) 120 + 120 Nm3/h, N2 97%, O2 residual 3%. OAH-1A Oxygen content high: 3.50%
during loading, cooling down and other services like extinguish fire in the vent OAHH-1A Oxygen content high-high: 4.00% o
mast and sealing the compressor. The membranes are provided with a back-pressure control valve down stream XA-1A Compressor fault o
from the flowmeter that maintains a constant membrane pressure.
PDAH-4A Filter diff. pressure high: 60kPa o
The operating principle is based on the hollow fibre membranes through which
The nitrogen generators are equipped with an oxygen analyzer that continually PAL-5 Buffer tank pressure low: 300kPag
compressed air flows and is separated into oxygen and nitrogen. The oxygen is
vented to the atmosphere and the nitrogen stored in a 37 m3 buffer tank this is monitors the oxygen content in the nitrogen output. If the level of oxygen rises PAH-5 Buffer tank pressure high: 800kPag
ready for use. above 1% of the design value, then an alarm is activated in the console. If the TAHH-2A Feed air high high temp: 65°C o
level of oxygen rises further, the high high alarm operates by redirecting the flow
The high capacity units each consists of a Tamrotor EML 85/13 EWNA screw to atmosphere and closing the discharge line in the buffer tank. Oxygen Analyzer
type compressor cooled from a fresh water cooling system, a single-staged
air/water separator, three air filters arranged in series, and a 3 kW electric heater The gaseous nitrogen generators are operated automatically, locally or from the A fixed O2 content analyzer is installed in the package units and connected
before passing into the membrane units. An oxygen analyzer after the membrane CCR via the IAS. before the remotely operated three way valve.
monitors the oxygen content, and if out of range above 4 % O2, redirects the flow
to the atmosphere. Control Systems and Instrumentation The analyzer has the following characteristics; O2 range from 0 to 25 %, with an
output signal of 4 to 20 mA for the remote indicator, alarm panel and three way
The nitrogen is stored in a 37 m3 buffer tank where high and low service pressure The control panel permits fully automated unmanned operation of the units. The valve actuation.
set points actuate the operation of the generators. following alarms and controls are mounted in the control panels.
High Capacity Unit Push buttons for start/stop operation;

Manufacturer: Air Products
Nominal flow rate: 120 + 120 Nm3/h System status indications;
Outlet pressure (min/max): 600 / 950 kPag
Push button for audible alarm acknowledgement;
Dew point at atmos. press: -70 °C
Outlet gas composition: Oxygen 3% (% vol) Continuous N2 delivery pressure;
Nitrogen balance to 100% (% vol)
Continuous O2 content reading;
Screw compressor;
Tamrotor FL85-13: As required Dew-point analyzer;
Compressed air at
Electrical heater temperature control; and
membrane inlet: As required
Maximum back pressure Emergency Stop push button.
O2 enriched air: 0.05 kPag
Nominal power: 2 X 79.5 kW
System operating
temperature range: 0 to 50 °C

Illustration 4.11a Inert Gas and Dry Air System
PI DRY INERT GAS

PZA VENT UPPER DECK
1503 1505
PIC
1504 1506 WEATHER DECK 2112 IG006
INSTRUMENT AIR S P
P 5441
5451 S 5442
1501 2111 PURGE TO 5452
1502
OUTSIDE GS
b
PIC
1509 PC PC PC PI
4208 4206 4202 R404A DISCHARGE 5450 5440
4209 H TI TI
H TO OUTSIDE 5055 5056
TI TZA 2307 PC TC
COOLING 2311 2312 4207 5057
WATER 4210 4127 4125 5457 5456 5453 5459 5458
2132 4102
IG035 2310 LIQUID SEPARATOR
2114 S DRAIN
WITH OPEN/CLOSE 4204 DRAIN
LIMIT SWITCH 2309 RINSING 4205 WITHIN WITHIN
S WATER HOSE CONN. DRYER DRYER
COAMING S S COOLER COOLINGWATER
TI P 5016 5026 P COAMING
2105 4225 4122 5017 5027
2344 5013 5023
4021 GS
RATOR
R404A 4103 S b S
SAMPLE GAS TO 5437
EVAPO
2103 S 4123 CHARGING 5014 5024 GS COOLINGWATER
OXYGEN ANALYSER b DRAIN 5436
4128 4117
FILLING P 5028
S
5018 P
4133 5012 5022
1056 2040
PI 2308 4131 PI
XZA
H
PZA 4415
1636 TI
URNER
2022 4003
PI 1639 S
1003 L
FUEL OIL 4023 4217 4414
1006 PI 1637
XZA 4213 GS GS GS GS
2037 WASHING / COOLING TI LI a b a b
B
4129
1004 2121 4026
4012 4105 5405
PILOT
1002
1012
P H P 2038 L TOWER
5011 5021 S
1051 1052 1059 2032 2042
MAIN B
URNER a
FUEL OIL 1001 2001
4130 4137 TI
5408
F.O. PUMP 2003
R404A
M PI COMB 2322a COMPRESSOR
2012 USTIO H 4104 AMBIENT AIR
2013 N CH AMBER
LZA
2322 DEMISTER PI PZA
111U 5305 L
5401
4109 4116 VESSEL H
TZA SCREEN
H
PZA MOTOR H S 5301 5302
5304 5306 TI 5409
2010 4108 4119 4139 4135 5225
2313 5407
2014
(IG038) 4132 4126 4124 INSTRUMENT AIR
FILLING PT FILLING P
5402
PZA DRAIN DRAIN 5004 6006 5005
UPP DK L
2011
2015 RINSING
a 4121
SAMPLE LINE
A A
6005
H P 4111
2050 WATER HOSE CONN.
PC H
2055
4005
OIL SEPARATOR
4212
DEWPOINT
TZA
5216 M FAN
(IG003) 4015 5403
LUB OIL 4010 ANALYSER 5404
CHARGING Tracing and 4113 TAG No. 7100 PI
EXCESS AIR (HOT)
TO OUTSIDE. + S insulation TC PC 5251 5252
DRAIN 4019 4211
4007 4011
4016
PI P P PI
H 2324 4030 4138
VESSEL 1 5061 5082 5092 5071 VESSEL 2 5110
PZA STEAM
PI
2318 2321 DRAIN 5002 5062 GS GS GS GS 5072
5003 HEATER
SCANTLING DRAFT a b a b
AMBIENT AIR 2202 5101 5109
2315 2319 2314 4319 PI
PC 5081 5091 5105 5108
2206 2204 8007 5106
2201 2205
TI
2317
M 2203
PIC 5007 S 5008 PCV 5112
E-MOTOR BLOWER 1 2415 4312 5113
DPT P S
2411 DRAIN 5032 DRAIN 5111
2323 2410 AS PI 5113
WITHIN 5033 WITHIN
PILOT RECEIVER
PZA 4315 5114
L
2320 24 P 4306 DRYER DRYER 5104
G 20 R404A DISCHARGE 5103
24 C COAMING 5031 COAMING
21 G TO OUTSIDE
a/bS 4318
AMBIENT AIR 2222 LI LC 5051 H 5102
PACKAGE P P TZA
PT 4308 4311 R404A DRAIN 5042 5041 5052 5416 CONDENSATE
24
2221 2225 2226 2224 P
19 UNIT 4304
4305 4031 VENT 4316 4317 S GS
b
GS
b
S
2417 2415 5411
PIC PC 4309 5043 5053 ELECTRICAL
1633 GS TI 4307
4321
M 2223 ORIFICE TO BE a/b
4326 4314 HEATER STEAM
E-MOTOR BLOWER 2 1632 AS
ADJUSTED ON BOARD
2316
S CONDENSOR 4301 4310 4313
2416 WASHING / COOLING PIC PCV
S 4303 4324
AS WATER OVERBOARD
PI PI PZA GT
1622 1626 1634 AS 4323
PC L OVERBOARD VALVE 4322
1624 (IG027)
STEAM 1621 1602 1623 1624 P 1635 WITH OPEN/CLOSE LIMIT SWITCH
TO BILGE WATER SEAL
HOLD TK
1601 1631
1625 RINSING 4325
FRESH WATER
CONDENSATE
1606
1603 DRAIN / DECOMPR.
WATER HOSE CONN.
IG031 KEY
FRESH WATER
1605 1604 DRAIN
WITHIN CHAMBER STEAM LINE
COAMING 4327 4331
WATER FILLING
FRESHWATER
TO DRYER UNIT
PZA TI
4328 L 4329 PI
CAP (IG036) DIESEL OIL LINE
SEA WATER 4330
BA230
SEA WATER LINE
R-404A LINE
SEA CROSS MAIN
I.G. SCRUBBER P/P

FRESH WATER LINE
IG043 IG044 IG045 IG024
TO NEAREST E/R SCUPPER

AIR LINE
TO NEAREST E/R SCUPPER INERT GAS LINE

4.11 Inert Gas and Dry Air Generator The products of the combustion are mainly carbon dioxide, water and small Burner Description
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
General nitrogen content is generally unchanged during combustion and the inert gas Two ‘roots’ type blowers, each supplying 50% of the total capacity of the
produced consists mainly of 86 % nitrogen and 14 % carbon dioxide. generator, supplied combustion air to the main burner. A regulating valve in the
The dry air/inert gas plant installed in the engine room produces dry air or inert air discharge line can manually adjust its quantity.
gas which is used for the tank and piping treatments prior to and after a dry Initially, the hot combustion gases produced are cooled indirectly in the
docking or an inspection period. combustion chamber by a sea water jacket. Thereafter, cooling of the gases Fuel (Diesel Oil) is supplied at a constant pressure by the gas oil electric pump
mainly occurs in the scrubber section of the generator where the sulphur oxides that has a built-in pressure overflow valve.
The operating principle is based on the combustion of a low sulphur content fuel are washed out. The sea water for the inert gas generator is supplied by one of
and the cleaning and drying of the exhaust gases. the ballast pumps via ballast main isolating valve BA230 or I.G scrubber pump. Before ignition or start up of the unit, and with the pump running, all the fuel is
pumped back via this fuel oil overflow valve that also serves to regulate the
The inert gas plant includes an inert gas generator, a scrubbing tower unit, two Before the delivery out of the generator, water droplets and trapped moisture are delivery pressure of the pump.
combustion-air blowers, an effluent water seal, a fuel injection unit, an separated from the inert gases by a demister. Further removal of water occurs in
intermediate dryer unit (refrigeration type), a final dryer unit (adsorption type), the intermediate dryer stage where the refrigeration unit cools the gas to a The fuel oil flows to the nozzle of the main burner via two solenoid valves and
and an instrumentation/control system. temperature of about 5 °C. The bulk of the water in the gas condenses and is two fuel oil regulating valves.
drained away with the gas leaving this stage via a demister. In the final stage, the
Manufacturer: SMIT water is removed through the absorption process in a dual vessel desiccant dryer. A programme switch in the local control panel regulates one of the solenoid
Inert gas delivery rate: 14,000 Nm3/h valves which also operates the pilot burner and initial firing.
Dry air delivery rate: 14,000 Nm3/h The desiccant dryer units work on an automatic change-over cycle where the out
Delivery pressure: 25 kPag of line desiccant unit is first reactivated with warm dry air that has gone through The main burner is ignited by a pilot burner. The main fuel oil burner is of the
Inert gas/dry air composition 1.0 % vol the reactivation dryer system. high pressure atomizing type. The fuel is directed to the burner orifice through
Inert gas/dry air dew point: -45 °C tangential slots that imparts a rotation motion that ensures that the fuel leaves the
Inert gas composition (% vol) O2 : 0.5% vol A pressure control valve located in the outlet of the dryer unit maintains a burner as a thin rotating membrane that is atomized just after the nozzle.
Inert gas composition CO2 : 14% vol constant pressure throughout the system, thus ensuring a stable flame at the
Inert gas composition CO (max): 100 ppm generator. Alarms and Trip
Inert gas composition NOx (max): 65 ppm
Inert gas composition SOx (max): 2 ppm Dewpoint and oxygen content of the Inert Gas produced are permanently IGG. system abnormal alarm
Cooling unit abnormal alarm
Nitrogen balance to 100% monitored. The oxygen level controls the ratio of the air/fuel mixture supplied to
Dryer unit abnormal alarm
Inert gas composition ‘soot’ the burner. The oxygen content must be below 0.5% by volume and the dewpoint IGG. No.1 blower fail alarm
(on Bacharach scale): complete absence of -45 °C. Both parameters are displayed locally and remotely through the IAS. IGG. No.2 blower fail alarm
Temperature: about 30 °C (Max. 65 °C) IGG. F.O. pump fail
IGG. oxygen content high alarm
Dewpoint: Maximum -45 °C after expansion to For delivery of inert gas to the cargo system, two combined remote air-operated
IGG. oxygen content high-high alarm
atmospheric pressure control valves operated through solenoid valves are fitted in the distribution IGG. oxygen content low alarm
system, i.e. the purge valve and the delivery valve. IGG. dew point high
The dry air/inert gas plant is started locally but operates on a full automatic IGG. delivery temperature high
IGG. delivery pressure high
control mode. Dry-Air Production IGG. flame fail
Scrubber C.W. level high
The connection to the cargo piping system is made through two non-return The inert gas generator can produce dry-air instead of inert gas with the same Scrubber inlet C.W. pressure low
valves and a spool piece that normally dismantled. capacity for the production of dry air: Scrubber outlet C.W. temperature high
Working Principle There is no combustion in the generator.
Inert gas is produced by the combustion of oil with air, followed by further There is no measure of oxygen content.
treatment to obtain the required qualities and properties. Fuel (Diesel oil) is
supplied to the combustion chamber by the fuel oil pump and air from the air The oxygen signal is overridden when the mode selector is on dry-air
blowers. production.
Good combustion is essential for the production of a good quality, soot-free, low After the processes of cooling and drying and if the dewpoint is correct, the dry
oxygen inert gas. air is supplied to the cargo system through the delivery valve (with the purge
valve closed).

LNGC RAAHI
FILTER
STOP V/V BOX
NO.1 C. TK PRIMARY INSU. SPACE

IAS
SYSTEM
SHALL BE INDICATED IN IAS
ALL GAS DETECTION ALARM
BETWEEN IAS AND GAS DETECTION

VIA REDUNDANCY COMMUNICATION
NO.1 TK SECONDARY INSU. SPACE

Illustration 4.12a Fixed Gas Detection System
NO.1 TK VENT MAST

* ENGINE ROOM
* CARGO AREA
NO.2 TK VENT MAST

BOIL OFF GAS ROOM
FOR PRI. INS. SPACE
NO.3 TK VENT MAST

- COMMON FAILURE ALARM
EXCEPT PRI. INS. SPACE
- ALARM 60% LEL : 3 POINTS


- ALARM 30% VOL : 4 POINTS
NO.2 BLR F.G. DOUBLE PIPE

NO.4 TK VENT MAST
SIDE PASSAGE WAY, STBD FWD

CCR
SIDE PASSAGE WAY, STBD AFT
SIDE PASSAGE WAY, PORT FWD

* ACCOMMODATION
CARGO AREA
SIDE PASSAGE WAY, PORT AFT
MAIN PANEL
FOR AIR COND. ROOM
PIPE DUCT, FWD

- ALARM 60% LEL : 1 POINT

PIPE DUCT, AFT
CARGO COMPRESSOR ROOM 1

REPEATER PANEL
CARGO COMPRESSOR ROOM 2

FIRE CONTROL STATION
MOTOR ROOM
CARGO ESCAPE TANK
DRAIN
SEPARATOR
BOSUN STORE, STBD
AC 100 V
BOSUN STORE, PORT

ECR
BOW THRUST ROOM

REPEATER PANEL
FWD PUMP ROOM
4 - 51
BOX
CCR
POWER SUPPLY
* CARGO AREA
NO.1 BLR FUEL GAS DOUBLE PIPE

IR ANALYSER

DC 24 V
AC 220 V

- FAILURE ALARM : 4 POINTS
IR ANALYSER
- FAILURE ALARM : 1 POINT
GAS HOOD ROOM

IR ANALYSER
INERT GAS LINE AFTER DRYER

ECR
IR ANALYSER
POWER SUPPLY
E/R SUPPLY FAN DUCT(STBD, FWD)

IR ANALYSER
WHEELHOUSE
Cargo Operating Manual
REPEATER PANEL
E/R SUPPLY FAN DUCT(PORT, FWD)

IR ANALYSER
* ENGINE ROOM
ENGINE CONTROL ROOM

BOIL OFF GAS ROOM
EMERGENCY GENERATOR ROOM


ENGINE ROOM 1ST DECK (STBD, FWD)
ENGINE ROOM 1ST DECK (STBD, AFT)

ECR
ENGINE ROOM 1ST DECK (PORT, FWD)

ENGINE ROOM
C.C TYPE ANALYSER

60% LEL (3 POINTS) :
ENGINE ROOM 1ST DECK (PORT, AFT)

GAS ALARM PANEL
ENGINE ROOM AREA
INCINERATOR ROOM
FUEL GAS MASTER VALVE CLOSE
ELEVATOR LIFT MACH. ROOM

* ACCOMMODATION
FOR AIR COND. ROOM
WHEEL HOUSE
ENTRANCE ON D DECK, STBD

ENTRANCE ON D DECK, PORT
ENTRANCE ON CCR DECK, STBD
ENTRANCE ON CCR DECK, PORT
CARGO CONTROL ROOM
ENTRANCE ROOM FOR A/C ROOM
FIRE CONTROL ROOM

C.C TYPE ANALYSER
DECK OFFICE
ENTRANCE ON B DECK, PORT FWD
ENTRANCE ON B DECK, STBD FWD

AIR COND. FAN TRIP AT
ENTRANCE ON A DECK, STBD

ENTRANCE ON A DECK, PORT
ENTRANCE B DECK, PORT AFT

ENTRANCE B DECK, STBD AFT
GAS ALARM METER
GALLEY
60% LEL FROM AIR INTAKE FOR AIR COND.
MAIN ENTRANCE TO ACCOMMODATION, STBD
MAIN ENTRANCE TO ACCOMMODATION, PORT
FRESH AIR DUCT FOR AIR COND. MACH. ROOM
DRY PROVISION HANDLING ROOM

ACCOMMODATION AREA
Part 4 Cargo and Ballast System

4.12 Fixed Gas Detection System A power supply change-over box, supplies the panel with a 220V, 60Hz power, For further information on the GD129 Infrared analyzer and TQ120 catalytic
(See Illustration 4.12a) and automatically changing over to the ship’s secondary supply should the main Flammable sensors.
supply be interrupted. This unit also monitors the main control panel and
Introduction removes the supply when an internal gas leak is detected. Operation
The Gas Detection System supplied for Hull No. 2210 monitors for flammable
gases within the following areas : The Stop Valve Box is used to isolate individual sample lines, if required and The Gas Detection System is 2 types:
- Cargo Part also houses in-line filters. An internal catch pot is included in line 1 (vent tank)
- Cargo Area System as a shut off mechanism should line 1 becomes waterlogged. - The BH20 Tankscan Aspirated System
- Accommodation - TQ8100 Fixed Point Monitoring System
- Engine Room The Gas Vent Drain Tank Moisture Separator Box, houses an internal coalescing
- Engine Fuel & IGG Outlet filter, to extract moisture from the sample gas. Also included are drain and shut The BH20 has 22 sample points on the cargo part system connected through a
off valves. stop valve box. This unit sequentially samples the level of flammable gas using a
Each area has its individual control panel to provide local alarms and trip signals. GD129 infrared sensor. The BH20 also contains an internal gas sensor to detect
These alarms are also transmitted to the IAS and Extension Alarm Repeater The Extension alarm panel accepts an RS485 communication signal from the flammable gas level inside the enclosure. The system is connected to a power
Panel. BH20 sampling system and displays concentration alarms via an external supply change over unit which can keep the system powered on a stand-by
monitor, should any sample line record gas concentration above 30% LEL. Also supply if there is an interruption in the mains power supply.
Each control panel is fitted with a power supply change-over unit that provides included in the monitor display are system fault and communication fault alarms Included in the Cargo Part system is an Extension Alarm Panel. This is situated
an automatic change over to the stand-by in the event of a main power supply from the BH20 system. Alarm levels are set by the BH20 control unit and then in the fire control room to provide status of all monitored gas detectors.
failure. reported to the extension alarm panel. The cargo part Sampling system has an additional 4-20mA signal to indicate the
sample line number selected.
Equipment The Extension alarm panel also displays concentration and system fault alarms
The complete Gas Detection System installation comprises the following from the other Point Detector monitoring systems covering the Accommodation, - BH20
equipment : Engine Room, and Engine Fuel & IGG Outlet section. Alarms generated from - GD129
the point detector systems are digital inputs from normally closed, volt free - Power supply change over unit
1) Cargo Part Sampling System, including : contacts within the individual systems. Again alarm levels are set to the
• BH20 Tankscan, sampling control panel individual control systems. The TQ8100 is 32 Point Monitoring System capable of accepting inputs from
• Power Supply Change-over Unit either three wire, or two wire 4∼20mA detectors and transducers, fitted in the :
IAS Alarms. Gas Concentration and sample location are reported to the IAS from
• Stop Valve Box
the Master Control Unit (MCU).
• Vent Tank Moisture Separator - Cargo Area
2) Cargo Area System - Accommodation Part
The TQ8100 units monitor the areas that include the Accommodation, Engine
• TQ 8100 Control Panel - Engine Room
Room and Engine Fuel & IGG Outlet part. TQ8100 is a point detection system
3) Accommodation System - Engine Fuel Gas & IGG Outlet
where either an infrared or catalytic detector present in the areas that are
• TQ 8100 Control Panel continuously monitored and controlled via the TQ8100 respective control cabinet.
4) Engine Room System These systems monitor both Infrared and Catalytic Bead Sensors to detect
The TQ8100 unit capable of monitoring/controlling up to thirty two (32) points
• TQ 8100 Control Panel flammable gas, and generate alarms in the IAS through the MCU and Extension
continuously and instantaneously and can be assigned number of locations.
5) Engine Fuel and IGG Outlet System alarm Panel.
• TQ 8100 Control Panel Control Systems
6) MCU Terminal and Extension Alarm Repeater Panel Area Control No. of Detector Alarm Set For further detailed information on the above please refer to :
Display Range
7) Extension alarm repeater panels. Monitored Panel channels Type Point - GD129
Cargo Part BH20 22 IR See Note See Note - TQ120
The main Cargo Part System control panel is based around the BH20 Tankscan Cargo Area TQ8100 4 CC 0∼100% LEL 30∼60% LEL
- TQ8100
sampling system. Sampling from 22 sample points and passing the sampled gas
Accommodation TQ8100 22 CC 0∼100% LEL 30∼60% LEL
over a GD129 Infrared gas analyzer. Sampling sequence is controlled Each gas detection panel alarms locally and reports to the IAS through the MCU.
Engine Room TQ8100 8 CC 0∼100% LEL 30∼60% LEL Signals for gas concentration and normally closed volt free alarm contacts for
automatically by individual solenoid selection valves. The sample gas is drawn
into the panel via internal sample pumps. Engine Fuel &
TQ8100 6 IR 0∼100% LEL 30∼60% LEL fault condition are generated in the individual panel. Alarm conditions are
IGG Outlet
forwarded to the TQ Master Control Unit (MCU) which then forwards all alarms
In addition, the BH20 System is equipped with Duty and Stand-by sample pumps Note !: Primary insulation spaces range 0∼100% vol, alarm 30% vol, others on fault conditions to the IAS.
and gas analysers. Both are controlled by a single changeover key-switch, that range 0∼100% LEL, alarm 30% LEL.
divert the sample flow through the system and the electrical signals to the control
unit to provide an immediate line backup should either unit fails.

Illustration 4.12b Gas Detection System
Repeater Repeater Repeater

Panel Panel Panel
(In FCR) (In ECR) (In W/H)
E/R Sys
Bosun Store
Control Panel
IAS For CC Type
Trunk Deck Space No.4 Trunk Deck Space No.3 Trunk Deck Space No.2 Trunk Deck Space No.1 C.C. Type
Bosun Store
E/R Sys Vent Exhaust
MCU Form Pipe Duct
C/L
Control Panel
Vent Intake
For IR Type Liquid Dome
Vent Mast
Liquid Dome
Vent Mast
Liquid Dome Liquid Dome
Vent Mast
To Pipe Duct
MCU Terminal FWD P/RM
Unit
Accom. Sys C.C. Type
C.C. Type
Control Panel Primary Primary Primary Primary FWD P. RM B.TH.RM
Insul. Space
Sampling Plug
Insul. Space Insul. Space Insul. Space B.TH. RM
Cargo Area C.C. Type C/L
Motor Comp. Secondary Secondary Secondary Secondary
Bosun Store
System Control Insul. Space Insul. Space Insul. Space Insul. Space
Room Room
Panel for IR Type
Cargo Area
System Control
Panel for CC Type
For Cargo Comp. Room
For Electric Motor Room
Secondary Insul. Space
Primary Insul. Space

Cargo Escape Tank
Tee For P.D. Trunk
To Be Installed Inside Passage Way
Trunk Deck Space Trunk Deck Space Trunk Deck Space

Si Si
de Si de
ay
ay
ay
Pa de Pa
-w
-w
-w
Pipe Duct Trunk

Pa
ss
ss
ss
ss ss
-w s -w
Pa
Pa
Pa
s-
ay w ay
de
de
de
Upper Deck Upper Deck ay Upper Deck
Si
Si
Si
CL CL CL
Typical Section
- Vent Intake to Pipe Duct : 1 Point

- Vent Exhaust from Pipe Duct : 1 Point
TRUNK DECK
DETAIL OF EXHAUST FROM

UPPER DECK
ACCOM. OUTSIDE
ANALYSER CABINET
C.C. Type C.C. Type
STOP V/V
BOX
VENT VENT
INTAKE EXHAUST
MAIN PANEL BOSUN STORE
Trunk Deck Space 15
(IN CCR)
Si
de FWD
TK
GAS DETECTION MAIN LINE
ay
Pa
-w
C.C.P/P
Type RM C.C. Type
COFFERDAM
ss
ss
O
-w
Pa
RG
ay
de
Upper Deck
Si
CA
END COVER WITH MESH
SHALL BE PROVIDED.
.1
NO
TO BE LOCATED AT HAZARDOUS AREA
TO BE LOCATED IN AN ACCESSIBLE PLACE
WITH VERY LITTLE TRANSIT OF PEOPLE.
GD001
STOP V/V BOX

CL ACCOM. FRONT SIDE
S/C
B.T. RM
PIPE DUCT
F.P TK

Cargo Area System (IR Type) Boil-off Gas Pipe Duct (IR Type)
Sample order Location Sample point Location

1 No.1 Cargo tank primary insulation space 1 No. 1 boiler fuel gas double pipe
2 No.2 Cargo tank primary insulation space 2 No. 2 boiler fuel gas double pipe
3 No.3 Cargo tank primary insulation space 3 Gas hood room
4 No.4 Cargo tank primary insulation space 4 Inert gas line after dryer
5 No.1 Cargo tank secondary insulation space 5 Engine room supply fan duct starboard fwd
6 No.2 Cargo tank secondary insulation space 6 Engine room supply fan duct port fwd
7 No.3 Cargo tank secondary insulation space
8 No.4 Cargo tank secondary insulation space Cargo Area (CC Type)
9 No.1 Cargo tank vent mast
10 No.2 Cargo tank vent mast Sample point Location
11 No.3 Cargo tank vent mast 1 Bosun store starboard
12 No.4 cargo tank vent mast 2 Bosun store port
13 Side passage way starboard forward 3 Bow thrust room
14 Side passage way starboard aft 4 Forward pump room
15 Side passage way port forward
16 Side passage way port aft
17 Vent intake to pipe duct
18 Vent exhaust from pipe duct
19 Cargo compressor room (1)
20 Cargo compressor room (2)
21 Cargo motor room
22 Cargo escape tank

Illustration 4.12c Gas Detection System
TRUNK DECK
UPPER DECK A DECK

RESCUE BOAT
IN LOBBY DN
(TYPICAL, P&S, UPP/A-DK)
UP
ENGINE ROOM
CANAL BOATMAN
CABLE
TO MCU
VENT TO E/R OUTSIDE

CREW CHANGE SPACE
ROOM
CATALYTIC COMBUSTION TYPE
REPAIRER
DECK PETTY OFFICER
TO MCU
STR CREW'S MESS & REC. RM
MESS RM
S.G RM ENGINE CONTROL ROOM ENG.'S
CH. RM CREW'S
SH T REC. RM
EM'CY GENERATOR ROOM
NO.2 CARGO PIPE &
SWBD RM SERVICE
E/R SYSTEM ENGINE ROOM 1ST DECK (FWD. STBD) AREA DUCT
(IN DUCT) TRK
CONTROL PANEL DN
FOR CC TYPE ENGINE ROOM 1ST DECK (AFT, STBD) AIR-CON. PUB.
E/R SYSTEM MACH. RM GALLEY T.
BONDED
CONTROL PANEL ENGINE ROOM 1ST DECK (FWD, PORT) (NEAR DOOR)
DAILY
PROV. STORE
LIFT
FOR IR TYPE STR
DAILY
LIFT
PUB. PROV.
ENGINE ROOM 1ST DECK (AFT, PORT) T STR
DN
DN F.L LINEN
INCINERATOR ROOM LOCKER
SERVICE
AREA
A.P TK DN
DRY PROV.
ELEC.
DIST. UP NO.1 CARGO
SWBD RM
HANDLING AREA PANEL RM
CABLE OFF.'S PIPE/

DUCT/ SHIP'S
TRK MESS RM LAUNDRY
CABLE
TRK
COFFERDAM
GAS HOOD ROOM

DIAP. LOBBY FISH
E/R SUPPLY FAN DUCT (FWD STBD)
E/R SUPPLY FAN DUCT (FWD PORT)
INERT GAS LINE AFTER DRYER

S.C FIRE
CONT. RM
SAFETY LOCKER
DISPENSARY
VEGE. MEAT (NEAR DOOR) GYMNASIUM
CABLE HOSPITAL GAME/HOBBY
SPACE RM
UP
PIPE DUCT DN
NAV. BRID. DECK

B DECK C DECK D DECK
DN UP DN UP 5TH ENG. C/E BED

4TH ENG. RM
T/S T/S C/E
DAY RM
PUMP DN SHIP/ T/B
CREW(O) FITTER CREW(A) TRUNK DECK GAS ENG. GAS ENG. ENG. T/S T/S
MAIN DN
DAY RM BED RM OFF
CREW(N) T/S T/S CREW(B) DN
CARGO P/T PIPE /
T/S T/S CONTROL DUCT 2ND ENG.
T RM TRUNK DAY RM
T/S T/S T/S SH PIPE
& OFFICER LOUNGE
PIPE/ DECK DUCT
CREW(M) CREW(C) 3RD OFF.'S
DUCT ENG. TRUNK 2ND ENG.
TRK CH.RM
BED RM
T/S
CREW(D) (IN MAIN PANEL) LIFT T/S
CREW(L) ELEC. OFF. OWNER LIFT
BED RM NAV./ELEC.
T/S EQUIP. RM T/S MACH. LIFT
LIFT CREW LINEN LIFT RM WHEELHOUSE
T/S
CREW(K) LAUNDRY T/S LKR
ELEC. CHIEF OFFICER
EQUIP. RM OWNER BED ROOM
T/S CATERING T/S PUB CGR DN
OFFICE DAY RM BATT.
T.
BAGGAGE PIPE&DUCT RM
DN UP T/S SPARE DN UP DECK OFFICE LOCKER
SPACE DN
LOCKER
PIPE/DUCT/
OFF. STATIONERY
T/S LOCKER CHIEF OFFICER UP
PIPE& CATERING PILOT
TRUNK
DAY ROOM
CABLE
DUCT
OFFICER PIPE/
CREW(J) SPACE
OFF.'S
BAGGAGE
DUCT/ LOCKER
PIPE/ 2ND OFF. LAUNDRYCABLE T/S
CREW(I) DUCT/ CHIEF TRK
CABLE COOK T/S DRY RM
T/S TRK T/S DN
T/S T/S
T/S T/B DN
T/S CAPTAIN
DAY RM
T/S T/S T/S NAUTICAL 3RD CPATAIN
CREW(H) CREW(E) WATCH KEEP.
CONFERENCE UP OFFICER BED RM
T/S T/S RM OFFICER
CREW(G) CREW(F) TRUNK DECK SPARE OFF.SPARE OFF.
BOSUN(B) BOSUN(A) DN CADET
(C) (B)
T/S T/S
DN UP DN

Engine Room System (CC Type)
Sample point Location

1 Engine control room
2 Emergency generator room
3 Engine room 1st deck forward starboard
4 Engine room 1st deck after starboard
5 Engine room 1st deck forward port
6 Engine room 1st deck after port
7 Incinerator room
8 Engine room IR type panel
Accommodation System (CC Type)
Sample point Location

1 Elevator lift mach. room
2 Wheelhouse
3 Entrance on D deck port
4 Entrance on D deck starboard
5 Entrance on CCR deck (C deck) port
6 Entrance on CCR deck (C deck) starboard
7 CCR
8 Gas detection panel
9 Entrance for air conditioning room
10 Fire control room
11 Entrance on B deck port fwd
12 Entrance on B deck starboard fwd
13 Entrance on B deck port aft
14 Entrance on B deck starboard aft
15 Deck office
16 Entrance on A deck port
17 Entrance on A deck starboard
18 Dry provision handling area
19 Gally
20 Main entrance to Accomm. Upper deck port
21 Main entrance to Accomm. Upper deck starboard
22 Fresh air duct in air conditioning mach. room

Illustration 4.13.1a Cargo Valve Hydraulic Lines
MANIFOLD(P)
(CL301) (CL302)
(CL804) (CL803) (CG801) (CL802) (CL801)
(CL300) (CL310)
(CL401) (CL402) (CL405) (CL400) (CL410) (CG601) (CG602)

(CS301) (CS304) (CL101) (CL102)
(CL100) (CL110) (CP178)

(CL200) (CL210)
(CS305) (CS306) (CS307) (CL305)

(CS101) (CS104) (CL105)
(CS401) (CS404) (CS405) (CS406) (CS407) (CG106)
(CS201) (CS204) (CL205) (CL201) (CL202)
(CG002) (CG001)
(CG105)
(CS107) (CS106) (CS105)
(CS207) (CS206) (CS205)
(CG405)
SIDE PASSAGE
NO.4 SOL. NO.3 SOL. NO.8 SOL. NO.2 SOL. NO.1 SOL.
V/V BOX V/V BOX V/V BOX V/V BOX V/V BOX
(WD035) (WD033)
(WD053) (WD051) (WD047) (WD045) (WD041) (WD039) (WD034)
(WD052) (WD046) (WD040)
HYD. POWER (VR001)
Ball valve
PACK ROOM
(VR005)
(VR004)
HYD. POWER PACK

WITH 2 X ACCUM.
STAND AND 2 X N2
SPARE BOTTLES TRUNK DECK TRUNK DECK TRUNK DECK TRUNK DECK
(WD049) (WD043) (WD037) (WD031)

(OIL TANK : 1000 L) (WD038) (WD036) (WD032) (WD030)
(WD050) (WD048) (WD044) (WD042)
OIL COAMING (VR003) (VR002)
NO.7 SOL.
V/V BOX
TO/FROM
POWER UNIT
SIDE PASSAGE
(FOR BALLAST)
NO.5 SOL.
V/V BOX
(CS504)
(CG522)
(CS501) MANIFOLD(S)
(CG501)
(CG505) (CG517) (CG513) (CG509)
CARGO COMPRESSOR RM. (CL704) (CL703) (CG701) (CL702) (CL701)

4.13 Cargo & Ballast Valve Control System No.3 Solenoid Valve Box (15 Units) One main motor/pump unit is operated as in a “service”, and the other is
Valves CL301, 302, 305, CS301, 304, 305 Throttle Globe Valve operated as a “stand-by”. One topping up motor/pump unit is designed to
4.13.1 Cargo Valve Control System Valves CS306, 307 ON/OFF Globe valve maintain the system pressure when no valve operation is required.
Valves CL300, 310, CG001, 002 Throttle Butterfly valve Accumulators are installed for oil leakage compensation through the direction
General Valves WD045, 046, 047 ON/OFF Butterfly valve control valve. Two (2) spare N2 gas bottles are provided each having capacity of
The system is applied for remote control of valves and actuators designed abt. 45liters.
primarily for use on board ships as shown on the attached hydraulic schematic No.4 Solenoid Valve Box (16 Units)
diagram and valve lists. Valves CL401, 402, 405, CS401, 404, 405 Throttle Globe Valve Pressure switches control the pump cut in/cut out, with low oil pressure alarm
The remote valves are provided with hydraulic actuators powered form hydraulic Valves CS406, 407 ON/OFF Globe valve and pump failure alarms transmitted to the IAS. The oil level in the tank is
power unit and controlled by electro-hydraulic solenoid valves. Valves CL400, 410, CG602 Throttle Butterfly valve monitored by a low level alarm switch.
All remote valve actuators are designed to be capable of local manual operation. Valve CG601 ON/OFF Butterfly valve
Valve CG405 ESD ON/OFF Butterfly valve Pump Settings
The danfoss position indicator for the valve open/shut position is designed to Valves WD051, 052, 053 ON/OFF Butterfly valve Pump start: 11.5 MPag
indicate the position of hydraulically actuated valves. In general, the valve Pump stop: 13.5 MPag
position is indicated by the limit switch(RLS) or potentiometer(CPI) mounted No.5 Solenoid Valve Box (14 Units) Stand-by pump cut in: 11.0 MPag
directly on the valve, respectively. Valves CS501, 504 ON/OFF Globe valve High pressure alarm: 14.0 MPag
Valves CG517, 501, 505, 522, 509, 513 ON/OFF Butterfly valve Low pressure alarm: 10.0 MPag
All the valves necessary for the operation of the cargo and ballast system are Valves WD042, 043, 044, 048, 049, 050 ON/OFF Butterfly valve ESDS operating pressure: 9.0 MPag
hydraulically operated by separate hydraulic power packs, situated in the High temperature alarm: 70 ℃
hydraulic power pack room, engine casing 'B' deck forward. Control of the No.7 Solenoid cabinet feeds starboard manifold (ESDS) and ballast system Return filter clogging alarm: 0.2 MPag
power packs and valve operation is from the IAS, touch screen and key board Valves CL701, 702, 703, 704, CG701 ESD ON/OFF Butterfly valve Pressure filter clogging alarm: 0.5 MPag
situated in the CCR. Valves WD030, 031, 032, 036, 037, 038 ON/OFF Butterfly valve
Emergency Operation
Cargo System No.8 Solenoid cabinet feeds port manifold (ESDS) When hydraulic pressure cannot be obtained due to trouble of hydraulic pump
The hydraulic power unit consists of two main pumps and one topping-up pump. Valves CL801, 802, 803, 804, CG801 ESD ON/OFF Butterfly valve unit by some reason, each valve can be operated by spanner or portable hand
During normal loading and unloading operations, only one pump is required to pump prepared for emergency.
meet the demand, while the second pump is put on automatic standby mode that Accumulator for ESD Valve
is ready to cut in when the system pressure is reduced to 11 MPag. The topping Accumulators have two times of a capacity required for closing the emergency In case of electric power failure between the control area and solenoid valve area,
up pump is normally used when the vessel is in sea mode condition. shut-down valves on one side of the manifold simultaneously within 30 seconds the solenoid valve can be operated manually (finger operation).
at ambient temperature of about 15 °C.
All remotely operated valves are piston operated, except for the liquid dome and 1 set of fuel gas master valve and 10 sets of manifold valves are designed to In case of hydraulic power loss between the solenoid valve area and actuator, the
the spray header isolating valves that are vain type actuators. The supply oil is automatically close the emergency shut-down valves at the manifold area. The actuator is operated manually by means of a spanner or hand pump.
distributed to 6 solenoid valve cabinets situated at the side passageway (port and fuel gas master shut-off valve by the pressurized oil in independent hydraulic
starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area, accumulator with the emergency shutdown hydraulic pilot valve hydraulically Emergency Hand Pump Operation
cargo compressor room and the master BOG station has its respective solenoid operating cylinder 3/2 way. All the hydraulic piston type operating valves have an emergency hand pump
cabinet as follows: connection. There are three portable emergency hand pump units, one available
Hydraulic Power Unit in the engine room, one in the pipe duct space and one in the deck store. The
No.1 Solenoid Valve Box (16 Units) System working pressure: 11.5 ~ 13.5 MPag isolating valves on the distribution block are first shut off and the hoses of the
Valves CL101, 102, 105, CS101, 104, 105 Throttle Globe Valve Oil tank: 1,000 L emergency hand pump fitted to the snap-on connectors. Control of direction is
Valves CS106, 107 ON/OFF Globe valve via a hand operated changeover control block.
Valve CP178 ON/OFF Ball valve The hydraulic power unit is designed as a hydraulic source for the open/close
Valve CG105 ON/OFF Butterfly valve operation of the hydraulic valve. The power unit has a tank as its basic unit, and
Valves CG106, CL100, 110 Throttle Butterfly valve consists of two (2) electro-hydraulic main motor/pump units, and one (1) electro-
Valves WD033, 034, 035 ON/OFF Butterfly valve hydraulic topping up motor/pump unit, firmly mounted on the top cover of the
tank.
No.2 Solenoid Valve Box (13 Units)
Valves CL201, 202, 205, CS201, 204, 205 Throttle Globe Valve
Valves CS206, CS207 ON/OFF Globe valve
Valves CL200, 210 Throttle Butterfly valve
Valves WD039, 040, 041 ON/OFF Butterfly valve

Illustration 4.13.2a Ballast Valve Hydraulic
UPPER DECK
BOSUN STORE
(OF08) 22084 A/B
TO/FROM POWER UNIT
FOR CARGO
) FWD
)
) (P )
(P
(P (P P/P RM
TK
K
TK TK
.T
. . .
.B
(WW001) (WW002)
.B
.B
.B W
W
HYD. POWER W W
.4 .3 .2
.1
PACK ROOM NO NO NO
NO
(WW003)
WD)
ACCUMULATOR
WITH N2 BOTTLE
. TK (F
POWER PACK (WD219) (WD241)
FOR BALLAST
H.F.O
(BA013) (BA008) (BA012) (BS020) F.P. TK
(BA022) (BA023) (BA024) (BA025) (BA016) (BA017) (BA018) (BA019)
(BA009) (BA010) (BA011)

(BA020) (BA021) (BA032) (BA033)
(BA027) (BA029) (BA030) (BA031) (BA014) (BA015)
(BA001)
(BS202)
B.T.RM
(BA026) (BA028) (BS045) (BA034) (BA037)
(BS025)
P T (BS039) (BS033)
(BS027)
(BA035)
SOL.V/V BOARD
S)
FOR BALLAST,BILGE,F.O. (BA006) (BA005) (BA004) (BA007)
E/R S.W.COOLING SYS
(P&
WATER SPRAY SYS.
TK
.B.
PIPE DUCT (BA002) (BA003)
W
EP
(BA225) (BA228)
DE
) ) ) )
(S (S (S (S
D
K K K K
.T
FW
.T .B .T .T
(CW27) (CW28) .B W .B .B
W W W
(BA213) (BA217) (BA219) (BA221)
.4 .3 .2 .1
NO NO NO NO
(CW06) (CW10) (CW14)
(BA229)
(BA226) (BA227)
(OF14) (OF13) (OF48) (OF10)
(BA214) (BA215)
(ES191) (ES196) (BA211) (BA212)
(BA222) (BA202) (BA207) (BA208)
(BA209) (BA210)
(CW26) (CW25)
(BA201) (BA203) (BA205) (BA206)

(CW101) (CW102) (CW103)

4.13.2 Ballast Valve Control System Pump Settings

Pump start: 11.5 MPag
General Pump stop: 13.5 MPag
The system is applied for remote control of valves and actuators, designed Standby pump cut in: 11.0 MPag
primarily for use on board ships as shown in the attached hydraulic schematic High pressure alarm: 14.0 MPag
diagram and valve lists. Low pressure alarm: 10.0 MPag
The remote valves are provided with hydraulic actuators powered from hydraulic ESDS operating pressure: 9.0 MPag
power unit and controlled by electro-hydraulic solenoid valves. High temperature alarm: 70 ℃
All remote valve actuators are designed to be capable of local manual operation. Return filter clogging alarm: 0.2 MPag
Pressure filter clogging alarm: 0.5 MPag
The danfoss position indicator for the valve open/shut position is designed to
indicate the position of the hydraulically actuated valves. In general, the valve The hydraulic system can be used as a emergency back up supply to the main
position indication is obtained from the limit switch (RLS) or potentiometer cargo valve system, by opening isolating cross connecting valves that must be
(CPI) mounted directly on the valve, respectively. kept shut during normal use.
Ballast, Bilge, F.O. Sea Water Cooling and Water Spray Systems Emergency Operation
The hydraulic power unit consists of two main pumps and one topping-up pump. When hydraulic pressure cannot be obtained due to trouble of whatever reason in
During normal loading and unloading operations, only one pump is required to the hydraulic pump unit, each valve can be operated by spanner or portable hand
meet the demand, while the second pump is put on automatic standby mode pump prepared for emergency.
ready to cut in when the system pressure is reduced to 11 MPag. The topping up
pump is normally used when the vessel is in sea mode condition. In case of electric power failure between the control area and solenoid valve area,
the solenoid valve can be operated manually (finger operation).
All remotely operated valves are piston operated. The supply oil is distributed to
1 solenoid valve board situated in the engine room. The operation of the valves is In case of hydraulic power loss between the solenoid valve area and actuator, the
conducted from the IAS in the CCR. actuator is operated manually by means of a spanner or hand pump.
Open = AÆ T, P Æ B
Hydraulic Power Unit Emergency Hand Pump Operation Close = BÆ T, P Æ A
System working pressure: 10.5 MPag All the hydraulic piston type operating valves have an emergency hand pump
Oil tank: 1000 L connection. There are three portable emergency hand pump units, one available
in the engine room, one in the pipe duct space and one in the deck store. The
The hydraulic power unit is designed as a hydraulic source for the open / close isolating valves on the distribution block are first shut off and the hoses of the
operation of the hydraulic valve. The power unit has a tank as its basic unit, and emergency hand pump fitted to the snap-on connectors. Control of direction is
2) 1-line system
consists of two (2) electro-hydraulic main motor/pump units, and one (1) electro- via a hand operated changeover control block.
hydraulic topping up motor/pump unit, firmly mounted on the top cover of the
y Opening of valve:
tank. 1) 2-line system
Only hose “B” is used.
One main motor/pump unit is operated as in a “service”, and the other is y Opening of valve:
y Closing of valve:
operated as a “stand-by”. One topping up motor/pump unit is designed to - Close the stop valves on the control block mounted on the actuator.
Turn the pilot valve on the hand pump to the “close” position.
maintain the system pressure when no valve operation is required. - Connect the hoses “B” and “A” to the emergency control block (e.g. HS-
The actuator / valve closes without pumping.
Accumulators are installed for oil leakage compensation through the direction block) mounted on the actuator.
control valve. Two (2) spare N2 gas bottles are provided each having a capacity - Turn the pilot valve on the hand pump to “open” position and continue
of abt. 45liters. pumping until the actuator/valve is open (see the visual indicator on the
actuator or pressure gauge for the nominal working pressure of 10.5
Pressure switches control the pump cut in/cut out, with the low oil pressure (13.5) MPag).
alarm and pump failure alarms transmitted to the IAS. The oil level in the tank is - The valve is prevented from closing when the pilot valve is placed in
monitored by a low level alarm switch. centre position.
y Closing of valve:
- Turn the pilot valve on the hand pump to the “close” position.

Illustration 4.14.1a Cargo Tank Relief Valve Illustration 4.14.2a Primary and Secondary Insulation Space Relief Valves
Specifications Specifications
Quantity: 9 Set Quantity: 17 Set
Type: Pilot Operation Type: Pilot Operation
Set pressure: 25 kPag Set pressure: 1.0 kPag
Reseating pressure: 22 kPag Reseating pressure: 0.8 kPag
Required capacity: 22000 Nm3/h Required capacity: 1400 Nm3/h
Relieving capacity: 28550 Nm3/h Relieving capacity: 2087 Nm3/h
Test gag
Test gag Adjust screw
Exhaust tube Adjust screw

Pilot Valve
Vent Tube
Diaphragm
Check plate
Diaphragm
Check plate
For test Connection
Pilot Valve RC 1/2 For manual lifting device
connection Rc1/2
Diaphragm retainer
Diaphragm
For test Connection
RC 1/2
Exhaust Tube
For manual lifting device

connection Rc1/2
Diaphragm retainer
Set plate
Supply Pipe
Supply
pipe
Nozzle
Nozzle

4.14 Relief Systems 4.14.2 Primary and Secondary Insulation Space Relief Valves 4.14.3 Line Relief Valves
General Description Each section of the cargo pipe work, except the vapour line that can be isolated
Manufacturer: Fukui Seisakusho Co., Ltd. by the two valves, is fitted with an over pressure relief valve fitted. The cargo
Each cargo tank is fitted with two pressure / vacuum relief valves required by the Type: PSL-MD12-131-S1(B) 6”x 6” manifold relief lines, the cargo machinery space relief lines and No.3 & 4 cargo
IGC code. The primary and secondary insulation spaces are each protected by Number of units: 17(16 + 1 spare) tanks relief lines are led to No.3 and 4 vapour domes. No.1 and 2 cargo tanks
two pressure-relief valves per cargo tank. The valves are manufactured by Fukui Number per tank relief lines are led to No.1 and 2 vapour domes. In order to operate manually lift
Seisakusho Co., Ltd. and are designed specifically to work on marine-based Primary Insulation Space: 2 the lever.
LNG systems. Secondary Insulation Space: 2
Set Pressure: 1.0 kPag Illustration 4.14.3a Cargo Line Relief Valve
Reseating Pressure: 0.8 kPag
4.14.1 Cargo Tank Relief Valves Flow rate per valve: 2,087 Nm3/h Test gag

Four-PORV relief valves per cargo tank protect the primary and secondary
Lifting fork
Manufacturer: Fukui Seisakusho Co., Ltd. insulation spaces.
Type: PSL-MD13-131-LS1(B) 10” x 12”
Number of units: 9 (8 + 1 spare) A gas detection line leads out from below the valves. One line points from the
Number per tank: 2 primary insulation space and the other from the secondary insulation space per
Adj. screw
Set Pressure: 25 kPag each tank to the gas monitoring system, to give a constant indication of the lock nut
Reseating Pressure: 22 kPag atmosphere inside the primary and secondary insulation spaces.
Adjusting screw
Flow rate per valve: 28,550 Nm3/h
S
Vacuum Relieving: -1 kPag The primary insulation relief valve vapour outlet leads to a separate vent line that
runs alongside the associated vent mast. This is to prevent any counter pressure
The cargo tank relief valves are fitted at the vapour domes of each tank and vent or back flow from the main vent mast should the cargo tank’s relief valves is Lever
to their associated vent mast riser. The relief valves are of the PORV (pilot lifted from the nitrogen snuffing system.
operated relief valve)-type. A cargo tank’s pressure sensing line relays the
pressure directly to the pilot operating the valve. This manner assures that an It is extremely important that the vent line is checked on a regular basis and
accurate operation at low pressure prevails inside the tank. drained of any accumulated water. This is to ensure that the relief valves operate
within their correct settings that could otherwise be altered if water is to
The cargo relief valves are set up initially by the manufacturers based on the accumulate in the vent mast and flow into the valve assembly.
requirements of the ship. If overhaul of the valves by the ship’s staff is carried
out, the valves must be checked and reset to the original settings. The secondary insulation space’s relief valves vent directly to the deck via a
downward facing tail pipe. It is not necessary for these to be led to the vent mast
It is extremely important that the vent mast is checked on a regular basis and as the likelihood of LNG vapour in the insulation space is very remote. Disc
Adj. ring
drained of any accumulated water. The purpose of which is to ensure that the
relief valves operate at their correct settings that would otherwise be altered if The primary and secondary insulation spaces valves are set up initially by the
water is to accumulate in the vent mast and flow into the valve assembly. manufacturer base on the requirements of the ship. If an overhaul of the valves S
by ship’s staff is carried out, the valves must be checked and reset to their
original settings.
Adj. lock bolt
Nozzle

Illustration 4.15.1a Ballast Piping
(P) ) (P)
)
K(P
(P
TK
BA228
.B
.
. TK T TK (P)
E/
R
W
W.
B .B. W.
B .
. TK (BA501/BA502)
W. .W W. .B
3W W.W
IN BOSUN STORE
.4 . .2 .1
S.C
NO NO NO
(WATER TIGHT DECK)
To Atmos Cond. NO
)
(P
TK
BA202 (P) (P) (P) K(P
)
.B.
. TK . TK . TK B. T
To Main Cond. W.B W.B W.B . W.
W
.4 DB. .3 DB. .2 DB. 1 DB
NO.
EP
NO NO NO
DE
D
BA222
FW
BA006
BA212
SLEEVE
DOUBLE
BA221 BA211 O-RING BA035 BA005
*
BA220 BALLAST MAIN
NO. 2 B.P
EM'CY BILGE
BA004 BA001
SUCTION
BA229 STEEL PIPE
BA210 BA206
A.P. TK BA227
BA230 BA219 BA209 PIPE DUCT BA007

F.P. TK
* BA218
TO I.G.G. SYS
STAND-BY
BA208 BA205
BA226 B.P B.T. RM
BA217 BA207 BA034 BA003
* BA216 BALLAST MAIN

*
BA036
NO. 1 B.P BA002
BA215 BA203
(S)
TK
B.
(S) (S) (S) (S)
. TK . TK . TK . TK
W.
.B .B .B W.B
B. W B. W B. W B .
EP
NO .4 D NO .3 D NO .2 D NO.1
D
DE
D
BA201
FW
BA214 BA231
S.C (S) K(S
) (S) K(S
)
TK T TK T
B. B. B. .B.
BA213
W. W. W. .W
W. W. W.
B.S TRIP. )
(S
EDUCTOR TK FLANGE
.4 .3 .2 W
From Water . B. ADAPTER
.1
NO NO NO NO
W
Spray Pump E/R
BA225
From IG Main for Gas

Freeing of Ballast Tanks Spool
Piece
* MARKED VALVES SHALL HAVE THE FUNCTIONS OF
THROTTLING AND FULL POSITIONING INDICATION.
Pipe Duct
Spool
Piece

4.15 Ballast Piping System The driving water for ballast stripping eductor is from water spray pump.
All ballast pipes in the pipe duct are of GRP with galvanized steel bulkhead
4.15.1 General Description pieces and pipes in ballast tank are steel painted with suction bell mouths.
System Capacities and Ratings Eight (8) spectacle flanges are provided for wing water ballast tank suction line
in order to prevent silty water entry other tank in case of valve failure.
Ballast pumps
Manufacturer: Shinko Ind. Ltd. Ballast piping for No.3 double bottom water ballast tank can be used for flow
Type: Vertical Centrifugal through method of cleaning. For this purpose, additional pipe line installed inside
Model: GVD 500-2M ballast tank.
Rating: 3,000 m3/h x 30 MTH
All valves are hydraulically operated butterfly valves. The tank’s after main
Three ballast pumps are electric motor driven suctions, pump discharge valves and etc, as indicated with * on the above
Make: Nishishiba Electric Co., Ltd. drawing are of the intermediate position controlled type.
Type: Three phase induction motor
Speed: 1,180 rpm They are mounted at the forward end and bottom platform of the engine room.
Power: 330 kW These pumps take their suction from the sea, with the high sea suction being on
Volt: 6,600 V the port side and the low sea suction being on the starboard side. The latter being
Amp: 36.5 Amp the normal operation when loading ballast. When discharging ballast they take
their suction from the main ballast crossover.
Ballast stripping eductor
There is one ballast eductor, rated at 300 m3/h.
Rating: 300 m3/h
Driving water shall be supplied by water spray pump.
The ballast pumps are used to supply sea water to the inert gas system.
The ballast spaces beneath and around the outboard side of the cargo tanks are
System Control
used as ballast tanks to optimize draft, trim and heel during various load
conditions of the vessel.
The ballast system is controlled entirely from the CCR using the IAS in
conjunction with the ballast mimic.
The ballast is carried during the return passage to the loading port, when only
sufficient gas is carried to maintain the tanks and their insulation at cryogenic
The ballast pumps are started and stopped using the mimic, provided that the
temperatures.
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
The ballast spaces are divided into 16 tanks that are the port and starboard. In
pumps can be started and stopped from the local control panel regardless of the
addition, the fore-peak water ballast tank, deep water ballast tank (port and
position of the local/remote switch. The local control panels always take priority
starboard), and after peak tank are also used to carry ballast when required.
and can take control from the CCR at any time.
There are also two small ballast tanks in the engine room that are used to control
total ballast capacity of 52,428 m3, approximately 53,738 tonnes when filled with
All hydraulically operated valves in the system are also operated using the on
sea water. Three, 3,000 m3/h, vertical centrifugal pumps are fitted to enable the
screen menu/keyboard in conjunction with the ballast mimic. Two basic types of
total ballast capacity to be discharged or loaded in approximately 12 hours for
valves are fitted: those that can be positioned at the fully closed or fully opened
ballasting or deballasting. During cargo loading and unloading two (2) sets of the
position and those that can be positioned at any point between the fully opened
ballast pumps are used. During ballast water exchange, one (1) set of the ballast
and the fully closed position. The position of all valves is shown on the mimic.
pump is used. The pumps are driven by electric motors and are located in the
engine room floor, starboard side forward.
Provision is made for the use of a portable hand pump to operate each valve in
the event of hydraulic accumulator failure. The pump discharge valves, and tank
The 600 mm fore and aft ballast main runs through the pipe duct with tank
after main suction valves are multi-positional. All other valves are either open or
valves mounted on the tank’s bulkheads. This is connected to the stripping
closed. In addition to being operable from the CCR, the valves can also be
eductor.
operated from the solenoid valve station using the push buttons on the individual
solenoids.
The ballast pumps fill and empty the tanks via the port and starboard side 600
mm main.
The on screen ballast menu also shows when the pumps are switched to remote,
the pump’s suction and discharge pressure, the position of the manually operated
One eductor placed on starboard is fitted for stripping and final educting of the
valves and the level in each tank, in terms of innage.
tanks, with its own discharge valve.

4.15.2 Ballast Water Management (Ballast Exchange) Ballasting Scenario
Introduction Pre-Ballast ing A F
The ballast water management is focused on to minimize the introduction of unwanted organisms from the discharge of
ballast water in their local jurisdictions and the pollution of ballast tanks from sediment (i.e. mud).
The Ballast Water Management shall consist of the Ballast Exchanging and the Ballast Tank Flushing
Deballasting Ballasting
A F A F
Unloading
Loading Port
Port
main fire line
#4 #1
Empty WBT
Clean WBT A F
Silty WBT Ballast
Exchange
- Pre-Ballasting: To minimize the number of silty WBT, DB WBTs shall be filled with clean seawater before arriving at the
No.1 stringer unloading port. This procedure not include in auto sequence.
CARGO - Ballast Exchange: After departure from the unloading port, all dirty water in silty WWBT shall be exchanged with clean
seawater. Simultaneous ballast water exchanging, the seawater spraying shall be carried out to clean up in ballast tanks.
Wing tank
- For the detail schedule of ballasting/deballasting, please refer to following “Estimated Operating Time”.
No.2 stringer
Water jet nozzle
Sediment
No.3 stringer
Ballast line
D/B water tank

Pipe arrangement of Water Set System

Ballast Water Exchange Sequence The Hierarchy of the Ballast Water Management
No.1 WWBT(S)
Ballast Water Management
No.1 WWBT(P)
No.2 WWBT(S) Automatic Ballast/Deballast Sequence Ballast Water Exchange Sequence
No.2 WWBT(P)
Ballast Pump Control Sequence Ballast Pump Control Sequence
No.3 WWBT(S)
Line-Up & check Line-Up check
Ballast Pump Start/Stop Ballast Pump Start/Stop
No.3 WWBT(P)
Ballast/Deballast V/V Ballast/Deballast V/V
Control Sequence Control Sequence
No.4 WWBT(S) Line-Up & check Line-Up & check

Level Monitoring Level Monitoring & Synch.
TK Group: TK Group:
FWD/M-FWD/M-AFT/AFT 1P/3S,1S/3P,2P/4S,2S/4P
No.4 WWBT(P)
Water Spray Control Water Spray Pump

Sequence Control Sequence
Estimated Operating Time Line-Up & check Line-Up & check
Spray Schedule Pump Start/Stop
Spray Valve Control
Ballast exchange condition
Tank No. Capacity(m3)
1 2 3 4 5 6 7 8 9
No.1 W.W.B.T(S) 3,863 F F F F F F F E F
No.1 W.W.B.T(P) 3,863 F F F F F E F F F

DB WBT Dilution
No.2 W.W.B.T(S) 2,375 F F F E F F F F F Control Sequence
No.2 W.W.B.T(P) 2,375 F E F F F F F F F Line-Up & check
Level Monitoring & Synch.
No.3 W.W.B.T(S) 2,376 F F F F F E F F F
No.3 W.W.B.T(P) 2,376 F F F F F F F E F
No.4 W.W.B.T(S) 2,099 F E F F F 21% F F F
No.4 W.W.B.T(P) 2,099 F F F E F F F F F
Time [h] 9.38 [Total] - 1.1 0.93 1.1 0.93 1.5 1.4 1.4 1.3
Estimated ballast pump efficiency during pumping (2×3,000m3):approx. 80 % of nominal capacity
W.W.B.T. - Sequential Method (Empty-Refill)

The sequential method entails completely emptying ballast tanks and refilling with open-ocean water. Emptying of certain
tanks may lead to significantly reduced stability, higher stresses, high sloshing pressures, and/or reduced forward drafts. A
secondary effect of reduced forward draft would be an increased probability of bow slamming.
The primary considerations in assessing sequential exchange scenarios should focus on vessel stability, hull girder strength,
propeller immersion, bridge visibility, and list angle.

Illustration 4.15.1b Silty Water Treatment System
NO.4 W.W.B TK (P) NO.3 W.W.B TK (P) NO.2 W.W.B TK (P) NO.1 W.W.B TK (P)
NO.4 DB.W.B. TK (P) NO.3 DB.W.B. TK (P) NO.2 DB.W.B. TK (P) NO.1 DB.W.B. TK (P)
AL
IC
TYP
PIPE DUCT FRAME OR BHD FRAME OR BHD
ABT. ABT. ABT.

700 1400 700
ABT. 2140 NOZZLE (ORIFICE : 6.0, BRONZE)

OR (TYPICAL)
ABT. 1400
NO.4 DB.W.B. TK (S) NO.3 DB.W.B. TK (S) NO.2 DB.W.B. TK (S) NO.1 DB.W.B. TK (S) STR. OR DK
FIRE MAIN FIRE MAIN
TRUNK DK
K SPA CE
TRUNK D
NO.4 W.W.B TK (S) NO.3 W.W.B TK (S) NO.2 W.W.B TK (S) NO.1 W.W.B TK (S)
L
EE
ST
UPPER DK
D
) W
IL
(P .W
M
K .B
0
.T
LY 37
.T
PO TPE
)
.B K
AL
.W (S
IC
:S
W )
YP
'L
(T
AT
M
PE
M
PI
DA
ER
FF
CO
B.W
D/B W.B. TK (P) D/B W.B. TK (S)

ABNORMAL STOP CONDITION ABNORMAL STOP CONDITION
3 START
1
SEQ START/STOP N FINISH REQUEST N

SWITCH = "START" FROM BALLAST 2
EXCHANGE TANK SEQ
Y
(CONTROL FROM BALLAST EXCHANGE
2 TANK SEQUENCE) Y
CLOSE
VALVE SYNC VALVE ASYNC NO.1 SPRAY VALVE
SPRAY MODE ASYNC OR SYNC - SEQUENCE STOP REQUEST *A1
- TANK LEVEL BAD PV
- WATER SPRAY V FB ALARM CLOSE
- WATER SPRAY V NO.2 SPRAY VALVE
N N
TK LEVEL ≤ L1O + a TK LEVEL ≤ L1O + a UNC ALARM
*1 *1 - WATER SPRAY V CLOSE
FAIL LIST NO.3 SPRAY VALVE
Y Y
- WATER SPRAY PUMP SEQ
ABNORMAL
START START
WATER SPRAY PUMP SEQ WATER SPRAY PUMP SEQ WATER SPRAY PUMP SEQ N
STOPPED
Y
Y TK
TK LEVEL ≤ L1O
*1 L1C ≤ LEVEL ≤ L1O *1
STOP
N SEQ START/STOP SW ITCH
*2 *2 *2
OPEN OPEN CLOSE

NO.1 SPRAY VALVE NO.1 SPRAY VALVE NO.1 SPRAY VALVE
3
OPEN
NO.2 SPRAY VALVE
Y TK END
OPEN L2C ≤ LEVEL ≤ L2O *1
NO.3 SPRAY VALVE
*2 N *2
OPEN CLOSE
NO.2 SPRAY VALVE NO.2 SPRAY VALVE
OVER LAPPING TIME
LEVEL (ABOUT 1 min)
L1O
Y NO.1 STRINGER
TK LEVEL ≤ L3O L2O
*1
L1C
N NO.2 STRINGER
*2 *2
L3O
OPEN CLOSE L2C
NO.3 SPRAY VALVE NO.3 SPRAY VALVE NO.3 STRINGER
SPRV1 SPRV2 SPRV3 TIME
WHEN THIS SEQUENCE IS STOPPED BY ABNORMAL STOP CONDITION,

“WATER SPRAY PUMP SEQUENCE STOP” IS REQUESTED.
1
*1 TIME DELAY (10 SEC) IS APPLIED
*2 THIS PROCESSING IS DONE ONE TIME ONLY AT DETECTING THE LEVEL CONDITION

Illustration 4.15.1c Bilge and Deck Scupper System
BSD1/D2/D3/D4 ONLY
MOOR'G DK
UPPER UPPER
ABT.500 DECK DECK
FROM FIRE MAIN
15
30
FROM FIRE MAIN

L
EL
SH
E
SID
SIDE-PASSAGE
65A
FROM HFO
BS315 BS314 BS304 BS303
TRANS. P/P FROM FIRE MAIN
BS605 BS601
UPPER DECK
BILGE HAT (P & S) BOSUN STORE

BS009 BS005
SEE DETAIL
BS609
C.L
)
EJECTOR FOR
&S
BOSUN STORE
TK
TK
TK
TK
(P
. TK
O
BS008
RG
RG
RG
RG
BILGE HAT(P & S)
W.B
BS001
SEE DETAIL
S.L.W.L
CA
CA
CA
CA
F.W TK DIST. W TK S.L.W.L
E/R
B.W
BS002
BS011
FWD
.4
.3
.2
.1
BS010
NO
NO
NO
NO
P/P RM
EJECTOR FOR
FROM FIRE MAIN FWD PUMP ROOM
BS607 FROM FIRE MAIN EJECTOR FOR SCANTL'G DRAFT
BOW T. ROOM (12.5M A/B)
BS017 BS608
BS013
A.P TK
BILGE HAT (P & S) BS014
BS012
SEE DETAIL
ENGINE ROOM
S.T.C.W. TK FROM FIRE MAIN

BS204
SPECTACLE
FR15 FLANGE FR71 FR86 FR103 FR120 FR134 BS018 FR157 BS015
BS611 BS203 BS020 BS019

BILGE EJECTOR FOR BS201 BS051 BS045 BS039 BS033 BS027 BS025
P. DUCT/COFFERDAMS BS202
S.T.C.W. TK B/W B/W B/W B/W B/W
BS047 BS041 BS035 BS029 BS022
PIPE DUCT
BS048 BS042 BS036 BS030 BS021
A.P TK
BS016
BS205
SCANTL'G DRAFT
(12.5M A/B)
FWD
P/P RM B.W
F.W RM DIST. W TK BS004
C.L
BS003
BOSUN STORE
BS606 BS602
UPPER DECK
BS313 BS312 BS302 BS301
65A
N 60.5
PLA
FROM FIRE MAIN FROM FIRE MAIN 2~4

6
DE TRUNK DECK ABOUT 15
20
MOTOR COMP. RM CARGO
(T TAIL UPPER 250
RM STORE YP Ø10 HOLES
.) DECK Ø 10 HOLES
UPPER 60 WALL
DECK 6
242
13
ABOUT 15
267.4
DETAIL OF BILGE HAT

4.16 Loading Computer 4.16.2 Software Configuration 5. Loading Status: picture of ship tanker rate , profile, plan, section
General Pull Down Menu <COMMUNICATION MENU>

You can manage loading condition files by use of file menu. this menu contains
Leading the trend in shipboard calculation, data processing, ship-shore several sub menus and of each menu function is as follows.
communication and vessel automation, Techmarine Co., Ltd. provides you
modern microprocessor-based loading computer, "SHIP MANAGER", that <FILE MENU>
carries extremely powerful loading calculation and other software for standard 1. OnLine: Select On-Line mode between the ICMS and the Loading Computer
computer. 2. OffLine: Select the Off-Line mode between the ICMS and the Loading
Computer
The whole system is designed to be used by non-computer oriented users such as 3. Line Setup: Select menu “ON” and “OFF” in the online status.
ship's officers and/or shore-based cargo planners with no specific knowledge
on how to run the about computer’s system. <UTILITY MENU>
This material explains the full aspects of the "SHIP MANAGER" loading
programs, the major functions of which are as follows :
4.16.1 ON-Line and OFF-Line Mode
1. Displacement/Deadweight/Trim & Draft (aft and fore)

2. Correction Drafts (aft and fore) due to difference of sea water density
3. LCG/VCG/TCG/Metacentric height / Angle of heel. 1. New Plan: Create a new loading condition. Lightship condition is created.
4. Trim & adjusting calculation / Heel adjusting calculation 2. Open Plan: Read the loading file(*.LDP) saved in the current directory.
5. Cargo/Ballast/F.O/D.O/L.O/F.W tanks shall have maximum free surface 3. Save Plan: Save the loading current status to disk with a specific file name.
moment regardless of liquid level. 4. Save As: Save the loading current status to a disk with a different file name.
6. Display Cargo/ballast/F.O/D.O/L.O/F.W & D.W/tanks level & volume. 5. Delete Plan: Delete the loading file saved in the current directory.
7. Intact stability calculation (*) 6. File Explorer: You can use the File Explorer to format disks, make backup,
8. Shear forces and bending moments at the prescribed frame point (*) get an overall view of your file system and so on.
1. Calculators: Leads you to the MS-windows Calculator. (See MS-WINDOWS
9. Corrected shear forces required by Classification Society (*) 7. Print: Print out a selected item.
manual )
10. Maximum values of shear force and bending moment. 8. Print Setup: Printer setup.
2. Control Panel: Leads you to the control panel, where it is possible to change
11. Propeller immersion (*) 9. Exit: Exit 'ShipManager-88' session.
colors, and printer attributes.
12. Forward draft limit (*) 3. Shifting: Shifts the load from one compartment to another.
13. GM limit (*) <RESULT MENU>
5. Trim Adjust: Carries out adjustment of trim by adding cargo/ballast water to
14. Cargo tank filling restrictions against sloshing effect (*). two designated compartments.
15. GZ curves for loading conditions. Trim with Cargo add: Controls the trim by adding weight
16. Result of visibility (SOLAS V.22) with warning message (*) Trim with Cargo shift: Controls the trim by moving weight
17. Curves of calculated S.F and B.M and maximum allowable values required 6. Heel Adjust: carries out adjustment in the of heel by ballast water to two
by Classification Society. designated compartments.
18. Automatic Calculation 7. Rolling Period: Shows and Calculate Rolling Period
Specific gravity, percentage filling, tank level, volume and weight for liquied 8. Propeller Immersion: Shows information on Propeller Immersion
compartments when one of these is given. 9. Hydrostatics: Shows the following information follows
19. The system will be designed for loading calculation on the basis of “on-line” 1. Weather Criteria: Data and graph calculated by the IMO.A 562(18) Displacement, Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. etc.
and “off-line” modes and selected mode can be identified easily. CRITERIA. 10.Kn Table: Show Kn information.
(*) marked items shall be displayed with warning message & alarm signal 2. Intact Stability Results: Data and graph calculated by the IMO.A 749(18) 11.Visibility: Show each position from Sight End, conning.
against given limitations CRITERIA.
20. On-line interface with IAS(RS 485 type) – Cargo tanks, ballast tanks, 3. Longi. Strength: The ratio of the actual Shear force/Bending moment.
FO/DO/LO/FW/DIST. W. / Draft (allowable Shear Force/Bending moment on each bulkhead at sea/port and
21. Direct damage stability calculation (IGC code) their graph Maximum Shear force/Bending moment and their position)
22. Weather stability calculation 4. Damage Stability: Data calculated by the IGC Code Criteria. ‘Tank Top Plan’,
and ‘Midship section’.

12. Hydrostatics View: Shows information on the actual condition of the as 4.16.3 Explanation of the Ship Manager Screen 3) WARNING PANEL
following: If each judgment value is over, 'NO' message appears and if not, 'YES'
DWT, LWT, DISP. The above screen is classified into 'PULLDOWN MENU', 'SPEED BUTTON message appears. If all of CHECK message is 'YES', warning panel will be
Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. MENU', 'WARNING PANEL', ‘WORK TAB’ and 'STATUS PANEL'. green color and if not, a led right to warning panel will be shown on the
Draft at marks. warning panel and turned into a flickering red color.
1 degree heeling moment. 1) PULLDOWN MENU
Etc. This part controls the loading program and is regulated by the pull down 4) WORK TAB
method. If you click the Tank Plan, Loading Status, Intact Stability, Longi. Strength,
<OPTION MENU> Damage Stability, and Trend Curve its window will show the menu, then
2) SPEEDBUTTON MENU you can do what you want.
Speed button is a faster method to go work than the pull down menu. If
you want to go to the Loading menu, Hydrostatics, Constants, and Print 5) STATUS PANEL
menu, just click the appropriate speed button. It is displayed on this area that all sort of calculated value according to
current loading condition each is as follows.
1. Constants: Inquiry or change the deadweight constant.

2. Sea Water Density: Inquiry or change in Sea Water Density
3. F.S. Moment: Inquiry or change in maximum or actual inertia moment.
4. Unit Selection: Select the unit of hold and others.
5. Sloshing Effect Define: Define Low, High Level.
6. C.G. Calculation: Setting V.C.G., L.C.G., and T.C.G. Calculation is automatic
or manual
7. Configuration: Ship Manager - 88 allows the user to configure menu items to
commands of the users choice.
8. Damage Case Setting: User can define Damage Case.
9. Alarm Report: Report alarm information about following items;
a. IMO A 749 criteria (Intact Stability)
b. Shear Force and Bending Moment
c. Propeller immersion ratio
d. Forward draft limit
e. Minimum Allowable GoM limit
f. Cargo tank filling restriction against sloshing effect.
<HELP MENU>
1. General Particulars: Shows information on.

LBP, LOA, Breadth, Depth. Etc.
2. Contents: Click the contents menu to browse through topics by category.
3. About ShipManager-88: Gives information about he SHIPMANAGER-88
version.

4.17 Portable Gas Detector 1. Operation 2. Zero adjustment

Make zero adjustment by removing the gas sampling hose. After detection starts,
4.17.1 Portable Combination Gas Detector Check item before operation see the flow monitor and check that the air is sucked properly. Then, check that
Instrument: the reading gets stable and make zero adjustment by sucking the fresh air into
Model: RX-415 y Check that there is no damage under the display unit. instrument.
Quantity: 2 sets Filter tube with flow monitor: The operation procedure is shown as below;
y Check the dirt in the cotton and when it gets dirty, replace the cotton new
one. 0.0%LEL 20.9% Gas display
y When the water drops are deposited, drain it out.
y Check that there is nor crack or damage.
y Check that there is no looseness on the nipple mounting, HOLD ZERO KEY
Gas sampling hose: Hold pressing ZERO for approx. 3 sec.
y Check that there is no break or twist on it.
APPLY FRESH AIR
Start up procedure
Hold pressing power switch for 5 seconds and the power will turn on. Via battery After checking that fresh air is sucked into
check, filter probe connection check and sensor connection check, the gas instrument and then, press “ENTER” switch.
detection will start. The sequence performance until the gas detection starts is as ADJUSTING ZERO
follows;
Zero calibration failure
Measuring gas: HC and Oxygen in Air and Inert Approx. 5 sec
Hold pressing power switch for 5 seconds
Detection principle: Non dispersive infrared method (NDIR) ZERO SET OK
Measurable range: HC: 0-100%LEL/0-100vol%
(Dual auto range) 100.0 vol% 25.0% Approx. 5 sec
O2: 0-25vol% Approx. 5 sec At pump connection fail 0.0%LEL 20.9% Gas display
Response time: Within 30 seconds
Sampling: Suction pump(built-in) BATT.:E ---|-- F Caution !
Ambient temp/humidity: -10~+40°C / below 90%RH Approx. 5 sec At battery power shortage When make zero adjustment, do it after having fresh air sucked into instrument
(Non-condensing) for over 1 minute. If zero point is adjusted under presence of gas, the accurate
Power source: Alkaline batteries (Size C) 4 pcs. PREPARATION detection can not be carried out, and oxygen deficiency accident may be
Explosion proof: Exiad II BT3 occurred.
Continuous operation time: Approx. 40 hours (no alarm or light at 20°C) Approx. 5 sec
Dimension/weight: 200(W) x 80(H) x 142(D)mm/approx. 2kg PROBE/FILTER OK?
(including batt.) After checking tube/filter, press “ENTER”
Alarm function: Low battery voltage alarm, Sensor connection
failure, Sampling pump connection failure,
SENSOR CHECK
System failure
Approx. 5 sec At sensor connection fail
Feature: Peak hold, Self diagnosis
Calibration gas: Oxygen (O2) SENSOR CHECK OK?
In the beginning Approx. 5 sec

This instrument is an explosion-proof type portable gas detector which is WARMING UP 30 sec
designed to measure the presence of crude vapours in an inert gas or in air such 30 sec
as HC gas, vapours and methane gas and O2. Countdown
STAND-BY OK
Approx. 5 sec
0.0%LEL 20.9%
Detection Starts

4.17.2 Portable Methane Gas Detector 2. Battery voltage checking 5. Other functions
Model : GP-88 1) Check that the indication needle is moving within the BATT ZONE” by 1) Peak hold function
Quantity : 2sets pushing the“battery check button 3” The peak hold function is useful in case of confirming the highest value.
Turn the “PEAK HOLD SWITCH 9” to the side of the PEAK after the
Note ! power switch is turned to “ON” and zero adjustment. The indication
It is normal for the indication needle to be over “BATT ZONE” in case the needle indicates the highest value during measurement.
batteries have to replaced. Turn the “PEAK HOLD SWITCH” to the side of INST to release peak
hold function.
2) Replace the batteries after power “OFF” in case that the indication needle
doesn’t move within “BATT ZONE”. 2) Meter illuminating function
Push the “ILLUMINATING BUTTON 8” to observe the meter in a dark
* The alarm buzzer for low battery voltage sounds on power switch “ON” place.
in case that the battery voltage is so low that the indication needle doesn’t The meter illuminates during pushing the button.
move within “BATT ZONE”. The alarm buzzer doesn’t sound in case that
the battery voltage is low extremely.
Check the battery voltage carefully before measuring.
3. Zero adjustment
Measuring gas : Combustible gases
Detection principle : Catalytic combustion method 1) Check to switch “PEAK HOLD SWITCH 9” at the side of “INST”.
Measurable range : 0-10%LEL (Low range)/0-100%LEL (High range) 2) Turn the “RANGE SWITCH 10” to the side of L.
Response time : Within 20 seconds 3) Adjust the indication needle to zero by “ZERO ADJUSTMENT VOLUME
Sampling method : Suction pump (built-in) 4” after checking the stabilized indication needle by introducing fresh air.
Ambient temp/humidity : -10~+50 °C/below 90%RH (Non-condensing)
Power source : Dry batteries (Size AA) 4 pcs. 4. Measurement
Alarm point : 20%LEL
Continuous operation time : Approx. 10 hours 1) Turn the “RANGE SWITCH 10” to the side of H.
Dimension/weight : 85(W) x 172(H) x 46(D)mm/approx. 700g 2) Read the measuring value on the H range (0~100%LEL). The alarm lamp
Alarm function : Audible/visual alarm, Low battery alarm flashes and the alarm buzzer sounds intermittently when the gas
Other functions: 1) Meter illumination concentration is above 20%LEL.
2) Peak hold switch The alarm lamp and the alarm buzzer operate continuously until the gas
3) Earphone jack concentration becomes below 10%LEL.
1. Operation Read the measuring value on the L range (0~10%LEL) after switched to L
range in case of measuring below 10% LEL range. The indication needle is
Preparation over for full scale the alarm lamp flashes and also the alarm buzzer sounds
continuously in case of introduced the over 20%LEL gas.
1) Put batteries in the instrument.
2) Connect the gas sampling hose to the instrument. Power switch “OFF” after the indication needle returned to zero.
a) Pull the curling part of the coupler to the direction of the narrow (↑).
b) Connect the sampling hose to the nipple of the gas inlet while pulling
the curling part of the coupler.
Connect completely by pushing the curling part of the coupler after
releasing its curling part.
c) Power switch “ON” after above preparation.

4.17.3 Portable Oxygen Monitor When making a span adjustment of model OX-227, try it within the 0~25% Displaying the Min and Max (GW-2X)
range. You can display the minimum (Min) and Maximum (Max) readings on the GW-
1. Model : OX-226 2X can be displayed when the GasWatch 2 is in measuring mode using the
Quantity: 2sets Model Range for span adjustment POWER/MODE button. The min and max readings are cleared when the unit is
OX-227A “H” range turned off.
B “H” range
1. Make sure the GasWatch 2 is in the measuring mode. The oxygen
C “L” range
concentration should be displayed on the LCD.
D “L” range
2. Press and release the POWER/MODE button to enter Min Display Mode.
4) Measurement This activates the LCD backlight and displays the min. reading. A small Min
After finishing procedures 1), 2) and 3), this is ready to run. Approach the symbol is displayed at the upper left corner of the LCD.
sampling probe to the leak source and start measuring. In the case of model
OX-226, when the oxygen concentration is less than 18% in volume, the alarm ! Caution
light illuminates and gives a warning about oxygen deficiency buzzer through If the unit is in low battery warning, change the battery immediately. If the unit is
a sound. in dead battery alarm, change the battery before attempting to use the unit.
y Check the flow of the pump by the flow monitor during operation.
Measuring gas : Oxygen in Air y Operate the instrument while the leather case is on. 3. The gas sensor inside the GasWatch 2 begins operating and the concentration
Detection principle : Electrochemical cell y Replacement of batteries and recharging procedure should be done in of the target gas is displayed on the LCD. The GasWatch 2 is now in the
Measurable range : 0 ~ 25 vol% non-hazardous. measuring mode. The target gas is displayed in the appropriate units and the
Sampling method : Suction pump (built-in) current time is displayed at the bottom of the LCD.
Accuracy : Better than ± 0.7 % by volume of indication value at 2. Model : GW-2X
constant temp. Quantity: 5sets Note !
Operating temp : -10~ +50 °C When using the GasWatch 2 for the first time, check the current time and verify
Power source : Dry cells (3pcs) or optional Ni-Cd rechargeable that it is correct for your time zone. If it is not, set the time as described in
battery “Setting the Time”.
Explosion proof : Intrinsically safe, 3aG4 in Japan
Battery life : Over 6hrs continuous operation with dry cell or Performing a Fresh Air Adjustment
7 hrs continuous operation between charges Before using the GasWatch 2, it is a recommended to set the fresh air reading for
(15 hrs recharging) the target gas to ensure accurate gas readings in monitoring the environment.
Dimension/weight : 150(W) x 140(H) x 85(D)mm/approx. 2.1 kg
Alarm : Intermittent audible tone and flashing red LED light, activated when Measuring gas: Oxygen in Air 1. Find a fresh air environment. This is an environment free of toxic or
oxygen content falls below the preset alarm level (18%) Detection principle: Galvanic cell combustible gasses and has a normal oxygen content (20.9%).
Continuous audible tone and continuous or red LED light, activated Measurable range: 0 ~ 40 %vol (0.1 %vol/digit)
Sampling method: Diffusion sampling 2. With the unit on and in the measuring mode, press and hold the Air button
when battery voltage falls below certain levels.
Preset alarms (Adjustable): Low 19.5 %vol , High 23.5 %vol, Over for about three seconds to allow the GasWatch 2 to set the fresh air reading.
40.0%vol While pressing the Air button, the LCD displays “hold”, a prompt for you to
Measurement Procedure
Alarm indication: keep pressing the Air button.
1) Preparation
Connect the sampling hose to the gas sampling probe and then connect it to Gas alarm: Flashing light, intermittent buzzer and
vibration When the fresh air readings have been set, the LCD displays “Adj” for 2 seconds
the gas inlet of instrument.
Trouble alarm: Flashing light, intermittent buzzer and type of and prompts you to release the AIR button. The unit sets the reading to 0 ppm for
trouble displayed the GW-2C and GW-2H and to 20.9% oxygen for the GW-2X.
2) Voltage check of battery
Turn the control switch to the “BATT” zone and check the meter needle marks Power source: One coin type Lithium battery (CR2450)
Continuous operation: Approx. 3000 hours with no alarms of backlighting The unit then returns to normal operation and the display indicates the current
inside of “BATT” zone. gas concentration.
If the case of model OX-226, the battery drop can be known from the buzzer Explosion proof: Intrinsically safe
sound. (Class I , Division 1, Group A, B, C and D)
Turning Off the GasWatch 2
Operating temp and humidity: -10~+50 °C, below 85 % RH, non-condensing:
1. Press and hold the POWER/MODE button for about five seconds to turn off
3) Span adjustment Dimension/weight: 64(W) x 43(H) x 23(D)mm/approx. 60g
the unit. The buzzer pulses while the POWER/MODE button is being
Turn the control switch to “25” and adjust the knob to bring the meter needle Features: LCD manual back light (automatic illumination
pressed before the unit is turned off.
to 21%. during alarm) Peak hold Time indication
2. Release the button when the LCD is blank. The unit is off.

4.17.4 Portable CO2 Analyzer Operating temp and humidity: -10~+50 °C, 0 to 95 %RH, non-considering e) The normal operating display shows after the “OK” message, showing fresh-
Indication accuracy: Maximum variance ±5 % of full scale air concentrations for all gases. The Eagle sounds a double tone to indicate
Model: EAGLE Response time: 30 seconds to 90 % (for moss gases) the instrument is in normal operation.
Quantity: 2sets
1. Operation OK CH4 0 LEL
OXY 20.9%
Normally the Eagle requires little preparation before use: Connect the sample <CH4><OXY> H2S 0.0PPM
hose quick-connect to the inlet fitting. Connect the other end of the hose to the <H2S><CO > CO 0 PPM
hydrophobic filter and probe tip.
Start-Up 2. Verify Operation

Press and briefly hold down the POWER/ENTER switch.
To easily verify correct operation of the Eagle, use the RKI Check Kit.
a) If the Lunch Break feature is on, the “RESUME” prompt will show. Press
AIR/▲ to continue accumulating time-weighted average (TWA) and PEAK ! Caution
readings from the last time the Eagle was used. Press DISP/ADJ to restart Do not use gas form a cigarette lighter to test response to combustibles.
these measurements. Exposing the sensor to uncontrolled high concentrations of gas in this manner
will reduce response and sensor life.
RESUME DATALOGGER? Warning

9 If the eagle does not repond to verification, take it to a known “fresh-air”
Enclosure: Weatherproof, chemical resistant, RF/EMI coated high AIR: YES environment, then follow the demand zero procedure described in calibration.
impact polycarbonate-polyester blend. Can be set into 2.5” DISP: NO Repeat the verify operation procedure before using the eagle in a potentially
or water without damage. Ergonomically balanced with a hazardous location.
rugged top mounted handle. b) This message shows the minimum usable and actual battery voltage (for
example, 5.9V). If the battery voltage is too low, the Eagle will not complete 3. Normal Operation
Detection principle: Electrochemical cell start-up.
Sensor life: 2 years under normal conditions. The Eagle will continuously monitor the sampled atmosphere and display the
BATTERY
Sampling method: Powerful, long-life pump (over 6,000 hours)can draw LEL, O2, and toxic gas concentrations present. In a low-light environment, press
MIN. 4.5V
samples over 100 feet. Flow rate approx. 2.0 SCFH. any button to turn on the display backlight. To use the probe, insert in into the
BATTERY
NOW 5.9V area to be monitored and wait a few seconds for response.
Display: 4 x 20 LCD read out with backlighting. viewed through
a window that displays reading and status of all Note !
channels simultaneously. c) Data Logging Option Only: The current date and time set in the Set-Up Reponses time increase with the length of the sample hose/ very long sample
Menu. The Data Logging Option uses this information to record the time and hoses may require several seconds to show response at the Eagle.
Alarms: 2 alarms per channel plus TWA and STEL alarms. Fully date of sample and alarm events.
adjustable for levels, latching or self-reset and can br If the Confirmation Beep option is turned on, the Eagle will beep once every 15
silenced. minutes to verify that it’s on the job.
MONTH DD YY
HR : MM
Controls: 6 external push buttons for operation, demand zero, and
auto calibration and buttons to access LEL/ppm, alarm
silence, peak hold, TWA/STEL values, battery status, d) These messages show while the Eagle checks itself for proper operation. If a
and many other features. malfunction occurs, the display will alert the user. (The manual shows “CH4”
for the LEL range reading.)
Continous operation hours: 30 hours minimum using Alkaline batteries, or 18
hours using Ni-Cads.
SELF STANDBY
DIAGNOSIS
Power source: Size D batteries, 4 alkaline or Ni-Cad. Charger has
10 SECONDS <CH4><OXY>
alkaline recognition to prevent battery damage if
TO GO <H2S><CO >
alkaline is charged.

4. Combustibles Detection within the PPM Range 7. Operation with Methane Response Off
To monitor combustible gas in the ppm range, start the Eagle in the LEL range, Monitor for combustible gas as you normally would. With Methane Response off,
as described in the Start-up procedure. the response is reduced by 90% or more. The response to hexane is reduced
slightly, approximately 15%. To convert readings for most common
1) Allow the combustible sensor to stabilize (3-5 minutes of operation). hydrocarbons.
2) Press the LEL/PPM switch. The display now shows “PPM” in place of Return to Methane Response
“LEL%” for the combustible gas, and the measurement is shown in parts 1) Take the Eagle to a fresh-air environment. Set the internal switch to the
per million. “CH4” position or the external switch to Methane Response On.
3) If the PPM reading is not zero, take the Eagle where there is fresh air and 2) Allow 2 minutes for the combustibles sensor to stabilize.
perform the Demand-Zero procedure.
3) Perform the Demand Zero procedure.
5. Methane Elimination
8. Turning Off the Eagle
For applications where methane is an interfering gas, the Eagle can be set to
To turn off the Eagle, hold down the POWER/ENTER switch. A series of beeps
eliminate most responses to methane. A Methane Elimination switch is a
will sound and display will say “GOOD-BY” to show shut-down is complete.
standard feature on the circuit board inside the top of the Eagle’s case. An
(You must wait or “GOOD-BYE” to disappear before the Eagle can be turned on
external switch is available as an option. For this type of detection, the
again.)
combustible channel must be programmed to display “HEX” or “OTHER”.
(Instruments with the external switch are factory-set this way.)
4.17.5 Dew Point Meter
6. Setup
Model: SADP
1) Take the Eagle to a fresh-air environment. Set the internal switch to the
Quantity: 2 sets
“HEX ON” position or the external switch to the Methane Response OFF.
Note !
If the Eagle is equipped with an external Methane Response switch, do not adjust
the internal switch. The internal switch should always be in the “CH4” position.
2) Allow 2 minutes for the combustibles sensor to stabilize.
3) Perform the Demand Zero procedure.
Warning
DO NOT move the switch after re-zeroing the Eagle.
Response to methane (CH4) is greatly reduced when the internal switch is in the
“HEX ON” position or the external switch is set to methane response off. If used
for methane detection, the internal switch must be in the “CH4” position or the
external switch set to methane response on.

Part 5 : Cargo Auxiliary and Deck System
5.1 Temperature Monitoring System .......................................................5 - 3
5.2 Insulation Space Nitrogen Control System........................................5 - 6
5.3 Cofferdam Heating System..............................................................5 - 10
5.3.1 Glycol Water Heater..............................................................5 - 10
5.3.2 Cofferdam Heating System...................................................5 - 12
5.3.3 Hull Ventilation.....................................................................5 - 14
5.4 Fire Fighting System........................................................................5 - 16
5.4.1 Fire and Deck Wash System .................................................5 - 16
5.4.2 Water Spray System ..............................................................5 - 18
5.4.3 Dry Powder System ..............................................................5 - 20
5.4.4 CO2 System...........................................................................5 - 24
5.4.5 Fire Detection System...........................................................5 - 25
5.5 Auxiliary F.W. Cooling System .......................................................5 - 30
Part 5
Cargo Auxiliary and Deck System
Illustration 5.1a Temperature Monitoring System (Secondary Barrier)
NOTE :
TI TI TI TI TI TI
1 2 3 4 5 6
CT007 CT006 CT005 CT004 CT003 CT002
CT013 CT012 CT011 CT010 CT009 CT008
CT019 CT018 CT017 CT016 CT015 CT014
CT025 CT024 CT023 CT022 CT021 CT020
SOFTWARE
CHANGE
TI TI TI TI TI TI
CTS
A B
PT- PT-
100 T1 100 TS1
No.1 C. Tank : 33,600 mm

TOP
X
No. 2, 3 C. Tank : 44,800 mm
No. 4 C. Tank : 39,200 mm
PORT 1A/B
PT-
100
STBD
A-WALL
L
PT- PT- PT-

100 T2 100 TS2 PT- 3A/B
AFT FWD
1A/B 100 PT-
100 2A/B
100
95%
PT-
PT- 4A/B
PT- 3A/B PT- H-WALL 100
PT- PT- 2A/B 100 4A/B
100 T3 100 TS3 100 100 E-WALL
85% PT-
6A/B PT-
100 PT- 5A/B
PT- 6A/B 100
5A/B 100
100
D-WALL
F-WALL
PT- PT- PT-
100 T4 100 TS4 PT-
7A/B 8A/B
100 100
J-WALL PT-
PT-
8A/B 7A/B
50% B-WALL 100
100
PT- PT- PT- PT-

10A/B 9A/B
100 100 13A 100 100 12A
PT- PT-
100 T5 100 TS5 PT- PT-
13B 100 100 12B
25%
PT- PT-
9A/B 100
10A/B
100
PT- PT-
100 T6 100 TS6
K-WALL
BOTTOM
PT- PT- PT- PT- C-WALL G-WALL
11A 100 100
14A 100
12A 100
13A 14B PT- PT- 14A 11B PT- PT- 11A
100 100 100 100
PT- PT- PT- PT-
11B 100 100
14B 100
12B 100
13B
TEMP. SENSORS IN CARGO TANK
ELEVATION VIEW SECTION VIEW
TEMP. SENSORS ON SECONDARY BARRIER
5-1 Part 5 Cargo Auxiliary and Deck System

Illustration 5.1b Temperature Monitoring System (Inner Hull and Cofferdam)
NOTE : 1. THIS DRAWING SHOWS ONE(1) CARGO TANK TYPICALLY. THE OTHER TANKS ARE IDENTICAL.
2. ONE OF THE TEMPERATURE SENSORS INSTALLED IN COFFERDAM AND LIQUID DOME

TIAL SHALL BE USED FOR SIGNAL OF TEMPERATURE CONTROL VALVE OF GLYCOL HEATING SYSTEM.
SEL SEL - NO.1 TO NO.4 LIQUID DOME : 16A/B (GW377/378, GW407/GW408, GW437/GW438, GW467/GW468)
CCR
15A - NO.1 COFFERDAM : 21A (GW368/GW367)
IAS 17A-20A
22A-25A
- NO.2 TO NO.5 COFFERDAM : 26A (GW398/GW397, GW428/GW427, GW458/GW457, GW484/GW483)
TICAL TICAL 27A-29A
(26A) - NO. 2 TO NO. 5 C/D 3. LOCAL TEMPERATURE INDICATION
(21A) - NO.1 C/D ONLY
- ONE(1) SET OF EACH COFFERDAM : CT120, CT125, CT130, CT135 AND CT140 (STBD PASSAGE WAY)
- TWO(2) SET/EACH TANK / EACH PASSAGE WAY (P&S) : CT121 TO CT139 EXCEPT CT125, CT130 AND CT135
SOFTWARE
CHANGE
(16A) (16B) (21A,26A)

LIQUID DOME COFFERDAM 16A/B
PT-
100
No.1 C. Tank : 33,600 mm
X
PT-
100
16A/B No. 2, 3 C. Tank : 44,800 mm
No. 4 C. Tank : 39,200 mm
PORT 15A
PT-
100
STBD
L
CT123, 124, 128, 129 CT121, 122, 126, 127
CT133, 134, 138, 139
TI TI CT131, 132, 136, 137
PT-
TI 15A TI
AFT 100
FWD 18A
PT-
100
PT-
100
17A
CT125, CT130 TI TI CT120

CT135, CT140
PT- PT- PT- PT-
17A 20A 19A
24A PT- 100 100
PT-
19A 100 100
100 100
18A PT- PT-
25A 24A
25A PT- PT-
20A 100 100
100 100
LOCAL
PT-
21A
H (27,838 mm)
PT- PT- 100

26A 21A
100 100
PT-
26A
100
PT-
27A PT- PT-
22A
PT-
100 100 23A 100 100 22A
PT-
28A PT- PT-
23A
PT-
100 100 28A 100 100 27A
PT-
29A 100
Y
PT-
100
29A
ELEVATION VIEW SECTION VIEW
TEMPERATURE SENSORS ON INNER HULL AND COFFERDAM

SEN SOR NO. 15A 16A/B 17A 18A 19A 20A 21A 22A 23A 24A 25A 26A 27A 28A 29A
P/D
X (m m ) 1/2 L 3,000 5,000 L-5,000 L L L L L O O O O O
(3,000)
LIQ.
Y (m m ) H S. P ASS. S. P ASS. 3/4 H 3/4 H 2/4 H 1/4 H 1/4 H 3/4 H 3/4 H 2/4 H 1/4 H 1/4 H O/4 h
DOME

Part 5 : Cargo Auxiliary and Deck System Temperature Sensors on Secondary Barrier
5.1 Temperature Monitoring System

Location Tank 1 Tank 2 Tank 3 Tank 4
Remark
General Description Sensor No. WALL X Y X (mm) Y (mm) X (mm) Y (mm) X (mm) Y (mm) X (mm) Y (mm)
(See Illustration 5.1a, 5.1b)
1A/B A 1/2 L H-300 16,790 27,538 22,390 27,538 22,390 27,538 19,590 27,538 Double Element
Monitoring equipment is provided in the CCR for the secondary insulation 2A/B E 5000 9/10 H 5,300 24,800 5,300 24,800 5,300 24,800 5,300 24,800 Double Element
barrier and inner hull temperatures to give warning in case of failure of
3A/B H L-5000 8/10 H 28,280 22,070 39,480 22,070 39,480 22,070 33,880 22,070 Double Element
insulation or leakage of the primary insulation barrier.
4A/B D L 7/10 H 33,280 19,350 44,480 19,350 44,480 19,350 38,880 19,350 Double Element
Each sensor is of the PT100 resistance type. The sensors are installed in the
5A/B B 0 6/10 H 300 16,630 300 16,630 300 16,630 300 16,630 Double Element
secondary insulation barriers, and alongside the inner hull associated with each
cargo tank. The temperature range of each sensor is : -200°C to +100°C. 6A/B J L-5000 5/10 H 28,280 13,910 39,480 13,910 39,480 13,910 33,880 13,910 Double Element
7A/B F 5000 4/10 H 5,300 11,190 5,300 11,190 5,300 11,190 5,300 11,190 Double Element
The secondary insulation barrier thermocouples (sensors) are installed at 14
points around the space as shown, all 14 of them in pairs. During normal 8A/B D L 3/10 H 33,280 8,470 44,480 8,470 44,480 8,470 38,880 8,470 Double Element
conditions, one thermocouple is in service while the other is on stand-by. If the
9A/B K L-5000 1/10 H 28,280 3,020 39,480 3,020 39,480 3,020 33,880 3,020 Double Element
first sensor fails, the second will come into service by manual selection at the
electric distribution panel room. (I.S. Barrier cabinet) 10A/B G 5000 1/10 H 5,300 3,020 5,300 3,020 5,300 3,020 5,300 3,020 Double Element
Bottom (S) Single Element

- Secondary insulation barrier sensors: 11A C 300 2,000 300 2,000 300 2,000 300 2,000 300
Corner
No. 1 to 10: Double element sensor and double wiring
No. 11 to 14: Single element sensor and double wiring Bottom (S) Single Element
11B C 300 2,000 300 2,000 300 2,000 300 2,000 300
Corner
For the inner hull temperature measurement there are 15 sensors in each tank. Pump Tower Single Element
One is located along the bottom of the tank in the pipe duct, one double element 12A C 300 2,600 300 2,600 300 2,600 300 2,600 300
Guide Supp.
type sensor in liquid dome, while another sensor is located in the trunk deck. In
the cofferdam spaces, there are 5 temperature sensors on each of the forward and Pump Tower Single Element
12B C 300 2,600 300 2,600 300 2,600 300 2,600 300
after bulkheads. Guide Supp.
13A C 1/2 L 300 16,790 300 22,390 300 22,390 300 19,590 300 Single Element
- Inner hull temperature sensors:
No. 15, 17 to 29: Single element sensor and single wiring 13B C 1/2 L 300 16,790 300 22,390 300 22,390 300 19,590 300 Single Element
No. 16: Single element sensor and double wiring Bottom (P) Single Element
14A C 300 2,000 300 2,000 300 2,000 300 2,000 300
Corner
The temperature measurements are indicated for each sensor in service in the
CCR via the IAS. Recording of these temperatures is also available via the IAS. Bottom (P) Single Element
14B C 300 2,000 300 2,000 300 2,000 300 2,000 300
Corner
The thermocouples for the secondary insulation barrier sensor’s alarm point are
set at -120°C. Note!
The above data of the temperature sensor location for each cargo tank shall be adjusted in accordance with the location of attachment set cargo containment system.
The thermocouples for the inner hull sensors alarm point is set at 0°C. The actual location of the above sensors shall be indicated on cargo containment drawing.
One (1) of the temperature sensors installed in the liquid dome (No.16) and one
in the cofferdams (No.2 for No.1 cofferdam and No.26 for No.2 to No.5
cofferdam) are used for signal of the temperature control valve of the glycol
heating system.

Blank Page

Illustration 5.2a Insulation Space Nitrogen Control System
From N2 Generator To Secondary

Insul. Press. Main
To Primary Insul.
Press. Main
CN976
CN978 CN972 CN971 CN487 CN486 From Engine Room
N2 Buffer Tank From Stripping Line
FM
(37 m3, 1,000 kPa)
Set 5 bar
CN973
CN975
CN977
CN576
CN577 CN575
CN683
N2 Main Line
LNG VAP.
CN974
CN574
CN572 CN571
CN582
Secondary Insulation Space
CN581
CN573
CN579
CN580 CN578
SP502
Primary Insulation Space
CN587
To BLR FG Gas Sampling Line

N2 Purge NO.2 To No.4 Vent Mast
VACUUM PUMP
CN585
NO.1
VACUUM PUMP
From
Engine Room
CN487 CN486
From Stripping Line
CN274
CN374
CN174
CN474
Secondary Insul. Press. Main
CN475
Primary Insul. Press. Main
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CP484
CP384
CP284
CN284
CN277
CN280
CN278
CN281
CN285
CP178
CN576
CN577 CN575
CN683
H
LNG VAP.
CN473 CN472 CN373 CN372 CN273 CN272 CN173 CN172

CN574
CN572
CN571
CN582
CN581
CN471 CN371 CN271 CN171

CN573
CN579
CN580 CN578
SP502
N2 VENT MAST
Vacuum
Pump
To main gas To main gas To main gas To main gas
CP592 CP588 detection panel detection panel detection panel detection panel
Compressor
CP591
CP590
HD/LD
CP589

5.2 Insulation Space Nitrogen Control System Nitrogen Barrier Space Header and Primary / Secondary Insulation
Space Alarms
Nitrogen produced by generators and stored in a pressurized buffer tank, is
Primary insulation space header pressure
supplied to the pressurization headers through make-up regulating valves. (High press. alarm : 1 kPag, Low press. alarm : 0.1 kPag)
From the headers, branches are led to the insulation spaces of each tank. Excess Primary insulation space header pressure at initial nitrogen filling
nitrogen is vented through exhaust pressure control valves to the No.2 nitrogen (High press. alarm : -9 kPag, high-high press. alarm: -5 kPag)
vent mast from the primary and secondary insulation spaces. Secondary insulation space header pressure
(High press. alarm : 1 kPag, Low press. alarm : 0.1 kPag)
Both primary and secondary insulation spaces of each tank are provided with
Differential pressure between cargo tank and primary insulation space
pressure relief valves which open at a pressure, sensed in each space, of 1.0 kPag
(High press. alarm : 1 kPag, Very low press. alarm : 0.1 kPag)
for the primary insulation space and 1.0 kPag for the secondary insulation space
above atmospheric. A manual by-pass with a globe valve is provided for local Nitrogen main line pressure
venting, and sweeping of a space if required. (High press. alarm : 700 kPag, Low press. alarm : 100 kPag)
Nitrogen main line flow

The nitrogen production plant is maintained in an automatic mode. One 3
(High flow alarm : 180 Nm /h)
120Nm3/h package is able to maintain the pressure in the buffer tank owing to
the small demands placed upon the system. When a high nitrogen demand is
detected, the second 120 Nm3/h package will start automatically. The main line and safety valve can be purged from mixed gases of cargo vapour
and N2 coming from the insulation spaces, through a portable hose connection
Control Systems and Instrumentation fitted to the piping system.
The control panel permits fully automated unmanned operation of the units.
The following alarms and controls are mounted on the control panels:
Pushbuttons for start/stop operation

System status indications
Push button for audible alarm acknowledgement
Continuous N2 pressure in buffer tank
O2 content alarm
Dew point analyzer
Electrical heater temperature control
Emergency stop push button
Insulation Spaces
The barrier space header control valve CN976 reacts to the demand on the
system and maintains the header pressure at 500 kPag. A flow meter downstream
of CN976 gives an indication on the IAS of the current demand on the nitrogen
system.
Pressure switches on the nitrogen buffer tank control the cut-in / cut-out of the
compressors. Under normal operation, one compressor is selected as run, with
the second compressor on automatic stand-by cut-in.
High / low and differential pressure alarms are fitted to the pressure control
systems for each primary and secondary insulation space.

N2 Inlet Pressure Control N2 Inlet Pressure Control
To control the insulation space inlet pressure, the IAS provides three (3) PID IAS
SP PID PV
controllers. These are controlled in accordance with the pressure measured at the [REVERSE]
N2 manifold. One controller is for the primary insulation space, one is for the OUT
secondary insulation space, and the other (the third) is for stand-by use in case SP PID SP PID
<PICNP13>
one of the master control valves became out of order. The connection to primary [REVERSE] [REVERSE]
or secondary space is arranged locally by adjusting manual valves. Line up OUT PV OUT PV
<PICANP12> <PICANP11>
operation should be carried out before in service of stand-by control valve.
Primary insulation space pressure should considerably be kept slightly higher <PICANP12O> <PICANP11O> <PICANP12I> <PICANP11I> <PICNP13O> <PICNP13I>
than the secondary insulation space pressure, but should normally be kept to the
same pressure from 0.2 kPag to 0.4 kPag.
Primary and secondary insulation spaces pressure will be maintained between N2 SUPPLY
0.2 kPag and 0.4 kPag in accordance with GTT recommendation. The set point CN578 CN575 CN571
value can be adjusted according to the operating condition.
CN579 CN576 CN572
N2 Outlet Pressure Control CN573

TO SECONDARY SPACE
CN580 CN577 CN574

To control the insulation space outlet pressure, the IAS also provides three (3)
TO PRIMARY SPACE
PID controllers that are controlled in accordance with the pressure measured at
the N2 manifold outside. One of them is for the primary insulation space, another
is for the secondary insulation space, and the other is for stand-by use in case the
master control valves became out of order. The connection to primary or
TO VACUUM P/P
secondary space is arranged locally by adjusting manual valves. Line up
operation should be carried out before in service of stand-by control valve.
N2 Outlet Pressure Control
The outlet side pressure should be slightly higher than the inlet side pressure, to
make up a continuous N₂flow through the insulation space. IAS
SP PID SP PID SP PID
The pressure in primary and secondary insulation spaces will be maintained [DIRECT] [DIRECT] [DIRECT]
between 0.2 kPag and 0.4 kPag with GTT recommendation. The set point value PV OUT PV OUT PV OUT
can be adjusted according to the operating condition. <PICNP21> <PICNP23> <PICNP22>
The pressure in primary insulation space’s must never exceed the cargo thank <PICNP23I> <PICNP23O>
<PICNP21I> <PICNP21O> <PICNP22I> <PICNP22O>
pressure in order to prevent the primary membrane from collapsing inward.
From N2 Generator
N2 EXH.
TO MAST
CN976
CN978 CN972 CN971 CN487 CN486
N2 Buffer Tank CN285 CN281 CN278
FM To N2 Header
(37 m3, 1,000 kPa)
Set 5 bar
CN973
CN975
CN284 CN280 CN277

CN977
CN283 CN276
CN974
CN282 CN279
SECONDARY SPACE
To BLR FG
N2 Purge PRIMARY SPACE

Blank Page

Illustration 5.3.1a Glycol Water Heater
LEVEL GAUGE W/VALVE
GW500 GW501 TOP OF ELEC. M. RM.
Main Line
SCUPPER PIPE
GLYCOL RESERVE
TANK (6,000 L) Stand-by Line
Air Line
GW301
FLEX. HOSE
F.W Line
GW302
(50 A)
GW320
GW321 AIR SEPARATOR
GW309
GW314
LG GW340 GW339 RED 80X100 RED 100X80 GW333 GW332 GW327 GW313 GW308
GLYCOL WATER GLYCOL WATER
GW345 1,000 L HEATER 2
GW346 EXPANSION TANK
LS GLYCOL WATER
GW322
CIRCULAT. PUMP 2
(20%)
GW344
(15 A)
GLYCOL WATER GW318
GW338 GW307
PNEUMATIC PUMP
GW329
GW325
FW359 GLYCOL WATER
(40 A)
ELEC. HEATER GW312
GW328 GW306
GW336 GW319
GW343
200 L GW315
GW316 AIR SEPARATOR
GW348 MIXING TANK FROM FRESH WATER GW305
GW311
GW335 GW334 GW330 GW324 GW310 GW304
(25 A) GW331 GLYCOL WATER
GW347
HEATER 1
GLYCOL WATER GW317
CIRCULAT. PUMP 1
FROM COMP. AIR SAMPLING SAMPLING
GW342 GW341
[ELECTRIC MOTOR ROOM]
OIL COAMING FOR MACH. R2 R1 A1 A2

W/DRAIN PLUG

5.3 Cofferdam Heating System b) Ensure that the valves GW345 and GW347 at the mixing tank are l) Open the vent valves GW316 and GW321 on No.1 and No.2
closed. glycol water heaters to vent air from the system.
5.3.1 Glycol Water Heater Continue until no more air is vented.
(See Illustration 5.3.1a) c) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol. Open valve m) Set the system ready for operation by closing the stand-by valves
The glycol water heating system is located in the cargo electric motor room. The GW346 and run down strong glycol to this level as observed on the GW307, GW308, GW329, GW338, GW340 and opening the main
system heats glycol water, which is pumped around the cofferdam system to gauge glass. Close this valve and add water to the 200 litre mark valves GW304, GW306, GW328, GW335, GW336.
maintain the temperature inside those spaces, when loaded, at approximately by opening valve FW359.
+5°C. n) Set No.2 pump to stand-by.
d) Make sure that the outlet valve GW344 is closed, then transfer the
An additional circuit branched off the main and stand-by circuits circulate glycol 200 litres of glycol water into the glycol water expansion tank 2. Operating Procedure - Replenishment
around each of the liquid domes. using the pneumatic transfer pump.
If the level falls in the glycol water expansion tank, it must be replenished by
The system comprises: e) Repeat until the glycol water expansion tank is full. Then repeat 45% glycol water mixture.
steps a) ~ d) whenever the glycol water expansion tank level falls
2 x glycol water centrifugal circulating pumps rated at 30 m3/h x 30 m head low. a) Ensure that valves GW345 and GW347 at the mixing tank are
closed.
2 x steam heaters rated at 390,375 kcal/h with high and low steam demand f) Open all the test valve/vents in the starboard passageway to both
regulating valves main and stand-by cofferdam heating systems. b) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol.
1 x stand-by electric glycol water heater 100 kW split into 50, 30 and g) Close valves GW307, GW308, GW329, GW338, and GW340 to
2 x 10 kW elements the stand-by coils and fill the main system via valves GW304, c) Open valve GW346 and run down strong glycol to this level as
GW306, GW328, GW335, GW336 until the glycol water just starts observed on the gauge glass. Close this valve and add water to the
1 glycol expansion tank of 1 m3 to issue from the test valves. The No.1 glycol water circulating 200 litre mark by opening valve FW359.
pump or No.2 glycol water circulating pump can be used. Close
1 glycol reserve tank of 6 m3 capacity each test valve in turn. d) Ensure the outlet valve GW344 is closed, then transfer the 200
litres of glycol water into the glycol water expansion tank using the
1 glycol mixing tank of 0.2 m3 h) Check that glycol water is flowing at the flow sight glasses in each pneumatic transfer pump.
branch to the cofferdams and liquid domes. Force a flow through
1 pneumatic operated expansion tank topping up pump any stagnant branches by closing off return valves to the other e) Repeat until the glycol water expansion tank is full and repeat
branches as necessary. steps a) ~ d) whenever the glycol water expansion tank level falls
The glycol heaters are heated from the deck 0.8 MPag steam range, with the low.
condensate drains passing back to the engine room via the contaminated steam i) Open the vent valves GW316 and GW321 on No.1 and No.2
drains system. Glycol Water Heaters to vent air from the system. f) Open the vent valves GW316 and GW321 on No.1 and No.2
Continue until no more air is vented. glycol water heaters to vent air from the system.
1. Operating Procedure - Initial Filling and Commissioning
j) Close valves GW304, GW306, GW328, GW335, and GW336 to
The capacity of the system is 10.4 tons of 45 % by volume glycol water mixture. the main coils and fill the stand-by system via GW307, GW308,
An initial fill of the glycol reservoir is sufficient for the whole system. If the GW329, GW338, GW340 until glycol water just starts to issue
glycol is supplied already mixed, then steps b) and c) can be omitted. If stronger from the test valves. The No.1 or No. 2 glycol water circulating
glycol or neat glycol is supplied, follow steps b) and c) to mix correctly mix pump can be used. Close each test valve in turn.
45 % glycol water.
k) Check that glycol water is flowing at the flow sight glasses in each
a) With valve GW346 closed, fill the glycol reservoir from drums branch to the cofferdams and liquid domes. Force a flow through
using a pneumatic portable pump. any stagnant branches by closing off return valves to the other
branches as necessary.
5 - 10 Part 5 Cargo Auxiliary and Deck System

Illustration 5.3.2a Cofferdam Heating System
NO.5 COFFERDAM NO.4 COFFERDAM NO.3 COFFERDAM NO.2 COFFERDAM NO.1 COFFERDAM
DRAIN PLUG
AIR PLUG
NO.4 CARGO NO.3 CARGO NO.2 CARGO NO.1 CARGO
TANK TANK TANK TANK
AIR PLUG
GW802 GW803 GW810 / 11 / 12 / 13
GW480 GW454 GW424 GW394 GW362

GW449 / 50 / 51 / 52 GW419 / 20 / 21 / 22 GW389 / 90 / 91 / 92 GW357 / 58 / 59 / 60
GW484 GW478 GW477 GW458 GW428 GW398 GW368
GW479 GW453 GW445 / 46 / 47 / 48 GW423 GW415 / 16 / 17 / 18 GW393 GW385 / 86 / 87 / 88 GW361 GW353 / 54 / 55 / 56
GW483 GW475 / 76 GW457 GW427 GW397 GW367
GW482 GW481 GW456 GW455 GW426 GW425 GW396 GW395 GW366 GW365
GW384
GW474 GW473 GW444 GW443
SIDE PASSAGE WAY(S) GW414 GW413 GW383 GW352 GW351
GW472 GW471 GW464 GW463 GW442 GW441 GW434 GW433 GW412 GW411 GW404 GW403 GW382 GW381 GW374 GW373
GW364 GW363 GW350 GW349
GW470 GW469 GW440 GW439 GW410 GW409 GW380 GW379

GW466 GW461 / 62 GW436 GW431 / 32
GW406 GW401 / 02 GW376 GW371 / 72 SYMBOL DESCRIPTION
GW468 GW460 GW459 GW438 GW429 / 30 GW408 GW399 / 400 GW378 GW369 / 70
GW467 GW437 GW407 GW377 COCK 2-WAY
GW465 GW435 GW405 GW375
BALL CHECK WITHOUT SPRING
BOSS
DRAIN PLUG AUTO BALANCING VALVE
KEY
STAND-BY RETURN MAIN LINE
MAIN LINE
STAND-BY MAIN LINE
RETURN MAIN LINE

SUPPLY MAIN LINE
STAND-BY LINE
NO.4 LIQUID NO.3 LIQUID NO.2 LIQUID NO.1 LIQUID

DOME DOME DOME DOME
A1 A2 R2 R1
Illustration 5.3.1a

5.3.2 Cofferdam Heating System Control of the Heating Coils Example:

(See Illustration 5.3.2a) (-) can be L=2 -32, H=5-60 or 1 (5-60), 3(3-20), 4(5-40), 5(7-45)
One (1) of the temperature sensors installed in the liquid dome (No.16) and one
The purpose of this system is to ensure that the cofferdam temperature is kept at in the cofferdams (No.21 for No.1 cofferdam and No.26 for No.2 to No.5 The flow can be verified by measuring the differential pressure (DP) across the
5 °C or above at all times, especially when the cargo tanks are in a cold condition. cofferdam) are used for signal of the temperature control valve of the glycol valve using the ports provided. If it measures between 2-32 (or other) the flow is
Each cofferdam can be heated by two independent systems. One system is in heating system. usually in the specified flow range. Debris plugging one of the flow ports will
service, while the other is on stand-by. cause the DP to read high, so make sure the unit is clean when verifying flow.
Temperature Control of Glycol Water Heater There are several ways to measure DP:
In addition, the 4 liquid domes are heated by a separate pair of coils. a) A pressure gauge with a PDT adapter can measure the pressure on each side
A temperature element on the outlet side of each glycol water heater and down of the valve. The differences between these readings are the DP.
Sight glasses in the flow lines to each coil allow the glycol water flow to be stream of the three-way flow control valve, measures the actual value of the b) A DP gauge can simultaneously measure from each port and read the DP
observed. glycol water and relays the signal to the IAS. This signal is then processed and a directly.
correction value is sent to the glycol water temperature control valve to maintain
The maximum heating condition is determined by the following extreme the required temperature. Accuracy is rated at 5% of the specified flow rate. Accuracy will vary with the
operating conditions: temperature of the incoming fluid and specified gravity of the fluid. Rated flow
Dynamic auto balancing valve combined with ball valve and flow regulator rates are suitable for glycol solutions up to 50 percent.
External air temperature: -18°C function shall be provided on each inlet line of the cofferdams and liquid dome
Sea water temperature: 0°C as follows: Illustration 5.3.2b Dynamic Auto Balancing Valve
The requirements for the individual cofferdams are as follows: y Liquid dome :
- No.1 Liquid dome : GW379, GW380
No.1 Cofferdam 50,945 kcal/h with a total heating area of 82.24 m2 - No.2 Liquid dome : GW409, GW410 71
No.2 Cofferdam 78,395 kcal/h with a total heating area of 126.55 m2 - No.3 Liquid dome : GW439, GW440
No.3 Cofferdam 78,395 kcal/h with a total heating area of 126.55 m2 - No.4 Liquid dome : GW469, GW470 96
No.4 Cofferdam 78,395 kcal/h with a total heating area of 126.55 m2
No.5 Cofferdam 13,835 kcal/h with a total heating area of 22.00 m2 y Cofferdams :
- No.1 Cofferdam : GW365, GW366
The requirements for the individual liquid domes are as follows: - No.2 Cofferdam : GW395, GW396
- No.3 Cofferdam : GW425, GW426
No.1 Liquid dome 2,578 kcal/h with a total heating area of 3.33 m2 - No.4 Cofferdam : GW455, GW456
173
No.2 Liquid dome 2,578 kcal/h with a total heating area of 3.33 m2 - No.5 Cofferdam : GW481, GW482
No.3 Liquid dome 2,578 kcal/h with a total heating area of 3.33 m2 290 218
No.4 Liquid dome 2,578 kcal/h with a total heating area of 3.33 m2 The above valves shall be set based on the most severe condition on winter
season and LNG on the primary barrier.
Any failure of the cofferdam heating system with cargo on board must be treated
seriously. Repairs must be done immediately. Note !
In an emergency case with LNG on secondary barrier, the flow cartridge with
Any accumulation of water in the cofferdam areas can be pumped out using the spring should be removed from the valve body to increase the flow rate of glycol
bilge eductor (40 m3/h) located in the engine room. water to the maximum.
Dynamic Auto Balancing Valve
Operation
Dynamic Auto Balancing Valve is purchased for specific GPM flow rate and is
equipped with a spring loaded piston to maintain that flow rate. Five spring
ranges are available for Dynamic auto balancing valves. The first number is the
differential pressure (psi) needed to achieve the GPM rating. The second number
is the maximum D.P. where the rated GPM will be maintained. The model
number will show the spring range of the product.

Illustration 5.3.3a Hull Ventilation
Passage-way
Passage-way
Passage-way Exhaust Fan
Natural Supply
Head
Access Manhole
Pipe Duct Side passage/Pipe Duct

Exhaust Fan Natural Supply
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Ventilator
Injured Persons Injured Persons Injured Persons Injured Persons Injured Persons
Manhole For Manhole For Manhole For Manhole For Manhole For
Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
Passage-way
Natural Supply Passage-way Passage-way
Head Exhaust Fan
SYMBOL DESCRIPTION
Access Manhole
Manhole
Natural Supply Ventilator
Exhaust Fan

5.3.3 Hull Ventilation
The ballast tanks 1 to 4, the cofferdams, the trunk space and areas surrounding
the liquid domes are inspected on a regular basis to check for cold spots,
condition of the paint work and general inspection of piping, fittings and valves.
Generally, inspection on cofferdam area is carried out every month.
The compartments to be entered must first be ventilated. The ship is fitted with a
mechanical exhaust fan for the pipe duct, which is situated on the after pipe duct
trunk top. Above the forward pipe duck trunk top is a natural supply ventilator
that must be opened before starting the exhaust fan.
When the atmosphere inside the cofferdams is considered safe, entry can be
made. The entry personnel must take with them a personal O2 meter. The
portable detector head should be lowered down to each level as they proceed.
Note !
If it has been found that the nitrogen consumption has increased beyond
normally acceptable levels, then added precautions should be observed before
entering the cofferdam spaces.
Each cofferdam is fitted with a manhole cover located on the starboard side,
which may be removed and a portable gas freeing fan fitted to which is attached
a flexible ducting. This is also the location that any injured person can be
removed from the cofferdam space.
The port and starboard side of each cofferdam is provided with access manholes
for exhaust of air.
There are two (2) portable supply fans for the cofferdam spaces onboard the ship,
which gives a total air volume flow of 5,000 m3/h.
The passageway areas, port and starboard, are equipped with a mechanical
exhaust fan, located midships, two natural air supply ventilator forward and after.
The trunk deck areas have four manhole covers, two forward and two after. The
after manholes are used to fit a portable supply fan for gas freeing, and the
forward manholes are removed for exhausting during gas freeing.

Illustration 5.4.1a Fire and Deck Wash System
ACCOM. LADDER
INTERNATIONAL SHORE CONNECTION
WD355
TO BILGE EDUCTOR
WD385 WD401 WD341 WD383 WD399 FOR PASSAGEWAY
WD333
WD359 WD356
WD381
WD351 TO BILGE EDUCTOR WD393
FOR PASSAGEWAY WD335 WD027
WD389
WD340
WD349 WD325
WD350 WD348 W387 WD329
HIGH EXP. WD343 WD339 WD321
FOAM SYS. FROM E/R
WD323
C/L
WD357
WD304 WD302
WD319 WD397 WD314 WD395 WD312 WD310 WD391 WD308
WD303
MOOR'G DECK LIQUID DOME

WD306
WD360 WD305
WD307
WD318 WD396 WD315 WD313 WD394 WD311 WD309 WD390 C/L WD301
WD344 WD338 2
NEAR F.C.RM WD32
CARGO WD320
WD342 STORE WD328
WD334 WD324
WD345
WD346 WD326
TOR WD388
EDUC AY
PI
WD337
ILGE W
TO B PASSAGE
WD392
WD316 WD384 WD382 WD398 WD380 FOR

WD352
WD358 WD336 WD332 EM/CY FILL TO TRUNK DK. SPACE
TO BILGE EDUCTOR
DRAIN V/V TO BE FOR PASSAGEWAY
LOCATED AT WEATHER DK
ACCOM. LADDER
FROM FRESH WATER FROM FRESH WATER
CU-NI 90/10 80A
A-DECK B-DECK
INTERVAL 300mm
WD514
10mm x 74 HOLES WD516
ABT. 22.6 m UP 80A
FROM FIRE MAIN UP 80A
WD512
WD519
WD502 WD501
NAV.-DK
OUTSIDE ENG. CASING WD506 WD508 WD507 WD515 WD513
D-DK NAV. DK
WD232 WD517
C-DECK D-DECK
WD201 FROM RM WD509 WD511 WD510
C-DK
WD502
WD202
WD518 WD512 PI
WD514 WD513
WD508
WD511
B-DK TRUNK DECK
WD516 WD515
SWIMMING
WD519 200A (P) FWD WD509 WD506
WD510
POOL WD357 A-DK WD507
WD205 WD501
WD203 WD355(P) WD354 WD353WD352(S)

WD358
WD360 WD356
(10 K)
WD209 WD208 WD207
WD206 S.L.W.L.
S.G RM
WD212 WD211 WD210 1ST DK
TO WATER SPRAY MAIN TRUNK DECK
WD362 WD219
WD240 FOR SILTY WATER
2ND DK
WD215 WD214 WD213
WD303
WD304
3D DK
UPPER DECK
WD218 WD217 WD216 WD241 D.L.W.L.
WD231
WD001 WD402
WD221 WD007 WD002
FLOOR WD242
BILGE EDUCTOR WD003

WD010
WD008
FOR BOSUN STORE BOSUN STORE
WD220
A.P TK TO BIL EJECTOR FOR WD239 TO WATER SPRY MAIN WD009
WD224 WD223 WD222
PIPE DUCT/COFFERDAMS FOR RINSING BILGE EDUCTOR
WD367 FOR FWD. P/P RM.
NO.1 CARGO TK. (1100 KPA)
WD225
WD227 WD226 (1100 KPA) FWD
(1100 KPA) (1100 KPA)
NO.2 FIRE WD366 P/P RM
WD004
ENGINE ROOM PUMP
EM'CY
CORROSION PIECE OF ZINC ANODE SHALL BE FITTED NO.1 FIRE JOCKEY
ON INLET AND OUTLET OF EACH FIRE PUMP. PUMP PUMP FIRE BILGE EDUCTOR FOR
WD229
PUMP BOWTHRUSTER RM.
WD368 WD369
F.W F.W WD230
TK(S) TK(P) WD228
WD235 WD236
WD234 B.T. RM
SEA
CHEST
F.P TK
S.W. MAIN IN E/R PIPE DUCT PIPE DUCT
FR69

5.4 Fire Fighting System
5.4.1 Fire and Deck Wash System
The fire main system is supplied from the engine room, by the two Fire pumps.
They are single speed centrifugal pumps, with a delivery capacity of 150 m3/h at
1 MPag.
The emergency fire pump is located in the forward pump room. This pump is a
self-priming centrifugal pump with its own direct sea suction. The pump is rated
at 340 m3/h and is supplied from the emergency switchboard.
The fire main is kept pressurized by a jockey topping up pump rated at 10 m3/h
at 1 MPag. This pump has an automatic pressure cut-in/out switch and is kept
topped up and under pressure at all times.
(Auto. start: 0.5 MPag, Auto. stop: 0.75 MPag)
The deck fire main has a main isolator valve WD353 before the port and
starboard main ring main isolator valves. The ring main is fitted with a further
four section isolator valves on each side at regular intervals along the deck to
allow any part of the system to be supplied from either side of the ship.
The fire main also serves the water curtain below the port and starboard manifold
areas during loading and unloading conditions.
The fire main supplies the driving water for the bilge eductors in the side passage
way, pipe duct, forward pump room, bow thrust room, boson store and cofferdam.
It also supplies anchor washing water filling.
There are 52 fire hydrants situated along the cargo space, its fire hose mounted
adjacent.
The emergency fire pump can be started locally, from the bridge or the fire
control room (FCR).
WD219 (open/close type) and WD241 (throttling type) valves can be controlled
from fire control panel in the fire control room remotely / hydraulically.
The nonreturn valve (WD240) is provided to avoid that the fire pump is able to
discharge water into the water spray system in case of emergency under any
circumstance.
Under normal operating conditions the fire main will be under pressure during
port time, supplying the manifold water curtain and with hoses run out as a fire
precaution.

Illustration 5.4.2a Water Spray System
SATCOME DOME
W/H-TOP
WW075
NAV.-DK
ELEV. VIEW
MOTOR CARGO COMP.
D-DK
RM RM
TO LIFE BOAT AREA (P&S)
C-DK
B-DK
A-DK
WW001 WW002 WW003

GROUP 1 FOR CARGO MANIFOLD AREA (P&S) SERVICE
GROUP 2 FOR LIQUID / GAS DOME & V/VS SERVICE
ENGINE ROOM WD239 FROM FIRE MAIN (150A)

GROUP 3 FOR ACCOMM. & CARGO MACH. RM & LIFE BOAT
AREA SERVICE
FOR FRESH WATER
NO.4 CARGO TANK NO.3 CARGO TANK

RINSING
NO.2 W/S PUMP TO BALLAST STRIP.

WW075 WW005 EDUCTOR
BA213
TO FIRE MAIN (200A)
S)
NO.1 W/S PUMP FOR SILTY WATER
WD219
P& S)
WW004 WW006
(
. TK (P&
.B . TK
S.CROSS MAIN IN E/R
.4W W
.B
NO O.3
N
INCLINDED HATCHING AREA SHOWS

THE AREA PROTECTED BY RUNDOWN
OF HIGHER SPRAY NOZZLES.
1 SPRAY NOZZLE
FOR SATCOME DOME
W/H-TOP
18 SPRAY NOZZLES
FOR LIFE BOAT/EMBAR. LAD.

NAV.-DK (P & S)
22 SPRAY NOZZLES
38 SPRAY NOZZLES
22 SPRAY NOZZLES
D-DK
MOTOR
RM
13 SPRAY NOZZLES 13 SPRAY NOZZLES
C-DK 38 SPRAY NOZZLES
WW066
WW067
WW071 WW015
WW016
WW007
B-DK WW011
TRUNK DECK SPACE TRUNK DECK SPACE
FRONT VIEW SECT. VIEW

LOOKING AFT LOOKING FWD

5.4.2 Water Spray System Group 3 There are drain connections provided at main deck level below the manifold area
Nav. Bridge-deck 18 nozzles at total flow 320.4 l/min and below the cargo machinery room.
The accommodation block front, compressor house, cargo tank liquid and vapour D-deck 22 nozzles at total flow 435.6 l/min
domes and manifold areas are protected by water spray from the effects of fire, C-deck 22 nozzles at total flow 435.6 l/min The water spray system can be flushed with fresh water by cross connecting the
gas leakage, or liquid spill. There are two (2) 700 m3/h spray pumps, mounted on Satcome Dome 1 nozzles at total flow 252 l/min No.1 Fire pump via WD239.
the bottom platform in the engine room, delivering to three (3) spray rails across Lifeboat embarkation
the accommodation block front, lifeboat embarkation areas port and starboard, Port 12 nozzles at total flow 104.7 l/min The water spray line is connected to fire main line via WD219 and WD240.
compressor house sides and deck domes/manifolds. They are grouped into three Starboard 12 nozzles at total flow 104.7 l/min
sections as follows; Cargo Machinery Room
Forward (L/U) 11/11 nozzles at total flow 231/215 l/min
Group 1 Cargo manifold port and starboard. Aft (L/U) 11/11 nozzles at total flow 336/313 l/min
Port (L/U) 16/16 nozzles at total flow 231/215 l/min
Group 2 Cargo liquid dome, cargo vapour dome and valves
Group 3 Accommodation (front wall only), cargo machinery room,

lifeboat embarkation area, wheel house and satcome dome
Each group main spray rail has a remotely operated hydraulic isolating valve "FF" TYPE FOGJET SPRAY NOZZLE "HH-W" TYPE FULLJET SPRAY NOZZLE
operated from the fire control room, CCR and manually at local side. The spray
pump can be started locally and from the wheelhouse, CCR, on the main deck
close to the accommodation exits and the fire control room.
Each main group is subdivided into smaller sections, with a flow regulating and
section isolating valve fitted. The accommodation front is covered by three (3)
such subsections, beginning at deck level D, right through to the
navigation/bridge deck. The decks below D deck will have sufficient flow
passing over them so that they do not need to be covered by a fixed rail.
The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles "K" TYPE FLOODJET SPRAY NOZZLE "GG-W" TYPE FULLJET SPRAY NOZZLE
are set 800 mm apart and at 45° to the vertical. Headers are 250 mm from
bulkheads and nozzles are flat cone design.
Number of Nozzles and Capacity
Group 1
Cargo manifold
Port 22 nozzles at total flow 982.92 l/min
Starboard 22 nozzles at total flow 982.92 l/min
Group 2 "GG-30" TYPE FULLJET SPRAY NOZZLE

No.1 liquid dome 24 nozzles at total flow 698.00 l/min
No.1 Gas dome 4 nozzles at total flow 167 l/min
No.2 vapour dome 4 nozzles at total flow 175.5 l/min
No.3 vapour dome 5 nozzles at total flow 223.8 l/min
No.4 vapour dome 7 nozzles at total flow 272 l/min

Illustration 5.4.3a Dry Powder System on Deck
No.3 Tank Deck House

(Monitor)
Dry Power Room

No.3
Monitor
m m m m m m m
33 33 33 33 33 33 33
Dry Power Room
8 No.4 7 6 5 4 3 2 1 No.1
House House House House House House House House
Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet
Dry Power Room
m
33
m m m m m m
33 33 33 33 33 33
Dry Power Room

No.2 Monitor
No.4 Tank Deck House No.1 Tank Deck House

No.2 Tank Deck House (4 Sets Hand House Line)
A Type Hand Hose Cabinet (5 Sets) (4 Sets Hand Hose Line) (Monitor)
B Type Hand Hose Cabinet (3 Sets)
A Type B Type
DRY POWDER TANK ROOM

RELEASE CONTROL CABINET
NO.3 CONT. V/V
15A CLEANING LINE EXHAUST V/V 8-1
DIA.6 COPPER TUBE

15A EXHAUST
LINE 5-1
CLEANING
V/V TO THE OTHER DRY POWER TANK
UPPER INLET
25A N2 GAS LINE 80A TO DRY POWER HOSE CABINET
(NO. 1, NO. 4)
3-2 TO DRY POWER MONITOR CABINET
(NO. 2, NO. 3)
NITROGEN CYLINDER 25A
LOWER INLET
N2 GAS LINE
NO.3 BALL V/V
10 - 2
15A CLEANING LINE

5.4.3 Dry Powder System Hand Hose System Procedure for Operating of the Dry Powder Fire Extinguishing System
using the Hand Hoses
Maker: NK Co., Ltd. This system comprises two tanks containing the dry powder feeding four hose
No. of sets: 4 consisting of: reels each. Operation is the same as for the monitors; on opening the CO2 a) Open the dry powder hand hose cabinet door.
2 tank units supplying 2 monitors port and starboard. cylinders and ball valves the N2 cylinders are opened and fire fighting begins.
2 tank units supplying a total of 8 hand hose nozzles, b) Remove the securing device on the CO2 bottle.
forward and after. Procedure for Operating the System
c) Open the CO2 cylinder valve by turning it fully anti-clockwise.
Type: Sodium bicarbonate with anti-caking agent. a) The monitor should have been pre-aligned with the cargo discharge
manifold and the dry powder supply valve left in the open position. This d) Open the ball valve by turning the handle downwards.
Tank capacities: Monitor units 1,600 litres area is the most susceptible to gas leaks and fires.
Hand hose units 1,000 litres e) Pull out a complete length of hose from the drum, about 33 metres.
N2 cylinders 68 litres b) Open the CO2 cabinet door.
f) Aim the nozzle at the side of the fire scene and pull the fire nozzle trigger.
Location of sets: Monitors port and starboard of cargo manifold. c) Remove the securing device from one CO2 cylinder.
Hand hoses to port of centre line each hose being 33m g) Sweep the dry powder jet across the fire scene from side to side.
in length Minimum. d) Open the CO2 cylinder valve by turning valve handle anti-clockwise fully.
Agitation Procedure
discharge time: 60 seconds for each individual monitor. e) Open the ball valve to allow CO2 gas to open the N2 battery by moving
60 seconds for each group of 4 hose stations at their handle downwards. This activates the pressurizing of the dry powder To avoid coagulating of dry powder itself in the tank it is recommend to make
rated discharge capacity. charge and opens the selection valve and main valve. fluidization once per 2 years to agitate the dry powder properly.
Capacities: Monitor 23 kg/sec Dry powder discharge begins. a) Set the No.3 control valve to close position and the main discharge valve
Hand bosses 3.5 kg/sec to be set in closed position.
Monitor angular sweep horizontal 360 ºC Procedure for Operating Port (No.1) Tank with the Starboard Manifold
Vertical + 90 to - 45 ºC Monitor and vice versa b) For this purpose use three (3) N2 bottles only.
a) Crossover valves P32 and S32, together with the monitor isolating valves c) Manually discharge three (3) N2 cylinders by hook down of cylinder valve
Introduction PM1 and SM1 must remain full open when the systems are at stand-by actuator lever after taking out the safety pin and stop it when the tank is
ready for use condition. pressurized to 20 kg/㎠ by returning the actuator lever to original position.
Monitor System
b) Should the starboard manifold monitor be in use, resulting in the total d) Open vent bleed in the pilot control tube for constant pressure valve and
The system comprises two tanks containing the sodium bicarbarbonate consumption of No.2 tank dry powder charge and further fire fighting let the tank pressure to be released to zero (this allows the N2 gas in the
connected to a battery of N2 cylinders which are operated by CO2 cylinders from capability being required, the No.1 tank dry powder charge can be tank to be vented without discharging the dry powder).
either the cargo control room, the fire control station or locally. discharged via the starboard monitor as follows:
e) After finish of venting return all valve position to original service position
The monitors are situated just after of the cargo discharge manifold and aligned 1. Open the appropriate second starting CO2 cylinder valve. (close vent bleed valve, set the No.3 control valve to service position).
to face and cover the liquid and vapour lines and valves at either the port or 2. Open the corresponding valve P-S in either the fire control station,
starboard manifold. cargo control room or at the port dry powder tank unit. f) Refill N2 gas for three (3) N2 cylinders.
The N2 cylinders can be opened either manually or remotely from six positions, c) Similarly should the port manifold monitor be in use, resulting in the total
they can also be cross-connected. Activation of any CO2 bottle and operation of consumption of No.1 tank dry powder charge and further fire fighting
the ball valve will open the N2 battery bank and start the fire fighting operation. capability being required, the No.2 tank dry powder charge can be
discharged via the port monitor as follows:
1. Open the appropriate second starting CO2 cylinder valve.
2. Open the corresponding valve P~S in either the fire control station,
cargo control room or at the port dry powder tank unit.

Illustration 5.4.3b Dry Powder Tank Unit

Precautions Procedure for Exhausting N2 and CO2 from the Control Lines, Valves and Procedure to Recharge the N2 Cylinders
Main Tanks
• Always wear full fireproof clothing and personal protection equipment This recharging process is achieved by changing the exhausted N2 bottles for full
• After opening the cabinet door the operation must begin quickly to prevent a) Exhaust the N2 in the dry powder tank by releasing the securing bolts on ones. This is done as follows
the powder caking the dry powder filling connection on top of the dry powder tank.
• Be aware of the reaction of the nozzle gun on commencing discharging a) Remove the actuating cylinder from the cylinder valve.
• Prevent kinking of the hose and twists in the line ! Caution
During this operation care should be taken during the release of the residual b) Unscrew the union nut of the connecting link line at the cylinder valve,
Procedure for Cleaning the Dry Powder System after Use gases. To minimize the risk of injury the flange should be released gradually. remove the connecting line being careful of the seal on the ends of the line
and valve.
After any operation of the dry powder system it is essential the system is cleaned b) To completely exhaust the CO2 in the control lines one of the connections
at once with N2. This is to prevent any residue powder remaining in the lines on the N2 cylinders should be released, again care being taken when doing c) Screw the protecting cap onto the discharged N2 cylinder.
thereby causing a blockage to subsequent usage. There is usually enough N2 this.
remaining in the bottle bank to do this. d) Unscrew the clamping device(s) from the discharged gas cylinder.
Closing the Main and Selection Valves
a) No.3 control valve is set to CLOSE the main valve is closed. e) Remove the discharged cylinder.
c) As these valves are operated by N2 and CO2 respectively, to close the
b) No.1 control valve to the N2 STOP position. This stops pressurizing the valves the manual operating handle is used. f) Replace the full N2 cylinder.
dry powder tank.
Note ! g) Replace the clamping device(s) and leave stack until the bottle is lined up
c) Set the exhaust valve to the OPEN position. This exhausts the remaining The valve seat and ball of the MAIN and SELECTION valves should be cleaned with the piping.
gas in the powder tank. in accordance with the maker’s instructions before returning them to service.
h) Remove the protection from the valve on the new cylinder and align the
d) Set the exhaust valve to the CLOSE position. Recharging the Dry Powder Tank bottle with the connecting piping.
e) Set the No.3 ball valve to the OPEN position. d) After release of the N2 in the dry powder tank it is refilled with the correct i) Reconnect the cylinder with the connecting piping on both the CO2 and the
quantity of the dry powder. This should be of the sodium bicarbonate type. N2 lines.
f) Set No.2 control valve to the N2 RELEASE position, for about 5 seconds. No other type of agent should be used.
j) Tighten all connections.
g) Set No.2 control valve to the NORMAL position. e) After refilling the tank the through the manhole the tank should be
rescored by securing the blind flange to the tank flange. All bolts should k) Replace the actuating cylinder.
h) Set the No.3 ball valve to the CLOSE position. be tightened correctly.
i) Set the cleaning valve to the CLEAN position. f) After recharging the dry powder, carry out the routine for agitating the
charge using the ship’s N2 supply via the portable hose.
j) Set No.2 control valve to the N2 RELEASE position.
k) Set the exhaust valve to the OPEN position.
l) Restore all the valves to their normal positions after the N2 gas has been
exhausted.
m) Recharge the N2 cylinders.
n) Refill the dry powder tank.

Illustration 5.4.4a CO2 System
TO OPEN AIR
15 COPPER TUBE J
SYMBOL DESCRIPTION
CO2 ROOM PIPE LINE
TD
P P P P P P P P B PILOT LINE
P
ELECTRIC LINE
THERMOMETER
UNIVERSAL DRAIN
11 BTLS TD
P
8 BTLS TD
P
9 BTLS
3-WAY VALVE
TD
P TIME DELAY UNIT (PNEUMATIC)
CARGO MAIN E.G.S ELEC.
N F L D BEACON LAMP
COMP. RM SWBD RM /E.S.R MOT. RM B
A AIR HORN
P P P P P
A ALARM BELL WITH LAMP
40A R ROTATING LAMP
EH ELECTRIC HORN
65A 40A 50A 40A
TD A B C D E F G H
ES ELECTRIC SIREN
9 BTLS P
ALARM CONTROL PANEL
CO2 DISCHARGE NOZZLE

P H
A C E G HOSE CONNECTION VALVE
MAIN & EM'CY
REQUIRED Q'TY OF CYLINDER I K M O POWER SUPPLY
PILOT END PLUG
* TOTAL : 37 BOTTLES AC220V PILOT VENT BLEED

MAKER
- CARGO COMPRESSOR ROOM : 28 BTLS BALL VALVE
SUPPLY
- MAIN SWBD ROOM : 19 BTLS
LEVEL INDICATOR
- EM'CY GEN. ROOM/EM'CY SWBD ROOM : 11 BTLS
- ELECTRIC MOTOR ROOM : 9 BTLS BEAM SCALE
YARD INSTRUCTION CHART

SUPPLY
CAUTION PLATE
FIRE CONTROL ROOM

WARNING NOTICE
LIMIT SWITCH
CAP BOX
SPARE PARTS
CARGO MAIN ELECTRIC EM'CY GEN.RM KEY BOX
COMP. ROOM SWBD ROOM MOTOR ROOM /EM'CY SWBD RM PG

PRESSURE GAUGE WITH STOP VALVE
PS
PRESSURE SWITCH WITH STOP VALVE
CARGO MAIN E.G.R ELEC.
COMP. RM SWBD RM /E.S.R MOT. RM SAFETY OUTLET
PRESSURE RELIEF VALVE
CHECK VALVE (PILOT LINE)
S
SOLENOID VALVE
P MAIN DISCHARGE VALVE

R R R R
(PNEUMATIC & MANUAL CONTROLLED)
I J K L M N O P M
PILOT CYLINDER
(MANUAL CONTROLLED)
S S S S
(3 PANEL) A (3 PANEL) A (2 PANEL) A (2 PANEL) A
P
DISCHARGE CO2 CYLINDER

(PNEUMATIC & MANUAL CONTROLLED)
VALVE (NORMAL CLOSE)
700 kPag VALVE (NORMAL OPEN)

Air Supply

5.4.4 CO2 System Operation 4. Go to the cylinder and open the cylinder valve
y Remove the safety pin of actuator fitted on cylinder valve
Cargo Deck CO2 Flooding System In the Event of Fire in each protected space y Pull down the operating lever and the CO2 gas is discharged.
Maker : NK Go to the key box / control cylinder cabinet, located at CO2 room or fire 5. Take the same action rapidly for the required quantities of CO2 cylinders.
control station and follow instructions:
Type : High Pressure
6. Now the system is in operation.
1. Key box
The CO2 flooding system for the cargo areas consists of 37x45 kg high pressure y Break the glass After Discharge
cylinders. These are contained in the CO2 room, situated on the upper deck. y Take the key
1. Allow enough time for the CO2 gas to extinguish the fire.
The deck CO2 system covers the following areas: 2. Control valve cabinet
2. Do not reopen the space until all reasonable precautions have been taken
Cargo machinery room: cylinders required 28 a) Open the door of control valve cabinet of the protected space on fire. to ascertain that the fire is out
Electric motors room: cylinders required 9 b) Ensure all personnel have vacated the protected space.
Main SWBD room: cylinders required 19 c) Close doors and hatches. 3. When the fire is out, ventilate the space thoroughly.
Emergency Gen. room: cylinders required 11 d) Open valve No.1 and No.2
e) Go to the control cylinder cabinet. 4. Persons re-entering the space must wear compressed air breathing
apparatus until the atmosphere has been checked and found oxygen
Flooding the protected areas is achieved by the operation of the ball valves from
3. Go to the control cylinder cabinet content over 21%
their respective cabinets in the fire control room, or CO2 room and the release of
y Open the door with key
the pilot CO2 cylinders (release cabinets in CO2 room and fire control room and y Open one cylinder valve
manually in CO2 rooms). Upon opening the control cabinet door, the CO2 alarm y Now system operate
is activated and the ventilation fans for that area are stopped. The pilot gas is
directed by the operation of the respective ball valve, onto the gang release line 4. Until arrival at port keep all openings close and control valve open.
(having first operated the time delay switch down stream of the HP cylinders)
and master valve for the selected area. 5. Do not open the hatches or other openings of compartment flooded with
CO2 until arrival at port. This is to permit burned compartment to cool and
The emergency generator room and em’cy switch board room both share the prevent rekindling of the other.
same CO2 cylinders, although they have a separate main discharge line to their
space. Emergency Operation
In case of failure in the operation of the system from the control cylinder
Warning cabinet, go to the CO2 room.
Release of CO2 into any space must only be considered when all other options
have failed and then only on the direct instructions of the Master. 1. Ensure all personnel have been evacuated from the space to be protected.
2. Ensure all vent fans stopped, doors and hatches closed.
3. Open the relevant main valve.

y Hand wheel type
Open by rotating the wheel to anti-clockwise.
y Lever type
Remove the safety pin
Pull up (or down) the operating lever

5.4.5 Fire Detection System
Illustration 5.4.5a Block Diagram for Fire Detection and Alarm System
NO.2 W/H GROUP PANEL

POWER LINE
(INTERNAL)
SDR B
(INTERNAL)
FLUSH MTG TYPE (N.W.T) (INSIDE OF PANEL)
ABNORMAL
MAIN AC 220V
(INTERNAL)
A LOOP CABLE
DH2
T890
(INTERNAL) POWER SUPPLY EM'CY AC 220V
CONTROL UNIT B LOOP CABLE & RELAY UNIT FDH2
(4 LOOPS) (INTERNAL)
C LOOP CABLE FROM / TO P.A
(INTERNAL) 1. FIRE ALARM (N/O) TO P.A
2. GEN. ALARM FOR FIRE ALARM SOUNDER
E LOOP CABLE MUTE FROM P.A
(INTERNAL)
(F0101) FMH4
TO BOILER CONT. PANEL (FIRE IN E/R, N/O)

(A1004) FMH4
TO W/H FIRE DAMPER (ACCO. W/H FIRE, N/C)
(F0186) FMH2
TO FIRE DAMPERS (M-HB-A)
1. ACCO. C-DK FIRE (N/C)
2. ACCO. C-DK FIRE (N/C)
3. ACCO. B-DK FIRE (N/C)
4. ACCO. A-DK FIRE (N/C)
5. ACCO. A-DK FIRE (N/C)
6. ACCO. A-CK FIRE (N/C)
7. ACCO. FIRE (N/C)
(F0187) FMH12
TO I.A.S
1. FIRE ALARM (N/C)
2. POWER FAILURE (N/C)
3. ABNORMAL (N/C)
(A15203) MH7
FAN STOP SIGNAL (N/O CONTACT) TO W/H CONSOLE

(F0109) FMH4
FO121
TO MAGNETIC DOOR HOLDER
DH2
- ACCO. D-DK (5 EA)
- ACCO. C-DK (6 EA)
FO134
TO MAGNETIC DOOR HOLDER
DH2
- ACCO. B-DK (5 EA)
- ACCO. A-DK (6 EA)
- ACCO. UPP. DK (2 EA)
TOP A LOOP IN
TOP E LOOP IN
TOP B LOOP IN
TOP C LOOP IN
TOP D LOOP IN
T290
ZONE 1 : ACCO. NAV. DK
REPEATER UNIT
FLUSH MTG TYPE LOOP A ZONE 2 : ACCO. D-DK
(IN C.C.C) ZONE 3 : ACCO. C-DK
ZONE 4 : ACCO. B-DK

LOOP E ZONE 5 : ACCO. A-DK
ZONE 6 : ACCO. UPP. DK
ZONE 7 : ENGINE CASING

T290
LOOP B ZONE 8 : E/R 1 ST DK
REPEATER UNIT LOOP CABLES
WALL MTG TYPE
(IN F.C.S) ZONE 9 :E/R 2ND DK
LOOP C ZONE 10 : E/R 3RD DK
ZONE 11 : E/R FLOOR
ZONE 12 : EM'CY SWBD RM

ZONE 13 : EM'CY D/G RM
ZONE 14 : S/G/R
T290 LOOP D ZONE 15 : ELEC. MOTOR RM
REPEATER UNIT ZONE 16 : CARGO COMP. RM
FLUSH MTG TYPE ZONE 17 : BOSUN STORE
(IN E.C.C) ZONE 18 : BOW TH. RM
EACH LOOP ZONE 19 : FWD PUMP RM

Illustration 5.4.5b Block Diagram For Device Arrangement
HAZARDOUS AREA
A10 I.S A11 I.S
DET DET
ALL DEVICES WILL BE INTRINSICALLY SAFE (I.S) TYPE
MDH MDH MDH IN A HAZARDOUS AREA.
SHIELD CABLE TO BE USED IN A HAZARDOUS AREA.
MAXIMUM 25 MDHs ARE CONNECTED TO EACH RM520 A9 I.S A12 I.S
DET DET
A1 A2 A3 A4 LI A5 A6 LI A7 A8 A13 LI A14
ZB
DET DET CP RM 520 RM DET 520 DET DET DET 520 DET
(MTL788)
N/O OR N/C FOR ZONE OUTPUT (FIRE OR FAULT)
DC 24V
ZONE 1 ZONE 2 ZONE 3
A15 H
CM 902
(ONLY HIGH TEMPERATURE AT 90 C)
O
T890 (10 LOOPS, 80 ZONES) /

T891 (2 LOOPS, 16 ZONES) ZONE 4
CONTROL UNIT A16 MS E.L.O DEVICE

DM 302 (4.7 Kohm)
DC 24V
A17 RI
DET 500
ZONE 7 ZONE 6 ZONE 5

(WORKSHOP)
(MTL788)
A35 A34 LI A33 A32 A31 A25 LI A24 A23 A22 LI A18
DET DET 520 DET DET DET ZB DET 520 DET DET CM 520 DET
TM A19 A20 A21

A30 I.S A26 I.S
DET DET 520 DET DET DET
I.S I.S
A29 A27 I.S I.S DC 24V
DET CP CP
IF
(MAX. 2 CP540EX)
A28 I.S
DET ALL DEVICES WILL BE INTRINSICALLY SAFE (I.S) TYPE
IN A HAZARDOUS AREA.
SHIELD CABLE TO BE USED IN A HAZARDOUS AREA.
HAZARDOUS AREA
LEGEND
A1~A35 : ADDRESS NUMBER
DET : DETECTOR
MS302 : MS302EX IS FLAME DETECTOR (CONVENTIONAL TYPE)
CP : CALL POINT
LI520 : LINE ISOLATOR
TM520 : TIMER MODULE
RM : RM520 ADDRESSABLE RELAY MODULE
DM : DM520 CONVENTIONAL DETECTOR MODULE
CM : CM520 ADDRESSABLE CONTACT MONITORING MODULE
MDH : MAGNET DOOR HOLDER (40 mA, POWER CONSUMPTION)
IF : IF500EX INTRINSICALLY SAFE ADDRESSABLE INTERFACE MODULE
ZB : I.S ZENER SAFETY BARRIER
RI500 : REMOTE INDICATOR

Illustration 5.4.5c Typical Schematic of Fire Detection & Alarm System
SIGNAL LTG POST
FUNNEL NAV.-DK
D-DK
KEY
CONTROL UNIT
C-DK
FORE MAST CALL POINT
DETECTOR
B-DK
LINE ISOLATOR
TRUNK DECK SPACE
REPEATER UNIT
A-DK
UPPER DECK
E/R 1ST DECK BOSUN STORE
E
AR
SP
G LE
N
JU ECR
E/R 2ND DECK MACHINERY SPACE LOOP B
E/R 3RD DECK
E/R FLOOR DECK

Illustration 5.4.5d T891 MINERVA Marine Control Unit Front Panel Layout
'FAULT' LED NO/DELETE KEY SCROLL DOWN KEY
'FIRE' LED 'FIRE' LED 'DISABLE' LED SCROLL UP KEY YES/ENTER KEY
MINERVA MARINE FIRE CONTROL
LARGE LAPHANUMERIC
DISPLAY
NUMERIC KEYPAD
'POWER ON'
FAST ACCESS KEY
LED
'POWER FAIL'
QUIT KEY
LED
LAMP TEST KEY

ZONE DISPLAY
'FIRE' LEDS FIRE ALARM KEY RESET KEY

KEY SWITCH SILENCE KEY

Illustration 5.5a Auxiliary Fresh Water Cooling System
NO.2
VACUUM P/P
FW332
FW333
NO.1
VACUUM P/P
FW334
FW335
FW336
ELEC. MOTOR RM CARGO COMP. RM
FW337
TO GLYCOL WATER NO.2 H/D

MIXING TANK COMPRESSOR
FW338 TO LO COOLER
FW339
FW359 FW340
FW358
FW341
NO.1 H/D
COMPRESSOR
FW342 TO LO COOLER
FW343
NO.2 L/D
COMPRESSOR STEAM
DRAIN
FW344 TO LO COOLER FW330
FW345
COOLER
FW331
NO.1 L/D
COMPRESSOR
FW346 TO LO COOLER FW369
FW347
F.W. FROM DECK SERVICE F.W. MAIN LINE (S)
TO E/R CENTRAL
COOLING F.W. SYS.
FROM E/R CENTRAL
COOLING F.W. SYS.

5.5 Auxiliary F.W. Cooling System
General
The independent deck cooling fresh water system is provided by two cargo
machinery cooling fresh water boost pumps. The pumps, FW coolers and header
tank are located in the engine room.
One pump is normally in service, while the second pump is on automatic stand-
by cut-in mode.
The FW cooling system is used to serve the following equipment;
y HD compressor LO coolers and air cooler of electric motor

y LD compressor LO coolers
y Vacuum pump
y Cargo machinery room steam drain cooler
Temperature control is by means of a three-way control valve, situated on the

outlet side of the engine room central FW cooler, with a set point of about 35 °C.
Operating Procedures
One cargo mach. Cooling FW cooling boost pump and central FW cooler are
normally required to meet the system cooling capacity.
a) Open the inlet and outlet valves on cargo machinery cooling FW

boost pumps.
b) Open the valves on the respective system to be cooled i.e. HD

compressor LO cooler and motor air cooler, LD compressor LO
cooler, vacuum pump and steam drains cooler. Check for leaks.
c) Select the other pump on stand-by.
d) Stop the running pump and ensure the stand-by pump cuts in.
e) Return the pumps to their original running condition i.e., one pump
running and the other on stand-by auto cut-in.
f) Select one of the cargo machinery cooling FW boost pumps on

local control and start the pump. Check that the system pressures
are normal.

Part 6 : Cargo Operations
6.1 Insulation Space Tests........................................................................ 6 - 2
6.2 Post Dry Dock Operation................................................................... 6 - 4
6.2.1 Insulation Space Inerting ........................................................ 6 - 4
6.2.2 Drying Cargo Tanks ................................................................ 6 - 8
6.2.3 Inerting Cargo Tanks............................................................. 6 - 10
6.2.4 Gassing-up Cargo Tanks ....................................................... 6 - 12
6.2.5 Cooling Down Cargo Tanks.................................................. 6 - 16
6.3 Ballast Passage ................................................................................ 6 - 18
6.3.1 Cooling Down Tanks prior to Arrival ................................... 6 - 20
6.3.2 Spraying During Ballast Voyage........................................... 6 - 22
6.4 Loading............................................................................................ 6 - 24
6.4.1 Preparations for Loading ...................................................... 6 - 24
6.4.2 Cargo Lines Cool Down ....................................................... 6 - 24
6.4.3 To Load Cargo with Vapour Return to Shore........................ 6 - 28
6.4.4 Nitrogen Set-up During Loading .......................................... 6 - 32
6.4.5 De-Ballasting ........................................................................ 6 - 34
6.5 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 36
6.5.1 Normal Boil-Off Gas Burning .............................................. 6 - 36
6.5.2 Forced Boil-Off Gas Burning ............................................... 6 - 38
6.6 Discharging with the Gas Returning from the Shore ....................... 6 - 40
6.6.1 Preparations for Unloading ................................................... 6 - 40
6.6.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 43
6.6.3 Discharging........................................................................... 6 - 46
6.6.4 Ballasting .............................................................................. 6 - 50
6.7 Pre-Dry Dock Operations ................................................................ 6 - 52
6.7.1 Stripping and Line Draining ................................................. 6 - 52
6.7.2 Tank Warm Up ...................................................................... 6 - 54
6.7.3 Inerting.................................................................................. 6 - 56
6.7.4 Aeration................................................................................. 6 - 58
Part 6
Cargo Operations
Illustration 6.1a Insulation Space Inerting

Insul. Press. Main
To Primary Insul.
Press. Main
CN976
FM
(37 m3, 1,000 kPa)
Set 5 bar
CN973
CN975
CN977
CN576
CN577 CN575
CN683
N2 Main Line
LNG VAP.
CN974
CN574
CN572 CN571
CN582
CN581
CN573
CN579
CN580 CN578
SP502
CN587

N2 Purge NO.2
VACUUM PUMP
To No.4 Vent Mast
CN585
NO.1
VACUUM PUMP
From
Engine Room
CN487 CN486
From Stripping Line
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CP484
CP384
CP284
CN284
CN277
CN280
CN278
CN281
CN285
CP178
CN576
CN577 CN575
CN683
H
LNG VAP.

CN574
CN572
CN571
CN582
CN581
CN471 CN371 CN271 CN171

CN573
CN579
CN580 CN578
SP502
N2 VENT MAST
Vacuum
Pump
Compressor
CP591
CP590
HD/LD
CP589
6-1 Part 6 Cargo Operations

Part 6 : Cargo Operations ΔP ; Pressure variation in mbar measured during a ten(10) hour period. Primary Membrane Test Procedure
Where e = the thickness in meters of the insulated space at the back of the
6.1 Insulation Space Tests membrane. a) The pressure of the primary and secondary barrier spaces is
simultaneously reduced to 20kPaA, in order to prevent the
Global Tightness Test potential collapse of the secondary barrier due to a higher pressure
Service Tests
than that of the primary space.
Classification society regulations require that the barriers of a membrane tank The global test is carried out either during a maintenance period, or when the
cargo tanks have been warmed up and gas freed. b) The primary and secondary spaces are isolated, with the vacuum
must be checked periodically for their effectiveness.
decay procedure followed on the primary space only. The method
To overcome any doubtful results due to possible leaks through equipment used is as described in secondary membrane testing b), c) and d).
The following covers the practice, recommendations and the precautions that
should be taken during the dry docking periodical examination of the primary connected with the insulated spaces, i.e. valves, pressure relief valves, electric
cable glands, etc., their effectiveness must be carefully checked, and eventually Under these conditions, the primary membrane is submitted by one side to the
and secondary membranes.
replaced with blank joints, to protect the space against over-pressure. atmospheric pressure inside the tank and by the other to the reduced pressure
! Caution
inside the primary space.
Measurement devices that may otherwise be damaged should be isolated prior to
the commencement of the test. The barrier spaces must be protected against over Testing a Secondary Membrane
Since both faces of the secondary membrane are in an equal pressure system, no
pressure at all times. Otherwise, it might result in membrane failure.
a) The pressure of the secondary space is reduced to 20 kPaA, while flow can be generated through any eventual leak in this membrane; therefore, the
the primary space is maintained at a slight vacuum. measured vacuum decay is the correct figure of the tightness of only the primary
Method for Checking the Effectiveness of the Barriers
(i.e. –10 kPaA) membrane.
Primary Membrane
Under these conditions, the secondary membrane is submitted by one side to the ! Caution
atmospheric pressure inside the primary space, and by the other side to the Changes in temperature or barometric pressure can produce differentials far in
Since each primary insulated space is provided with a permanently installed gas
reduced pressure inside the secondary space. excess of 3 kPag in the insulation spaces which are shut. With the cargo system
detection system, which is capable of measuring gas concentration at intervals
out of service and during inerting, always maintain the primary insulation space
not exceeding thirty minutes. Any gas concentration in excess, with regard to the
b) The vacuum decay is carried out in this space only by the method pressure at or below tank pressure and always maintain the secondary insulation
steady rates, would be the indication of primary membrane damage.
described in secondary membrane testing b), c) and d). space pressure at or below the primary insulation space pressure. Severe damage
to the membranes may occur if the differentials exceed 3 kPag.
Secondary Membrane
In spite of the precautions taken against leaks in the equipment, it is important to
check whether the vacuum decay of the secondary barrier space (DPs)
In order to check its effectiveness, the secondary (or primary) membrane is
corresponds with a pressure reduction of the primary space (DPp).
submitted to a global tightness test, which is the reiteration of the equivalent test
If this is not the case, there may be an external leak, which must be located and
carried out during the cargo containment building.
rectified before another test is conducted.
Procedure
When comparing (DPp) and (DPs), it is necessary to take into account the
primary and secondary space volumes as shown in the equation below:
a) Reduce the insulated space pressure at the back of the membrane
to be tested to 20 kPaA.
∆Ρs x es
b) After a stabilising period of about 8 hours, use an accurate ∆Ρ p =
measuring device, to record the vacuum decay over the next 24
hour period.
ep
c) From the results obtained, in a 10 hours period, the temperature Where (es) and (ep) represents the thickness of the secondary and primary spaces.
variations of the compartments surrounding the tested membrane
are minimum.
d) The allowable limit for vacuum decay of the space is given by the
equation:
0.8
ΔP ≤
e

Illustration 6.2.1a Insulation Space Inerting

Evacuation of Insulation Space's (First Step)

Insul. Press. Main
To Primary Insul.
Press. Main
CN976
FM
(37 m3, 1,000 kPa)
Set 5 bar
CN973
CN975
CN977
CN576
CN577 CN575
CN683
N2 Main Line
LNG VAP.
CN974
CN574
CN572 CN571
CN582
CN581
CN573
CN579
CN580 CN578
SP502
CN587

N2 Purge NO.2
VACUUM PUMP
To No.4 Vent Mast
CN585
NO.1
VACUUM PUMP
From
Engine Room
CN487 CN486
From Stripping Line
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CP484
CP384
CP284
CN284
CN277
CN280
CN278
CN281
CN285
CP178
CN576
CN577 CN575
CN683
H
LNG VAP.

CN574
CN572
CN571
CN582
CN581
CN471 CN371 CN271 CN171

CN573
CN579
CN580 CN578
SP502
N2 VENT MAST
Vacuum
Pump
Compressor
CP591
CP590
HD/LD
CP589

6.2 Post Dry Dock Operation Operating Procedure General notes on the vacuum pumps:
6.2.1 Insulation Space Inerting All valves are assumed shut. (See Illustration 6.2.1a) - Make sure that the auxiliary fresh water for the auxiliary fresh water
cooler is available and on.
1) First Step: Evacuation of Insulation Space a) Isolate any pressure gauge, transducer, or instrument that could be
damaged by the vacuum, and install temporary manometers to - Ensure that the LO tank is full and the power supply to the pumps is
! Caution allow pressure in the insulation spaces to be monitored. available.
To avoid major damage to the secondary barrier, never evacuate a primary
insulation space while leaving the associated secondary space under pressure and b) On each tank, open valves CN474, 374, 274, and 174 connecting - Ensure that the bulkhead seal system is full.
never fill a secondary space while the primary space is under a vacuum. the pressurisation header with the feeder columns of the secondary
insulation spaces. - Ensure that the pump can rotate freely.
Prior to putting a cargo tank into service initially, or after dry docking, it is
necessary to replace the ambient humid air in the insulation space with dry c) In the compressor room, open valve CN582 and valves CN587, - Ensure that the LO is feeding the lubrication points.
nitrogen. and 585 to the suction of the vacuum pumps.
- Close the pump drains.
This is done by evacuating the insulation spaces with the vacuum pumps and d) Prepare the vacuum pumps.
refilling them with nitrogen. The procedure is repeated until the oxygen content
is reduced to less than 2 %. e) Start both vacuum pumps.
Evacuation of all the insulation spaces takes approximately 8 hours. Three cycles f) Monitor the secondary insulation space’s pressure; when pressure
are usually necessary to reduce the oxygen to less than 2 % of its volume. has been reduced to 20 kPaA, in all the spaces, stop the pumps.
! Caution g) Close valves CN474, 374, 274, and 174 on the trunk deck.
Changes in temperature or barometric pressure can produce differentials far in
excess of 3 kPag in insulation spaces which are shut. With the cargo system out h) On each tank, open valves CN475, 375, 275, and 175 connected to
of service and during inerting, always maintain the secondary insulation space the pressurisation header with the aft transverse of the primary
pressure at or below the primary insulation space pressure. Severe damage to the insulation spaces.
membranes will result if the differentials exceed 3 kPag.
i) Open valve CN581, the vacuum pump’s suction from the primary
Before refilling with nitrogen, the insulation spaces are evacuated to 20 kPaA. pressurisation header.
The evacuation of the insulation spaces is also used in order to check the
integrity of the barriers during periodical tests. j) Start both vacuum pumps.
To avoid possible damage to the secondary membrane, the secondary insulation k) Monitor the primary insulation spaces’ pressure; when it has been
spaces must be evacuated before the primary insulation spaces. The pipe work at reduced to 20 kPaA, in all the spaces, stop the pumps.
the vacuum pump’s suction has been designed to ensure that the evacuation of
the primary spaces cannot take place without having first evacuated the l) Close valves CN475, 375, 275, and 175 on the trunk deck.
secondary spaces, or ensuring that they will be both evacuated simultaneously.
m) Close valves CN582, 581 and valves CN587, 585 at the pumps’
Two electrically driven vacuum pumps, cooled by fresh water, are installed in suction.
the cargo compressor room. They draw from the pressurisation headers, and
discharge to the vent riser No.4. n) Stop the vacuum pumps.
During the evacuation of the insulation spaces, the tightness of the primary and
secondary insulation spaces relief valves has to be confirmed, and if leaks are
suspected, use blanks until the operation is completed. Blanks must be clearly
marked and notices must be posted.

Illustration 6.2.1b Filling from Ship's Nitrogen Supply (Second Step)

Insul. Press. Main
To Primary Insul.
Press. Main
CN976
FM
(37 m3, 1,000 kPa)
Set 5 bar
CN973
CN975
N2 Main Line
CN977
CN576
CN577 CN575
CN683
LNG VAP.
CN974
CN574
CN572
CN571
CN582
CN581
CN573
CN579
CN580 CN578
SP502
Gas Sampling Line
CN587
To BLR FG NO.2 To No.4 Vent Mast

N2 Purge VACUUM PUMP
CN585
NO.1
VACUUM PUMP
From
Engine Room
CN487 CN486
From Stripping Line
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CP484
CP384
CP284
CN284
CN277
CN280
CN278
CN281
CN285
CP178
CN576
CN577 CN575
CN683
H
LNG VAP.

CN574
CN572
CN571
CN582
CN581
CN471 CN371 CN271 CN171

CN573
CN579
CN580 CN578
N2 VENT MAST
Vacuum
Pump
Compressor
CP591
CP590
HD/LD
CP589

2) Second Step: Initial Filling with Nitrogen Operating Procedure for the Completion of the Nitrogen Filling a) Adjust the set point of the nitrogen supply regulating valve CN579
(See Illustration 6.2.1b) to the secondary header at 0.2 kPag, and the regulating valve
a) The final filling of the insulation spaces, up to 0.2 kPag is carried CN576 to the primary header at 0.2 kPag.
After evacuation, the next step consists of filling the insulation spaces with out at reduced flow rate. Three cycles are usually necessary.
nitrogen. The cycle is repeated until the oxygen content in the spaces is less than b) At the forward part of the trunk deck, make sure that the valves
2 %. b) After the final filling, check the oxygen content in all the spaces. If CN276, 278, 283, and 285 are open.
it is higher than 2 %, repeat the inerting operation. Check the O2
Procedure for Initial Filling with Nitrogen content at the vacuum pump discharge. c) Adjust the set point of the nitrogen exhaust regulating valve
CN277 (primary) at 0.4 kPag and regulating valve CN284
Liquid N2 is supplied from the shore to the liquid manifold where it passes to the c) Do not shut down the LNG vaporizer until it has been warmed up (secondary) at 0.4 kPag.
stripping/spray header via the appropriate manifold shore connection liquid valve. to ambient temperature.
It is then fed to the LNG vaporizer and N2 gas produced is passed at +20 °C to There is a standby exhaust regulating valve CN280, which can be connected to
each insulation space. ! Caution either the primary or secondary system in the event of failure of one of the
Changes in temperature or barometric pressure can produce differentials far in master regulating valves.
At this stage, ship’s N2 generators are not used due to required capacity for initial excess of 3 kPa in the insulation spaces which are shut in. With the cargo system
filling. out of service and during inerting, always maintain the primary insulation space The nitrogen supply to the insulation spaces has a stand-by regulating valve
pressure at, or below, tank pressure and always maintain the secondary insulation CN572, which can be connected to either the primary or secondary system in the
It is assumed, though unlikely, that all valves are closed prior to use. space pressure at or below the primary insulation space pressure. event of failure of one of the master regulating valves.
Operating Procedure for Normal Inerting In the event of cargo gas leakage into the insulation spaces, this can be swept
a) Install the spool piece (SP502) on the LNG vaporizer outlet to the with a continuous feed of nitrogen by opening the exhaust from the space,
insulation spaces. The primary and secondary insulation spaces are filled with dry nitrogen gas that allowing a controlled purge. Close monitoring of the gas analyser on this space
is automatically maintained by alternate relief and make-up as the atmospheric will be necessary during purging.
b) Prepare the LNG vapouriser. pressure or the temperature rises and falls, under a pressure of between 0.2 kPag
and 0.4 kPag above the atmospheric level. In cases where other consumers reduce the availability of nitrogen for the
c) Adjust the set point of the temperature control valve to +20 °C. insulation spaces, the pressure may temporarily fall below the atmospheric
The nitrogen provides a dry and inert medium for the following purposes: pressure.
d) Open the related valves from the liquid manifold to the LNG
vaporizer through stripping/spray header and carry out line cool To prevent formation of a flammable mixture in the event of an LNG leak This condition is not critical insofar as the differential pressure (Ps - Pp) between
down operation. For safety reasons, make sure that the hull water To permit easy detection of an LNG leak through a barrier the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
curtain on the connected side is working. To prevent corrosion exceed 3 kPa.
(Ps - Pp) < 3 kPa
e) Open the isolation valves CN278, 276, 285, and 283 for the Nitrogen, produced by the two N2 generators and stored in a pressurised buffer
insulation exhaust control system. tank of 37 m3, is supplied to the pressurisation headers through make-up Warning
regulating valves located in the cargo compressor room. From the headers, When the depression in the primary insulation spaces, relative to the secondary
f) Crack open the primary space supply valves CN475, 375, 275, and branches are led to the primary and secondary insulation spaces of each tank. insulation spaces, reaches 3 kPag, the two insulation spaces shall be immediately
175 on each tank. Excess nitrogen from the insulation spaces is vented to mast No.2, through the inter-connected - which will involve a manual operation.
exhaust regulating valves.
g) Adjust the opening of the primary space supply valves for When put in communication, and therefore subjected to the same nitrogen
balancing the increase in pressure in all the spaces. During filling, Both primary and secondary insulation spaces of each tank are provided with a pressure, the primary and secondary insulation spaces can withstand a large
always maintain the pressure in the primary space 10 kPaA above pair of pressure relief valves that open at a pressure of 1 kPag above the depressurisation without any damage.
the secondary space. atmospheric level in each space. A manual bypass with a cut out valve (CN171,
271, 371, and 471) and a ball valve are provided from the primary space to the It should be noted that, even with the tanks fully loaded, a pressure lower than
h) When the pressure in the primary spaces reaches 30 kPaA (10 N2 vent mast for local venting and sweeping of a space if required. atmospheric pressure in the primary insulation spaces is not harmful to the
kPaA above the pressure in the secondary spaces), crack open the primary membrane. In this respect, it should be noted that this membrane is
secondary space supply valves CN474, 374, 274, and 174 on each subjected to a -80 kPaA vacuum pressure, both during global testing at the
tank. Adjust the opening of these valves for balancing the increase construction stage and the insulation spaces’ cycles purging.
in pressure in all the spaces.
i) Set the opening of the control valves CN277 and 284 at 0.4 kPag.

Illustration 6.2.2a Drying Cargo Tanks
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
NO.2 HIGH DUTY COMP.
CG510
CG509 DRY AIR LINE
CG523 CG511
FROM IGG SP001 CG525
HIGH DUTY FM
HEATER HUMID AIR LINE
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
VAPOUR CROSSOVER
FM FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CG502
SYMBOL DESCRIPTION SYMBOL DESCRIPTION
CS506 CG501
CG503
FM
CS505 CG532
FORCING
CG504
NO.1 LOW DUTY COMP. GLOBE VALVE AUTOMATIC PNEU. CONTROL
FM
VAPORIZER
CS504 CN683 LIFT CHECK VALVE MANUAL CONTROL
FM
SP502
CS503
CG531
DEMISTER
CG530
SWING CHECK VALVE REDUCER
TO INS.PRESS.
LNG FLAP CHECK VALVE
CS501 CS502
VAPORIZER
FM
SP601 CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS201 CS202
CS401 CS402
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS307
CS306
CS207
CS106
CS407
CS406
CS206
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL400
CL401
CL402
CL301
CL302
CL300
CL200
CL202
CL101
CL102
CL100
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.2.2 Drying Cargo Tanks h) Monitor the dew point of each tank by taking a sample at the
vapour domes. When the dew point is -25 °C or lower, close the
During a dry docking or inspection, cargo tanks which have been opened and filling and vapour valves of the tank.
contain humid air must be dried to avoid primarily the formation of ice when
they are cooled down, and secondly, the formation of corrosive agents if the Wet air which may be contained in the discharge lines from the cargo pumps,
humidity combines with the sulphur and nitrogen oxides that might be contained float level piping and any associated pipe work in the cargo compressor room
in excess in the inert gas. The tanks are inerted to prevent the possibility of any must be purged with dry air.
flammable air/LNG mixture. Normal humid air is displaced by dry air. Dry air is
displaced by inert gas produced from the IGG. i) When all the tanks are dried, stop the plant. Close the supply valve
CG527, and CL602 to the LNG header and close valve CG107 to
Dry air is introduced at the bottom of the tanks through the filling piping. The air the venting system at the vent mast No.1.
is displaced from the top of each tank through the dome and the vapour header,
and is discharged from the vent mast No.1. Note !
It is necessary to lower the tank’s dew point by dry air to at least -20 °C, before
The operation, which is carried out from the shore or at sea, will take feeding tanks with inert gas in order to avoid formation of corrosive agents.
approximately 20 hours to reduce the dew point to less than -20 °C.
Warning
During the time that the inert gas plant is in operation for drying and inerting the All pump discharge valves must not be opened in order to protect the high speed
tanks, the inert gas is also used to dry (below -40 °C ) and to inert all other LNG revolution without the lubricant.
and the vapour pipework. Before the introduction of LNG or vapour, any
pipework not purged with inert gas must be purged with nitrogen.
Operating Procedure for Drying Tanks

Dry air, with a dew point of -45 °C, is produced by the IGG at a flow rate of
14,000 Nm3/h.
a) Prepare the dry air/inert gas plant in dry air mode.
b) Install the spool pieces (SP001, SP601) to connect the inert gas/dry
air feeder line to the liquid header.
c) Open valves CG527, CL602, CL410, CL310, CL210 and CL110 to

supply dry air to the liquid header.
d) Open tank filling valves CL400, CL300, CL200 and CL100.
e) Open tank vapour valves CG401, CG301, CG201 and CG101.
f) Open CG107, CG402, CG302, CG202 and CG102 to vent through

the No.1 vent mast. Eventually, tank pressure is controlled via the
regulating valve CG106, set at 10 kPag by the inching control,
manually set on the IAS.
g) Start the dry air production. When dew point is -45 °C, open the
valve IG022 downstream of the two non-return valves on the dry
air/inert gas discharge line.

Illustration 6.2.3a Inerting Cargo Tanks
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
CG510
CG509 INERT GAS LINE
CG523 CG511
HIGH DUTY FM
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512 DRY AIR LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
VAPOUR CROSSOVER
FM FM
LIQUID CROSSOVER
LIQUID CROSSOVER
HEATER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502 SYMBOL DESCRIPTION SYMBOL DESCRIPTION

CG501
CG503
FM
CS505 CG532 CG504
FORCING NO.1 LOW DUTY COMP. GLOBE VALVE AUTOMATIC PNEU. CONTROL
FM
VAPORIZER
CS504 CN683
MANUAL CONTROL
FM
CS503
SP502 LIFT CHECK VALVE
CG531 DEMISTER
CG530 TO INS.PRESS. SWING CHECK VALVE REDUCER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601 CG528 SAFETY RELIEF VALVE STRAINER
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS406
CS107
CS206
CS207
CS306
CS307
CS106
CS407
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL301
CL302
CL300
CL200
CL101
CL102
CL100
CL202
CL201
CL401
CL402
CL400
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.2.3 Inerting Cargo Tanks j) When the inerting of the tanks, lines and equipment is completed,
(See Illustration 6.2.3a) set the regulating valve CG106 to 15 kPag in order to pressurise all
the tanks.
Inert gas, with an oxygen content of less than 1.0 % and a dew point of -45 °C, is
produced by the IGG with a flow rate of 14,000 Nm3/h. The inert gas is primarily k) When the operation is completed, stop the supply of inert gas and
nitrogen and carbon dioxide, containing less than 1 % oxygen with a dew point close valves IG022 and CG527, CL602, CL410, CL310, CL210,
of -40 °C or below. CL110, CL400, CL300, CL200, and CL100, and close the blind
flange valve.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks. Note !
Until the ship is ready to load LNG for gas filling, the tanks may be maintained
Warning under inert gas as long as necessary. If required, pressurise the tanks to 2 kPag
Inert gas from this generator and pure nitrogen will not sustain life. Great care above atmospheric pressure and, to reduce leakage, isolate all the valves at the
must be exercised to ensure the safety of all personnel involved with any forward venting system.
operation using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion. Air is purged and replaced by inert gas to attain O2 content less than 2% by the
volume and dew point lower than -40 °C. This operation will be completed in 20
a) Prepare the IGG in inert gas mode. hours.
b) Install the spool pieces (SP001, SP601) to connect the inert gas/dry Warning
air feeder line to the liquid header. All pump discharge valves must not be opened in order to protect the high speed
revolution without the lubricant.
c) Open the valves CG527, CL602, CL410, CL310, CL210 and
CL110 to supply inert gas air to the liquid header.
d) Open tank filling valves CL400, CL300, CL200 and CL100.
e) Open tank vapour valves CG401, CG301, CG201 and CG101.
f) Open CG107, CG402, CG302, CG202 and CG102 to vent through

the No.1 vent mast. Eventually, tank pressure is controlled via the
regulating valve CG106 set at 10 kPag by inching control,
manually set on the IAS.
g) Start the inert gas production. When oxygen content is less than
1.0 % and dew point is -45 °C, open valve IG022 downstream of
the two non-return valves on the inert gas discharge line.
h) By sampling at the vapour dome, check the atmosphere of each

tank by means of the portable oxygen analyser. O2 content is to be
less than 2 % and the dew point less than -40 °C.
i) During tank inerting, purge for about 5 minutes the air contained in
the lines and equipment by using valves and purge sample points.
6 - 10 Part 6 Cargo Operations

Illustration 6.2.4a Gassing-up Cargo Tanks (Stage-1)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002 KEY
CG513
CG515
SP501 FM LNG LIQUID LINE
CG524 CG516
SP001 CG510
CG509 LNG VAPOUR LINE
CG525 CG523 CG511
FROM IGG HIGH DUTY FM
HEATER
CG522 CG512
IG021 IG020 IG022 CG527 CG526 NO.1 HIGH DUTY COMP. LNG MIXTURE AND
CG519
INERT GAS LINE
CG529
CG506
FUEL GAS CG521
CG505
CG507
TO BOILERS LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG503
CS505
FM
CG532 CG504
VAPORIZER
FM GLOBE VALVE AUTOMATIC PNEU. CONTROL
CS504 CN683
FM
CS503 SP502
MANUAL CONTROL
CG531
DEMISTER LIFT CHECK VALVE
CG530 TO INS.PRESS.
LNG SWING CHECK VALVE REDUCER
FM
VAPORIZER
SP601 CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CS708
SP102
CS711
CS705
CL705
CS702
CL707
CL706
CL708
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS406
CS306
CS307
CS107
CS206
CS407
CS207
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL301
CL302
CL300
CL200
CL101
CL102
CL100
CL202
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.2.4 Gassing-up Cargo Tanks There are exceptional cases where it may be necessary to undertake the purging o) Adjust the No.1 vent mast pressure with CG106 at 23 kPag or as
of one or more tanks at sea using the LNG liquid already on board. In this case required.
Introduction the liquid will be supplied to the LNG vaporizer via the stripping/spray header p) Monitor the inert exhausting gas at each liquid dome (use the mid cargo
using the stripping/spray pump of a cargo tank containing the LNG liquid. Due tank sample cock initially, followed by the sample cock at the top of
After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If to local regulations on venting methane gas to the atmosphere, some port the loading line). Also monitor the inert exhausted gas at No.1 vent
purging has been done with inert gas, the cargo tanks have to be purged and authorities may require the entire operation to be carried out with the exhaust mast, using the sample cock.
cooled down when the vessel arrives at the loading terminal. This is because, gases being returned to shore facilities. q) When 5 % methane, (or the quantity the port authority will allow) is
unlike nitrogen, inert gas contains 14% carbon dioxide (CO2), which will freeze detected at No.1 vent mast and each vapour dome, request permission
at around -60 °C, and produces a white powder that can block valves, filters, and Operating Procedures to Purge the Cargo Tanks with LNG Vapour from the terminal personnel to direct exhaust gas to the terminal
nozzles. facilities.
1. Stage One r) Remove the spool piece installed between CL107 and CG106 (SP102).
During purging, the inert gas in the cargo tanks is replaced with warm LNG (See Illustration 6.2.4a)
vapour. This is done to remove any freezable gases, such as carbon dioxide, and 2. Required heat energy at initial purging
to complete the drying of the tanks. It is assumed, though unlikely, that all valves are closed prior to use.
The inert gas is purged and replaced by natural gas (NG) produced by the LNG
Description a) Install the following spool pieces: vaporizer (+20 °C outlet temperature)and fed with LNG supplied by the loading
Liquid header to compressors (only if compressors are required; terminal.
LNG liquid is supplied from the terminal to the liquid manifold where it passes SP601) One point eight (1.8) complete volume changes are required for displacing the
the stripping/spray header via the appropriate shore connection liquid valve. It is Liquid header to No.1 vent mast (SP102). inert gas and attaining a CO2 content ≤1 % by volume.
then fed to the LNG vaporizer and the LNG vapour produced is passed at +20 °C b) Prepare the LNG vaporizer. This operation will be completed in 20 hours.
to the vapour header and into each tank via the vapour domes. c) Adjust the set point of the temperature control valve to +20 °C.
d) Using the IAS, adjust the set point of the pressure control valve CG106 Natural Gas Total Required
At the start of the operation to fill the cargo tanks, the piping system and LNG to 6 kPag (or required value) by using the inching control (remote
vaporizer are vapour locked. The stripping/spray header can be purged into the /manual). 1.8 x 138,103 m3 (100% of Total Volume) = 248,585 m3 OF NG
cargo tanks via the vapour dome through the arrangement of spray valves e) At the No.1 vent mast, open valve CL107.
containing the control valve until liquid reaches the LNG vaporizer. The LNG f) Open valve CS003, the stripping/spray header crossover valve to the Required LNG
vapour is lighter than the inert gas, allowing the inert gases in the cargo tanks to manifold.
be exhausted up to the tank filling line to the liquid header. The inert gas then g) Open valves CS004 and CS601 on the stripping/spray header to enable LNG Total Requirement = 1.8 V(100 %) . ρ NG
vents to the atmosphere via the No.1 vent mast. supply to reach the LNG vaporizer. = 1.8 x 138,103 x 0.7479
h) Open valve CS501, the inlet valve to the LNG vaporizer. = 185,917.0 kg
When 5 % methane (the percentage figure will be specified by the particular port i) In the cargo machinery room, open the outlet from the LNG vaporizer = 405.0 m3 of LNG
authority) is detected at the No.1 vent mast riser, the exhaust gas is directed CG530. (Density ρ NG = 0.7479 kg/m3 AT +20°C and 106 kPaA)
ashore via the HD compressors bypass line, or to the boilers through the gas j) Open valves CG528 and CG601 to allow supply to the vapour header.
burning line. k) Open the header valves to the vapour domes. Required Heat Energy at Initial Purging
No.1 Tank CG102 CG101
This operation can be done without the compressors, subject to existing back No.2 Tank CG202 CG201
TK VOLUME
pressure, or with one or both HD compressors in service. If possible, it is better No.3 Tank CG302 CG301 REQUIRED REQUIRED REQUIRED HEAT ENERGY
TANK (Including dome)
not to use compressors to avoid turbulence inside the tanks. No.4 Tank CG402 CG401 NG (m3) LNG (kg) LNG (m3) (mmBTU)
(m3)
The operation is considered complete when the CH content, as measured at the For safety reasons, make sure that the hull water curtain on the connected side is NO. 1 21,948.346 39484.8 29530.7 64.3 1518.2
top of the cargo filling pipe, exceeds 98 % by volume. in operation.
NO. 2 40,429.518 72808.2 54453.3 118.6 2799.4
The target values for N2 gas and inert gas CO2 is equal or less than 1%. These l) Open CS808 (if using the after liquid manifold on the port side), the NO. 3 40,444.606 72808.2 54453.3 118.6 2799.4
values should be matched with the LNG terminal requirements. isolating valve to the stripping/spray line.
m) Using the IAS, open the individual tank loading valves. NO. 4 35,281.986 63484.2 47479.8 103.4 2440.9
This normally entails approximately 1.8 changes in the volume of the No.1 Tank CL100 CL110
TOTAL 138,104.456 248,585.4 185,917.0 405.0 9,558.0
atmosphere in the cargo tank. No.2 Tank CL200 CL210
No.3 Tank CL300 CL310
On completion of purging, the cargo tanks will normally be cooled down. No.4 Tank CL400 CL410 Note !
n) Using the IAS, open CL803, the liquid manifold valve on the port side, 1) LNG Density: 459.1 kg/m3
and request the terminal to commence supply of the LNG liquid to the 2) LNG Heating Value: 51.410 mmBtu/ton
ship at a constant pressure of 200 kPag.

Illustration 6.2.4b Gassing-up Cargo Tanks (Stage-2)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002 KEY
CG513
CG515
CG524 CG516
SP001 CG510
CG525 CG523 CG511
HEATER
CG522 CG512
IG021 IG020 IG022 CG527 CG526 NO.1 HIGH DUTY COMP. LNG MIXTURE AND
CG519
INERT GAS LINE
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
VAPOUR CROSSOVER
FM FM
LIQUID CROSSOVER
LIQUID CROSSOVER
HEATER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502 CG501

CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 CG531
SP502 LIFT CHECK VALVE MANUAL CONTROL
DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS306
CS307
CS106
CS206
CS207
CS407
CS406
CS107
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101
CL101
CL102
CL100
CL301
CL302
CL300
CL200
CL401
CL402
CL400
CL202
CF402 CF302 CL201 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

3. Stage Two If the pressure increases, request the terminal to reduce the supply of LNG, or d) Request the terminal to stop the supply of the LNG liquid.
(See Illustration 6.2.4b) increase the flow through the HD compressor by adjusting the set point on both
HD compressors’ flow rate to be controlled by adjusting the IGV. e) Stop both HD compressors, if operated.
Inert gas condition CO2: equal to or less than 1 %
Nitrogen gas condition N2: equal to or less than 1 % If the pressure decreases, reduce the flow through the HD compressors by f) Close CS808, the isolating line to the stripping/spray lines.
adjusting the set point of both HD compressor’s flow rate. Alternately shut down
When 5 % CH content (or the quantity that the port authority is allowed) is one of the compressors as necessary, or request the terminal to increase the LNG g) Do not shut down the LNG vaporizer until it has been warmed up
detected at the No.1 vent mast and each vapor dome, request permission from the liquid supply to the LNG vaporizer. But normally HD compressors may not be to the ambient temperature.
terminal personnel to direct exhaust gas to the terminal facilities flare stack. used.
h) Remove spool piece (SP601) after purging with nitrogen and
Normally the HD compressor shall not be used to avoid turbulence inside the When the cargo tank CH content reaches 98 %, throttle in the individual tank testing the gas content.
tanks. If cargo tank pressure can not be maintained in a steady condition due to loading valve until it is only just cracked open.
back pressure from the shore side, then the HD compressor should be used for i) Prepare the cargo system for cool down.
this operation. During the change of atmosphere, purge the following sections for about 5
minutes each: Warning
a) Prepare both HD compressors. All pump discharge valves must not be opened in order to protect the high speed
a) All sections of the stripping/spray header and tank connections, via revolution without the lubricant.
b) Install the spool piece (SP601) connecting the liquid line to the the valves at each vapour dome:
suction for the HD compressors.
No.1 Tank CS105, 106, 107
c) Adjust the set point of the HD compressor’s flow controller. No.2 Tank CS205, 206, 207
d) Open the following valves on the HD compressors: No.3 Tank CS305, 306, 307
No.4 Tank CS405, 406, 407
CG509 inlet to the No.1 HD compressor
b) Purge manual and ESD valves. The manifold bypass valves are not
CG511 outlet from the No.1 HD compressor in use.
CG513 inlet to the No.2 HD compressor
The operation is considered complete when all four cargo tanks have at least a
CG515 outlet from the No.2 HD compressor 98 % CH content and the acceptable CO2 content and/or N2 content as requested
e) Open the following valves: by the terminal.
CL602, liquid header vapour supply to the HD compressors
CG002, compressor supply to the manifold c) Purge the following lines and equipment for five minutes each:
f) Open the vapour manifold valve CG801 (port side). This will i) Low duty and high duty heater, forcing vaporizer, venting via
enable a free flow of gas to the terminal and is a check that the the sampling cocks.
pipeline layout on board has been arranged correctly.
ii) HD and LD compressors with the compressor inlet and outlet
g) Once the flow to the terminal has been established, close valve valves. Make sure to thoroughly purge each compressor in
CL107 at the No.1 vent mast. Using the IAS, adjust the set point of turn.
the No.1 mast riser control valve CG106 to the required value (for
example 23 kPag, so that this valve will remain closed during the iii) Vapour crossover and manifolds CG702 and CG802, venting
normal running of the compressors, but would act in a safety through the manifold flanges CG701 and CG801.
capacity if necessary), and open CG107.
iv) Cargo pump lines, stripping/spray pump lines and the
h) If the tank pressure increases too much, use the IAS start one or emergency cargo pump well via the appropriate line valve and
both of the compressors as necessary. purge sample point.
i) Using the IAS, monitor the pressure inside the tanks. v) Extremities of the vapour header via sample points.

Illustration 6.2.5a Cooling Down Cargo Tanks
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501
KEY
FM
CG524 CG516
CG510
SPRAY LINE
SP001 CG509
CG523 CG511
FROM IGG CG525
HIGH DUTY
HEATER
FM LNG VAPOUR LINE
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
VAPOUR CROSSOVER
FM FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503 BUTTERFLY VALVE REMOTE HYD. CONTROL
FM
CS505 CG532 CG504 GLOBE VALVE AUTOMATIC PNEU. CONTROL
FM
CS504
VAPORIZER
CN683 LIFT CHECK VALVE MANUAL CONTROL
FM
CS503 SP502
CG531
DEMISTER
CG530 TO INS.PRESS.
FLAP CHECK VALVE
LNG
FM (DUO PLATE CHECK VALVE) SPOOL PIECE
VAPORIZER
CS501 CS502
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG402
CG302
CG102
CG202
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS406
CS407
CS306
CS206
CS307
CS207
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL301
CL302
CL300
CL200
CL101
CL102
CL100
CL202
CF402 CF302 CL201 CF202 CF102
CL203
CL303
CL304
CL204
CL403
CL404
CL103
CL104

6.2.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40 °C to -130 °C, over a period of 10 hours e) Open CS808 to supply LNG from the liquid manifold.
will require a total of about 800 m3 of LNG to be vaporized. Cool down rate in
Introduction the cargo tank and insulation spaces is depended on the amount of spraying LNG. f) At each vapour dome open the spray valves CS105, 106, 107, 205,
For typical data taken at gas trial for the vessel refer to the attached chart. 206, 207, 305, 306, 307, 405, 406, and 407.
Arriving at the loading terminal to load the first cargo after refit, or when repairs
require the vessel to be gas free, the cargo tanks will be inert and at ambient Preparation for Tank Cool Down g) Open vapour valves CG101, 102, 201, 202, 301, 302, 401, and 402
temperature. After the cargo system has been purge-dried and gassed up, the on each tank.
headers and tanks must be cooled down before loading can start. The cool down Prepare the heating system for the cofferdams.
operation follows immediately after the completion of gas filling, using LNG h) At the No.1 vent mast, open CG107. Set pressure control valve
supplied from the terminal. a) Prepare the records for the tank, secondary barrier and hull CG106 at 20 kPag to avoid venting except for safety.
temperatures.
The rate of cool down is limited for the following reasons: i) Open the HD compressor’s suction discharge valves CG509, 511,
b) Check if the nitrogen pressurisation system for the insulation spaces 513, and 515.
To avoid excessive pump tower stress. is in auto control mode.
j) Open the HD compressor’s suction from the vapour header CG603
Vapour generation must remain within the capabilities of the HD compressors to c) Check if the gas detection system is in normal operation. and discharge valve CG002 to the vapour manifold.
maintain the cargo tanks at a pressure of 7 kPag (about 108.3 kPaA).
d) Prepare the nitrogen generators. k) Open vapour manifold valve CG801.
To remain within the capacity of the nitrogen system and to maintain the primary
and secondary insulation spaces at the required pressures. e) Prepare both HD compressors. l) When the shore is ready to supply LNG, open ESDS valve CL803.
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are Operating Procedure - Gas Returning through the Vapour Header m) After cooling down the lines, request the terminal to supply a
not a significant limitation on the rate of cool down. (See Illustration 6.2.5a) pressure of 200 kPag at the ship’s rail. Monitor the tank’s pressure
and the cooling down rate.
LNG is supplied from the terminal to the manifold cool down line and from there, Assume that the ship is ready to prepare for cool down after the completion of
directly to the spray header that is open to the cargo tanks. Once the cargo tank gas filling. n) Adjust the flow to the spray bars in order to obtain an average
cool down is near completion, the liquid manifold cross-overs, liquid header and temperature fall of 20 °C per hour in the first five hours and then
loading lines are cooled down. As reported by several ship operators, it seems accepted that the vapour return 10/15 °C per hour thereafter.
through the liquid header instead of the vapour header, makes the cool down
Cool down of the cargo tanks is considered complete when the mean temperature operation more efficient, and prevents liquid droplets in the vapour stream. o) Start one HD compressor (or both as necessary) in order to
except two (2) top sensors in each tank indicates temperatures of -130°C or Alternatively, the procedure for cooling down cargo tanks with gas return via the maintain the tank pressure at about 10 kPag.
lower. When these temperatures have been reached, and the CTS registers the vapour header is as follows:
presence of liquid, bulk loading can begin (GTT defined that target LNG loading p) Check the nitrogen pressure inside the insulation spaces. If it has a
is possible when the mean temperature of the cargo tank is lower than -80°C). a) Arrange the nitrogen piping to preferentially feed the primary tendency to fall, reduce the cooling down rate.
But GTT recommended carrying out the cool down operation of the cargo tank insulation spaces.
to -130°C as per LNG terminal requirement. In cases where other consumers reduce the availability of nitrogen for the
b) Adjust the set point of the nitrogen supply regulating valves insulated spaces, the pressure may temporarily fall below atmospheric pressure.
Vapour generated during the cool down of the tanks is returned to the terminal CN576 and CN579 at 0.2 kPag. This condition is not critical as the differential (Ps-Pp) between the secondary
via the HD compressors (or free flow) and the vapour manifold, as in the normal space pressure (Ps) and the primary space pressure (Pp) does not exceed 3 kPa.
manner for loading. c) Adjust the set point of the nitrogen exhaust regulating valves
CN277 and CN284 at 0.4 kPag. (Ps - Pp) ≤ 3 kPa
During cool down, nitrogen flow to the primary and secondary spaces will
significantly increase. It is essential that the rate of cool down must be controlled d) Open valve CS003, connecting the stripping/spray header with the q) When the average temperatures shown by the sensors installed on
so that it remains within the limits of the nitrogen system to maintain the primary forward manifold, CS004, 002, and 001 on the stripping/spray the pump towers is -130 °C, request the terminal to stop the LNG
and secondary insulation space pressures between 0.2 kPag and 0.4 kPag. header. supply, and close CL803. The other valves should remain open
until the lines have warmed up.
Once cool down is completed and the build up to bulk loading has commenced,
the tank membrane will be at, or near to, liquid cargo temperature and it will take r) Stop the compressor(s) if loading does not take place after cool
a few hours to establish fully cooled down temperature gradients through down.
insulation. Consequently boil-off from the cargo will be higher than normal.

Illustration 6.3.1a Cooling Down Tanks Prior to Arrival
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501
KEY
FM
CG524 CG516
SP001 CG510
CG523 CG511
FROM IGG CG525
HIGH DUTY FM
HEATER
CG522 CG512
STRIPPING AND SPRAY LINE
IG021 IG020 IG022 CG527 CG526 NO.1 HIGH DUTY COMP.
CG519
CG529
FUEL GAS CG506
CG505
TO BOILERS CG521 CG507
LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
FM
CS503
CG531
DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG528 SAFETY RELIEF VALVE STRAINER
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS307
CS407
CS306
CS406
CS206
CS207
CS107
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL301
CL302
CL300
CL101
CL102
CL100
CL401
CL402
CL400
CL200
CL202
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.3 Ballast Passage 2. Three methods of cooling down are possible, and the one selected If there is a long delay at the loading port, the remaining heel will slowly boil-off
will depend on the operating conditions of the ship. and the gas available for burning will be reduced. Therefore, care must be taken
A characteristic of the cargo tanks of the Gas Transport membrane type is that as to stop gas burning as the tank system pressures continue to drop when the
long as some quantity of the LNG remains at the bottom of the tanks, the a) Cool down the tanks with LNG supplied from the shore. temperature rises. The degree of natural warm-up will depend on time, voyage
temperature at the top will remain below -50 °C. and weather conditions.
b) Cool down the tanks just before arrival at the loading terminal.
However, if the ballast voyage is too long, the lighter fractions of the liquid will At the previous cargo discharge, a LNG heel is retained in one After refit, the first ballast voyage will have to be made by using fuel oil.
evaporate. Eventually most of the methane disappears and the liquid remaining of the tanks, provided that the heel does not exceed 10% of the
in the tanks at the end of the voyage is almost all LPG with a high temperature tank length (see sloshing). On top of the quantity to be sprayed, Due to the different calorific values of fuel oil and gas, engine power must be
and a very high specific gravity that precludes pumping. Thus the operator the amount of the LNG heel to be retained will be calculated controlled to prevent overloading the boilers.
should consider heel ageing for the coolant when ballast voyage is too long. by assuming a boil-off equivalent of 45 % of the boil-off
under laden voyage conditions. Note !
Due to the properties of the materials and the design of the membrane cargo The pressure in the insulation spaces shall be maintained between 0.2 kPag and
containment, cooling down prior to loading is, theoretically, not required for the c) Maintain the cargo tanks cold during the ballast voyage by 0.4 kPag as per GTT recommendation.
tanks. However, to reduce the generation of vapour and to prevent any thermal periodically spraying the LNG so that the average temperature
shock on the heavy structures, e.g. the pump tower, loading takes place when the inside the tanks does not exceed -130 °C. As before, a LNG y N2 Supply regulating valve:
tanks are in a “Cold State”. heel is kept in one of the tanks, provided that the level does Open the valve at 0.2 kPag
not exceed 10 % of the tank length (see sloshing). On top of Close the valve at 0.3 kPag
Cold Maintenance During Ballast Voyage the quantity to be sprayed, the amount of the LNG heel that
needs to be retained will be calculated by assuming a boil-off y N2 Exhaust regulating valve:
Different methods are used to maintain the coldness of the cargo tanks during equivalent to 45 % of the boil-off under laden conditions and Open the valve at 0.4 kPag
ballast voyages: heel ageing in a long ballast voyage. Close the valve at 0.3 kPag
1. For short voyages a sufficient amount of LNG is retained in each Whichever method is used, cool down by spraying LNG inside the tanks. Each During cool down and loading operations, the set point of N2 exhaust regulating
tank at the end of discharge. The level must never be above 10% of tank is provided with two spray rings, each capable of a the same flow rate. valve may be adjusted to 0.4 kPag in view of the safety margin of the operating
the length of the tank and the quantities can be calculated by range with the lack of N2 supply.
considering a boil-off of approximately 45 % of the boil-off rate Note !
during laden voyage. There is also a need to arrive at the loading The quantity of the LNG to be retained on board will have to be calculated with
port with a minimum layer of 10 cm of liquid spread over the enough margin to avoid the situation at mid-voyage where the residual is too
whole surface of the tank bottom (with the ship on even keel). heavy for the pump to operate.
Conservation of bunkers is important; consequently, the cooperation of all

LNG terminal requirement members of the management team is essential to ensure as much boil-off gas as
possible to supply boiler fuel demand, thus keeping fuel oil consumption to a
ATR (Arrival Temperature Requirement) minimum.
(T 3 + T 4 + T 5 + T 6)  The LD gas compressor is used for gas burning on the ballast voyage in the same

 ATR = 4  ≤ −130°C way as on a loaded voyage, with control of the compressor from vapour header
  pressures (See section 6.5 gas burning operation).
Additional cool down should be carried out at the LNG terminal, when the cargo Gas burning during ballast passage can be done with gas to the boiler on free
tank temperature is higher than ATR. flow. The LD compressor does not need to be operated.

Illustration 6.3.1b Cooling Down
TYPICAL : CARGO TANK TEMP. VARIATION Spray Head Pressure Vs LNG Flow
FOR TANK COOLDOWN
60
20.0 No.1 TK One Rails Flow
No.1 TK All Rails Flow
0.0 No. 2/3 TK One Rails Flow

50
13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:00 20:30 21:00 21:30
No. 2/3 TK All Rails Flow
-20.0 No.4 TK One Rails Flow

T1(TOP)
T2(95%) 40 No.4 TK All Rails Flow
Spraying LNG Flow (m3/h)

-40.0 T3(85%)
T4(50%)
TEMP(°C)
T5(25%)
-60.0 T6(BOTTOM) 30
MEAN TEMP
-80.0
20
-100.0
10
-120.0
-140.0 0
TIME(HOUR) 1.4 1.9 2.0 2.1 3.3 3.5 3.7 3.8 3.9 4.7 4.9
Spray Head Pressure (bar)
TYPICAL : INSULATION SPACES TEMP. VARIATION

FOR TANK COOLDOWN
15.0
10.0
TOP(1) F.P.U.C(3)
F.P.U(6) F.P.L(9)
F.C.U(4) F.C.L(8)
5.0
A.S.U.C(2) A.S.U(7)
TEMP (°C)
A.S.L(10) A.C.M(5)
A.S.B(11) PP.T.S(12)
A.P.B(14) B.C(13)
0.0
13:30 14:30 15:30 16:30 17:30 18:30 19:30 20:00 20:30 21:00 21:30
(5.0)
(10.0)
TIME (HOUR)

6.3.1 Cooling Down Tanks prior to Arrival h) When all the tanks have attained the required temperature, (ATR:
(See Illustration 6.3.1a) Arrival Temperature Requirement) either continue to spray tanks
until required heel is transferred, or as follows:
It is assumed that all valves are closed prior to use, and heel for cool down has
been retained in the No.4 cargo tank. All other tanks have been allowed to warm  (T 3 + T 4 + T 5 + T 6) 
up due to the length of the voyage.  ATR =  ≤ −130°C
 4 
Set the forward mast riser setpoint to 15 kPag, and put the LD compressor(s) on
line to supply the engine room with boil-off gas for the boilers. i) Transfer the required amount of heel to each tank to maintain cool
down condition in the tank.
Check the nitrogen system for a high flow operation.
j) Open valves CS104, CS204, and CS304 for drain in the line.
Set the supply valve CN976, with nitrogen to the insulation space header, at 500
kPaA. k) On completion of the cool down, leave the spray header valves
open to allow the spray line to warm up to the ambient temperature
Confirm the set point of N2 supply regulating valve to 0.2 kPag. before closing them.
Confirm the set point of N2 exhaust regulating valve to 0.4 kPag.

Cargo line cooling down:
a) Open the vapour dome outlet valves to the vapour header CG102,
101, 202, 201, 302, 301, 402 and 401. Normally, cooling down for cargo lines on membrane type LNG vessel
may not be required before reaching of the terminal.
b) Open the valves on the spray line header CS105, 205, 305, 405, The operator should review “the implementation procedure” between the
001, 002 and 004. seller and the buyer.
c) Open the spray inlet valve to the No.4 tank CS406 and 407. Cargo spray nozzle
d) Open the spray inlet valves to No.1, 2, and 3 tanks CS107, 207 and
307.
e) Start the No.4 spray pump and open the spray discharge valve
CS401 to allow minimum flow and to cool down the spray header.
The return valve CS404 will control the pressure in stripping/spray
main line.
f) Once the cool down of the spray header to No.4 tank is complete,
shut spray valve CS406 to allow the remainder of the spray line to
cool down. Keep the valve CS407 open.
Care should be taken to controlling the vapour pressure in the boilers, as fuel, or
in the case of an emergency, is vented to the atmosphere via the No.1 vent mast.
Body Cap
Nozzle CAPACITY (Liters / Minule) SPRAY ANGLE
g) Once all spray headers are cool, increase the flow by adjusting the Inlet Capacity Orifice
Diam.
Orifice
Diam. MATERIAL
Connection Size
spray pump discharge valve, and direct the flow to tanks to NPT
Nom Nom
0.5 1 1.5 2 3 6 0.5 1.5 6
mm mm
maintain an even cool down and control of vapour pressure. bar bar bar bar bar bar bar bar bar
3/4 BD
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L
- 316LSS25

Illustration 6.3.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
SP001 CG510
CG523 CG511
CG525
CG526 HEATER
IG021 IG020 IG022 CG527 CG522 CG512
CG519
CG529
FUEL GAS CG506
CG505
LOW DUTY
VAPOUR CROSSOVER
FM FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG503
CS505
FM
CG532 CG504
VAPORIZER
FM
CS504 CN683
FM
CS503 SP502
CG531 DEMISTER LIFT CHECK VALVE MANUAL CONTROL
CG530 TO INS.PRESS.
FM
VAPORIZER
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CS401CS402
CL306
CL106
CS307
CS407
CS306
CS406
CS206
CS107
CS106
CS207
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL301
CL302
CL300
CL200
CL202
CL201
CL101
CL102
CL100
CF402 CF302 CL203 CF202 CF102
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.3.2 Spraying During Ballast Voyage Sloshing

From the experience gained on the first LNG ships put into service and from a
Assuming a single tank is to be cooled down using the heel in that tank. large number of model tests and computer analyses, Gas Transport have
designed new tanks that are reasonably free from risk of sloshing.
It is assumed that all valves are closed prior to use, and it is No.4 tank.
The ship’s cargo tanks are designed to limit the impact forces, and the safety
Set the forward mast riser set point to 15 kPag and the LD compressor(s) on line margin has been considerably enlarged. However, operators should always be
to supply the engine room with boil-off gas for the boilers. aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.
Check the nitrogen system for high flow operation.
Precautions to Avoid Damage Due to Sloshing
kPag. Filling limit for cargo tanks level:
Confirm the set point of N2 supply regulating valve to 0.2 kPag. The first precaution is to maintain the level of the tanks within the required
limits, i.e.:
Lower than a level corresponding to 10% of the length of the tank,
101, 202, 201, 302, 301, 402 and 401. Or
b) Fully open the spray inlet valves to the No.4 tank CS406 and 407. Higher than a level corresponding to normally 70% of the height of
Partially open isolating valve CS405 to the spray line. the tank.
c) Start the No.4 spray pump and open the spray discharge valve Ship’s movement:
Pressure in stripping/spray main line shall be controlled by CS404. The second precaution is to try to limit the ship’s movement, which generates
sloshing in the tanks.
d) Once cool down of the spray header to the No.4 tank is complete,
open CS405 and increase the flow rate by adjusting the spray The amplitude of sloshing depends on the condition of the sea (wave pattern),
pump discharge valve to allow an even cool down and control of the trim, and the speed of the ship.
vapour pressure.
Care should be taken to control the vapour pressure either in the boilers as fuel,
or venting to the atmosphere via the forward riser.
e) On completion of cool down leave the spray header valves open to

allow the spray line to warm up to ambient temperature before
closing them.
The above operation can be repeated for each individual tank.

Illustration 6.4.1a Cargo Lines Cool Down
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG515
CG513 KEY
SP501 FM
CG524
LNG VAPOUR LINE
CG516
SP001 CG510
CG509
FROM IGG CG525 CG523 CG511 LNG LIQUID LINE
HIGH DUTY FM
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
SPRAY LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.

CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
LIFT CHECK VALVE MANUAL CONTROL
FM
SP502
CS503
CG531
DEMISTER
CG530 TO INS.PRESS.
LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CL705
CS705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL103
CL104
CL406
CL306
CL106
CS107
CS206
CS407
CS306
CS307
CS406
CS207
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101
CL200
CL401
CL402
CL400
CL202
CL301
CL302
CL300
CL201
CL101
CL102
CL100
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404

6.4 Loading The cargo tanks must be maintained in communication with the vapour header 6.4.2 Cargo Lines Cool Down
on deck, with the vapour valve on each tank dome open.
6.4.1 Preparations for Loading Assuming the ship is port side alongside.
The vent mast No.1 must be maintained ready during the loading operation for
It is assumed that all preparatory tests and trials have been carried out as per automatic venting. a) Open valves, CS001, 002, 003, 004, CL410, 310, 210, and 110.
section 6.3 on the ballast voyage prior to arrival at the loading terminal.
If the tanks have not been previously cooled down, LNG spraying must be b) On each vapour dome, open the following valves to allow the
All operations for the loading of cargo are controlled and monitored from the carried out. supply of LNG to the spray nozzle: CS105, 106, 107, 205, 206,
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are 207, 305, 306, 307, 405, 406 and 407.
carried out in a sequence to satisfy the following: Alongside the Terminal
c) Open the vapour manifold valve CG801.
1. The cargo tanks are filled at a uniform rate. a) Connect and bolt up the shore ground cable.
d) Open the manifold valves CL803 and CS808, which will allow
2. List and trim are controlled by the ballast tanks. b) Connect and test the shore communication cable. liquid into the stripping/spray main via a crossover valve CS003, if
necessary for additional cool down in the tanks.
3. The cargo tanks must be filled to the heights provided in the c) Test the telephone for normal communication with the terminal.
loading tables. e) Assuming that the aft loading arm is the first to be cooled down:
d) Test the back-up communication arrangements with the terminal. Crack open the liquid filling valves CL100 and CL400 for tanks
4. During topping off, the ship should have a trim that is limited 1 m No.1 and 4.
by the stern, but if possible, keep it on an even keel. e) Change over the blocking switch for the shut down signal from the
terminal, and from the blocked to the terminal position. f) Inform the terminal that the ship is ready to receive LNG.
5. During loading, the ship may be trimmed according to the terminal Open the LNG liquid manifold ESD valve CL804 on the liquid
maximum draught, in order to assist in emptying the ballast tanks. f) Connect the terminal loading arms to the four LNG crossovers and manifold.
one vapour crossover. This operation is done by the terminal
6. The structural loading and stability, as determined by the loading personnel. The terminal should be instructed to begin pumping at a slow rate for
computer, must remain within safe limits. approximately 15 minutes, in order to gradually cool down the terminal piping
g) Check the coupling bolts or lubrication and correctly torques, and and the ship’s headers.
An officer responsible for the operation must be present in the CCR when cargo the applied QCDC (Quick connection and disconnection) gasket
is being transferred. A deck watch is required for routine checking and/or any for damage. g) Open the valve CL808.
emergency procedures that must be carried out on deck during the operation.
h) In the cargo control room (CCR), switch on the cargo tank level Slowly increase the terminal pumping rate until the liquid main and spray
During the loading operations, communications must be maintained between the alarms and level shutdowns which are blocked at sea. headers have cooled down (approximately 40 minutes).
ship’s CCR and the terminal: telephone and signals for the automatic actuation
of the Emergency Shutdown from or to the ship. i) Switch the independent level alarms from “blocked” to “normal” Note !
on each tank. In order to avoid the possibility of pipe sections hogging, the liquid header and
When the ship is being served with LNG and mainly during loading, the crossovers must be cooled down.
following are required: j) Switch the derived level alarms from “blocked” to “normal” on
each tank. h) Fully open the filling valves to the tanks CL400, 300, 200, and 100.
The pressurisation system of the insulation spaces must be in operation with its
automatic pressure controls. k) Verify if alarms for level shut downs blocked are cleared. On completion of the loading arm’s cool down.
The secondary level indicating system should be maintained with ready for l) Connect the nitrogen purge hoses to the crossover connections and i) Open the liquid manifold valves CL805, 806, 807, 808 and the
operation. purge the air from each loading arm, or by using N2 gas from the LNG manifold ESD valves CL801, 802, 803, 804.
shore.
The temperature recording system and alarms for the cargo tank barriers and j) Inform the terminal to increase the loading rate to the ship’s
double hull structure should be in continuous operation. m) Pressurise each loading arm with full nitrogen pressure through the maximum capacity.
purge valve, and soap test each coupling for tightness.
The gas detection system and alarms must be in continuous operation. k) Close the valve CS808.
n) Bring the ship to a condition of no list and trim, and record the
Normally when loading cargo, vapour must be returned to the terminal by means arrival conditions for custody transfer documentation. Official On each tank, keep the spray valves to the spray nozzle open in order to avoid
of the HD compressors or shore compressor. The pressure in the ship’s vapour representatives of both buyer and seller are present when the over-pressure due to line warm up.
header is maintained by adjusting the compressor flow. printouts are run.
Start one HD compressor and adjust the flow rate to maintain the tank vapour
pressure at 5 kPag .

Cool Down & Loading Sequence
BERTHING
SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & WARNING BUOYS
INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),

ESD PNEUMATIC HOSE
TRIP TEST
SHIP/SHORE PRE-UNLOADING 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)
LIQUID ARM COOL DOWN

PURGING THE LIQUID LOADING ARM
TRIP TEST
DISCONNECTING LIQUID LOADING ARM
INERT GAS PURGING STARTED

PURGING THE VAPOUR RETURN ARM
VAPOUR LINE OPENED
INERT GAS PURGING FINISHED DISCONNECTING VAPOUR RETURN ARM
OPENING CTMS
COOL DOWN OF CARGO TANKS STARTED STOP WATER CURTAIN
MEETING AFTER LOADING

COOL DOWN OF LIQUID LINE
REMOVAL OF WANING BUOYS
DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)
COOL DOWN OF CARGO TANKS COMPLETED
REMOVING THE SHORE GANGWAY

COOL DOWN REMAINING LOADING ARMS
UNBERTHING

LNG Loading Operation Sequence
BERTHING

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN


O2 PURGING WITH N2 & LEAK TEST

INITIAL GAUGING (OPENING CTMS)

RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR LOADING ARM
ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN
LOADING ARM COOLING-DOWN

MEETING AFTER LOADING
ESD TEST UNDER COLD CONDITION REMOVAL OF WARNING BUOYS

COMMUNICATION SYSTEM (F/O CABLE)
START LOADING
SAMPLING
REMOVING THE SHORE GANGWAY
FINISH LOADING
UNBERTHING

Illustration 6.4.3a Loading with Vapour Return to Shore
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
SP001 CG510
CG523 CG511
CG525
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
LNG LIQUID LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
FM
CS505 CG532
FORCING
CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 SP502
CG531
DEMISTER
CG530 TO INS.PRESS.
CS501 CS502
VAPORIZER
FM
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS106
CS407
CS307
CS406
CS207
CS206
CS306
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL200
CL101
CL102
CL100
CL301
CL302
CL300
CL202
CL201
CF402 CF302 CF202 CF102
CL403
CL404
CL203
CL204
CL303
CL304
CL103
CL104

6.4.3 To Load Cargo with Vapour Return to Shore g) Open gas outlet valves on the tank gas domes (normally these s) High level alarms. When any tank approaches 95 % capacity,
valves are left open). inform the shore (signal from main segment).
It is assumed that all valves are closed prior to use, and that the ship is port side
alongside. Tank No.1 CG102, CG101 High/High level alarm. Standby valve before level approaches
Tank No.2 CG202, CG201 about 98 % (signal from main segment).
Checks to be made before cargo operation:
Tank No.3 CG302, CG301 Close valve at correct filling limit capacity.
a) Test the remote operation of all tank valves and manifold crossover Tank No.4 CG402, CG401
valves. High High level alarm will sound at 98.0 % capacity and filling
h) Open valves CG509, 511, 513, 515. on the HD gas compressors. valve concerned will automatically close (signal from independent
b) Test the remote operation of ballast valves. Test the HD sensor).
compressors, ballast pumps, safety systems and glycol heating i) Check the followings;
systems. Optical fibre system Extreme High level alarm will operate at 99.3 % capacity and will
Connection of liquid and vapour arms initiate the Emergency Shut Down System (signal from
Safety precautions: independent sensor).
Communications with shore
a) Make sure that the hull water curtain is in operating on the port Ship/shore electrical and pneumatic connections and safety devices Warning
side. ESDS Extreme and very high level alarms and shut downs are emergency devices only
If the ship loading from portside; and should on no account be used as part of the normal topping-off operation.
j) Carry out safety inspections.
b) Prepare the fire fighting equipment, water hoses and protective t) Before topping-off the first tank, request shore to reduce loading
clothing ready for use. In particular, the manifold dry powder k) Complete the relevant ship/shore safety checklist. rate and continue reducing when topping off each following tank.
monitors should be correctly aligned and ready for remote When a tank is at its required level, close the corresponding
operation. Make sure the water spray system on deck is ready for l) Open the filling valve of tank No.4 and tank No.1 fully, CL400 loading valve tank No.1 CL100, tank No.2 CL200, and tank No.3
operation, and that filters are installed and off shore blanks are and CL100. CL300. It is convenient to finish loading by tank No.4 for ease of
removed. Open the filling valves of tank No.2 CL200, and tank No.3CL300. line draining, leave a capacity of 50 m3.
(See cargo line cool down)
c) Prepare both HD compressors with seal gas and the lub oil system u) Stop loading when the final tank reaches a capacity according to
in operation. m) Increase the loading rate. the filling chart, minus an allowance for line draining, and leave
tank No.4 loading valve open (CL400).
Nitrogen system: n) Start the de-ballasting programme. Keep draught, trim and hull
stresses within permissible limits by controlling de-ballasting. v) Liquid lines, including the horizontal part of the crossover, will
a) Make sure that the nitrogen storage tank is at maximum pressure. Refer to trim and stability data. automatically drain to tank No.4. The inclined parts of the
manifold are purged inboard with nitrogen.
b) Arrange the nitrogen piping to preferentially feed the primary o) Start bulkhead heating in the cofferdams. This should already be
insulation spaces. running automatically. w) On completion of draining loading arms, close the liquid manifold
ESDS valves.
c) Check the additional supply valve CN572 as stand-by. p) Monitor tank pressures in order to achieve a pressure of about The shore lines are now pressurised at 200 kPag to 300 kPag of
8 kPag. Open the valve CG603 vapour header to the compressors nitrogen.
d) Adjust the set point of the nitrogen supply regulating valves and valve CG002 on the compressor’s discharge side. Start one or
CN576 at 0.2 kPag, and CN579 at 0.2 kPag. both HD compressors as necessary. x) Open the liquid manifold drain valves CS803, 806, 809, and 812 to
allow nitrogen to flush the liquid into the No.4 tank.
e) Adjust the set point of the nitrogen exhaust pressure control valves, q) Adjust the opening of the tank filling valves to maintain an even Close the bypass valves when the nitrogen pressure has fallen to 50
at the primary insulation space, CN277 at 0.4 kPag and at the distribution. to 100 kPag.
secondary insulation space, CN284 at 0.4 kPag. Repeat the operation 3 times, or until no liquid remains in the
(See Illustration 6.4.4a) r) Ease the filling valve of each tank as the tank approaches full manifold lines.
capacity. Arrange to terminate tanks at 15 minute intervals.
f) Switch on the unblocking level alarms in the Custody Transfer
System and run the custody transfer print out for official tank
gauging. CTS should be open before loading arm cool down
operation.

Illustration 6.4.3a Loading with Vapour Return to Shore
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
SP001 CG510
CG523 CG511
CG525
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
LNG LIQUID LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
FM
CS505 CG532
FORCING
CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 SP502
CG531
DEMISTER
CG530 TO INS.PRESS.
CS501 CS502
VAPORIZER
FM
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS106
CS407
CS307
CS406
CS206
CS207
CS306
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CL305
CF401 CF301 CF201 CF101
CL200
CL401
CL402
CL400
CL101
CL102
CL100
CL301
CL302
CL300
CL202
CL201
CF402 CF302 CF202 CF102
CL403
CL404
CL203
CL204
CL303
CL304
CL103
CL104

y) The purging of the liquid lines should be carried out one at a time.
Item Details W.Time Remark
z) When gas readings obtained from an explosimeter are less than
1. Arrival at berth First line to shore
50 % LEL at the vent cocks, all valves are closed and the loading
arms are ready to be disconnected. Berthing 2. Completed mooring 1.0 Made fast
SUB TOTAL 1.0

aa) Leave the loading valve of tank No.4 (CL400) open until the
1. Onboard meeting (1) 1.5
piping has returned to the ambient temperature.
2. Ship-shore connection During the meeting
In CCR - Gangway attached
- ESDS Connection
a) Tank level alarms;
- Arm flanging
Inhibit independent level alarms prior to proceeding to sea.
- Leak test & O2 Purging
b) Complete the de-ballasting operation to obtain an even keel Inert gas purging
3. Line up for purging the inert gas 0.5
(Gassing-up)
situation for final measurement. When measurement is completed,
4. Liquid arm cool down 1.5
adjust the ballast tank levels for sailing condition.
5. Trip test (1) 0.5
c) Stop the HD compressors before closing vapour manifold ESDS 6. Started inert gas purging
valve CG801 (when ship is loading from portside) for nitrogen
7. Finished inert gas purging 20.0 CO2 Content in volume ≤ 1.0 %
purging and disconnecting the loading arms. Close CTS by
independent surveyor. Including line purge
SUB TOTAL 24.0

d) Disconnect the vapour arms. 1. Onboard meeting (2) 1.5
2. Line up for tank cool down (Disconnect spool piece) During the meeting
e) Prepare the cargo system for gas burning at sea.
3. Opening CTMS 0.5
f) Open the valves necessary to allow warming up. These are 4. Start tank cool down Liquid supply (80 M3/H)
normally the filling valves and the spray valves on the tank domes. Tank cool down
5. Complete tank cool down 10.0 Tank Temp. -130 ℃
(Average of top & bottom cooldown of remaining arms
SUB TOTAL 12.0
1. Onboard meeting (3) 1.0 Line up for loading
2. Trip test (2) 0.5
3. Start loading Cargo sampling
4. Complete loading 14.0 Test of ship's cargo pump (1.0 HR)
Loading rate : 10,000 M3/H
Loading 5. Liquid line purging & drainage 0.5
6. Liquid & vapour arm purging 0.5
7. CTMS Closing 0.5
8. Closing meeting (4) 2.0 Documentation
9. Disconnection of loading arm, ship shore link & gangway 1.0
SUB TOTAL 20.0
1. M/T Warming for sailing 2.0

Unberthing 2. Unberthing 1.0 Pilot on board
SUB TOTAL 3.0
GRAND TOTAL 60.0

Illustration 6.4.4a Nitrogen Set-up During Loading

Insul. Press. Main
To Primary Insul.
Press. Main
CN976
FM
(37 m3, 1,000 kPa)
Set 5 bar
CN973
CN975
CN977
CN576
CN577 CN575
CN683
N2 Main Line
LNG VAP.
CN974
CN574
CN572 CN571
CN582
CN581
CN573
CN579
CN580 CN578
SP502
CN587
Gas Sampling Line
To BLR FG NO.2 To No.4 Vent Mast
N2 Purge VACUUM PUMP
CN585
NO.1
VACUUM PUMP
From
Engine Room
CN487 CN486
From Stripping Line
CN274
CN374
CN174
CN474
CN475
CN279 CN282
CN375
CN275
CN175
CN276
CN283
CP484
CP384
CP284
CN284
CN277
CN280
CN278
CN281
CN285
CP178
CN576
CN577 CN575
CN683
H
LNG VAP.

CN574
CN572
CN571
CN582
CN581
CN471 CN371 CN271 CN171

CN573
CN579
CN580 CN578
SP502
N2 VENT MAST
Vacuum
Pump
Compressor
CP591
CP590
HD/LD
CP589

6.4.4 Nitrogen Set-up During Loading

The operating procedure for normal inerting is as follows.
a) Start one nitrogen generator to pressurise the buffer tank. The

pressure drop in the buffer tank actuates the starting of the
generator. In the case of a large nitrogen demand, the stand-by
generator will automatically start.
b) Adjust the set point of the nitrogen supply regulating valves

CN579 to the secondary header at 0.2 kPag and CN576 to the
primary header at 0.2 kPag.
c) At the forward part of the trunk deck, make sure that the valves
CN276, CN278, CN283, and CN285 are open.
d) Adjust the set point of the nitrogen exhaust regulating valves

CN277 (primary) at 0.4 kPag, and CN284 (secondary) at 0.4 kPag.
Note !
If either the supply or exhaust regulating valves fail, the stand-by regulating
valve can be brought into operation, CN572 (supply) and CN280 (exhaust).
Under normal operations these valves are left isolated.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
This condition is not critical insofar as the differential pressure (Ps - Pp) between
the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
exceed 3 kPa:
(Ps - Pp) < 3 kPa
Warning
When the depression in the primary insulation spaces, relative to the secondary
insulation spaces, reaches 3 kPa, the two insulation spaces shall be immediately
inter-connected - which will involve a manual operation.
When put in communication and therefore subjected to the same nitrogen

pressure, the primary and secondary insulation spaces can withstand a large
depressurisation 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
primary membrane.
In this respect, it should be recalled that this membrane is subjected to a

-80 kPag vacuum pressure both during global testing at the construction stage
and also for the insulation spaces cycles purging.

Illustration 6.4.5a De-Ballasting
(P
)
(P ) (P ) (P )
TK
BA228
.B. TK TK TK P )
R
W
. B. . B. .B. TK( (BA501/BA502)
E/
W.
W
W.
W
W.
W
.W .B. IN BOSUN STORE
S. C O .4 O .3 O .2 .1 W (WATER TIGHT DECK)
To Atmos Cond.
N N N NO
)
K(P
T
BA202 (P) (P) (P) (P)
B.
. TK . TK . TK . TK
W.B W.B W.B W.B
W.
To Main Cond. DB. D B. DB. D B.
NO.4 NO.3 NO.2 NO.1
EP
DE
D
BA222
FW
BA006
BA212
SLEEVE
DOUBLE
BA220 BALLAST MAIN
*
NO. 2 B.P
EM'CY BILGE
BA004 BA001
SUCTION
BA229 STEEL PIPE
BA210 BA206
A.P. TK BA227

F.P. TK
* BA218
TO I.G.G. SYS
STAND-BY
BA208 BA205
BA226 B.P B.T. RM
BA217 BA207 BA034 BA003

*
BA036
NO. 1 B.P BA002
BA215 BA203
)
K(S
T
.B.
(S) K(S) (S) K(S)
. TK .B. T . TK .B. T
PW
W.B B. W W.B B. W
.4 DB. D DB. D
NO.3 .2 NO.1
EE
NO NO
DD
BA201
FW
BA214 BA231
S. C (S ) (S ) (S ) (S )
TK TK TK TK
. B. . B. B. .B.
BA213
.W W W. .W
W. .
B.S TRIP. )
(S
ADAPTER 4 W W 1W
EDUCTOR TK FLANGE
From Water .B.
O . O .3 .2 .
NO NO
W
BA225
Spray Pump E/
R N N

Piece
Pipe Duct
Spool
Piece

6.4.5 De-Ballasting No.3 DB.W.B tank port BA024, BA025 To Strip the Ballast Tanks Using Ballast Eductor
No.3 W.W.B tank starboard BA020
a) Open the eductor drive water overboard discharge valve BA214 and
Operating Procedures No.3 DB.W.B tank starboard BA021, BA022
BA225.
No.4 W.W.B tank port BA029
It is assumed that the main sea water crossover pipe is already in use, supplying No.4 DB.W.B tank port BA030, BA031 b) Open the drive water supply from the water spray pump, valve
other sea water systems, e.g. the main circulating system. The sea water service No.4 W.W.B tank starboard BA026 BA213.
system and the cargo and ballast valve hydraulic systems are also in service. No.4 DB.W.B tank starboard BA027, BA028
E/R port BA202 c) Open eductor suction valve BA203.
To De-Ballast the Ship by Gravity
E/R starboard BA201
d) Start one (1) water spray pump.
! Caution Fore peak BA004, BA001
Mal-operation of the ballast system will cause damage to the GRP pipework. After peak BA229 e) Open the valve on the first tank to be stripped.
Damage is generally caused by a pressure surge due to sudden changes in the Deep tank port BA005
flow rates. During the de-ballasting operation, this can be caused by fully or When it becomes necessary to start the ballast pumps:
Deep tank starboard BA003
partly opening a full tank into the main lines when under vacuum.
e) Open valves BA207, BA209 and BA211. No.1 W.W.B tank port BA011
Under no circumstances should a vacuum be drawn from the ballast main that is No.1 DB.W.B tank port BA012, BA013
closed. f) Close valves BA215 and BA222. No.1 W.W.B tank starboard BA008
No.1 DB.W.B tank starboard BA009, BA010
Before starting de-ballast operations, the main lines must be purged of any air g) Check that the ballast tank valves are open.
pockets in the following manner.
No.2 DB.W.B tank port BA018, BA019
h) Start the ballast pump(s).
a) Open the overboard discharge crossover line valves BA227,
BA226 and BA205, BA206, BA215, and BA222 on the ballast i) Open the pump(s) to be used delivery valve BA217 (No.1), BA221 No.2 DB.W.B tank starboard BA012, BA013
water crossover line. (No.2), BA219 (Stand-by). No.3 W.W.B tank port BA023
b) Open overboard discharge valve BA225. j) As the tank reaches the required level, open the valves on the next No.3 W.W.B tank starboard BA020
tank before closing the valves on the first tank.
c) Open the forward deep ballast tank valves port and starboard
BA003, BA005, or No.1 ballast tanks port and starboard BA009, De-ballasting operation should be carried out wing water ballast tank
BA012, if the forward ballast tanks do not have sufficient head of first. After that, continue those operation for double bottom water No.4 DB.W.B tank port BA030, BA031
water to gravity flow. ballast tank. No.4 W.W.B tank starboard BA026
A flow will now be established. k) When suction has been lost on all tanks, close the delivery valves E/R port BA202
on the pumps to be used BA217 (No.1), BA221 (No.2), BA219
E/R starboard BA201
d) Open the valves on the tank(s) to be emptied as per the de- (Stand-by), and stop the pumps.
Fore peak BA004, BA001
ballasting plan.
l) Close tank valves, ballast crossover valves BA205, BA206, After peak BA229
Deep tank port BA005
discharge crossover valves BA226, BA227, and the overboard
Deep tank starboard BA003 f) When one tank has been stripped, make sure that the next tank
discharge valves BA225.
No.1 W.W.B tank port BA011 valve is opened before closing the previous tank.
No.1 DB.W.B tank port BA012, BA013 m) Strip the ballast tanks as required (see below).
No.1 W.W.B tank starboard BA008 Above operation can be operated using the sequential program in g) When all tanks have been stripped stop water spray pump.
No.1 DB.W.B tank starboard BA009, BA010 the IAS.
h) Close the eductor suction valve BA203.
No.2 DB.W.B tank port BA018, BA019 i) Close the eductor drive water valves BA213.
No.2 DB.W.B tank starboard BA015, BA016 j) Close the eductor overboard discharge valve BA225.

Illustration 6.5.1a Normal Boil-Off Gas Burning
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
CG524 CG516
SP001 CG510
CG509
CG525 CG523 CG511 KEY
HEATER
CG522 CG512
IG021 IG020 IG022 CG527 CG526 NO.1 HIGH DUTY COMP. LNG VAPOUR LINE
CG519
CG529
FUEL GAS CG506
CG505
CG521 CG507
TO BOILERS
LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.

CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 SP502
CG531
DEMISTER
CG530 TO INS.PRESS.
LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS201 CS202
CS401 CS402
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS206
CS306
CS307
CS107
CS407
CS406
CS106
CS207
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101
CL200
CL301
CL302
CL300
CL202
CL401
CL402
CL400
CL201
CL101
CL102
CL100
CF402 CF302 CF202 CF102
CL403
CL404
CL203
CL204
CL303
CL304
CL103
CL104

6.5 Loaded Voyage with Boil-Off Gas Burning If the selected normal boil-off value is too small, the tank pressure will slowly d) Open valves CG603 and CG501, 503 vapour supply to the LD
increase until it reaches the maximum value selected. If the tank pressure value compressors and low duty heaters.
6.5.1 Normal Boil-Off Gas Burning increases above the maximum selected value, the normal boil-off value will be
increased until the tank pressure decreases below the selected value. e) At low duty heater;
Introduction Open valves CG517, 521 heater inlet and outlet.
If the tank pressure continues to increase because steam consumption is not Steam supply to the heater.
During a sea passage when the cargo tanks contain LNG, the boil-off from the sufficient to burn all the required boil-off, the steam dump will open.
tanks burns in the ship’s boilers. The operation starts on deck, and is controlled In CCR
by the ship’s engineers in the CCR and Engine Control Room. If for any reason The steam dump opens when the normal boil-off valve is 5 % above the original
the boil-off cannot be used for gas burning, or if the volume is too great for the selected value, and when the tank pressure has reached the pre selected dump f) Adjust set point control to 115 kPaA on the No.1 vent mast.
boilers to handle, any excess vapour must be vented to atmosphere (Section operating pressure.
1.13) via the No.1 vent mast. g) On the gas compressors, adjust the normal boil-off valve (IGV) to
With the present setting, an increase of 5 % of the normal boil-off corresponds 60 % for a loaded condition, with the tank pressures minimum and
Operation approximately to an increase of tank pressure by 4 kPag above the maximum maximum at 105 kPaA and 109 kPaA and the steam dump opening
tank pressure selected. pressure at 113 kPaA.
The cargo tank boil-off gas enters the vapour header via the cargo tank vapour
domes. It is then directed to one of the LD compressors, which pump the gas to The cargo and gas burning piping system is arranged so that excess boil-off can When the engine room is ready to start gas burning, ensure that there is sufficient
the low duty heater. The heated gas is delivered to the boilers at a temperature of be vented should there be any inadvertent stopping of gas burning in the ship’s nitrogen to purge the lines to the boiler i.e. > 500 kPaA in the buffer tank.
+30°C via the fuel gas master valve CG405. The inlet guide vane position is boilers. The automatic control valve CG106 at the No.1 vent mast is set at 23
governed by fuel gas demand from the boiler(s) and cargo tank’s pressure. The kPag to vent the excess vapour to the atmosphere as the tank protection system. h) Make sure that the gas outlet temperature of the heater is
system is designed to burn all boil-off gas normally produced by a full cargo and approximately 30 °C. Open valve CG405 and start the LD
to maintain the cargo tank pressure (i.e. temperatures) at a predetermined level. If the vapour header pressure falls to less than 4 kPag above the primary compressor(s).
insulation space pressure, an alarm will sound.
If the propulsion plant steam consumption is not sufficient to burn the required This operation will then be controlled and monitored from CCR and the Engine
amount of boil-off, the tank pressure will increase and eventually the steam In the event of automatic or manual shut down of the gas burning system (or if Control room.
dump will open, dumping steam directly to the main condenser. The main dump the tank pressure falls to 0.5 kPag above the insulation space’s pressure), valve
is designed to dump sufficient steam to allow the boiler to use all the boil-off CG405 will close, and the gas burning supply line to the engine room will be Note !
produced, even when the ship is stopped. purged with nitrogen. If the volume of boil-off exceeds demand in the boilers, the steam dump should
be put into operation.
The flow of gas through the LD compressors is controlled by adjusting the inlet Operating Procedures
guide vane position And speed control of electric motor. This is directed by the (See Illustration 6.5.1a) If the system shuts down for any reason, valve CG405 will automatically close.
boiler combustion control when gas burning is initiated. The normal boil-off in
the boiler combustion control has to be selected as well as the maximum and It is assumed that all valves are closed prior to use: Trip causes:
minimum allowed tank pressures and the tank pressure at which the main dump Boiler manual trip (ECR and local)
operates. a) Prepare LD compressors the low duty heaters and the engine room Both boiler trip
gas burning plant for use.
For normal operation, the normal boil-off valve is selected at 60 % (boil-off Gas content High-High at common vent hood
provides 60 % of the fuel required to produce 90 % of the boiler full steam b) Check if the following valves on the vapour domes are open and Fuel gas temperature Low-Low
capacity), and the minimum and maximum tank pressures are selected at 105 and locked in position:
ESDS activated
109 kPaA.
(Tank No.1) Open and lock in position valve CG101, 102. Vent duct exhaust fan stop
If the normal boil off valve has been correctly adjusted, the tank pressures will (Tank No.2) Open and lock in position valve CG201, 202.
Remote/manual close from local, CCR and ECR
remain within the selected values. Should the selected normal boil off value be (Tank No.3) Open and lock in position valve CG301, 302.
too large, the tank pressure will slowly be reduced until it reaches the minimum (Tank No.4) Open and lock in position valve CG401, 402. Fire detection in E/R
value selected. If the tank pressure value decreases to below the minimum value When stopping gas burning for any reason;
selected, the normal boil-off value will be reduced until the tank pressure has c) The valves should already be locked in the open position.
increased above the selected value. i) Stop the LD compressor(s), shut down the boil-off heater. Close
the valve CG405 gas supply to the engine room and adjust the set
point of the vent mast control CG106 to 110 kPaA.

Illustration 6.5.2a Forced Boil-Off Gas Burning
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
KEY
CG524 CG516
SP001 CG510
CG525 CG523 CG511
HEATER LNG LIQUID LINE
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
CG529
FUEL GAS CG506
CG505
LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.

CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 SP502 LIFT CHECK VALVE MANUAL CONTROL
CG531
DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CS708
CS711 SP102
CS705
CL705
CL708
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS207
CS107
CS406
CS306
CS407
CS206
CS307
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CL305
CF401 CF301 CF201 CF101

CL301
CL302
CL300
CL101
CL102
CL100
CL401
CL402
CL400
CL200
CL202
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.5.2 Forced Boil-Off Gas Burning In the event of automatic or manual shut down of the gas burning system (or if Set point of cargo tank pressure control, “Gas Management System”
the tank pressure falls to 0.3 kPag above the insulation spaces’ pressure), valve
Introduction CG405 will close, and the gas burning supply line to the engine room will be Control range at ballast and laden voyage:
purged with nitrogen. FO booster devices are incorporated in the control loop to Ballast voyage: 4.7~6.7 kPag
Consideration must be given to the economics of gas versus fuel oil burning allow a quick changeover should the gas burning be tripped. Laden voyage: 105~108 kPaA
before undertaking forced boil-off.
Operating Procedures Set point of safety valve and alarm point
If, during a loaded passage, additional fuel gas from the cargo tanks is required (See Illustration 6.5.2a)
to be burned in the ship’s boilers, it can be made available by forced Set point of safety valve: Pressure 25 kPag
vapourisation, using the equipment on board. For illustration purposes, the No.4 tank stripping/spray pump and its return Vacuum -1 kPag
operation are shown.
The above operation, called Forced Boil-Off, will be used to complement gas Alarms:
burning up to 100% of the boiler’s fuel requirement. The cargo piping system is arranged for normal gas burning during loaded Vent valve open 23 kPag
voyage as detailed in Illustration 6.5.1a. Vent valve close 21 kPag
Operation High pressure alarm 20 kPag (For LNG Vap. trip)
It is assumed that all valves are closed prior to use. FO back-up order ON 3 kPag
The normal gas burning arrangement is maintained, and the forcing vaporizer is Low pressure alarm 1 kPag
brought into operation. a) Prepare the forcing vaporizer. Low Low pressure alarm 0.3 kPag
A single stripping/spray pump is used to pump LNG to the forcing vaporizer. b) Open the stripping/spray isolating valve on the tanks. Set point controller:
The excess flow from the pump is returned to the tank through the stripping Set point of tank press. control 7 kPag
header pressure control valves CS104, CS204, CS304, and CS404. Tank No.1: CS001, CS002, CS004 Set point of tank protection control 5 kPag
Min. gas flow of F/V control 1,400 kg/h (20~100%)
Note ! Tank No.2: CS002, CS004 Set temperature of BOG temp. control 40 °C
In normal operation the controlled return is directed back to the same tank where Preferred FGV position of LD comp. control 87 %
the liquid was drawn. Tank No.3: CS004
Permissible range: 1~23 kPag
After vaporization, the LNG vapour passes through the demister where the Tank No.4:
possibility of a liquid LNG carryover is eliminated. The vapour then combines
with the natural boil-off gas from the vapour header before being drawn into the If cargo tank No.1 is used, open the stripping/spray header isolating valve CS001,
suction of the LD compressors. CS002, and CS004. If tank No.2 is used, open the stripping/spray header
isolating valve CS002 and CS004. If No.3 tank is used, open the stripping/spray
One LD compressor is used for this operation. header isolating valve CS004.
The gas flow through the compressors is controlled via the boiler combustion c) Open the valve CS601 stripping/spray header supply to the forcing
control unit, adjusting the opening of the inlet guide vanes and motor speed. The vaporizer.
split control is as follows:
d) Open the stripping pump discharge valve, CS101, CS201, CS301,
Low load: Inlet guide vane control (-30 to +80 deg). CS401.
High load: Motor speed control (30~60Hz).
e) Start the stripping/spray pump and adjust the return flow to the
The boiler combustion control has to be switched to Forced Boil-off (FBO) tank through the stripping header pressure control valves CS104,
mode. CS204, CS304, and CS404.
The amount of forced boil-off is controlled by the throttling of the FCV to the f) Run the forcing vaporizer.
forcing vaporizer, which is operated by the Boiler Combustion Control.
g) Set the boiler combustion control on Forced Boil-Off mode.
When changing over to 100% gas burning, the fuel oil flow through the FO rails
is adjusted to a minimum. The FO supply to the burners will then be cut out, and h) Start the No.1 LD compressor depending on gas demand.
the FO system put on recirculation. The FO combustion control loops are
maintained and energised to enable re-lighting of FO burners in an emergency. i) Set the control of liquid supply to the vaporizer and LD
compressor control to auto mode.

Illustration 6.6.1a Inerting Manifold Connections
Forward
Vapour Liquid Stripping/Spray
Header Header Header
CS803 CS802 CS702 CS703
CP802 CP702
H H
CS003
CL801 CL805 CL705 CL701
CP801 CP701
CP851 CP751
CS806 CS805 CS705 CS706

CS804 CS704
CP804 CP704
H H
CL802 CL806 CL706 CL702

CP803 CP703
CP853 CP753
CP810 CP710
H H
CG801 CG701
H CG001 CP709
CP809
CG802 CG702
F
CS809 CS808 CS708 CS709

CS807 CS707
CP806 CP706
H H
CL803 CL807 CL707 CL703

CP805 CP705
CP855 CP755
CS812 CS811 CS711 CS712
CP808 CP708
H H
CL804 CL808 Key CL708 CL704

CP807 CP707
LNG Liquid
CP857 CP757
Port LNG Vapour
Starboard
Stripping & Spray Line
Nitrogen

6.6 Discharging with the Gas Returning from the Shore Each tank is normally discharged down to a level of about 0.369 m. The quantity d) Tank vapour domes - confirm that:
being retained in the tanks varies according to the length of the ballast voyage,
Introduction the expected elapsed time before loading, and the volume of boil-off that is Open and lock in position valves CG101, 102 (Tank No.1)
estimated to be burned in the ship’s boilers. Open and lock in position valves CG201, 202 (Tank No.2)
During a normal discharge, only the main cargo pumps will be used and a One pump must be stopped at a level of approximately 1.0 m to avoid excessive Open and lock in position valves CG301, 302 (Tank No.3)
quantity of cargo will be retained on board for the cold maintenance of the cargo turbulence at the tank bottom, which can create a disturbance at the suction of Open and lock in position valves CG401, 402 (Tank No.4)
tanks. both pumps.
If the vessel is to warm up one or more tanks for technical reasons, the ship shall These valves must be locked open at all times when the ship has
The quantity to be retained will depend on the voyage duration of the ballast be trimmed according to the terminal’s maximum draught. The cargo remaining cargo on board, unless a tank is isolated and vented for any reason.
passage. to be warmed up in the tanks will be discharged to the shore or to other tanks,
using the stripping/spray pumps on completion of bulk discharge. e) Vapour crossover:
If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps Open valve CG001.
will be used to discharge the remaining cargo on completion of the bulk The stripping pump runs together with the remaining main pump until the main
discharge with the main cargo pumps. pump stops on low discharge pressure cut-out. f) Cargo pumps:
Check the insulation resistance of the electric motor and related
During cargo discharge, LNG vapour is supplied from the shore to maintain On completion of the discharge, the loading arms and pipelines are purged and cables prior to supplying power to the cargo pumps.
pressure in the cargo tanks. drained to the No. 4 cargo tank and the arms are then gas freed and disconnected.
Due to the manifold configuration, it is necessary to purge the cargo lines, using g) Check connections of liquid and vapour arms.
Operation nitrogen at a pressure of at least 300 kPag. This is done several times to ensure Check communications with shore.
successful draining at the manifold connections. Check ship/shore link.
The main cargo pumps discharge LNG to the liquid header and then to the shore
via the midship liquid crossover manifold connections. The vapour arm remains connected until just before sailing if a delay is expected. When the shore is ready to purge the manifold connections with nitrogen to be
supplied from shore:
After an initial rise, the pressure in the tanks should decrease. It then becomes 6.6.1 Preparations for Unloading
necessary to supply vapour from the shore via the manifold, and crossover to the (See Illustration 6.6.1a) h) Liquid manifold connections (assuming port-side discharge):
vapour header into the cargo tank gas domes in order to maintain a pressure of Open drain valves CP807, 857, 805, 855, 803, 853, 801, and 851.
109 kPaA. It is assumed that all valves are closed prior to starting. Purge the connections and then close the valves.
Should the vapour return supply from the shore be insufficient to maintain tank Preliminary preparation: i) Vapour manifold connection:
pressures, other means of supplying vapour to the tanks, either by using the tank Open drain valves CP809.
sprayers or the LNG vaporizer, have to be used. a) Checks to be made prior to starting cargo operations. Purge connection then close valves.
Test remote operation of all tank discharge valves and manifold
The boil-off gas heater should be prepared and lined up for use in order to avoid ESD valves. If shore agrees;
venting cold LNG vapour through the No.1 vent mast. Test remote operation of ballast valves.
Test operation of Emergency Shut Down Systems (ESDS). j) Vapour manifold:
Note ! Open manifold ESD valve CG801.
All LNG terminals prohibit venting of flammable gas. b) Safety precautions:
Make sure that sprays for hull water curtain at midships are in k) Liquid connections:
Ballasting is undertaken concurrently with discharging. The ballasting operation operation. Open manifold ESD valves CL801, 802, 803, and 804.
is programmed to keep the vessel within the required limit of draught, trim, hull Prepare fire fighting equipment, water hoses and protective
stress, and stability, following indications obtained from the loading computer. clothing. l) Test Emergency Shut down System (ESDS) from the shore and
from the ship as required. Re-open the liquid and vapour ESD
During the discharge period, the ship is kept on an even keel. If it is required to c) Cargo tanks level arms: valves.
empty a cargo tank, the ship is trimmed according to terminal maximum draught Switch on high level alarms.
by the stern to assist in stripping the tank. It may commence cool down, when it is agreed with shore.

LNG Unloading Operation Sequence
BERTHING

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-UNLOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN

O2 PURGING WITH N2 & LEAK TEST
INITIAL GAUGING (OPENING CTMS)

RETURNING BOIL-OFF VAPOUR TO SHORE
DISCONNECTING VAPOUR LOADING ARM
ESD TEST UNDER WARM CONDITION
STOP WATER CURTAIN
LOADING ARM COOLING-DOWN
MEETING AFTER UNLOADING

ESD TEST UNDER COLD CONDITION
REMOVAL OF WARNING BUOYS
START UNLOADING COMMUNICATION SYSTEM (F/O CABLE)
SAMPLING
FINISH UNLOADING REMOVING THE SHORE GANGWAY
UNBERTHING

Illustration 6.6.2a Liquid Line and Arm Cool Down before Discharging
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
CG524 CG516
SP001 CG510
CG525 CG523 CG511
CG509
KEY
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512 LNG LIQUID LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503 BUTTERFLY VALVE REMOTE HYD. CONTROL
FM
CS505 CG532 CG504 GLOBE VALVE AUTOMATIC PNEU. CONTROL
FM
CS504
VAPORIZER
CN683 LIFT CHECK VALVE MANUAL CONTROL
FM
CS503 SP502
CG531
DEMISTER
CG530 TO INS.PRESS. FLAP CHECK VALVE
LNG
FM (DUO PLATE CHECK VALVE) SPOOL PIECE
VAPORIZER
CS501 CS502
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
SP102
CS708
CS711
CL705
CS705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS306
CS407
CS107
CS207
CS206
CS307
CS406
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL301
CL302
CL300
CL200
CL202
CL101
CL102
CL100
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.6.2 Liquid Line and Arm Cool Down before Discharging

To cool down the cargo discharge lines, proceed as follows, assuming that the
No.3 stripping/spray pump is being used, all manifold lines and the ESD valves
are open, having been purged with nitrogen.
a) Open the discharge valve CS301 from the No.3 stripping/spray

pump to 25 %.
b) Open the following valves CS003, 004, 802, 805, 808, and 811.
c) Start the stripping/spray pump.
d) When loading arms and shore side lines have cooled down to
-100 °C, open valves CS601, CL601, 805, 806, 807, and 808.This
will now cool down the ship’s liquid line.
The cooling down is complete when the manifold and ship’s liquid line is
approximately -130 °C.
e) Stop the stripping/spray pump.

Shut valves CS601, CL601, CS802, 805, 808 and 811.
Open valves CS304 to drain the line back to No.3 tank.
f) When the spray line has warmed up, close valves CS003, 004, and
304.
On completion of cool down and when the shore is ready for discharge, proceed
with unloading.

Illustration 6.6.3a Discharging with Gas Return from Shore
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
CG524 CG516
KEY
SP001 CG510
CG525 CG523 CG511
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
NO.1 HIGH DUTY COMP. LNG LIQUID LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
VAPOUR CROSSOVER
FM FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG503
CG501
CS505 CG532
FM
CG504
CS504
VAPORIZER
FM
CN683
FM
CS503 SP502
CG530 TO INS.PRESS.
LNG
FM
VAPORIZER
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS407
CS306
CS406
CS207
CS307
CS206
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CL305
CF401 CF301 CF201 CF101

CL400
CL401
CL402
CL200
CL301
CL302
CL300
CL202
CL101
CL102
CL100
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

Illustration 6.6.3b Discharging without Gas Return from Shore
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
SP001 CG510
CG523 CG511
CG525
HEATER
CG522 CG512
IG021 IG020 IG022 CG527 CG526 NO.1 HIGH DUTY COMP. LNG LIQUID LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.

CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
MANUAL CONTROL
FM
CS503 SP502 LIFT CHECK VALVE
CG531
DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CL705
CS705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS407
CS306
CS207
CS406
CS307
CS206
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL200
CL101
CL102
CL100
CL202
CL201
CL301
CL302
CL300
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.6.3 Discharging l) Start ballasting operations. Keep draught, trim and hull stresses Open the test drain valve on the loading arm to ensure that there is no liquid
(See Illustration 6.6.3a) within permissible limits by controlling the various ballast tank present. When the required amount of methane (usually less than 1 %) is shown
levels. Refer to trim and stability data provided. at the drain valve, close the shore terminal ESDS valves.
The vessel in now ready to start discharging.
m) Continue to monitor the tank’s pressure and the cargo pump’s e) When purging is completed, proceed with the disconnection of the
a) Close No.3 cargo tank isolating valve CL310. current and discharge pressures. liquid arms.
n) Throttle each pump discharge valve as required to prevent tripping f) Complete the ballasting operations for final measurement and for
b) Open No.3 cargo tank filling valve CL300.
on low current as the level in each tank drops. sailing conditions.
Inform the Engine Control Room that a main cargo pump is about to be Shortly before departure:
Stop the main cargo pumps at approximately 1.1 m in tank No.4, and 0.369 m in
started
tanks No.1, 2, and 3. The above data is for reference only. The actual liquid level
g) Vapour line connection:
of the pumps shall be determined on the amount of heel required to keep the
c) Open No.3-1 cargo pump discharge valve CL301 (partially open) Purge the vapour line with nitrogen from the shore terminal at a
tanks in cooled condition during the sea passage, and cooling down prior to
and start No.3-1 cargo pump. pressure of 200 kPag. Close valve CG801, confirm that the gas
vessels berthing along side the loading terminal. content is less than 1% of its volume at the drain valve.
d) Open No.3-2 cargo pump discharge valve CL302 (partially open)
For the requirement of LNG in the cooling down operation, refer to the next page After confirming that the gas content is less than 1% of the volume:
and start No.3-2 cargo pump.
for reference. For quantities of cargo remaining in the tanks after stripping, refer
to the next page for reference. h) Disconnect the vapour arm.
e) Open CL310, close CL300 and adjust the cargo pump discharge
valve CL301 and CL302.
Throttle in the main cargo pump discharge valve to 40 % before stop the i) Prepare the cargo system for gas burning at sea.
pumping. If two main cargo pumps are in use in a tank, when the level reaches
f) When the shore is ready to receive further cargo, proceed as for h)
0.80 m, throttle in the discharge valve on one pump to 40 % and stop that pump.
on each respective tank to j) on each pump.
This is in order to reduce turbulence around the pump suction.
The preferred sequence of cargo pump starting, to obtain a stable discharge
On completion of the cargo discharge and after all cargo pumps have been
operation is as follows:
stopped:
Tank No.3, Tank No.2, Tank No.4, and Tank No.1.
o) Drain the liquid line.
g) Monitor the tank’s pressure.
p) Stop the gas return from the shore.
h) Request the vapour return from the shore and continue to monitor
the pressure to confirm stability. If stripping of tanks ashore is required, use the forward manifold connection.
(See section 6.7.1 Stripping and Line Draining).
i) As the discharge pressure and flow rate increases, continue to
Purging and Draining of Loading Arms
monitor the pipework and hard-arms for leakage.
When the shore terminal is ready to inject nitrogen and the pressure at the
j) Adjust the pump discharge valves to obtain optimum performance manifold is 250 kPag.
as indicated by current, discharge pressure and pump graph.
a) Close the liquid ESDS manifold valves.
k) It is important to maintain the tanks at a pressure of at least 10 kPag
in order to avoid cavitation and to have good suction at the pumps. Carry out purging one line at a time.
If the tank’s pressure falls to 6 kPag, request shore to increase the
gas return. b) Open the manifold bypass valves CS803.
If the shore can no longer supply gas return, the LNG vaporizer will have to be c) Close the bypass valve when the pressure on the manifold drops to 0 kPag.
started up to restore the tank’s pressure. Repeat the operation twice. On the last operation, shut the bypass valve at
approximately 0.1 MPag, in order to eliminate the risk of liquid back flow
from the ship's liquid line.
d) Repeat procedure b) to c) for each line.

Cargo Tank Condition for Ballast Voyage(Typical Data for Reference) Cargo Tank Condition for Ballast Voyage(Typical Data for Reference)
Status Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
Unpumpable LNG (Level : m) 0.369 0.369 0.369 0.369 Trim : 3 m by the Stern (See Note 1.) unpumpable LNG, BOG BOG
Departure Unpumpable LNG(m3) 125.094 155.613 155.613 154.333 590.653
Unpumpable LNG(ton) 57.681 71.753 71.753 71.163 272.350 Density : 0.4611 ton/m3
Estimated Average Temp.(℃) -127.00 -127.00 -127.00 -127.00 2.5 Days Basis and Before CD (See Note 2) Alongside(DEP.) LNG Gathering Voyage Cool down Alongside(ARR.)
Estimated Average Temp.(℃) -117.00 -117.00 -117.00 -117.00 3.5 Days Basis and Before CD (See Note 2)
Estimated Average Temp.(℃) -111.00 -111.00 -111.00 -111.00 4.5 Days Basis and Before CD (See Note 2)
3
Required Coolant(m ) 3.100 4.600 4.600 4.200 16.500 2.5 Days Basis and –130 °C Target Temperature unpumpable LNG Dried-up, BOG
Coolant
Required Coolant(m3) 16.500 25.100 25.100 22.700 89.400 3.5 Days Basis and –130 °C Target Temperature
Req. 3
Required Coolant(m ) 23.100 35.000 35.000 31.700 124.800 4.5 Days Basis and –130 °C Target Temperature
Heel Accumulation for CD(m3) 1.400 2.600 2.600 2.300 8.900
Heel Accumulation for CD(m3) 8.000 12.200 12.200 11.000 43.400
3 Amount of cargo on departure condition at the discharging port
Heel Accumulation for CD(m ) 10.400 15.900 15.900 14.300 56.500
Actual 125.094 155.613 155.613 170.833 607.153 2.5 Days Basis
Unpumpable LNG and Coolant
Departure 3 125.094 155.613 155.613 243.733 680.053 3.5 Days Basis Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
in No.4 Tank(m ) (See Note 3.)
Condition 125.094 155.613 155.613 279.133 715.453 4.5 Days Basis unpumpable LNG 125.09 155.61 155.61 1,257.54 1,693.86 Trim : 3m by stern Departure Condition
Heat Transfer Rate with Departure A
90.446 132.325 132.325 122.475 477.571 Weight (tons) 57.68 71.75 71.75 579.85 781.04
LNG @ -163ºC(kW)
Amount of BOG Based B unpumpable LNG 20.00 40.00 40.00 0.00 100.00
BOG 224.628 412.649 412.649 360.263 1410.190 Latent Heat of Vaporization : 498 kJ/kg Basis
During on Ballast Voy.(kg/h) LNG C BOG for gathering 12.50 23.10 23.10 23.10 81.80
Ballast Amount of BOG(m3/day) 11.692 21.478 21.478 18.751 73.400 Density : 0.4611 ton/m3 Gathering D Transferred LNG 92.59 92.51 92.51 277.62
3
Voyage Amount of BOG(m ) 29.229 53.695 53.695 46.879 183.499 2.5 Days Basis
E Remained LNG 20.00 40.00 40.00 1,512.06 1,612.06 After LNG Gathering
Amount of BOG(m3) 40.921 75.174 75.174 65.630 256.899 3.5 Days Basis
3 E Required Coolant 146.90 222.90 222.90 91.00 683.70
Amount of BOG(m ) 52.613 96.652 96.652 84.382 330.298 4.5 Days Basis Coolant
Amount of Heel After CD(m3) 97.265 104.518 104.518 109.754 416.054 2.5 Days Basis G LNG filling after CD 95.29 87.30 32.74 200.00 415.33 Include LNG for Heel Ageing Protection
Require.
Amount of Heel After CD(m3) 92.173 92.639 92.639 99.703 377.154 3.5 Days Basis H BOG during Voyage 17.5 Ballast voyage
Arrival Amount of Heel After CD(m3) 82.881 74.861 74.861 84.251 316.855 4.5 Days Basis Ballast After dried-up 0.00 0.00 0.00 1,512.06
Condition Level of Heel After CD(m) I End of ballast voyage
0.142 0.079 0.079 0.095 2.5 Days Basis, Trim : 0.0 Voyage Weight (tons) 0.00 0.00 0.00 697.21 697.21
Level of Heel After CD(m) 0.135 0.070 0.070 0.086 3.5 Days Basis, Trim : 0.0
Level of Heel After CD(m) 0.121 0.056 0.056 0.073 4.5 Days Basis, Trim : 0.0
Minimum Level within Amount of cargo on arrival condition at the loading port
CTS 0.026 0.026 0.026 0.026
Accuracy(±7.5 mm)(mm)
Level of heel can be measured within specified accuracy by CTS.
Conclusion (If LNG Level is down to below than 0.026 meter, LNG filling into the cargo tank after cooling down operation Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
should be done by operator.) A DEP. 20.00 40.00 40.00 1,512.06 1,612.06 After Gathering
B BOG during voyage 20.00 40.00 40.00 413.03 513.03
Voyage
ARR. 0.00 0.00 0.00 1,099.03 1,099.03 Before Cool down
1. The pump down level is appr. 0.484m from tank bottom based on follows. C
1) Height from tank bottom to pump bottom : 0.090 m Weight (tons) 0.00 0.00 0.00 506.76 506.76
2) Pump tower shrinkage from +20°C to -163°C : 0.079 m D Spraying Q'ty 146.90 222.90 222.90 91.00 683.70
3) Height from pump bottom to inducer inlet : 0.241 m
4) Height from inducer inlet to pump down level : 0.18 m Cool down E Heel during cool down 52.10 79.00 79.00 506.33 716.43
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169m from tank bottom based F LNG Filling 95.29 87.30 32.74 215.33
on low current trip. But it is difficult to decide exact pump down level due to variation of tank pressure, quantity of coolant, Remained LNG 147.39 166.30 111.74 200.00 625.43 After cool down Arrival Condition
Note :
duration of the voyage and/or operator's skill. Arrival G
Therefore this report was calculated pump down level based on 0.369m from tank bottom even though normal operating zone Weight (tons) 67.96 76.68 51.52 92.22 288.39
has wide range from appr. 0.169 m to 0.590 meter(Pump down level in normal operation : 0.200m to 0.350 m).
2. Average Temperature Calculation = (T3 + T4 + T5 + T6) / 4, excluded two(2) top temperature sensors.
3. Some amount of LNG should be additionally considered or transferred unpumpable LNG to No.4 cargo tank to keep minimum start Note :
level of stripping/spray pump(appr. 0.230 m from tank bottom) at cooling down operation. 1. Above data was based on 17.5 days ballast voyage as reference.
4. Abbreviation : Temp. ; Temperature, Req. ; Requirement, CD ; Cooling down operation, Voy. ; Voyage, BOG ; Boil off gas 2. Density : 470 kg/m
3
3
3. 100 m in No.4 cargo tank was additionally considered to protect heel ageing.
4. Actual requirement for coolant should be adjusted according to the amount of unpumpable LNG, required LNG for cool down, boil off gas and etc.,
Quantities of remain heel after stripping by Main Cargo Pump taken at Gas Trial(2002.05.26) based on operating experience on the vessel.
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total 5. The pump down level is appr. 0.484 m from tank bottom based as follows.
Pump Down Level (m) 0.160 0.230 0.170 0.140 Even Keel Condition 1) Height from tank bottom to pump bottom : 0.090 m
Cargo Volume (m )
3
110.082 307.327 226.646 162.511 806.566 Even Keel Condition 2) Pump tower shrinkage from +20°C -163°C : 0.079 m
3) Height from pump bottom to the inducer inlet : 0.241 m
Corrected level (m) 0.113 0.113 0.127 0.083 Trim : 2 m by the stern
3 4) Height from inducer inlet to pump down level : 0.18 m
Corrected Volume (m ) 77.569 150.387 169.064 96.140 493.160 Trim : 2 m by the stern
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169 m from tank bottom based on low current
trip. It is difficult to determine exact pump down level due to the variation in tank pressure, quantity of coolant, duration of the voyage and/or
operator's skill.
Quantities of remain heel after stripping by Stripping/spray Pump taken at Gas Trial(2002.05.26) Therefore this report was calculated from a pump down level based on 0.300 m from tank bottom, even though normal operating zone is wide,
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total from appr. 0.169 m to 0.590 meter (pump down level in normal operations : 0.200m to 0.350 m).
Pump Down Level (m) 0.050 0.073 0.140 0.063 Even Keel Condition
3
Cargo Volume (m ) 34.196 96.994 186.455 72.905 390.550 Even Keel Condition
Corrected level (m) 0.021 0.018 0.047 0.018 Trim : 2 m by the stern
3
Corrected Volume (m ) 14.314 23.809 62.345 20.746 121.214 Trim : 2 m by the stern

Blank Page

Illustration 6.6.4a Ballasting
(P
)
(P ) (P ) (P )
TK
BA228
.B. TK TK TK P )
/R
W
. B. . B. .B. TK( (BA501/BA502)
E
W.
W
W.
W
W.
W
.W .B. IN BOSUN STORE
.4 .3 .2 .1 W
To Atmos Cond.
S. C
NO NO NO NO
(WATER TIGHT DECK)
)
K(P
T
) (P) ) (P)
BA202 K(P K(P
B.
.B. T . TK .B. T . TK
W.B W.B
W.
To Main Cond. DB. W B. B. W DB.
NO.4 NO .3 D NO.2
D
NO.1
EP
DE
D
BA222
FW
BA006
BA212
SLEEVE
DOUBLE
BA220 BALLAST MAIN
*
NO. 2 B.P
EM'CY BILGE
BA004 BA001
SUCTION
BA229 STEEL PIPE
BA210 BA206
A.P. TK BA227

F.P. TK
* BA218
TO I.G.G. SYS
STAND-BY
BA208 BA205
BA226 B.P B.T. RM
BA217 BA207 BA034 BA003

*
BA036
NO. 1 B.P BA002
BA215 BA203
)
K(S
T
.B.
(S) (S) (S) (S)
. TK . TK . TK . TK
PW
B. W.B B. W.B B. W.B B. W.B
D D D D
NO.4 NO.3 NO.2 NO.1
EE
DD
BA201
FW
BA214 BA231
S. C (S ) (S ) (S ) (S )
TK TK TK TK
. B. . B. .B. . B.
B.S TRIP. BA213
K(
S) .W W.
W
W.
W .W
ADAPTER 4 W 1W
EDUCTOR T FLANGE
From Water .B.
O . O .3 O .2 .
NO
W
BA225
Spray Pump E/
R N N N

Piece
Pipe Duct
Spool
Piece

6.6.4 Ballasting No.4 DB.W.B tank starboard BA027, BA028 g) When all the tanks approach the required level, reduce the flow
E.R. port BA202 rate progressively by discharging to the sea via the overboard
Operating Procedures E.R. starboard BA201 discharge valve BA225.
Fore peak BA004, BA001 h) Close the final tank valve when the required level is reached.
It is assumed that the main sea water crossover pipe is already in use, supplying After peak BA229 i) Close the pump delivery valve BA217 and stop the pump.
other sea water systems, e.g. the main circulating system, sea water service j) Close all other valves.
system, and that the cargo and ballast valve hydraulic system is also in service. e) As each tank reaches the required level, open the valve of the next
tank before closing the valve of the full tank. To Ballast the Ship Using the Stand-by Ballast Pump
To Ballast the Ship
Ballasting operation should be carried out double bottom water ballast a) Follow operations a) to b) inclusive.
! Caution tank first. After that, continue those operation for wing water ballast tank. b) Open sea suction valve BA210 to the stand-by ballast pump.
Incorrect operation of the ballast system will cause damage to the GRP pipework. c) Open valves BA226 and BA215 or BA227 and BA222 on ballast
Damage is generally caused by a pressure surge due to sudden changes in the f) When all the tanks are at their correct level, shut the tank valves, discharge crossover line.
flow and the presence of air pockets. During the ballasting operation, great care ballast main valves and gravity filling valves BA208, BA207, d) Start the pump.
must be taken to ensure that flow rates are adjusted smoothly and progressively. BA212, and BA211. e) Open pump delivery valve BA219.
In particular, the pumping rate should be reduced to one pump when filling only f) Follow operations f) to h) inclusive above.
one tank, and use the discharge to the sea to further reduce the rate before Note ! g) Close the pump delivery valve BA219 and stop the pump.
shutting the final tank valve. The speed when filling by gravity will sharply decrease as the level of the water h) Close all other valves.
line is reached. The tanks will require to be filled to their capacity with the
It is necessary to eliminate the air pockets that may be present in the piping ballast pump. To Ballast the Ship by using the No.2 Ballast Pump
before proceeding with normal ballasting operations. This is achieved by running
the ballast into either the deep ballast or the No.1 ballast tank. To Ballast the Ship by using the No.1 Ballast Pump a) Follow operations a) to b) inclusive.
b) Open sea suction valve BA212 to the No.2 ballast pump.
It is important not to compress any air in the system. To achieve this, the valve a) Open the valve(s) on the tanks to be filled as required by the c) Open valves BA222 on the ballast discharge crossover line.
admitting water to the system should be opened last. ballast plan. d) Start the pump.
Deep tank port BA005 e) Open the pump delivery valve BA221.
Fill by Gravity Deep tank starboard BA003 f) Follow operations f) to h) inclusive as per port pump operation.
No.1 W.W.B tank port BA011 g) Close the pump delivery valve BA221 and stop the pump.
All operations are carried out from the CCR, using the keyboard in conjunction No.1 DB.W.B tank port BA012, BA013 h) Close all the other valves.
with the mimic on the IAS graphic. No.1 W.W.B tank starboard BA008
a) Open the valves BA003 and BA005 on the deep ballast tanks. No.2 W.W.B tank port BA017
b) Open the ballast main valves BA208, BA212. No.2 W.W.B tank starboard BA014
c) Open the gravity filling valve from sea BA207, BA211. When No.3 W.W.B tank port BA023
flowing has been established to the deep ballast tanks, the valves No.3 DB.W.B tank port BA024, BA025
BA003 and BA005 can be shut. No.3 W.W.B tank starboard BA020
d) Open the valve(s) on the tank(s) to be filled as per the ballast plan. No.4 W.W.B tank port BA029
Deep tank port BA005 No.4 DB.W.B tank port BA030, BA031
Deep tank starboard BA003 No.4 W.W.B tank starboard BA026
No.1 W.W.B tank port BA011 No.4 DB.W.B tank starboard BA027, BA028
No.1 DB.W.B tank port BA012, BA013 E/R port BA202
No.1 W.W.B tank starboard BA008 E/R starboard BA201
No.1 DB.W.B tank starboard BA009, BA010 Fore peak BA004, BA001
No.2 W.W.B tank port BA017 After peak BA229
No.2 DB.W.B tank port BA018, BA019 b) Open the sea water crossover valves BA222, BA215, BA205, and
No.2 W.W.B tank starboard BA014 BA206.
No.2 DB.W.B tank starboard BA015, BA016 c) Open the sea suction valves to the No.1 pump BA208.
No.3 W.W.B tank port BA023 d) Start the No.1 ballast pump.
No.3 DB.W.B tank port BA024, BA025 e) Open the pump delivery valve BA217.
No.3 W.W.B tank starboard BA020 f) As each tank reaches the required level, open the valve of the next
No.3 DB.W.B tank starboard BA021, BA022 tank before closing the valve of the full tank.

Illustration 6.7.1a Stripping and Line Draining
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
KEY
CG524 CG516
SP001 CG510
CG509
CG525 CG523 CG511 LNG VAPOUR LINE
HEATER
CG522 CG512
IG021 IG020 IG022 CG527 CG526 NO.1 HIGH DUTY COMP. STRIPPING AND SPRAY LINE
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.

CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 CG531 SP502 LIFT CHECK VALVE MANUAL CONTROL
DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CL705
CS705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CS401 CS402
CL406
CL306
CL106
CS406
CS107
CS306
CS106
CS407
CS206
CS207
CS307
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CL305
CF401 CF301 CF201 CF101

CL401
CL402
CL400
CL101
CL102
CL100
CL301
CL302
CL300
CL200
CL202
CF402 CF302 CL201 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.7 Pre-Dry Dock Operations b) Stripping/spray header: b) Close the bypass valve when pressure on manifold drops to 0 kPag.
Open CS004, 002, 001. Repeat the operation twice. On the last operation, shut the bypass
A standard letter is sent to the vessel by setting out the requirements and a Open CS003 stripping/spray header to liquid manifold crossover. valve at approximately 0.1 MPag, in order to eliminate the risk of
timetable of operations before refit. liquid back flow from the ship’s liquid line.
c) At required tanks:
During the last loaded voyage before refit, a full inner hull inspection of all Open stripping/spray discharge valves from individual tanks to Open the test drain valve on the loading arm to ensure that there is no liquid
ballast tanks and cofferdams must be carried out and a report must be sent to the give the required performance, CS101, 201, 301, and 401. present. When the required amount of methane (usually less than 1 %) is
vessel. This is a classification society requirement, to confirm the absence or Start stripping/spray pump(s). showing at the drain valve, close the shore terminal ESDS valves.
presence of any cold spots. A class surveyor may attend the last discharge before
refit to inspect selected ballast tanks and cofferdam spaces. On completion; c) When purging is completed, proceed with the disconnection of the
liquid arms.
The ship will carry out a maximum discharge. The tank levels should be reduced d) Stop final pump:
to the point where the main cargo pumps trip on low current. Then, using the Close valves CS805 and CL802 d) Complete the ballasting operations for the final measurement and
stripping/spray pumps, remove the last of the cargo until they also trip on low Open valves CS404 to drain down the header line to tank No.4. the sailing condition.
current. The ship will then proceed to sea and commence the warm up, inerting
and aerating, prior to arrival at the refit yard. e) When completed: Shortly before departure:
Leave open valves CS001, 002, 003, 004, in order to warm up the
Preparation for a Tank Warm up line. When the line has warmed up, close these valves. e) Vapour line connection:
Purge the vapour line with nitrogen from the shore terminal at a
a) Strip all possible LNG from all tanks. Purging and Draining of Loading Arms pressure of 200 kPag.
Close valve CG801, 001.
b) When discharging the final cargo, remove the maximum LNG with Purging is carried out one line at a time. Confirm that the gas content is less than 1 % of volume at drain
the stripping/spray pumps. valve.
When the shore terminal is ready to inject nitrogen and the pressure at the
c) If discharge of LNG to the shore is not possible, vaporize it in the manifold is 250 kPag: f) After confirming that the gas content is less than 1 % volume:
LNG vaporizer and vent the vapour to the atmosphere through the Disconnect the vapour arm.
No.1 vent mast. a) Open manifold bypass valves CS806.
g) Prepare the cargo system for warming up the cargo tanks.
d) If venting to the atmosphere is not permitted, the vapour must be
burned in the boilers. Normal Cargo Operation
e) For maximum stripping, the ship should have a zero list and should Dry Docking
be trimmed down at least 2.6 m by the stern.
- N2 Gen. at Onboard
- 20 kPa A (Vacuum at Initial) Nitrogen Purging
f) Run the stripping pumps until trip by low current. - IGG Plant - 0.2 kPa (Supply)
- O2 Content > 20% (Insulation Space)
(Trip for low low level alarm should be blocked.) Aeration - From Bottom
/ 0.4 kPa (Vent)
or Upper (Vapor Line) - IGG Plant
g) Remove the emergency pump that may have been placed in a cargo tank. - Dry Air ( Dew Point < -45 ℃) Drying
- IGG Plant
Inerting - Hydrocarbon < 1.5%
6.7.1 Stripping and Line Draining - From Bottom (Filling Line)
- IGG Plant
- O2 Content < 2% Inerting
Dew Point < -40 ℃
It is assumed that the cargo tanks have been discharged to their maximum with - H/D Comp.
W arming Up - Gas Heater (+80 ℃ Max.)
the main cargo pumps that have been shut down. Start discharging via the port - Cargo Tank + 5 ℃
- LNG Vaporizer at Onboard Gas Filling
side manifold.
- Mean Temp = -130 ℃
Note ! Stripping (Except Top Sensor) Cooling Down
Stripping/spray pump should be started at a higher level than the minimum Ballast Voyage
starting level (300 mm) for the pump.
LNG Unloading LNG Loading
a) At manifold crossover:
- 12 Hour Laden Voyage - 12 Hour
Open valves CS805.
- Back Press. < 420 kPa - Back Press. < 230 kPa
Close valves CL805, 806, 807, 808, and CL801, 803, 804. (at Manifold Discharge Flange) (at Manifold Presentation Flange)

Illustration 6.7.2a Tank Warm Up
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
CG524 CG516
SP001 CG510
CG509 KEY
CG525 CG523 CG511
IG021 IG020 CG527

HEATER
CG522 CG512
LNG VAPOUR LINE
IG022 CG526 NO.1 HIGH DUTY COMP.
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
VAPOUR CROSSOVER
FM FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.

CG501
CG503
FM
CS505 CG532 CG504
FM
VAPORIZER
CS504 CN683
FM
CS503 CG531
DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
SP102
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS406
CS306
CS206
CS307
CS407
CS106
CS207
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL301
CL302
CL300
CL200
CL202
CL201
CL101
CL102
CL100
CL401
CL402
CL400
CF402 CF302 CL203 CF202 CF102
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.7.2 Tank Warm Up Operating Procedure p) After twenty/twenty-four hours, temperature progression will slow down.
(See Illustration 6.7.2a) Eventually, the procedure of the second method described below, may
Tank warm up is part of the gas freeing operations carried out prior to a dry be more efficient.
docking, or when preparing tanks for inspection purposes. During the tank warm up, gas burning may be used by directing some vapour
from the heater outlet, to the boilers and by controlling manually this operation. q) Purge the emergency pump column with N2 to remove liquid in the
The tanks are warmed up by recirculating heated LNG vapour. The vapour is column. (See 7.5 Emergency cargo pump installation, 1st column)
recirculated with two HD compressors and heated with the cargo heaters at a a) Install the spool pieces near CL602 (SP601) and CL107 (SP102), open the
preset value. (1st stage : 0 °C, 2nd stage : 75 °C). valve CL602 to discharge heated vapour to the liquid header. r) At the end of the operation, when the coldest temperature of the
secondary barrier is at least +5 °C, or before switching to the second step,
In the first step, hot vapour is introduced through the filling lines to the bottom b) Prepare gas heaters HD and LD. stop and shut down the gas burning system if it is in use. Stop both HD
of the tanks to facilitate the evaporation of any liquid remaining in the tanks. In compressors, shut the filling valves on all tanks and restore normal
the second step, when the temperatures tend stabilise, hot vapour is introduced c) Adjust the temperature set point. (1st step: 0 °C, 2nd step: 75 °C). venting from the vapour header.
through the vapour piping at the top of the tanks.
d) Prepare the No.1 and 2 HD compressors. s) As an alternative operation, the target temperature in the cargo tank is at
Excess vapour generated during the warm up operation is vented to the least +5 °C when inerting with hot inert gas is applied. In this case, the
atmosphere when at sea, or returned to shore if it is in port. (The instructions that e) At the vent mast No.1, open valve CL107. total operating time for warming up and inerting has taken appr. 58
follow apply to normal situations, venting to the atmosphere at sea.) hours. (Details refer to 6.7.3 Inerting.)
f) Adjust the set point of CG106 at 20 kpag.
The warm up operation continues until the temperature at the coldest point of the
secondary barrier of each tank reaches 5 °C. g) Open the valve CG603, the compressor(s) suction from the vapour header.
The warm up operation requires a period of time dependent on both the amount h) Open the compressor inlet and outlet valves CG509, 511, 513, 515.
and the composition of liquid remaining in the tanks and the temperature of the
tanks and insulation spaces. Generally, the warm up will require about 48 hours i) Open the high duty heater inlet and outlet valves 522, 525.
after vaporizing the remaining liquid.
j) Open the vapour valves CG101, 102, 201, 202, 301, 302, 401, and 402 on
Initially, the tank temperatures will be slowly rising as evaporation of the LNG each tank.
proceeds, accompanied by high vapour generation and venting. A venting rate of
approximately 8,000 m3/h at 60 °C can be expected. On completion of the k) Open the filling valves CL100, 200, 300, 400, 110, 210, 310, and 410 on
evaporation, tank temperatures will rise rapidly and the rate on venting will fall each tank.
to between 1,000 and 2,000 m3/h at steadily increasing temperatures.
Temperatures within the tank and insulation are indicated in the CCR. l) Start both HD compressors manually and gradually increase the flow by
the inlet guide vane position.
Rolling and pitching of the vessel will assist evaporation. Temperature sensors at
the aft end of the tank give a good indication of the progress of warm-up. Slight m) Monitor the tank pressure and adjust the compressor flow for maintaining
listing of the vessel will assist in correcting uneven warm-up in any one tank. the tank pressure at about 16 kPag. It is possible to control the tank
pressure with CG106 valve.
Gas burning should continue as long as possible, normally until all the liquid has Gas main may be used to exhaust excess vapor to the No.1 vent mast
evaporated, venting has ceased, and tank pressures have started to falling. through the CG602 and CG105 alternatively. In this case, tank pressure
shall be controlled by CG602 throttling valve. But liquid main instead of
gas main shall be normally used for warming up operation.
n) Check if the pressure in the insulation spaces, which have a tendency to

increase, remains inside the preset limits.
o) Monitor the temperatures in each tank and adjust the opening of the filling
valve to standardize the temperature progression in all the tanks.

Illustration 6.7.3a Inerting
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
SP501 CG515
FM
CG524 CG516
KEY
CG510
CG509
CG523 CG511
FROM IGG SP001 CG525 LNG VAPOUR LINE
HIGH DUTY FM
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
INERT GAS LINE
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
VAPOUR CROSSOVER
FM FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG503
CS505 CG532
FM
CG504
VAPORIZER
FM
CS504 CN683
FM
CS503 SP502
CG530 TO INS.PRESS.
FM
VAPORIZER
SP601 CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS106
CS107
CS407
CS206
CS207
CS306
CS406
CS307
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL400
CL401
CL402
CL200
CL301
CL302
CL300
CL202
CL201
CL101
CL102
CL100
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.7.3 Inerting e) Open the filling valves CL400, 300, 200, 100, 110, 210, 310, and
410 on each tank.
After the tanks have been warmed up, the LNG vapour is displaced with inert
gas. f) Start the inert gas generator, and run it until the oxygen content and
dew point are acceptable.
Inert gas from the inert gas plant is introduced at the bottom of the tanks through
the LNG filling piping. Gas from the tanks is vented from the top of the tank g) On the dry air/inert gas discharge line, open the isolating valve
through the vapour header to the vent mast No.1, or to the shore if it is in the port. IG022, supplying inert gas to the deck.
(The instructions apply to normal situations, venting to the atmosphere at sea.)
h) Monitor tank pressures and adjust the opening of the fill valves to
Inerting is necessary to prevent the possibility of having an air/LNG vapour maintain a uniform pressure in all the tanks. Make sure that the tank
mixture in the flammable range. The operation is continued until the pressures are always higher than the insulation space pressures by at
hydrocarbon content is reduced to less than 1.5 %. The operation requires about least 1 kPag, but that the tank pressures do not exceed 18 kPag
20 hours. above the atmospheric pressure. In any case, during gas freeing the
pressure in the tanks must be kept low, to maximize piston effect.
In addition to the cargo tanks, all pipe work and fittings must be gas freed. This
is best done with inert gas or nitrogen, while the plant is in operation for gas i) Approximately every hour, take samples of the discharge from the
freeing the tanks. vapour dome at the top of each tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas remains
Operating Procedure below 2 %, by testing at a purge valve at the filling line of one of
(See Illustration 6.7.3a) the tanks being inerted.
Warming up operation shall be carried out based on following two (2) cases j) Purge for 5 minutes all the unused sections of pipelines, machines,
alternatively. equipment and instrumentation lines.
Warming up with hot vapour : k) When the hydrocarbon content sampled from a tank outlet falls
below 1.5 %, isolate and shut the tank. On completion of tank and
Target point: all temperatures on secondary barrier ≥ +5 °C pipeline inerting, stop the inert gas supply, and shut down the inert
gas plant. Reset the valve system for aerating.
Warming up with hot vapor (1st step) and hot inert gas (2nd step):
l) If the tanks remain inerted without aerating, shut valve CG107,
Target point of 1st step: all temperatures in the tank ≥ +5 °C raise the pressure to 10 kPag, and then shut the tanks.
Target point of 2nd step: all temperatures on secondary barrier ≥ +5 °C
Warning
When warming up operation is completed based on the above No.2 case, inert If any piping or components are to be opened, the inert gas or nitrogen must first
gas should be heated to about 40 °C by high duty heaters. be flushed out with dry air. Take precautions to avoid concentrations of inert gas
or nitrogen in confined spaces, since they could be hazardous to personnel.
Then the procedure on d) below shall only be changed as follows.
Close valve CG527 Warning
Open valves CG522, 525 All pump discharge valves must not be opened in order to protect the high speed
a) Prepare the inert gas plant for use in the inert gas mode.
b) Open the vapour valves CG 101, 102, 201, 202, 301, 302, 401, 402
on each tank.
c) At the vent mast No.1, open valve CG107 and adjust the set point of
CG106 at 20 kPag.
d) Install the spool pieces (SP001, SP501, SP601), connecting the IG

line to the LNG liquid header. Open blind flange valve and valve
CG527and CL602.

Illustration 6.7.4a Aeration
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515 KEY
SP501 FM
CG524
NO.2 HIGH DUTY COMP. DRY AIR LINE
CG510
CG509
CG523 CG511
HIGH DUTY FM
HEATER INERT MIXTURE AND DRY AIR LINE
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS LOW DUTY
VAPOUR CROSSOVER
FM HEATER
FM
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG508 CG533
CG518 CG517
NO.2 LOW DUTY COMP. SYMBOL DESCRIPTION SYMBOL DESCRIPTION
CS506 CG502 CG501 BUTTERFLY VALVE REMOTE HYD. CONTROL
CG503
CS505
FM GLOBE VALVE AUTOMATIC PNEU. CONTROL
CG532 CG504
VAPORIZER
FM LIFT CHECK VALVE MANUAL CONTROL
CS504 CN683
FM
SP502
CS503 SWING CHECK VALVE REDUCER
CG531
DEMISTER
CG530 FLAP CHECK VALVE
LNG
TO INS.PRESS.
FM
VAPORIZER
CS501 CS502 SAFETY RELIEF VALVE STRAINER
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
SP102
CL708
CS708
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG402
CG302
CG102
CG202
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS107
CS407
CS207
CS106
CS406
CS206
CS307
CS306
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL200
CL301
CL302
CL300
CL202
CL101
CL102
CL100
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.7.4 Aeration Operating Procedure

Introduction
a) Prepare the inert gas plant for use in the dry-air mode.
Prior to entry into the cargo tanks the inert gas must be replaced with air.
b) Install the spool piece (SP102) for venting the mixture of inert
With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo gas/dry-air from the liquid header. Adjust the set point of CG106 at
tanks are purged with dry air until a reading of 20 % oxygen of its volume is 16 kPag above atmospheric pressure.
reached.
c) Open the filling valves CL400, 300, 200, and 100 on each tank.
Operation
d) Open the vapour valves CG401, 402, 301, 302, 201, 202, 101, and
The Inert Gas and Dry-Air System produces dry air with a dew point of -45 °C. 102 on each tank.
The dry-air enters the cargo tanks via the vapour header, to the individual vapour e) On the dry-air/inert gas discharge line, open the liquid isolating
domes. valve, CL110, 210, 310, 410.
The inert gas/dry-air mixture is exhausted from the bottom of the tanks to the f) Start the dry air generator.
atmosphere at the No.1 vent mast via the tank filling pipes, the liquid header, and
spool piece (SP102) and valve CL107. During aerating, the pressure in the tanks g) Open the valves CG527, 601 to supply dry air to the vapour header.
must be kept low to maximize piston effect.
h) Observe the tank pressures and insulation space pressures, to
The operation is complete when all the tanks have a 20 % oxygen value and a ensure that the tank pressures are higher than the space pressures
methane content of less than 0.2 % by volume (or whatever is required by the by 1 kPag at all times.
relevant authorities) and a dew point below -40 °C.
i) Approximately every hour, take samples from the filling pipe test
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5 % by connections to test the discharge from the bottom of the tanks for
volume, and carbon monoxide less than 50 ppm) which may have been oxygen content.
constituents of the inert gas. In addition, take appropriate precautions as given in
the Tanker Safety Guide and other relevant publications. j) When the oxygen content reaches 20 %, isolate and shut the tank.
The pressure in the tanks is adjusted to 12 kPag. k) When all the tanks are completed and all piping have been aired
out, raise the pressure to 10 kPag in each tank, and shut the filling
Aeration carried out at sea as a continuation of gas freeing will take and vapour valves on each tank. Restore the tank pressure controls
approximately 20 hours. and valves to vent from the vapour header.
Warning l) During the time that dry air from the inert gas plant is supplied to
Take precautions to avoid concentrations of inert gas or nitrogen in confined the tanks, use the dry air to flush out inert gas from vaporizers,
spaces, which could be hazardous to personnel. Before entering any such areas, compressors, gas heaters, crossovers, pump risers and emergency
test for sufficient oxygen > 20% and for traces of noxious gases: CO2 < 0.5% pump wells. Piping containing significant amounts of inert gas
and CO < 50 ppm. should be flushed out. Smaller piping may be left filled with inert
gas or nitrogen.
m) During the time a tank is opened for inspection, dry air will be
permanently blown through the vapour header line in order to
prevent the entry of humidity from the ambient air.
The insulation spaces must be maintained in a vacuum condition during cargo

tank maintenance.
Warning
All pump discharge valves must not be opened in order to protect the high speed

Part 7 : Emergency Procedures
7.1 Vapour Leakage ................................................................................. 7 - 2
7.2 Liquid Leakage .................................................................................. 7 - 3
7.3 Water Leakage to Barrier Space......................................................... 7 - 6
7.4 Fire and Emergency Breakaway ........................................................ 7 - 6
7.5 Emergency Cargo Pump Installation ................................................. 7 - 8
7.6 One Tank Operation......................................................................... 7 - 10
7.6.1 Warm Up (No.3 Cargo Tank) ................................................ 7 - 10
7.6.2 Inerting (No.3 Cargo Tank)................................................... 7 - 12
7.6.3 Aeration (No.3 Cargo Tank).................................................. 7 - 14
7.6.4 Drying and Inerting (No.3 Cargo Tank)................................ 7 - 16
7.6.5 Gassing-up Cargo Tank (No.3 Cargo Tank).......................... 7 - 18
7.6.6 Cool Down (No.3 Cargo Tank) ............................................. 7 - 20
7.7 Ship to Ship Transfer ....................................................................... 7 - 21
7.8 Jettisoning of Cargo ......................................................................... 7 - 22
Part 7
Emergency Procedures
Illustration 7.1a Barrier Punch
MESSENGER HEAD OF MESSENGER
BOTTOM
VIEW a=4 Endless Screw
a=4 65
Disengaging Lever
B B
135
60
Detail 1
At -163
125 / T.B.
At -100
100 / T.B.
At 21
50 -0~+5/T.B.
0.5 Stainless Level
Steel Tank Bottom
Primary
Box TOP
VIEW
Split Casing
Inspection Plate
See C.C.S. Drawing Insulation
Reduced Thickness
Enlarged Sectional View Material
Showing Barrier Punch Messenger
DETAIL 1
B-B 14
Sliding pad HD-PE 9
Screw C HC M 3-14
R10
To be screwed in after
sliding pad installed 2 at 45
7-1 Part 7 Emergency Procedures

Part 7 : Emergency Procedures Temperature Variation
Introduction No temperature change will be obvious unless the fracture is in the immediate
vicinity of the sensors below the cargo tank.
All tests carried out on the primary insulation membrane have shown that a
fatigue fracture in the membrane will not extend. Leakage of methane vapour into the primary insulation space presents no
immediate danger to the tank or vessel. As much information as possible
Fatigue fractures in the primary insulation membrane are generally small and concerning the fracture and leak should be obtained and recorded.
will pass either vapour only, or a sufficiently small amount of liquid, which will
eventually vaporize as it passes through the fracture. The following steps will help determine whether the leak is increasing.
It is possible, however, that a larger failure of the membrane could occur. This 1. After the leak is detected, record the gas concentration and primary
could, allow liquid to pass through and eventually gather at the bottom of the space temperatures every hour for eight hours.
primary insulation space.
2. If necessary, adjust the flow of nitrogen to maintain the gas
7.1 Vapour Leakage concentration below 30 % vol and record the gas concentration and
temperatures in the primary insulation space.
A small leakage of vapour through the membrane may not be readily obvious.
However, some indications are can be observed. 3. In conjunction with the above, record all pressure changes
occurring in the cargo tank and primary insulation space.
A sudden rise in the percentage of methane vapour in one primary insulation
space indicates leakage. Some porosity in the primary barrier weld will allow the
presence of methane vapour in the primary insulation space. The amount of this
vapour should be kept to a minimum by nitrogen purging.
If a fracture occurs in the primary insulation barrier below the level of the liquid
in the tank, the vapour concentration will increase rapidly and suddenly.
If the fracture is above the liquid level, the concentration will exhibit a
fluctuating increase.
Vapour concentration in each primary insulation space is recorded daily, in order

to detect any small and steady change.
Increase in Pressure in One Primary Insulation Space
A fracture above the liquid level in a cargo tank will allow a direct flow of
vapour into the primary insulation space. This flow will vary according to the
pressure in the tank.
A fracture below the liquid level in a cargo tank, resulting in a small amount of
liquid vaporizing as it passes through the fracture, will cause increase (expansion
ratio = 600:1) in pressure (Any small quantity of liquidthat enters the primary
insulation space, then vaporizes, will have the same effect). This increase
depends upon the height of liquid above the fracture and the pressure in the tank.

7.2 Liquid Leakage - If the damaged cargo tank is to remain out of service with the other tanks in Barrier Punching Device
use for one or more voyages before repairs are to be made, the tank should be
General filled with inert gas and shut in at a pressure of about 10 kPag. Throttle A punching device weighing 30 kg is stored in the engine room spares for
OPEN the manual vent valve (at forward transverse PBS header) from the punching a hole through the membrane in the bottom of the tank. The
In the event of a serious ship collision or grounding or primary barrier PBS of the damaged tank as necessary to maintain the PBS between 0.2 and “Messenger” punching device is inserted into the cargo tank Float Gauge
overpressure, a failure of the primary barrier of a cargo tank could occur. The 0.4 kPag. Standpipe on the trunk deck. It is then allowed to gravity fall through the LNG
primary and secondary barriers are made of 0.7 mm thick Invar membrane and liquid in the Standpipe. The shape of the Messenger is designed to prevent it
are liquid and vapor tight. If the primary barrier failed, then its primary barrier - Depending on the size of the break in the membrane the damaged PBS (after from turning sideways or over during the fall to the bottom of the tank. The
space (PBS) would be filled with LNG in a time proportional to the size and gas freeing) may either be left in communication with the tank and isolated bottom of the Standpipe is fitted with a split perforated base to allow the
location of the membrane failure and the height of the LNG in the cargo tank. from the other PBSs or be connected into the rest of the barrier space system Messenger to penetrate through to the membrane. The Invar membrane directly
Liquid leakage into the PBS can either develop slowly over a period of days or as for normal service. beneath the Standpipe is fitted with a thin diaphragm and the plywood
hours, or occur suddenly with one or more of the following indications: insulation box cover is thinner than normal. This will allow the Messenger to
Segregating and Venting the Damaged PBS punch a clean hole of about 50 mm diameter through the primary membrane
- Gas detection alarm and box cover. This operation will be necessary only in the event that damage
On the damaged tank, ensure that the PBS stays segregated from the SBS: to the membrane has permitted LNG to accumulate as a liquid in the PBS and
- Rise in pressure in the effected PBS
rise up in the lower chamber and sidewalls of the PBS.
- Likely lifting of the PBS relief valves a) SHUT the nitrogen supply valve to the PBS at the after end of the tank.
The height of the LNG liquid in the walls of the PBS could eventually reach a
- Confirmation by a drop in recorded temperatures in the bottom
b) OPEN first the small manual vent valve on the forward transverse PBS height of about 0.5 meter above that in the cargo tanks if the tank pressure
temperature sensors in the secondary barrier space (SBS)
header of the tank to try and control the pressure in the PBS of the would be 10 kPag higher than that in the PBS. If the cargo tank were pumped
damaged tank at 0.4 kPag. If that valve is not able to vent sufficient gas, out with a head of liquid remaining in the PBS, severe damage to the
If any two of the above events occur, immediately segregate the gas
then slowly throttle OPEN the large manual vent valve to maintain the membrane would result. For this reason it is necessary to intentionally puncture
contaminated PBS from the others, then vent the damaged PBS to the
pressure in the PBS at about 0.4 kPag. Throttle the small manual vent the primary membrane when the damaged tank is being pumped out. The tank
atmosphere to maintain the pressure at about 0.4 kPag (0.6 kPag below the PBS
valve as needed for fine control. must be pumped slowly enough to enable the level of the liquid imprisoned in
relief valves 1.0 kPag set point).
the PBS to drop at the same rate as the level in the cargo tank to prevent over
c) Log the PBS and SBS gas detection readings in the Cargo Log. If no gas pressurizing of the membrane.
Increase the set pressure of the SBS service header from its normal
is detected in the SBS, leave its nitrogen supply valve to the SBS OPEN.
0.2 ~ 0.3 kPag set point to 0.6 kPag. This higher pressure in the SBS should
The use of the punching device is an extreme measure. It floods the PBS with
prevent gas contamination from the PBS in case the secondary barrier is not
On each intact tank, keep the valves set up as normal: LNG and will likely result in the relief valves protecting that space to open and
completely tight.
possibly remain open for some time until the space is cooled down to cryogenic
a) Log the gas concentration on the PBS and SBS in each tank on an hourly temperature.
If the leak is so severe that the pressure in the SBS cannot be maintained above
basis until the extent of the leakage to the damaged tank can be
that in the PBS, then isolate the SBS of the contaminated tank from the other
determined. ! Caution
SBSs by closing the nitrogen supply valve to the SBS at the after end of the
Before using the punching device, notify company headquarters of all the
tank.
b) If the gas concentration in the intact tank PBS and SBS is not changing, circumstances and obtain their approval.
then leave the nitrogen supply valves to those spaces for the other tanks
Stable gas concentrations in the SBS up to the 30% LEL (1.5% by volume)
unchanged. The punching device should be used when pumping out the damaged cargo
alarm set point are allowed by Class for a GTT (Gaz Transpot Technigaz) type
tank, ONLY if at least one of the following gives definite indication of liquid in
96.2 cargo containment system.
c) If the gas concentration in any of the intact tank PBS or SBS is increasing, the PBS:
then immediately SHUT the nitrogen supply valve to the SBS of the
As a precaution, immediately remove the flow cartridge and spring from the
damaged tank. a) If liquid is indicated by all six of the bottom and lower chamfer
dynamic auto balancing valves on the effected tank. This would permit the
thermocouples and by any of the four thermocouples located above the
glycol to flow at a higher rate to the coils in the cofferdam and around the
At the first indication of gas in the SBS, immediately isolate the damaged tank mid-height, the membrane should be punched at the start of the pumping
liquid dome. See Illustration 5.3.2a “Cofferdam Heating System”. Increase the
SBS from the other SBSs by shutting its nitrogen supply valve on the after end operation. See Illustration 5.1a, b “Temperature Monitoring System”.
hull heating flow rate surrounding the effected tank as soon as the temperatures
of the tank.
in the secondary barrier space or inner hull are observed to be dropping
b) If liquid is indicated by all six of the secondary barrier thermocouples in
(becoming colder).
Check the pressure in the PBS and open the bypass vent valves as necessary to the bottom and on the lower chamfer but not on the two thermocouples
maintain the pressure at about 0.4 kPag (0.6 kPag below the 1.0 kPag set point located at about mid-height, some liquid must be considered present in
Note !
of the relief valves). the sidewalls, and the membrane should be punched when the tank level
- Report any membrane leak immediately to the HSE and Operations
decreases to one-half full.
Department of the Head Office.
Check the hull heating for the ballast tanks surrounding the damaged tank and
operate as necessary.
- At the first opportunity, the damaged tank should be pumped out and gas-
freed and the contaminated PBS gas-freed.

c) If liquid is not indicated by all four of the bottom thermocouples and by Step 2, Preparing the Messenger Punch for Dropping Replacing the punctured membrane
none of the lower chamfer or mid-height thermocouples that is evidence
that a head of liquid is not present in the sidewalls, it is NOT necessary a) Open the ball valve. To replace the punctured membrane after the tank has been gas freed and
to use the punch device. repaired, contact Gaz Transport and Technigaz for their latest repair procedure.
b) Ensure the Release Pin (pc 11) is pushed all the way in.
d) If the membrane has been punched, great care must be taken to ensure
that the liquid in the cargo tank is not pumped at a rate faster than what c) Unlock the Safety Bolt Nut (pcs 29, 30).
the level in the tank walls can gravity drain back into the tank. This is
necessary to prevent localized over pressure, which will severely d) Lift the hand crank (pcs 19~28) about 12 degrees to the disengage
damage the membrane in those areas. The calculated rate by Gaz position to disconnect the Endless Screw from the gear.
Transport is a maximum decrease in tank level of 0.4 m per hour.
e) Lock the Safety Bolt Nut (pcs 29, 30).
Warning
When a membrane has been punched, the tank pumping rate must be limited so Step 3, Releasing the Messenger to Punch the Primary Membrane
that the cargo tank level decreases at or slower than 0.4 m per hour.
a) Pull the Release Pin (pc 11) to permit the Messenger to free fall to the
After the Messenger punches the hole in the membrane and box cover, it must membrane
be removed to permit the liquid in the sidewalls to gravity drain through the
hole as the cargo tank level slowly decreases during the pumping out of the b) The penetration of the Messenger into the insulation box can be measured
tank. The remaining liquid trapped in the PBS can be removed only by by the color mark on the cable. If the penetration is not sufficient a second
evaporation during the warming up of the cargo tank. dropping must be done with a higher messenger height.
Operating Procedure for Inserting and Dropping the Messenger Step 4, Removing the Messenger from the Box Cover
To activate the punching device, refer to Illustration 7.1a “Barrier Punch”. a) Once the color mark on the tape shows that the Messenger has penetrated
the membrane and box cover, then the messenger should be removed so
Step 1, Installing the Messenger Punch Device that the LNG will have a clear hole to gravity drain back into the cargo
tank from the PBS.
a) Verify that the Messenger Punch Device, winch, cable, and cable
connections with the drum wheel are clean and in good condition. b) Put the Endless Screw and the gear of the winch in the engage position.
b) Verify that the cable is marked. The color mark will permit verification c) Pull the Release Pin (pc 11) until the first lock notch.
that the Messenger has dropped a sufficient distance to punch a hole
through the membrane and PBS insulation box cover. d) Lock the Safety Bolt Nut (pcs 29, 30).
c) Ensure that the mobile part (pieces 19-28) are in working position e) Crank up the Messenger.
(engage position), and secured by the release Pin (piece 11). Completely
pull the Release Pin until the first lock notch (in this position the pin f) When the work is finished and the Messenger has been completely
secures the winch that forbids the drum wheel from free movement). The winched up, shut the ball valve.
Safety Bolt Nut (pieces 29 and 30) is to be locked.
g) Inert the standpipe above the ball valve.
d) Wind up the lifting tape of the Henri gauge all the way to the top of the
standpipe then completely SHUT the ball valve. h) Unbolt and remove the Messenger Punch Device from the standpipe.
e) N2 purge the standpipe above the ball valve. i) Replace the Henri Float System on top of the standpipe.
f) Remove the Henri Gauge.
g) Bolt the Messenger Punch Device on top of the standpipe.
h) Insert the Messenger completely inside the standpipe by using the winch.

Illustration 7.3a Water Drain From Insulation Space
65A BILGE DISCHARGE 65 A BILGE DISCHARGE
MANUAL SOUNDING MANUAL SOUNDING MANUAL SOUNDING MANUAL SOUNDING
150A NITROGEN SUPPLY 150A NITROGEN SUPPLY 150A NITROGEN SUPPLY 150A NITROGEN SUPPLY
TRUNK DECK
UPPER DECK
BOSUN STORE
TK.
K.
K.
K.
C.L
OT
OT
OT
GO
G
AR
AR
AR
AR
.1 C
.4 C
.3 C
.2 C
DIST.
NO
NO
NO
NO
W.TK. ENGINE ROOM
S.G RM FWD B.W
P/P RM
B.T. RM
A.P TK NO.2 AIR DRIVEN PUMP

20 M3/H
BS057
COMP. AIR
COMP. AIR BS053
PI SUPPLY PI
SUPPLY
9.0 BAR
9.0 BAR
BS056 PIPE DUCT
FILTER & OILER CD BS055 BS054 CD BS052 F.P TK
REGULATOR BS059 FILTER & OILER BS058
REGULATOR
NO.1 AIR DRIVEN PUMP
20 M3/H
ILA
DET
150A N2 FILLING AND
MANUAL SOUNDING
WATER DETECTOR (4 SETS)

PRIMARY INSULATION
TANK TOP SECONDARY INSULATION
SUMP WELL
CAP. : ABT 0.6 M3

7.3 Water Leakage to Barrier Space If ballast water is suspected of having leaked into an insulation space, the 7.4 Fire and Emergency Breakaway
following steps should be observed.
Inner Hull Failure All terminals have their own requirements regarding when it is unsafe for a
a) Pump out the ballast water from the adjacent wing tank after vessel to remain alongside a terminal. These are normally outlined in the
Ballast water leakage from the wing tanks to the insulation spaces can occur consulting the ship’s loaded condition. terminal handbook.
through fractures in the inner hull plating. If the leakage remains undetected and
water accumulates in these spaces, ice will be formed. Ice accumulation can b) Ventilate the pipe duct space, which runs beneath the cargo tanks In case of a Fire or Emergency, either on board or ashore, the following basic
cause deformation, and possible rupture of the insulation. The resultant cold and cofferdams, and carry out normal enclosed space safety procedures will be followed.
conduction paths forming in the insulation will cause cold spots to form on the procedures.
inner hull. a) All cargo operations will be stopped and Emergency Signals
c) Connect a flexible hose to the pump outlet valve, forward or aft, sounded as per the terminal’s requirements (as detailed in the
The pressure differential caused by the head of water building up in the for drain water discharge overboard. ship/shore checklist).
insulation space may be sufficient to deform or even collapse the membrane into
the cargo tank. d) Open the bilge well outlet valve on the selected tank insulation b) Ship and Shore Emergency procedures will be put into operation.
space.
To reduce the risk of damage from leakage, each cargo insulation space has been c) The ESD2 system will be activated, resulting in cargo arms being
provided with water detection units (See Leakage Detection below), a bilge e) Open the inlet and outlet valves on the selected pump. disconnected by Perc system.
piping system connected to two pneumatic pumps for the removal of any water.
f) Open the air supply to the pump and continue pumping until the d) In the event of fire, the IMO water spray system on ship/shore will
Leakage Detection maximum amount of water has been discharged. be activated.
At the bottom of No. 2, 3, 4, and 5 cofferdams, there is a bilge well for each tank g) Carry out an inner hull inspection to determine the cause of the e) Fire parties would attempt to deal with the situation.
insulating space. Each of these wells is fitted with four water detection units, two leak (with particular reference to safe atmosphere in the ballast
of which are working and two are spare. tank space). f) The vessel would be prepared for departure from berth.
Each detector is of the conductivity cell type, which causes a change in h) After the maximum possible water has been discharged from this g) Liaison should be made with shore personnel to arrange for pilot
resistance due to the presence of humidity from the ingress of sea water and insulation space, appreciable moisture will remain in the insulation and tugs and additional support.
activates an alarm. The bilge well serves as the inlet for the nitrogen 150 mm and over the bottom area. Increasing the flow of nitrogen through
supply pipe to the insulation space. This supply pipe also acts as a manual the space can assist drying out the insulation. This should be h) A standby tug would assist with fire fighting/movement of the
sounding pipe to the bilge well. continued until the moisture level is below that detected by the vessel from the berth.
Hanla water detection system before any cargo is carried in the
Insulation Space Water Discharge affected tank. i) The vessel would move away from the berth to a safe area either
under its own power with assistance of a standby tug or with
Each bilge well is connected to a 50 mm draining pipe system with a 20 m3/h additional tugs/pilot summoned from shore.
pneumatic pump situated in the forward and aft pipe duct for discharging the
water to deck level and then overboard by means of a flexible hose. j) The Owners/Charterers and other interested parties would be
informed of the situation.

Illustration 7.5a Emergency Cargo Pump Fitting Sequence
Hook Plate Set

Hook Plate Set
Support Rope
Earth Cable Hook Plate Set
Next Support Rope Next Support Rope

Lifting Eye
Hang Plate
Next Support Rope
Hang Plate
Cable Cramp (B)
Hang Plate
Support Rope Support Rope
Hanger
Hang Plate Protection Sheet Protection Sheet
Cable Cramp (A)
Power Cable
Power Cable Power Cable
Power Cable
Next Support Rope
Pump Stand Next Support Rope
Earth Cable Support Rope
Work 1 Work 2 Work 3 Work 4
Support Rod Spacer Junction Box

Chain Block
Support Rod Spacer
Terminal Header
Nozzle
To Switch Board
Support Rod Flexible Cable
Cable Load Meter
Column Cover To Junction Box

Terminal Header Terminal Header
To Junction Box
Gasket Support Rope
Gasket Holder
Hang Plate
Hook Plate Set
Hook Plate
Set
Hook Plate Set Hook Plate Set
Support Rope
Support Rope
Work 5 Work 6 Work 7 Finish

7.5 Emergency Cargo Pump Installation f) Fit the shackle of the next support rope to the hang plate. Make d) Fasten the tightening bolt by the prescribed torque.
anti-falling out measure to the eye bolt of the shackle. e) Connect the cryogenic cable to the terminal header and fix the
The emergency cargo pump is used in the unusual event that both main cargo terminal header to the column cover nozzle by prescribe torque.
pumps have failed in a cargo tank. The pump is lowered into the emergency 4. Insertion of the pump into the column (Work 2)
cargo pump column for that tank. Cables and a connection to the local junction a) Place the protection sheet on the column flange. 9. Installation of the pump (Work 7)
box are used to power the pump. When lowered to its final position, the pump b) Attach the hook plate set to the shackle of hang plate. a) Attach the load meter to the eye of the support rod and lift up the
opens the foot valve in the column and the LNG can be pumped out. c) Attach the hook plate set to the crane on board and lift up the pump. load meter by means of chain block.
Remove the pump stand. b) Remove the rod spacer after the weight of the pump is moved to the
Adjacent to each pump column is a terminal box for the cargo pump connection d) Lower the pump into the column slowly. load meter.
and a local start switch. The pump and delivery valve are controlled and started c) Lower the pump slowly and when the load meter shows zero (0) the
via IAS. 5. Support of pump weight by hanger (Work 3) installation work is completed (When the liquid level in the cargo
a) Fit the hanger to the column flange and place the hang plate on the tank is high, the weight of the pump alone canoe open the foot
The pump is suspended over the column into which it is being lowered by a 2.5 hanger in order to support the pump weight by means of hanger valve. In this case supply nitrogen gas into the column to
tone SWL derrick. For the No.3 tank, the cargo crane is used. A support flange to b) Fit the shackle of the next support rope to the hang plate of the pressurize (about 0.15 MPa) the inside of the column).
take the weight of the pump is used to connect each strop. support rope. Make anti-falling out measure to the eye bolt of the
shackle. Operating Procedure - Pump Cool Down and Operation
The pump discharges into the column and to the liquid line via a discharge c) Fix the cable cramp (A) of cryogenic cable to the next hang plate of
connection and valve at the top of the column. the support rope. Make anti-falling out measure to the fly nut of 1. Start the cooldown for the pump. The pump should be left
the shackle. Fix the cable cramp (B) to the middle of the support suspended in the empty column for 10 to 12 hours for a correct
Operating Procedure - Installation in the Tank rope by means of fly nut. Make anti-falling out measure to the fly cooldown.
(See Illustration 7.5a) nut of the shackle.
d) Replace the hook plate set fitted to the hanger by the next hang 2. After 10 to 12 hours, introduce nitrogen pressure in the column to
! Caution plate. open the suction foot valve with the lifting assembly in the closed
When working near the open pump column, all tools and equipment used must position.
be attached to avoid anything falling in the column. All personal items have to be 6. Extension of support rope (Work 4)
a) Lift up the hook plate set to remove the hanger from the column 3. Decrease the nitrogen pressure slowly to let the liquid rise in the
removed from pockets. The column opening must be temporarily covered when
cover. column at a speed of approximately 75 to 125 mm/minute until it
the blind flange is removed. Only brass tools must be used.
b) Place the protection sheet on the column flange. covers the pump completely (approximately 2 m). When liquid
c) Lower the pump slowly. level in the pump column reaches to approx. 2 m, boil off gas in
When all equipment, pump, cables, electrical connection box, and accessories
d) Replace the support rope by the next support rope in accordance the column will be rapidly reduced because of completion of
are in position near the tank in which the pump is to be installed, prepare the
with the same procedures above 5. cooldown of the pumps.
derrick to lift the pump and start the pump installation.
7. Lifting up column cover (Work 5) 4. When the liquid level is above the pump, maintain the nitrogen gas
1. The cargo tank will inevitably contain LNG. Therefore the column pressure and lower the pump completely by adjusting the lifting
into which the emergency pump is being lowered must be a) Place the hang plate of the last support rope onto the hanger.
b) Remove the hook plate set. assembly to the open position. Tighten the gland onto the lifting
evacuated. This is achieved by injecting nitrogen into the column. rod through the head plate.
In the case of a full cargo tank, a pressure of between 0.2 and 0.3 c) Lift up the support rod on the column cover and attach the rod
MPag is required. The nitrogen forces the liquid out through the spacer to the support rod.
5. Stop the nitrogen supply when the liquid is at the same level in the
foot valve located at the bottom of the column. d) Lift up the column cover using the eye bolt (4 place) on the column
tank and the column and bleed the nitrogen from the top of the
cover.
column. The pump will have to stay for one hour immersed in the
2. Upon completion of the liquid expulsion, the purge must be e) Attach the gasket to the flange face of column cover by means of
liquid before being started.
checked to ensure that complete inerting has taken place. The tank gasket holder.
pressure must be reduced to just above atmospheric before f) Fit the hook plate set to the lower side of the support rod. 6. Before starting the pump, open the discharge valve to ensure that
removing the column top blank flange. Install a new column flange g) Pass the cryogenic cable through the nozzle for lead cable of there is no pressure built up at the top of the column when starting
gasket, then begin to install the pump using the derrick. column cover. the pump. If necessary excess pressure can be bled off via the
h) Move the column cover on the center of column. purge cock.
3. Preparation before installation (Work 1) i) Lower the column cover and fit the hook plate set to the shackle of
a) Draw out the pump from the storage container and set it vertically. the hang plate. 7. When ready to start the pump, open the discharge valve 20% and
b) Fit the shackle of support rope to the lifting eye at the top of pump. start the pump normally.
Make anti-falling out measure to the eye bolt for the shackle. 8. Installation of column cover (Work 6)
c) Connect the cable to the motor terminal. a) Lift up the column cover and remove the hanger and the protection 8. Check the operation very carefully to ensure that there is no
d) The hang plate is provided at the opposite end of the support rope. sheet from the column flange. leakage at the top of the column or discharge piping. Fire hoses
Fix the cable cramp (A) for cryogenic cable to the hang plate by b) Lower the column cover slowly and remove the gasket holder to set must be under pressure and ready in the vicinity before starting.
means of fly nut. Make anti-falling out measure to the fly nut. the gasket on the column flange at the position of about 500MM
e) Fix the shackle cramp (B) to the middle of support rope by means over the column flange. 9. Adjust the opening of the discharge valve to have the required
of fly nut. c) Lower the column cover slowly and place it on the column flange. discharge flow and pressure within the pump capacity.
In this case take care not to bound the column cover on the gasket.

Illustration 7.6.1a One Tank Warm Up (No.3)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
CG524 CG516
SP001 CG510
CG509
CG523
FROM IGG
CG525 CG511
KEY
HIGH DUTY FM
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
NO.1 HIGH DUTY COMP. LNG VAPOUR LINE
CG529
FUEL GAS CG506
CG505
LOW DUTY
VAPOUR CROSSOVER
FM HEATER
FM
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
FM
CS505 CG532 CG504
FORCING
FM
VAPORIZER
CS504 CN683
FM
CG531
DEMISTER

LNG
VAPORIZER
FM FLAP CHECK VALVE
CS501 CS502 (DUO PLATE CHECK VALVE) SPOOL PIECE
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
CG301 SP301
SP401 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS206
CS107
CS306
CS307
CS406
CS207
CS407
CS106
CG401
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL200
CL202
CL301
CL302
CL300
CL201
CL101
CL102
CL100
CF402 CF302 CF202 CF102
CL203
CL403
CL204
CL303
CL304
CL404
CL103
CL104

7.6 One Tank Operation e) Open valve CG603, 604 and CG501, 503 vapour supply to the LD
compressor and gas heater.
It may be necessary for in-tank repairs to be carried out with the vessel in service,
in which one tank can be warmed up, inerted, aerated, entered. Work may also f) High Duty heater
be undertaken on the tank internals, i.e., changing cargo pump, investigating and Open CG522 and 525 heater inlet and outlet.
curing problems with tank gauging systems, etc. It is not envisaged that tank Open the steam supply to the heater.
barrier repairs will be carried out with one tank only warmed up.
In CCR
The warm up, inerting, and aeration can be carried out with the remaining cold
tanks providing boil-off gas for burning in the boilers. g) No.1 vent mast:
Adjust set point control inching valve CG106 to 15 kPag.
Aeration should be continued throughout the repair period to prevent ingress of
humid air to the cargo tank. h) LD Gas compressor:
Adjust the normal boil-off valve (IGV) to 60% for loaded
Tank venting is carried out by means of the gas header line. condition. Tank pressures are to be maintained between a
minimum 106 kPaA and maximum 109 kPaA and the steam dump
Operation opening at 113 kPaA.
At the discharge port, the tank to be worked on is discharged to the lowest When the engine room is ready to start gas burning, ensure that there is
measurable level and after completion of Custody Transfer, as much as possible sufficient nitrogen to purge the lines to the boiler, i.e. > 0.5 MPag in the buffer
is drained to another tank using the spray/stripping pump. Sufficient heel for the tank.
voyage, together with an extra amount for cooling down the tank after
completion of repairs, is retained in one of the other tanks. i) Ensure that the gas outlet temperature of the heater is
approximately 25°C.
7.6.1 Warm Up (No.3 Cargo Tank) Open valve CG405, start dual burning of main boiler and then start
(See Illustration 7.6.1a) the LD compressor.
Normal gas burning is continued during this operation using vapour from all four This operation will then be controlled and monitored from CCR and the Engine
tanks. In the first instance, normal boil-off gas procedures are followed until the Control room.
operation has stabilized. Then the operation for warming up one tank using a HD
compressor can be carried out. Warm up procedure
It is assumed that all valves are closed prior to use. a) Open valves CL300 and CL310 on No.3 tank liquid header.
a) Prepare No.1 HD compressor (No.2 HD comp. is also available), b) Open valve CL602, the vapour line crossover to liquid header.
and HD heater (for use in tank warm-up vapour supply).
c) Open valve CG525 the outlet from HD heater.
b) Prepare No.1 LD compressor (No.2 LD comp. is also available),
and LD heater and the engine room gas burning plant for use. d) Open valve CG522 the inlet to HD heater.
e) Open valves CG509 and CG511 the inlet/outlet to No.1 HD

c) Fit the spool pieces (SP601) between the liquid main and the gas
compressor.
heater
f) Start No.1 HD compressor.
c) Fit the spool piece (SP301) from No.3 tank vapour line to the gas
header.
g) Open valve CL107 of No.1 vent mast isolating valve on the liquid
header.
d) Check the tank vapour domes
h) Monitor the gas pressure in the tank, excess vapor to be vented
Tank No.1 open and lock in position valve CG101, 102.
through No.1 vent mast if the pressure in No.3 tank goes above the
set point of CG106.
Tank No.4 open and lock in position valve CG401, 402. i) When all the liquid has evaporated and the tank temperature is
The valves should already be locked in the open position. rising, continue as described in section 6.7.3 until the required
temperatures are obtained and the tank is ready for inerting.
7 - 10 Part 7 Emergency Procedures

Illustration 7.6.2a One Tank Inerting (No.3)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG515
CG513 KEY
SP501 FM
INERT GAS LINE
CG524 CG516
CG510
CG523
FROM IGG SP001 CG525 CG511
HIGH DUTY FM
HEATER
CG522
LNG VAPOUR + INERT GAS LINE
IG021 IG020 IG022 CG527 CG526 CG512
CG519
CG529
FUEL GAS CG506
CG505
LOW DUTY
VAPOUR CROSSOVER
FM FM
LIQUID CROSSOVER
LIQUID CROSSOVER
HEATER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
FM
CS505 CG532 CG504
FORCING
FM
VAPORIZER
CS504 CN683 LIFT CHECK VALVE MANUAL CONTROL
FM
CS503 SP502
CG531 DEMISTER
CG530
TO INS.PRESS.
VAPORIZER
FM
CS501 CS502
CG528
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS406
CS306
CS107
CS206
CS207
CS407
CS106
CS307
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL101
CL102
CL100
CL301
CL302
CL300
CL200
CL202
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

7.6.2 Inerting (No.3 Cargo Tank) m) Before shutting down the inert gas plant, ensure that the liquid
(See Illustration 7.6.2a) header is purged through to No.1 vent mast via CL107, in
preparation for aerating the tank.
Normal gas burning is continued during this operation using vapour from the
three in service tanks. n) When the hydrocarbon content sampled from the tank outlet falls
below 1.5%, isolate and shut in the tank. On completion of tank
Inert gas is supplied to the tank by the Inert Gas plant via spool piece valve and pipeline inerting, stop the inert gas supply and shut down the
connecting the IG line with the liquid header. Venting the tank is carried out inert gas plant. Reset the valve system for aerating.
through the fitting of a spool piece connecting the vapour outlet from the tank to
the gas header. The isolation valve onto the vapour header (CG302) must remain o) Stop the IG plant and close CG301, CG105, CL310, CL300, and
closed. CL602.
a) Fit the spool pieces (SP001, SP601) between the inert gas supply Inert emergency cargo pump well with N2 through foot valve.
line and the liquid header and open the valve (IG022).
Prepare the system for one tank aeration, as described in the next section.
b) Fit the spool piece (SP102) between the liquid header and No.1
vent mast (should already be in place from the warm up operation).
d) Raise the set point on No.1 vent mast CG106 to 17 kPag.
e) Open the inert gas supply to the liquid header CG527 and CL602.
f) Open valves CL300 and CL310 to bring inert gas to the bottom of
tank No.3.
g) Start the IG plant and open CL107. (One blower, 14,000 Nm3/h, to
be operated.)
h) Open valve CG301 on the No.3 vapour header.
i) Monitor the tank pressure. Tank pressure can be adjusted by

throttling of CG301 manually/locally. Ensure that the tank pressure
is always higher than the insulation space pressures by at least 1
kPa. However the tank pressures must not exceed 18kPag above
atmospheric pressure. In any case, during inerting, the pressure in
the tanks must be kept low to maximize the piston effect.
j) Approximately once per hour, take samples of the discharge from

the vapour dome at the top of the tank and test for hydrocarbon
content. Verify also that the oxygen content of the inert gas
remains below 2%, by testing at a purge valve at the filling line of
the tank being inerted.
k) Purge for 5 minutes all the unused sections of pipelines, machines,

equipment, and instrumentation lines.
l) Continue inerting until levels as described in section 6.7.3 are

obtained.

Illustration 7.6.3a One Tank Aeration (No. 3)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515 KEY
SP501 FM
CG524 CG516
NO.2 HIGH DUTY COMP. INERT GAS FROM TANK 3
CG510
CG509
CG523 CG511
LNG VAPOUR LINE
HIGH DUTY FM
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519 DRY AIR LINE
CG529
CG506
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
VAPOUR CROSSOVER
FM FM
LIQUID CROSSOVER
LIQUID CROSSOVER
HEATER
CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
FM
CS505 CG532 CG504
FORCING
FM
VAPORIZER
CS504 CN683
FM
CG531 DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
SP601
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
SP102
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG402
CG302
CG102
CG202
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS406
CS306
CS206
CS107
CS407
CS307
CS207
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL401
CL402
CL400
CL101
CL102
CL100
CL301
CL302
CL300
CL200
CL202
CL201
CF402 CF302 CF202 CF102
CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

7.6.3 Aeration (No.3 Cargo Tank)
Normal gas burning is continued during this operation using vapour from the
three in service tanks.
Dry air is supplied to the tank by the dry air plant through the blind flange valve
connecting the I.G. line with the gas header and the fitting of a spool piece
connecting the vapour outlet from the tank to the gas header (should already be
in place from the inerting operation). Venting the tank is carried out through the
liquid filling valve, exhausting onto the liquid header and leading to No.1 vent
mast via valve CL107 and the spool piece. The isolation valve onto the vapour
header (CG302) must remain closed.
a) Fit the spool piece (SP102) between the liquid line and No.1 vent
mast.
b) Fit the spool piece (SP301) from No.3 tank vapour line to the gas
header.
c) Ensure that valve CG302 is securely closed.
d) Open valves CG527, CG602, and CG301.
e) Open valves CL310, CL300 and CL107.
f) Set the vent mast regulating valve CG106 to 10 kPag.
g) Start the dry air plant. (One blower, 14,000 Nm3/h, to be operated)
Monitor the change in atmosphere until all levels as described in section 6.7.4
are obtained.
Ensure that the pressure in aerated tank is higher than in the tanks containing
vapour to avoid leakage of toxic gas to this tank.
Aerate the emergency cargo pump well with dry air, if necessary.
Aeration must continue throughout repair work.

Illustration 7.6.4a One Tank Drying/Inerting (No.3)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM
KEY
CG524 CG516
CG509
CG523 CG511
HIGH DUTY FM LNG VAPOUR LINE
HEATER
IG021 IG020 IG022 CG527 CG526 CG522 CG512
CG519
CG529
FUEL GAS CG506 HUMID AIR LINE
CG505
LOW DUTY
VAPOUR CROSSOVER
FM FM
LIQUID CROSSOVER
LIQUID CROSSOVER
HEATER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502 CG501

CG503
FM BUTTERFLY VALVE REMOTE HYD. CONTROL
CS505 CG532 CG504
FORCING
FM
VAPORIZER
CS504 CN683
FM
CG531 DEMISTER

LNG
FM FLAP CHECK VALVE
CS501 CS502
VAPORIZER
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
CS708
SP102
CS711
CS705
CL705
CS702
CL707
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG402
CG302
CG102
CG202
SP401 SP301 SP201
CS401 CS402
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL106
CS406
CS407
CS306
CS206
CS107
CS106
CS207
CS307
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101
CL200
CL401
CL402
CL400
CL101
CL102
CL100
CL202
CL301
CL302
CL300
CL201
CF402 CF302 CF202 CF102
CL203
CL103
CL104
CL204
CL303
CL304
CL403
CL404

7.6.4 Drying and Inerting (No.3 Cargo Tank) g) Open valve CG105 to vent through No.1 vent mast. The tank It is assumed that the maintenance/repair of one tank will take place while the
(See Illustration 7.6.4a) pressure is manually through by regulating valve CG301 manually. ship is on ballast passage, having discharged the cargo from the affected tank in
the normal manner. Therefore gas filling will not be undertaken until the ship
Normal gas burning is continued during this operation using vapour from the h) Pressure control of the liquid header : open CL107 and set CG106 returns to the loading port.
three in service tanks. at 10 kPag.
On arrival at the loading terminal, the first procedure will be to gas fill the
During a maintenance operation where one cargo tank has been opened up and i) Start the dry air production. When dew point is -45 °C, open the affected tank with vapour from shore, venting the inert gas through the liquid
contains wet air, it must be dried to avoid primarily the formation of ice when it valve IG022 upstream of the two non return valves on the dry header via the spool piece to No.1 vent mast.
is cooled down and secondly the formation of corrosive agents if the humidity air/inert gas discharge line.
combines with the sulphur and nitrogen oxides which might be contained in If coolant is sufficient in the tank, gas filling operation is carried out on ballast
excess in the inert gas. The tank is then inerted in order to prevent the possibility j) Monitor the dew point of the tank by taking a sample at the vapour passage.
of any flammable air/LNG mixture. Normal humid air is displaced by dry air. dome. When the dew point is -25 °C or less drying is complete.
Dry air is displaced by inert gas produced from the dry air/inert gas plant. The operation is considered complete when the CH content, as measured at the
Wet air which may be contained in the discharge lines from the cargo pumps, top of the cargo filling pipe, exceeds 99 % by volume.
Dry air is introduced at the bottom of the tank through the filling piping. The air float level piping and any associated pipe work in the cargo compressor room
is displaced from the vapour dome into the gas header through the fitted spool must be purged with dry air. The target valves for N2 gas and inert gas CO2 is equal or less than 1 %. These
piece and is discharged from No.1 vent mast. The operation can be carried out at values should be matched with the LNG terminal requirements.
shore or at sea and will take approximately 10 hours to reduce the dew point to k) When the tank is dried, stop the plant. Change over the plant to
less than -20 °C. inert gas production and feed the tank in the same manner as for This normally entails approximately two changes of the volume of the
drying the tank. atmosphere in the cargo tank.
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, (below -40 °C), and to inert, all other Note ! On completion of purging, the tank can be made common with the other tanks.
LNG and vapour pipework. Before introduction of LNG or vapour, pipework not It is necessary to lower the tank’s dew point by dry air to at least -20 °C, before Cool down of the liquid header will take place and normal loading will
purged with inert gas must be purged with nitrogen. feeding tanks with inert gas in order to avoid formation of corrosive agents. commence into the other three tanks. When a liquid level of approximately 1m is
attained in No.4 tank, No.4 stripping/spray pump can then be used to cool down
Operating Procedure for Drying Tanks l) Start the inert gas production. When oxygen content is less than the tank to be brought back into service at a rate of no more than 20 °C per hour.
0.5 % and dew point is -45 °C, open the valve IG022 upstream of When the ATR temperature of the tank reaches -130 °C, loading can commence
Dry air, with a dew point of -45 °C, is produced by the dry air/inert gas plant at a the two non-return valves on the inert gas discharge line. into this tank.
flow rate of 7,000 Nm3/h with one blower operation.
m) By sampling at the vapour dome, check the atmosphere of the tank
a) Prepare the dry air plant for use. by means of the portable oxygen analyser. O2 content should be
less than 2 % and the dew point less than -40 °C.
b) Install the spool pieces (SP001, SP601) to connect the inert gas/dry
air feeder line to the liquid header and open the spool piece valve. n) During tank inerting, purge for about 5 minutes the air contained in
the lines and equipment by using valves and purge sample points.
c) Install the spool piece (SP301) to connect the vapour outlet from
No.3 tank to the gas header, venting via No.1 vent mast. o) Inert emergency cargo pump well with N2 through foot valve.
d) Install the spool piece (SP102) connecting the liquid header to p) When the operation is completed, stop the supply of inert gas and
No.1 vent mast. close valves IG022 and CG527, CL602, CL310, CL300, CL107,
and CG105, then remove the spool pieces (SP102, SP301, SP601).
e) Open valves CG527, CL602, CL310, and CL300, to supply dry air
to the liquid header and No.3 cargo tank. Note !
Until the ship is ready to load LNG, the tank maybe maintained under inert gas
f) Open tank vapour valve CG301, and ensure that valve CG302 as long as necessary. Pressurise the tank 0.2 MPag above atmospheric pressure
remains closed. and, to reduce leakage, isolate the valve at the forward venting system.

Illustration 7.6.5a One Tank Gassing Up (No.3)
FM
CG514
CG002 KEY
CG513
CG515
CG524 CG516
SP001 CG510
CG523 CG511
FROM IGG CG525
HIGH DUTY FM
HEATER
CG522
IG021 IG020 IG022 CG527 CG526 CG512
NO.1 HIGH DUTY COMP. LNG MIXTURE AND
CG519
FUEL GAS CG505
CG521 CG507
TO BOILERS
LOW DUTY
FM FM
HEATER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG503
CS505
CG532
FM
CG504
VAPORIZER
FM
CS504 CN683
CS503 SP502
DEMISTER LIFT CHECK VALVE MANUAL CONTROL
CG530 TO INS.PRESS.
FM
VAPORIZER
SP601
CG528
CS003
GAS MAIN
VAPOUR MAIN
CS004 CS002 CS001

LIQUID MAIN
SP102
SP401 SP301 SP201
CF401 SP101
CF301 CF201 CF101
CF402 CF302 CF202 CF102

7.6.5 Gassing-up Cargo Tank (No.3 Cargo Tank) n) Monitor the inert exhausting gas at each liquid dome (use the mid cargo
tank sample cock initially, followed by the sample cock at the top of
Operating Procedures to Purge One Cargo Tank with LNG Liquid Already the loading line). Also monitor the inert exhausted gas at No.1 vent
on Board. mast, using the sample cock.
o) When the cargo tank CH content reaches 98%, throttle in the individual
It is assumed, though unlikely, that all valves are closed prior to use except fuel tank loading valve until it is only just cracked open.
gas to boilers. Normal gas burning is continued during this operation using
vapour from the three in service tanks. LNG liquid will be supplied to LNG p) The operation is considered complete when No.3 cargo tank has at least
vaporizer via stripping/spray header using the stripping/spray pump of a cargo an 98 % CH content and the acceptable CO2 content and N2 content as
tank containing LNG liquid. requested by the terminal.
a) Install the following spool pieces: Note !

Gas header to No.3 cargo tank (SP301) This function should be preformed at open sea only.
Liquid header to No.1 vent mast (SP102).
b) Prepare the LNG vaporizer.
c) Adjust the set point of the temperature control valve to +20 °C.
d) Using the IAS, adjust the set point of the pressure control valve CG106
to 6 kPag (or required value) by using the inching control (remote
/manual).
e) At the No.1 vent mast, open valve CL107.
f) Open the vapour dome outlet valves to the vapour header CG102,
101, 202, 201, 402 and 401.
g) Start the No.4 spray pump and open the spray discharge valve
CS401 to allow minimum flow LNG vapourizer.
Pressure in LNG vapourizer line shall be controlled by CS404.
h) Open valve CS501, the inlet valve to the LNG vaporizer.
i) In the cargo machinery room, open the outlet from the LNG vaporizer
CG530.
j) Open valves CG528 and CG602 to allow supply to No.3 cargo tank
vapour header.
k) Open the header valves to the vapour domes.

No.3 Tank CG301
l) Using the IAS, open the individual tank loading valves.

No.3 Tank CL300, CL310
m) Adjust the No.1 vent mast pressure with CG106 at 23 kPag or as

required.

Illustration 7.6.6a One Tank Cool Down (No.3)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
FM
CG514
CG002
CG513
CG515
SP501 FM KEY
CG524 CG516
SP001 CG510
FROM IGG CG523 CG511
CG525
HIGH DUTY FM
CG526 HEATER
IG021 IG020 IG022 CG527 CG522 CG512
CG519
CG529
CG506
FUEL GAS CG505
LOW DUTY
FM
VAPOUR CROSSOVER
FM
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508 CG533
NO.2 LOW DUTY COMP.
CS506 CG502
CG503
CS505
FM
CG532 CG504
VAPORIZER
FM
CS504 CN683
FM
CS503 SP502
CG530 TO INS.PRESS.
FM
VAPORIZER
SP601
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS707
CS704
CL410
CL110
CL310
CL210
CL708
SP102
CS708
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CL701
CL702
CS209 CS205
CS309 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
FM
CG202
CG402
CG302
CG102
SP401 SP301 SP201
CL205 CL206
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CS401CS402
CL106
CS307
CS407
CS306
CS406
CS206
CS107
CS207
CS106
CG401
CG301
CG201
CG101
SP101
CL105
CL405
CF401
CL305
CF301 CF201 CF101

CL301
CL302
CL300
CL200
CL401
CL402
CL400
CL202
CL201
CL101
CL102
CL100
CF402 CF302 CF202 CF102
CL304
CL303
CL403
CL404
CL203
CL204
CL103
CL104

7.6.6 Cool Down (No.3 Cargo Tank)

Assuming a single tank is to be cooled down using the heel in that tank.
It is assumed that all valves are closed prior to use, and it is No.4 tank.
Set the forward mast riser set point to 15 kPag and the LD compressor(s) on line
to supply the engine room with boil-off gas for the boilers.
Check the nitrogen system for high flow operation.
kPag.
Confirm the set point of N2 supply regulating valve to 0.2 kPag.
101, 202, 201, 302, 301, 402 and 401.
b) Fully open the spray inlet valves to the No.4 tank CS406 and 407.
Partially open isolating valve CS405 to the spray line.
c) Start the No.4 spray pump and open the spray discharge valve
Pressure in stripping/spray main line shall be controlled by CS404.
d) Once cool down of the spray header to the No.4 tank is complete,
open CS405 and increase the flow rate by adjusting the spray
pump discharge valve to allow an even cool down and control of
vapour pressure.
Care should be taken to control the vapour pressure either in the boilers as fuel,
or venting to the atmosphere via the No.1 vent mast riser.
e) On completion of cool down leave the spray header valves open to

allow the spray line to warm up to ambient temperature before
closing them.

7.7 Ship to Ship Transfer All equipment to be used should be thoroughly prepared and tested, and all 3. Mooring
safety equipment should be checked and be ready for use if required.
This section is intended to complement the ICS Tanker Safety Guide (Liquefied The most successful method of berthing is with both ships underway. One ship,
Gases) and the ICS Ship to Ship Transfer Guide (Liquefied Gases), and should Cargo Equipment to be Tested preferably the larger, maintains steerage way on a constant heading as requested
be supplemented by the Company's own instructions and orders. by the manoeuvring ship, usually with the wind and sea dead ahead. The
• Ventilation of compressor, pump and control room to be fully operational. manoeuvring ship then comes alongside.
1. General Safety • Gas detection systems to be correctly set, tested and operating.
Successful operations have taken place with one ship at anchor in fine weather
The Master, or other person in overall control of the operation, should be clearly • Emergency shut down system to be tested and ready for use. conditions. This is not too difficult if there is an appreciable current and a steady
established before the operation commences. The actual transfer should be • Pressure and temperature control units to be operational. wind from the same direction. If not, then tug assistance may be necessary.
carried out in accordance with the wishes of the receiving ship.
• Cargo tanks to be cooled, if necessary. Mooring should be rapid and efficient and can be achieved by good planning by
The means of communication should also be well established before transfer and • Manifolds to be securely blanked. the Masters of both ships.
both ships must be in direct contact with each other during the whole operation. • Cargo hose reducers to be ready in place.
Radio telephone contact should be established on VHF Channel 16 and thereafter In general, the following points should be noted.
on a mutually agreed working channel. Approach, mooring, transfer, and • Hose purging equipment to be acceptable.
unmooring should not be attempted until fully effective communications are The wind and sea should be ahead or nearly ahead.
established. Safety Precautions
The angle of approach should not be excessive.
Should there be a breakdown in communications for whatever reason, either on Fire main tested and kept under pressure.
approach, or during transfer, the operation should immediately be suspended. Water spray system tested and ready. The two ships should make parallel contact at the same speed with no astern
Two additional fire hoses connected near the manifold and ready for use. movement being necessary.
! Caution Dry powder system ready.
The ignition of gas vapours may be possible by direct or induced radio frequency The manoeuvring ship should position her manifold in line with that of the
energy and no radio transmissions, other than at very high frequency, should take All access doors to the accommodation to be kept closed at all times during constant heading ship and match the speed as nearly as possible.
place during transfer operations. Arrangements should be made with an transfer.
appropriate coast station for blind transmissions that would allow reception of The manoeuvring ship then makes contact, reducing the distance between the
urgent messages. No smoking. two ships by rudder movements, until the primary fenders make contact.
2. Pre-Mooring Preparations Impressed current cathodic protection system, if fitted, to be switched off at least Note !
three hours before transfer. The masters should be prepared to abort if necessary. The International
Prior to mooring, the organisers of the transfer should notify the local authorities Regulations for Preventing Collisions at Sea must be complied with.
of their intentions and should obtain any necessary permits. First aid equipment, etc. to be ready for use.
On completion of mooring, the constant heading ship will proceed to an
The two vessels should liaise with each other and exchange details of the ships, Fenders should be positioned according to an agreed plan, taking into anchoring position previously agreed. The manoeuvring ship will have its
which side is to be used for mooring, the number of fairleads and bitts and their consideration the type and size of both ships, the weather conditions and the type engines stopped and rudder amidships, or angled towards the constant heading
distance from the bow and stern of the ship to be used for mooring. of mooring that is to take place. ship. The constant heading ship should use the anchor on the opposite side to that
on which the other ship is berthed.
The size and class of manifold flanges to be used.
From the time that the manoeuvring ship is all fast alongside, to the time the
The anticipated maximum height differential of the manifolds for determining constant heading ship is anchored, the constant heading ship assumes
hose length is required. responsibility for the navigation of the two ships.
The type of hoses required and their supports to ensure that their allowable
bending radius is not exceeded.
The weather conditions should be taken into consideration, since this will
determine the type and number of fenders to be used and the type of mooring
procedure to be used. Both Masters should be in agreement regarding the
conditions that are suitable for berthing and cargo transfer before the operation
takes place.

4. Transfer Operations 7.8 Jettisoning of Cargo

Transfer can begin when the two Masters have ensured that all the pretransfer Warning
checks and precautions have been completed and agreed upon. Both ships The jettisoning of cargo is an emergency operation. It should only be carried out
should be prepared to disconnect and un-moor at short notice should anything to avoid serious damage to the cargo tank and/or inner hull steel structure.
go wrong.
A membrane or insulation failure in one or more cargo tanks may necessitate the
During transfer, ballast operations should be performed in order to keep the trim jettisoning of cargo from that particular cargo tank to the sea. This is carried out
and list of both vessels constant. Listing of either vessel should be avoided using a single main cargo pump, discharging LNG through a portable nozzle
except for proper tank draining. The weather and the traffic in the area should fitted at ship’s manifold.
also be checked. All safety equipment should be in a state of readiness.
As jettisoning of LNG will create hazardous conditions:
Transfer can take place while the two vessels are at anchor. This is the most
common method. Transfer can also take place while the two vessels are a) All the circumstances of the failure must be carefully evaluated
underway, though this depends on having adequate sea room, good traffic before the decision to jettison cargo is taken.
conditions, and large diameter, high absorption fenders.
b) All relevant fire fighting equipment must be manned, and
Underway Transfer maintained in a state of readiness during the entire operation.
After completion of mooring, the constant heading ship maintains steerage way
and the manoeuvring ship adjusts its engine speed and rudder angle to minimise c) All accommodation and other openings and all vent fans must be
the towing load on the moorings. The course and speed should be agreed by the secured.
two Masters and this should result in the minimum movement between the two
ships. The Master of the constant heading ship is responsible for the navigation d) The NO SMOKING rule must be rigidly enforced.
and safety of the two vessels.
e) The water curtain on the side of the jettison is to be running to
Drifting Transfer protect the ship’s structure.
This should only be attempted in ideal conditions.
Weather conditions, and the heading of the vessel relative to the wind, must be
Completion of Transfer considered so that the jettisoned liquid and resultant vapour cloud will be carried
After transfer has been completed and before unmooring, all hoses should be away from the vessel. In addition, if possible, avoid blanketing the vapour with
purged, manifolds securely blanked, and the relevant authorities informed that exhaust gases from the funnel.
transfer is complete.
The discharge rate must be limited to the capacity of one cargo pump only and, if
5. Unmooring necessary, reduce to allow acceptable dispersal within the limits of the prevailing
weather conditions.
This procedure will be carried out, under normal conditions, at anchor. However,
if both Masters agree, unmooring can take place underway.
Before unmooring begins, obstructions from the adjacent sides of both ships
should be cleared. The sequence and timing of the event must be agreed by both
ships, must commence at the request of the manoeuvring ship. Lines should be
singled up fore and aft, then let go the remaining forward mooring allowing the
ships to drift away from each other. At this time, the remaining after moorings
are let go and the ships drift clear of each other. Neither ship should, at this point,
attempt to steam ahead or astern until their mid lengths are about two cables
apart.

Part 8 : Ship-Shore Item
8.1 General ..............................................................................................8 - 1
8.1.1 Particulars of Deck Machinery ...............................................8 - 1
8.2 Mooring Facilities..............................................................................8 - 5
8.2.1 Performance of Mooring Facilities .........................................8 - 5
8.2.2 Hydraulic Power System for Deck Machinery .......................8 - 5
8.2.3 Mooring Arrangements for the LNG Terminal .......................8 - 6
8.3 Location of Manifold and Details ....................................................8 - 10
8.4 Location of Landing Area for Shore Gangway................................8 - 12
8.5 Emergency Shutdown and Cargo Tank Protection Scheme .............8 - 17
8.6 Ship Shore Link ...............................................................................8 - 22
8.7 Mooring Load Monitoring System ..................................................8 - 25
Part 8
Ship Shore Item
Part 8 : Ship-Shore Item Design speed: 19.6 knots with 90% MCR, with 21% sea Air capstan
margin Maker: Yong Nam Marine Mach.
8.1 Principal Particulars 20.5 knots with 90% MCR, without sea Type: Pneumatic type
margin No. of Sets: 4
8.1.1 Principal Particulars of the Ship Ballast Draft: 9.4 m Capacity: 0.5 Tons X 25 m/min
Cargo Tank Safety Valve: 25 kPag
Shipbuilder: Daewoo Shipbuilding and Marine Engineering Co., Ltd. Insulation Safety Valve: 1 kPag Fire wire reel
Okpo Shipyard Fuel Oil Consumption per day: 166.8 Tons per day Maker: Yong Nam Marine Mach.
Republic of Korea Guaranteed boil-off rate: 0.15% per day Type: Air motor driven type
Yard Number: 2211 No. of Sets: 2
Ship Name: RAAHI Windlass Wire Rope Size: 38 mm Dia. X 90 m
Delivered: 2004.12.16 Maker: Rolls-Royce
Nationality: Malta Type: BFMC41.102 Accommodation ladder
Port of Registration: Valletta Electro-Hydraulic Maker: Sam Gong Co., Ltd.
Call Sign: 9HYO7 No. of Sets: 2 Type: Vertical self stowing type
Inmarsat-B I.D.: Capacity: 49.4 Tons No. of Sets: 2
TEL 321571810 Radio Space
TEL 321571814 Captain Mooring winch Mooring Rope
TEL 321571815 CCR Maker: Rolls-Royce Type: 6 X 36 IWRC Galv’d
TEL 321571816 Auto Telephone Type: WMC41030 No. of Sets: 20 + 2(SPARE)
No. of Sets: 7 Size: 42 mm Dia. X 275 m
TEL
Capacity: 30 Tons
TEL
FAX 321571811
Hose handling crane
DATA 321571812
Maker: TTS
HSD 391037418
Type: MCV1800-10-24Ex
TELEX 321571813
Electro-Hydraulic
Type of Cargo: LNG No. of Sets: 2
Type of Ship: Segregated Ballast LNG Carrier Capacity: 10 Tons
Stem: Bulbous Bow and Raked Stem
Stern: Transom
Provision handling crane
Navigation: Ocean Going Maker: TTS
Classification: Bureau Veritas : Type: MCV1800-15-16
I + HULL + MACH, Liquefied Gas Carrier/LNG, Ship Electro-Hydraulic
type 2G (-163 °C, 500 kg/m3 , 0.25 bar ), Unrestricted No. of Sets: 2
Navigation, +VeriSTAR-HULL 40 Years, + AUT-UMS, Capacity: 15 Tons
+ SYS-NEQ-1, + MON-SHAFT, INWATERSURVEY
IRS (Indian Registry of Shipping) Anchor
Length Overall: 277.0 m Maker: Kum Hwa Cast Steel
Length Between Perpendiculars: 266.0 m Type: HHP
Breadth Moulded: 43.4 m No. of Sets: 3
Depth Moulded: 26.0 m Weight: 13,350 kg
Design Draught: 11.4 m
Scantling Draught: 12.5 m Anchor chain cable
Cargo Tank Capacity: 138,076.896 m3 Maker: Dai Han Anchor Chain
Gross tonnage: 94,058 Tons Type: Flash butt welded extra high
Net tonnage: 28,217 Tons Strength steel (Grade Q3A)
Freeboard: 8,773 mm from deck (Sunken deck) No. of Sets: 2
Displacement: 100,149 Tons at the design draft of 11.4 m Dimension: 102 mm Dia.
Deadweight: 70,292 Tons at the design draft of 11.4 m
8-1 Part 8 Ship-Shore Item

Illustration 8.2.1a Arrangement of Mooring Facilities
M4
M6
M1
W2
M2
W1
M7
M5
M3
SYMBOL DESCRIPTION
BITT
CHOCK
BITT BITT
BITT BITT

Illustration 8.2.1b Hydraulic Power System for Deck Machinery (FORWARD UPPER DECK PLAN)
FROM INSUTRUMENT
AIR FROM E/R
EXP.
TANK

Illustration 8.2.1c Hydraulic Power System for Deck Machinery (SUNKEN/AFTER DECK PLAN)
FROM INSUTRUMENT
AIR FROM E/R
EXP.
TANK

8.2 Mooring Facilities 8.2.2 Hydraulic Power System for Deck Machinery Before Starting
8.2.1 Performance of Mooring Facilities Hydraulic oil If the above are followed, the procedure before starting should be simple:
Check that the oil is clean and also if the right type and viscosity is used.
Windlass/Mooring Winch (W1, W2) a) Before starting the pumps, be sure that control levers on all winches are
Air in “stop” position.
Maker: Rolls-Royce Problems like noise in the system, reduced hoisting speed and b) Check the oil level in the expansion tank.
Type: BFMC41.102 (Each with one cable lifter, power of the winches are often caused by the air in the system. c) See item “Air”
two mooring drums and one warping end) Air should be vented through air plugs often especially before the winches are d) During winter, the pumps should be started before the winches are used
Cable Lifter used. so that the hydraulic oil can be self-heated.
One Hydraulic Motor Engaged: e) It is also important to follow the instructions regarding wires. All
Normal Load: 49.4 Tons Expansion tank wheels, shackles and other moving parts have to be sufficiently
Hoisting Speed at Normal Load: 14.0 m/min This should always be filled to 2/3 of the height or to the sight glass if it is lubricated.
Anchor Break-Out (Max.) Pull: 74.1 Tons, 110 m Suspended Anchor mounted.
Lowering of Anchor (Dynamic): 22.0 m/min ! Note
Break Holding Load: 336.0 Tons Lubrication A careful inspection during first mounting/installation period can prevent future
The hydraulic system oil lubricates the moving parts in the hydraulic motors, breakdowns and expenses.
Mooring Drum pumps and valves. However, on most of the winches there will be some greasing
Normal Load: 20 Tons points on the mechanical part and these should be sufficiently lubricated. Check
Hauling Speed at Nor. Load: 0 ~ 15 m/min also the oil level in gears and chain cases.
Light Line Speed: 0 ~ 50 m/min
Break Holding Load: 99.2 Tons Bolts
Bolts on covers, flanges and other connections have to be tightened at all times
Warping End to avoid leakage. Special attention should be drawn to new plants.
Load (approx.): 30 Tons
Speed (approx.): 0 ~ 15 m/min Alignment
Light Line Speed (approx.): 0 ~ 45 m/min At times it may be necessary to check the alignment of pumps and winches.
Even if pumps and winches are carefully aligned when installed they can be
Mooring Winch (M1, M2, M3, M4, M5, M6, M7) misaligned later. When found misaligned (or to check misalignment) on fasten
foundation bolts and turn the winch (pump) in order to correct it to turn freely.
Maker: Rolls-Royce Be aware that misalignment can cause the equipment to break down.
Type: WMC41030
Change over valves
- M1: WMC41030. Each with Three Mooring Drums These have to be fully opened/closed.
- M2, M3: WMC41030. Each with Two Mooring Drums and One Warping End Partly opened/closed change over valves have slowed winch speed and power.
- M4: WMC41030. Each with Two Mooring Drums and Warping End Check also if the change over valves are in the right position to lead the oil to the
- M5, M6: WMC41030. Each with Two Mooring Drums and One Warping End required winch.
- M7: WMC41030. Each with Three Mooring Drums and One Warping End
Safety valves
Mooring Drum These are normally adjusted from the factory. If necessary, however, to readjust
Normal Load: 30 Tons the valve, please read the instructions on safety valve.
Hauling Speed at Nor. Load: 0 ~ 15 m/min
Light Line Speed: 0 ~ 50 m/min
Break Holding Load: 99.2 Tons
Warping End
Load (approx.): 30 Tons
Speed (approx.): 0 ~ 15 m/min
Light Line Speed (approx.): 0 ~ 45 m/min

8.2.3 Mooring Arrangements for the LNG Terminal
KOREA - PYEONGTAEK, NO.1 BERTH LNG TERMINAL KOREA - TONGYOUNG, NO.1 BERTH LNG TERMINAL
KOREA - PYEONGTAEK, NO.2 BERTH LNG TERMINAL LAKE CHARLES, USA LNG TERMINAL

FRANCE - MONTOIR, DOWNSTREAM BERTH LNG TERMINAL QATAR - RAS LAFFAN, NO.1 BERTH LNG TERMINAL
FRANCE - MONTOIR, UPSTREAM BERTH LNG TERMINAL QATAR - RAS LAFFAN, NO.2 BERTH LNG TERMINAL

DAHEJ - INDIA LNG TERMINAL (Port Alongside) JAPAN - HIGASHI OHGISHIMA LNG TERMINAL
DAHEJ - INDIA LNG TERMINAL (Starboard Alongside) KOREA - INCHON, NO.1 BERTH LNG TERMINAL

KOREA - INCHON, NO.2 BERTH LNG TERMINAL

8.3 Location of Manifold and Details
ACCOMMODATION LADDER (P) MANIFOLD (P)
ACCOMMODATION LADDER (S) 2.30 m

MANIFOLD (S)
Plan View of Cargo Manifold Elevation
8 - 10 Part 8 Ship-Shore Item

Cargo Manifold Strainer Short Distance Piece

8.4 Location of Landing Area for Shore Gangway
KOREA - PYEONGTAEK, NO.1, 2 BERTH LNG TERMINAL KOREA - TONGYOUNG, NO.1 BERTH LNG TERMINAL LAKE CHARLES, USA LNG TERMINAL

FRANCE - MONTOIR, UP/DOWNSTREAM BERTH LNG TERMINAL QATAR - RAS LAFFAN, NO.1, 2 BERTH LNG TERMINAL DAHEJ - INDIA LNG TERMINAL

JAPAN - HIGASHI OHGISHIMA LNG TERMINAL KOREA - INCHON, NO.1, 2 BERTH LNG TERMINAL

Illustration 8.5.1a Emergency Shutdown and Cargo Tank Protection Scheme
EQUAL PRESSURE BETWEEN

EACH CARGO TANK & LAVH ESD SEQUENCE
PRIMARY INSULATION SPACE TROUBLE XA
1C. TK 2C. TK 3C. TK 4C. TK
CCR CONSOLE 0 Kpa TPS ACT TPS ACT TPS ACT TPS ACT
ES003
CT030.8 ELEC. LINK
XA
XA LAEH ANY ONE XA DPCLL XA XA XA DPCVL XA XA XA XA XA DPCL XA PCLL XA XA XA XA XA XA CT031.8 WRONG POS.
CARGO TANK LEVEL CT032.8 ES001
ES032 ES010 ES009 ES004 ES007 ES017 ES007 ES015 GH017.1 ES016 GH018.2 ES027 ES028 ES029 ES030 ES006 ES005 PNEU. LINK
99.3 % GM005.1 CT033.8
WRONG POS. XA
EACH TANK CARGO PUMP

GM004.1 ES018 GM010.1 ES019
EACH TANK CARGO PUMP

GM009.1 ES002
ES020 GM015.1 ES021
ALL CARGO COMP.

GM014.1 XA
ALL CARGO COMP.

ES022 GM020.1 ES023 ESD ACT
ESDS
CCR
GM019.1 ES024 ES025

IAS
ES026
STOP
STOP
ES011.1 EACH
ES012.1 CARGO TANK LEVEL
ES013.1 98.0%
ES014.1
LAHH CCR
XA DPCLL
CONSOLE
CARGO TANK
CONCERNED
ES004.7
FILLING
VALVE
CLOSE
ES011 (ALARM
ES012 OVERRIDE)
ES013
ES014
ELEC. EQUIP. ROOM
ESDS
ALARM CIRCUIT
* ESDS
LOCAL CONTROL BOX
* *
CARGO SWITCH CARGO SWITCH CARGO SWITCH CARGO SWITCH AIR RELEASE
SOL. VALVE BOX SOL. VALVE BOX SOL. VALVE BOX SOL. VALVE BOX
BOARD ROOM BOARD ROOM BOARD ROOM BOARD ROOM BOX
PORT MANIFOLD STBD MANIFOLD CARGO PUMP SPRAY PUMP EM'CY PUMP H/D & L/D FUEL G. MASTER SOL. VALVE TANK FILLING
PNEUMATIC
ELECTRIC
VALVE CLOSE VALVE CLOSE STOP STOP STOP COMP. STOP VALVE CLOSE OPEN VALVE CLOSE
OPTICAL
- CARGO
MANIFOLD
AREA
* * * * *
SHIP/SHORE ESDS ELECTRIC

I.S BARRIER CONTROL AIR HYDRAULIC OIL VAPOR HEADER
MANUAL FUSIBLE PNEUMATIC UPS POWER SHIP/SHORE
FOR ESDS V/V PRESSURE PRESSURE PRESSURE
SWITCH PLUG PRESSURE POWER FAIL CONNECTION
POWER FAIL LOW LOW LOW LOW LOW
LOW FAIL (BLACK OUT)
LOCAL
- NO.4 SOL. V/V BOX -CCR - EACH LIQUID DOME - CARGO - ESDS PNEUM - CSBD
- NO.7 SOL. V/V BOX - F.C.S - MANIFOLD P & S MANIFOLD CONTROL
- NO.8 SOL. V/V BOX - W/H - COMP. ROOM AREA BOARD
- EACH LIQUID DOME - MOTOR ROOM
- DECK FWD - EACH VAPOR DOME NOTE : 1. LOCAL PRESSURE GAUGE SHALL BE PROVIDED ON EACH
- MANIFOLD P & S SHORE CONNECTION FOR PNEUMATIC ESD SYSTEM.
(CPI 45 FOR STBD SIDE, CPI 46 FOR PORT SIDE)
2. THE ITEM MARKED WITH * SHALL BE SUPPLIED BY EQUIPMENT MAKER.
3. ENTIRE SYSTEM CAN BE BLOCKED BY A KEY OPERATED

SWITCH FITTED IN CCR.
4. ONE(1) MANUAL RESET SWITCH AND ONE(1) TEST BOTTOM WITH PRESSURE INDICATOR
SHALL BE FITTED.

Illustration 8.5.1b Emergency Shutdown and Cargo Tank Protection Scheme
INPUT SIGNAL ESDS CONTROL CABINET OUTPUT SIGNAL
NORMAL OPERATION BOILER CONTROL ESD ACTION SIGNAL

PANEL
CCR
ALARM
Supplied IAS
by VRC Vendor
I.S.
INTERLOCK OPERATION
BARRIER NO.8 SOL. V/V
BOX SHORE CONNECTION VALVE (PORT)
(SOL. CONT.)
ESDS TEST SWITCH NO (I.S.) Q'TY - 5 ESDS
TEST (CCR) (CL801, CL802, CL803, CL804, CG801)
ESDS RESET SWITCH NO

RESET (CCR) NO.7 SOL. V/V
BOX SHORE CONNECTION VALVE (STBD)
(I.S.)
Q'TY - 5 ESDS
ESDS CANCEL SWITCH NC
CANCEL (CCR) (CL701, CL702, CL703, CL704, CG701)
CARGO PUMP
TANK LEVEL HIGH HIGH & OVERRIDE SWITCH NO MV CSBD ESDS TPS 1
Q'TY - 8
TANK LEVEL EXTREMELY (CTS)
HIGH OVERRIDE
LV CSBD SPRAY PUMP
Q'TY - 4 ESDS TPS 1
EMERGENCY SHUT DOWN SYSTEM
ESDS PLC
MANUAL SWITCH NC MV CSBD H/D COMPRESSOR
MANUAL SWITH I.S. Q'TY - 2
(I.S.) ESDS TPS 1
BARRIER
CARGO TANK LIQUID DOME TOP - Q'TY 4 (SIGNAL) LV CSBD L/D COMPRESSOR
MANIFOLD --------------------------------- Q'TY 2 Q'TY - 2
EMERGENCY ESDS TPS 1
FORWARD AREA ------------------------ Q'TY 1
SHUT DOWN
CONTROL
NC OR
MANUAL SWITH
LV CSBD EM'CY CARGO PUMP

CCR CONSOLE ------------------- Q'TY 1
Q'TY - 1 ESDS TPS 1
FIRE CONTROL ROOM --------- Q'TY 1
W/H CART CONSOLE (S)------- Q'TY 1 ESDS FAIL
SELF
FIRE DIAGNOSIS I.S.
FUSIBLE PLUG NC
FUSIBLE PLUG OR BARRIER
(I.S.)
MELTED (SOL.CONT.) NO.1-4 SOL. V/V
CARGO TANK LIQ. DOME TOP -- Q'TY 4 BOX
CARGO TANK GAS DOME TOP - Q'TY 4 TANK FILLING VALVE
(I.S.)
MANIFOLD ----------------------------- Q'TY 2 Q'TY - 4 TPS 2
CARGO COMPRESSOR ROOM -- Q'TY 1
(CL100, CL200, CL300, CL400)
FUSIBLE PLUG NC
(I.S.) TANK
PROTECTION NO.4 SOL. V/V
ELECT. MOTOR ROOM -------------- Q'TY 1 CONTROL 1 BOX
(I.S.) FUEL GAS MASTER VALVE
PNEUMATIC PRESS. LOW
IN SHIP/SHORE PRESS. SWITCH NC Q'TY - 1 ESDS
CONNECTION (I.S.) (CG405)
TANK
PROTECTION
CONT. AIR PRESS. NC
PRESS. SWITCH CONTROL 2 SHIP/SHORE
LOW
PNEU. CONNECTOR
AIR RELEASE
AIR RELEASE MAGNETIC VALVE
I.S. TYPE I.S. TYPE
CARGO TANK LEVEL NC CTS Q'TY - 1
PANEL ESDS
EXTREMELY HIGH (99.3%) SENSOR
CARGO VAPOUR MAIN LINE I.S. TYPE NC

PRESS. LOW (0.3 KPa) IAS
SENSOR
PNEUMATIC
ESDS TO SHORE
INTERFACE
CARGO VAPOUR MAIN LINE &
PRIMARY INSULATION SPACE I.S. TYPE NC
PRESSURIZATION MAIN LINE IAS AIR SIGNAL
SENSOR
LOW PRESS.
NC
SHIP'S BLACK-OUT GACP OPTICAL ESDS
INTERFACE FROM/TO SHORE
POWER FAIL FOR ESD V/V I.S BARRIER NC OPTICAL SIGNAL

FOR VRC
HYD. OIL PRESS. NC

PRESS. SWITCH
LOW/LOW ELECT. CONNECTOR ESDS
INTERFACE FROM/TO SHORE
ELECTRIC SIGNAL
TANK PROTECTION SYSTEM 1
CARGO TANK & NC

I.S. TYPE IAS
PRIMARY INSULATION SPACE
SENSOR
DIFF. PRESS. LOW/LOW (0.5 kPa)
: HONEYWELL SUPPLY EQUIPMENT
CARGO TANK &
PRIMARY INSULATION SPACE I.S. TYPE NC REGEND
SENSOR IAS
PRESS. VERY LOW (0 kPA)
NO : NORMAL OPEN CONTACT
TANK PROTECTION SYSTEM 2 NC : NORMAL CLOSE CONTACT
CCR : CARGO CONTROL ROOM
CARGO TANK LEVEL I.S. TYPE NC CTS I.S : INTRINSICALLY SAFETY
HIGH HIGH (98.0%) SENSOR PANEL

8.5 Emergency Shutdown and Cargo Tank Protection Scheme Automatic shutdown occurs when any of the following conditions occurs: TPS 2
Causes
In the event of fire or other emergency condition, the entire cargo system, gas Emergency Shutdown Function y Cargo Tank Level High High (98.0%)
compressors and master boil-off gas isolating valve to the engine room may be
shut down by a single control. Causes Actions
y Shore Trip Signal y Relevant Tank Filling Valve Closes
Shut down of the cargo system is actuated either manually or automatically by
y Pneumatic Shore Signal
fire or certain off limit conditions.
y Manual Trip Signal Gas Burning Safety System
y Tank Extreme High Level (99.3%)
Description
y Hydraulic Pressure Low/Low (9 MPa) Causes
The manual emergency shutdown push buttons are located as follows: y ESD Power Fail (Black out) y Master Gas Manual Trip
y Power Fail For ESDS Valve (I.S BARRIER) y Both Boiler Trip
y Cargo control console y ESD Logic Fail y ESDS Activated
y Wheelhouse chart console (S) y Fusible Link y Boil-Off Leak Ext. Fan Both Stop
y Fire control station y Control Air Pressure Low (420 kPa / 320 Kpa) y E/R Gas Leak Detected
y Each tank liquid dome (4 units) y Vapour Header Pressure Low/Low (0.3 kPa) y BOG Temp. Low-Low
y Port and starboard manifold platforms (2 units) y Vapour Line/Primary Barrier DP Low (0 kPa) y Vapour Header Press. Low-Low
y Deck forward area y BOG Heater Abnormal
Actions
Automatic shutdown for fire is controlled by twelve fusible plugs located as
y Manifold Valves Close Actions
follows:
y Cargo Pumps Stop y LD Compressor Stops
y Each tank liquid dome (4 units) y Emergency Cargo Pump Stop y BOG Master Valve Closes
y Each tank vapour dome (4 units) y Stripping/Spray Pumps Stop
y Port and starboard manifold platforms (2 units) y HD Compressor Stops
y Cargo compressor room (1 unit) y LD Compressor Stops
y Electric motor room (1 unit) y ESD Signal to Shore
y BOG Master Valve Closes
There are three ESDS interface connections made to the shore facility, i.e.
electrical, optical and pneumatic. In port, the optical link, electric system and Tank Protection
pneumatic system will inform the shore of any ship’s ESDS actuation and will
stop the loading or discharge pumps and close the shore liquid valves.
TPS 1
Causes
y Cargo Tank & Primary Insulation Space Diff. Pressure Low/Low
0.5 kPag
y Cargo Tank & Primary Insulation Space Diff. Pressure Very Low
0 kPag
Actions
y Cargo Pumps Stop
y Emergency Cargo Pump Stop
y Spray Pumps Stop
y HD Compressor Stops
y LD Compressor Stops

Ship/Shore Connection Selector 3) Pneumatic connection at LNG Terminal: 6) Resetting Push Button with Lamp
There is a reset push button fitted on the CCR console to reset the ESDS after
Three (3) kinds of ship/shore connection method are provided to transfer the C ESD activation.
ESD signal to/from ship terminal. EL A: 200 kPa During reset the ESDS, lamp will be lighting and pneumatic control air
EL/OP B D
B: 200 kPa pressure at the pneumatic control board will be monitored in the IAS CRT.
-. Pneumatic Connection C: 250 kPa
-. Electric Connection A E D: spare 7) ESD / TPS Tank Level Override Indication Lamp:
-. Optic Connection INHIBIT E: spare
OP F
BY – PASS F: spare There are four (4) lamps to indicate the tank level override condition for TPS
Two (2) rotary type selectors on the CCR Console are provided to select or and four (4) lamps to indicate the tank level override condition for ESD.
(Electric/Optic Selector) (Pneumatic Selector) When all cargo tank levels are in override selection, override input signal
bypass the ship/shore connection. One is for pneumatic connection and the other
is for electric/optic connection. from TPS and the lamp for ESD override will be lighting up in IAS.
Each selector is linked to the bypass function. -. Select Electric / Optic Selector to 'Inhibit'.
-. Select “Pneumatic Selector” to related position to match with ESD set 8) TPS Trip
! Caution pressure.
Before using the blocking switch, determine exactly what has caused the When the differential pressure between the cargo tank and primary insulation
shutdown. If operator select the by-pass position, pneumatic emergency shut-down signal space is low-low, very low or the cargo tank pressure is low-low for each
Before using the blocking switch, turn the controls for all crossover valves to the from the terminal will not affect the emergency shut-down system on the ship. cargo tank, it is necessary to stop the equipments that reduce pressure of cargo
shut position. tank interior to protect cargo tank. For this, the tank/primary insulation space
Use the blocking switch only when absolutely necessary to recover from an 4) Electric or Optic connection at LNG Terminal: differential pressure low-low and very-low for each tank is detected by the
emergency condition. monitor switch mounted inside the IAS cabinet. This signal runs to the ESD
When the emergency condition is corrected, immediately restore the shutdown system to stop the equipments reducing tank pressure.
system to normal. C
EL EL/OP B D The monitor switches inside of the IAS cabinet generate discrete signal by the
1) Loading/Unloading Terminal Selector
setting the trip set points.
There is a loading/unloading terminal selector fitted on the CCR console to
avoid surge in the liquid line when ESD condition happens during the LNG A E
The differential pressure low-low is set at 0.5 kPag and very low is set at
transfer. INHIBIT
OP F 0 kPag and the tank pressure low-low is set at 2.8 kPag on each cargo tank
BY – PASS
respectively.
LOAD UNLOAD (Electric/Optic Selector) (Pneumatic Selector)
At the tank protection condition, the following actions are processed by the
-. Select Electric / Optic Selector to 'Optic or Electric or Elec/Optic'. ESD system.
-. Select Pneumatic Selector to 'By-pass'.
-. See section 8.6 Ship Shore Link for two different electric connections, the • Stops running Cargo Pumps, Emergency Cargo Pump, Strip Pumps
“Pyle” type and the “Miyaki” type. for each tank respectively
2) Test/Block Selector • Stops running H/D compressor, L/D Compressor.
5) Optic/Electric Line Selector
Also, there is a key selector fitted on the CCR console to test the ESDS and to The trip block functions for each cargo tank, high duty compressor, low duty
block the ESDS. compressor, cargo pumps, emergency cargo pump and stripping/spray pumps
For the ESD test, operator can turn the selector switch to the test position, are prepared to prevent tripping of the equipments from tank protection
equipment related to the ESD system will trip or close, without master gas OP EL activation in the ESD system despite of the differential pressure low-low, very
valve and Low Duty compressor. low or the cargo tank pressure low-low condition.
If an operator select the block position, ESD will not activate. The trip block can be manually set on the schematic display and the blocking
signals are outputted from the IAS to the ESDS panel. The trip blocking signal
Off
is generated in the IAS by the digital output point.
The IAS activates an alarm when the operator sets the trip blocking.
Test Block If operator selected the “OP” position, the telephone signal will be transferred
via optic system.

9) Filling Valve Close by Cargo Tank Level High High (98.0%) & Override Illustration 8.5.1b Circuit Diagram of Air Control
Switch (GS) (Tank level High high)
15 SUS
TO SHORE (S)
When the cargo tank level comes up to 98.0 %, the TPS automatically closes
the filling valve of the related tank. For this, the CTS outputs discrete signal NO.6 PRESS. SW EOR E.S.D.S
(2 ONTACT TYPE)
NO.7 PRESS. SW EOR E.S.D.S.
NO.5 PRESS. SW BOX POR E.S.D
by changing the normally energized contact to be de-energized for filling (2 CONTACT TYPE) (2 CONTACT TYPE)
valve close by ESD system.
The filling valve closing override function for each cargo tank is prepared to
PILOT REDUCING
prevent close of filling valve when level very high alarm is activated. VALVE 6A 8A
NO.1 PS NO.2 PS NO.3 PS NO.4 PS Rc3/8
PRESS. GAUGE PT (PLUG)
The operator can manually set the filling valve closing override on omicron 5 PORT
OUT SOL. VALVE
panel, so that the logic function of filling valve closing is deactivated. The
IN
override function is prepared for each cargo tank respectively. 6
6 6
6 Rc1/4
(Plug)
6
3-WAY
6 IN SHUT-OFF BALL No. 5, 6, 7 Press. SW
OUT
SOL. VALVE VALVE Box for ESDS
P1 SA2 6 6 6 6 6 6
SHUT-OFF PA
SOL. VALVE 6A
MIST NEEDLE V/V WITH Rc3/8
BALL PILOT REDUCING SILENCER CHECK VALVE
10A
VALVE SEPARATOR IN OUT VALVE R P1
RC 3/8 10 10 15 SUS
10A 10 10 10 10 10 10
PILOT POERATED 10A 15A
REDUCING VALVE
CONTROL AIR SUPPLY SA1
686-882 kpag (7-9 kgf/cm)
15A
IN OUT
15 SUS
SHUT-OFF
SA3
SOL. VALVE
OX
15A LB
INA
RM SA6
PANEL TE
SOLENOID VALVE BOX

FOR ESDS
CONTROL 15 SUS
FUNCTION DESCRIPTION CIRCUIT TO SHORE (P)
A : Ship/Shore - a : ELECTRIC - c : EL/OP

Link Select - b : OPTIC - d : INHIBIT
B : Pneumatic - a : 2.0 - e : SPARE

Link Select - b : 2.0 - f : SPARE
- c : 2.5 - g : BY-PASS
- d : SPARE
C : ESD RESET
D : ESD TEST/OFF/BLOCK
E : LOADING/UNLOADING - a : LOADING
- b : UNLOADING

Illustration 8.6a Ship-Shore Optic Fibre Transmission and ESD Link System Schematic
ELECTRIC EQUIPMENT ROOM CARGO CONTROL ROOM SHIP SIDE PORT ON DECK FR100
SHIP SHORE LINK ENCLOSURE
LAMP
FIBRE OPTIC SYSTEM ELECTRICAL SYSTEM TRIP INPUTS PORT SHIP SIDE
TEST HEALTHY HEALTHY
FO CONNECTION BOX
ESD HEALTHY
PRESS
TO SHORE RECEIVING
TEST HIGH LEVEL HEALTHY
SELECTED SELECTED
LOADING ARM TRIP 1 HEALTHY
LOADING ARM TRIP 2 HEALTHY
CARGO CONTROL CONSOLE

FO & EL SYSTEM SELECTOR MODULE
PORT STBD
FO PORT STARBOARD SELECTOR MODULE

ESD SYSTEM TELEPHONE SYSTEM
LAMP SYSTEM
TEST FAULT
SHIP -> SHORE NORMAL
PRESS
TO NORMAL
TEST ABNORMAL
AUDIO
ALARM ESD SHORE -> SHIP NORMAL
CH 1 CH 2 CH 3 CH 4
MLM DESKTOP PC
PRESS
TO ABNORMAL
TEST
SIGNAL FAULT
CIRCUIT PRESS
TO
FO CONTROL & ALARM MODULE TEST TEST
PSU
220VAC
1X2X1.0
MODEM
AC MAINS
SUPPLY NORMAL ABNORMAL
TELEPHONE
POWER SUPPLY MODULE
SPACE
SPEAKER
PABX PUBLIC
TELEPHONE TELEPHONE
HOTLINE TELEPHONE
PSU
TRIPS ACTIVE SHIP TO SHIP
REVERSE CONNECTION
ESD SHORE-SHIP ESD SHIP-SHORE SYSTEM SELECT TELEPHONES HOTLINE PHONE 220VAC GENERAL ALM
1X2X1.0
B B B B B
A C A C A C A C A C
SERIAL
JB-INT
SW 1 SW 2 SW 3 SW 4 SW 5
ELECTRIC SYSTEM CONFIGURATION MODULE C/O

SWITCH STBD SHIP SIDE
FO CONNECTION BOX
SHIP SIDE STBD ON DECK FR100
RJ11 BOXES
RJ11
RJ45
"D" TYPE
CONNECTOR
HONEYWELL IAS AND CARGO ESD SYSTEM

ELECTRIC ESD SHIP SHORE/SHORE-SHIP
OPT ESD SHIP SHORE/SHORE-SHIP
OPT/EL SYSTEM SELECTION (VOLT FREE CONTACTS)
COMMON ABNORMAL ALARM
AC 220V MAIN NORMAL POWER

24V DC BACKUP SUPPLY, 8A MAX

Illustration 8.6b Ship-Shore Optic Fibre Transmission and ESD Link System Schematic
HOTLINE PHONE
IAS AND MLM
SYSTEM PLANT TELEPHONES MARIMATECH MLM NOTEBOOK
(MARIMATECH)
EXTERNAL
PSTN LINE
EXCHANGE PHONE
MODEM PSTN PHONE
SHIP SYSTEM
MOORING LOAD DATA HOTLINE PHONE
PLANT
MLM EXCHANGE
RJ45 RJ11 RJ11
MODEM SHORE SYSTEM SKT SKT SKT
ALARMS
CABLE REEL
TEL I/F TEL I/F TEL I/F TEL I/F TEL I/F TEL I/F TEL I/F TEL I/F
UNIT UNIT UNIT UNIT UNIT UNIT UNIT UNIT
CH 1 CH 2 CH 3 CH 4 CH 4 CH 2 CH 3 CH 4
PORT SIDE BOX

MULTIPLEX UNIT MULTIPLEX UNIT
ELECTRICAL/OPTICAL TEL/ ELECTRICAL/OPTICAL
INTERFACE AGC INTERFACE
CARRIER DETECT
EMERGENCY SHUTDOWN ESD EMERGENCY SHUTDOWN

UNIT WITH E/O INTERFACE MODULE
POWER SUPPLY UNIT CONTROL ESD

CONTROL ALARM MODULE POWER SUPPLY UNIT
SWITCHING CONTROL ALARM MODULE
CARRIER DETECT LEDS PORT STBD CARRIER DETECT LEDS
STBD SIDE BOX SELECTOR UNIT
PLANT EMERGENCY CARGO EMERGEMCY

SHUTDOWN CONTROL SHUTDOWN CONTROL
SYSTEM SYSTEM SIMULATION
ALARM SYSTEM
SIMULATION

8.6 Ship Shore Link There is a 4 way earth connector fitted from ship-shore as used on some The internal equipment includes:
European terminals (but this contravenes current OCIMF and SIGGTO • Power supply module
Linked ship-shore emergency shutdown systems have been required by SIGGTO regulations) and is not recommended unless insisted upon by the terminal. • Control & alarm module
since the early days of LNG loading and discharge installations. They minimize • ESDS module
the consequences of an accident or, if abnormal conditions arise, they allow the A 50 m umbilical is fitted to enable ship-to shore linking. Ship supply is required • TEL/IF module
process to be shut down with minimum spillage of liquid. Thus consequent risk by some terminals. • FO connection box
to jetty and ship’s structures and escape of flammable vapour is avoided. • Port starboard selection module
Configuration of 37-way connector • Terminal rail and connection
Since both the ship and the shore exchange liquid and vapour, the shipside and
shore-side Emergency Shutdown (ESD) must be linked. An additional feature specified by experienced LNGC operators to ensure safe The system is designed for ship or shore use, and complies with IEC-945 for
functioning during emergency breakaway requires all ESD circuits to be shipboard equipment. The equipment complies with SIGTTO July 1987
This is to avoid: protected by intrinsically safe (Ex’ia’) techniques. The standard telephone recommendations.
circuits which cannot be passed through Ex’ia’ certified barriers are powered
• Excessive pressure on the loading arm connection causing damage, from shore and isolated by Ex’ia’ relays on shore which are switched by a) TEL/IF Module
should the upstream valve be closed first. continuity loops on board. The principal certification and protection is however
Ex’d’. The TEL/IF module provides four full duplex telephone communication
• Overfilling ship or shore tanks. channels, which are modulated and multiplexed for transmission over the fibre
Telephone circuits are isolated by most shore systems via relay contacts, optic link
• Risk of damage or spillage due to excessive movement of ship with normally open.
respect to berth. Telephone Channel allocation
The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits • CH1 : MLM Modem signal – Rx(Receiver) data only
In addition to safety requirement for ESD, the ship to shore link has been and one 4-way Pyle Receptacle whose pins are grounded to the ship’s structure. • CH2 : Interphone audio signal (Hotline telephone)
extended to handle communications by telephone. • CH3 : PSTN Public telephone audio signal
Umbilical cable Pyle-Pyle • CH4 : PABX Plant telephone audio signal
The ship-shore links are implemented on the ship as follows: Functionality
It is a Requirement of some terminals that the ship provided the ship-shore • A receive function, which accepts signals from the optical transducer and
Electric Link umbilical cable, which is fitted at each end with 37-way Pyle National Plugs. demodulates the four telephone channels.
• A transmit (Tx) fuction which, interfaces to the four communication
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS) Electric Systems Explosion Proof (Ex’d;) Pyle National Connector-type channels on the ship. The channels are modulated and multiplexed and
& Communications, is proposed for complete compatibility with the Middle outputted as a signal capable of driving the optical transmitter.
Eastern and Atlantic Basin import LNG Terminals. These systems are used in A 37-way Pyle National Connector system is fitted at port and starboard • A carrier detect, test function, which detects the presence of each Tx and
30% of all LNG terminals as either a main system or as a back-up system. The manifold area under. The main protection is made by a single explosion proof Rx carrier frequency signal. The Tx or Rx test function is controlled and
system handles; connector for both ISESD and non-IS telephone circuits. These circuits are displayed on the C & A module as follows
mixed in a single multicore cable.
• 4 telephone channels and from single ship-shore and Carrier Signal Detected Normal (Green) LED
• Shore-ship ESD voltfree contact signals Warning
4 way earth bonding connectors are provided but not used due to SIGTTO Carrier Signal Missing Fault (Amber) LED
The main Fibre optic Ship shore Link system(FO-SSL) is used in conjunction regulations prohibiting their use.
with this Electric ESD system (PNC).
Control Enclosure
Ship-Shore Receive Ship-Shore Transmit
The system relies on Pyle National Ex’d flameproof connectors for connection of Channel
The NFI-Seatechnik system is installed in Electric equipment room in carriers carriers
the shore cable the ship shore interface and, once connected to the ship, at the Accommodation ‘B’ deck. 1-Data Channel 18 kHz 78 kHz
shore receptacle at the shore cable reel. The system uses a 37 way Pyle National
2-Hot line phone 30 kHz 90 kHz
telecommunications and ESD digital and a 4∼20 mA ship analogue process This standard unit is an IP55 steel enclosure with part glazed front door panel. 3-Public phone 42 kHz 102 kHz
signal. The 37 pin connector is fitted to the end of a cable reel on which the
shore end is provided with a second connector provided by NFI. The telephones 4-Internal phone 54 kHz 114 kHz
on the ship are connected to the shore and are not powered from shipboard
supplies.

b) ESDS Module The supply connections are via 2 IEC chassis plugs (AC!, AC2) and screw The electrical signal wiring between the SSL and the control room DCS is
terminals for DC. connected to the appropriate terminal blocks on the rear chassis plate.
The ESD signal functionality is divided into three operating regions :
e) Port/Starboard Selector Module FO System Operation
• Normal (Healthy) ; This condition exists when the frequency tone emitted
from the shore to ship and received by shop from shore is in the region This 1U module switches the FO ESD and telecommunications channels Description
10 kHz +/- 1 kHz. between the port and starboard fibre optic shipside connectors to the SSL cabinet.
• Signal Fault ; This condition exists of no tone is received or if the signal is The ESD tone signals and multiplexed telecommunication signals, to and from The SSL control system converts and monitors the electrical and optical
outside the Normal and ESD conditions. This may occur if the FO the FO connection box E/O interfaces, are switched internally through this communication signals employed in OFT system.
connector is removed or a core is broken. module, and it provides a switching voltage to the PCBs to change from port to
• ESD (Trip) ; This condition exists when the frequency tone emitted from starboard. Port is the default setting with relays de-energised. The module has a From the monitored signal information, the control system produces appropriate
the shore to ship and received by ship from shore is in region PCB with embedded microcontroller to monitor the switch selection and control module indication, and outputs the status to the ship and shore.
5 kHz +/- 1 kHz. 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
For the three ESD operation states, the ESD module produces the appropriate signals.
outputs as shown in the table below. f) FO Connection Box
The 6-way FO cable from the cable reel is terminated within this box which is • The Audio Signals permit communication between the shipside &
Condition Input Output
located in the lower rear section of the enclosure. The unit carries: shoreside telephone systems (e.g. Telephone PSTN & Interphone PABX),
Normal Close Close as well as the MLM modem signals.
• 1 Rx Tel/IF E/O module
ESD Open Open
• 1 Tx Tel/IF E/O module • The contact signals communicate all Emergency shut down (ESD) status
Disconnection or out of • 1 (2) Rx ESD E/O module signals between the ship and shore.
Signal Fault Open
frequency range
• 1 (2) Tx ESD E/O module
The communication signals are transmitted via 6 core FO cable.
c) Control & Alarm Module 2 Rx & Tx ESD PCBs are used in a dual SSB system.
Operation
The Control & Alarm module (CAM) performs the following functions: The PCBs use ST fibre optic bayonet connectors for termination. These employ a
• Monitors signal status information from the fiber optic ESD and a) ESD Operation
spring-loaded glass/ceramic ferrule ground perfectly flat at the mating face.
Telephone circuits. The module then controls appropriate signals to the
shipside and shorside. Normally these connections introduce a small insertion loss of 0.2 to 0.5 dB into
the fibre optic path, but if any dust, or dirt, or surface scratches are introduced, ESD operation is by means of a 5 kHz or 10 kHz signal.
• Provides visual and audio indicators of the telephone carrier frequency
circuits and ESD circuit status. losses can increase to several dB or more, rendering the FO signal path Operation of the ESD system front panel status lamps are as follows.
• Implements loop-back test modes for the telephone circuits using ineffective. ESD Status Lamp Operation
passive loopback connector. Normal Green
• Provides volt-free contacts for external annunciators and DCS interfaces. Testing of the signal requires specialised equipment but a patch lead is supplied Fault (Abnormal) when no ship Yellow
These contacts are normally connected in series and brought out on one with the spares kit and can be used to directly loop-back Tx to Rx circuits for
pair of terminals as a single common alarm on terminals B9 & B10 Fault (Abnormal) with ship Yellow & Red
faultfinding purposes.
ESD Red
d) Power Supply Module The complete FO box or PCBs may be replaced with aspare part or parts. LEDS No operator actions are required during system operation between the ship &
are provided to indicate the signal path selected and presence of supply feed. The shore.
The Power Supply module (PSM) is connected to a primary AC supply between FO Connection Box receives a 24V DC feed from a fused 24V terminal rail.
90 and 260VAC 50/60Hz on socket AC1. The internal power supply boards have b) Fault Alarm Output
universal inputs and therefore do not require any selectable link for voltage g) Terminal Rail and Connections
selection. A secondary back up supply of the same AC value or 24VDC can also A fault alarm output is issued in the following situations :
be connected to the module. The SSL cabinet has a chassis plate fitted to the rear of the cabinet on which are • Supply Voltage Abnormal
fitted the terminal blocks, FO box and zener barriers if an electric system is also • Optical failure
The supply voltage is stepped-down and rectified by twoisolated switch-mode integrated. • TEL I/F module operation faulty, i.e. Tx or Rx carrier frequency failure
power supply units in dual-redundant connection to provide +24V DC supply
on any channel ship or shore
voltages for the control system circuits. The incoming 6-core FO cables from the ship side boxes are connected to the FO
• ESD module faulty
connection box within the SSL. See the latest drawing FOB-8080-nnn-n-n for
• No ESD carrier signal from shipside
The Module is provided with 6 off independently fused 24V DC outputs for the further details on the FO box layout and wiring.
system units (CON 1-6). Fuses are 20mm type installed in the rear panel of the
unit, below the connectors. Fuses are 2A AT Slow-blow type.

c) Fail-Safe Features The SeaTechnik Hotphone supports the following functionality for a maximum
of 3 inter connected Hotphones :
For Fail-Safe operation, the control system includes the following features:
• Incorporated spare photo-couplers z Call The terminal Hotphone(s) are called by lifting the handset
• Frequency checking circuits and pressing the call button whilst the caller speaks into the mouth
• Ship side output circuit has double output contacts available piece. These actions result in the caller being heard at the called hones
• ESD signal (panel output contacts : open) is issued in the case of failure and a visual indication. A two way conversation can commence when
mode the handset on one of the called phones is lifted.
All outgoing contacts fail open in a control system fault condition of the
following: z Signal The terminal Hotphone(s) are signaled by lifting the handset
• Cable failure and pressing the signal button. These actions result in an audible
• System failure tremolo sound and a visual indication at the signaled phones. A two
• Power loss way conversation can commence when the handset on one of the
• Optical plug disconnected signaled pones is lifted.
d) Telephone Operation PABX/Public Telephones
During normal operation the indicators display the status of each telephone Standard type European telephones for 48 V DC operation with ohm, on hook
channel received from the ship and shore as follows; line impedance 6,000 ohm will be supplied. Line termination shall be by RJ11
standard type socket outlet (USA/International). The telephones may be mounted
Green Indicator : Frequency carrier present 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
Amber Indicator : Frequency carrier missing or faulty cabinet. The electric system selector is controlled by a yard supplied FO-EL
selector switch fitted to the Cargo Control console.
Fibre Optic & Electric SSL/ESD SHIP SIDE BOX
Pneumatic Systems
The connection box includes a hinged lockable door and is made entirely from
316 stainless steel. Two quick-connect male/female umbilical pneumatic connectors are provided at
main deck level underneath the manifolds for use with the similar systems used
The following connectors are included intry connection box: at Ras Laffan and other terminals. These directly trip the loading valves on
pressure loss and are sensed by the Yuken ESD system.
• Pyle 37-way receptacle – 1set
• Pyle 4-way receptacle – 1set
• Miyaki 6-way – 3sets
• FO receptacle (NFI FURUKAWA) – 1set
• Strainstall connector – 1set
Loop-Back Connector (Check Plug)
The loop-back connector is used to carry out local functional test of the system.
It allows a full test to be carried out from the electrical telephone and ESD inputs
via the cable, up to the shipside combination connector, mounted in the
connector box, without the need for the vessel to be along side a jetty.
Hotline Telephone unit
The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal.
The SeaTechnik Hotphone consists of the telephone body and handset, an

external power-supply and an external speaker.

8.7 Mooring Load Monitoring System c) Smoothly and slowly adjust the heave in or pay out control until Monitoring Line Monitoring – Vessel Repeater
the desired operating speed is achieved.
Winches General
d) To cease heaving return the control to the neutral position.
Whenever a winch is in use, a clear view of the overall task in Shore based Mooring Line Monitoring Systems (MLMS) are present at many
Spool Specification and Performance
hand is essential. If the winch operator cannot clearly see the entire cargo ports. Mooring data is provided from the MLMS via an RS232 serial
operation from the control position then a responsible man must be communications port to the Ship-to-Shore Link (SSL). Some jetties provide a
The LP hydraulic mooring winches and combined Windlass/Mooring Winches positioned to guide him.
are fitted with split spools designed to handle either a synthetic soft rope of direct serial interface SSL cable, others multiplex/demultiplex signals onto a
85 mm diameter or a steel wire rope of 42 mm diameter. The spools are designed telephone channel of a common carrier. The common carrier may use a cable
Internationally recognised signals for the visual guidance of winch operators can
to take 4 layers of soft rope and 5 layers of wire. The spools are split into a SSL or Fibre Optic (FO) SSL.
be found in the ‘Code of Safe Working Practice for Merchant Seaman’.
storage and a working area to avoid the wire becoming buried in the stowed This software (MLM – Vessel Repeater) assumes the serial connection is
layers. Operators should ensure at least three turns have been placed on the Sunken Bitts established from the local RS232 connection to the remote serial port at the
working section before applying a load. Failure to comply with this will lead to MLMS, either via a leased line modem and SSL or the jetty’s direct serial
rapid deterioration in wire condition. The ship is provided with 16 sunken bitts 4.5~4.8 m above the loaded and interface SSL cable. The MLM – Vessel Repeater accepts mooring data from the
lightship condition waterline respectively. MLMS and presents it on the Graphical User Interface (GUI).
Spool MLM – Vessel Repeater includes a database of the vessel information, a table of
The SWL is 150 tonnes. port specifications as per the SIGTTO data CDROM (March 2000) supplied by
Diameter: 672 mm
Storage length: 532 mm Seatechnik and a table to store mooring patterns for each jetty. The database is
Yokugawa YEWMAC System customised for each vessel by HME.
Working length: 420 mm
The Yokugawa YEWMAC data is transmitted via the channel 1 of the fibre optic Computer System Hardware Requirements
First layer performance ESD Ship Shore Link system.
Rated speed under load (245 kN): 15 m/min Rated speed no load
The following hardware is a minimum specification for the Workstation PC.
Winding pull: 300 kN. Drum end diameter 2,050 mm The computer in the CCR, when switched on, displays the load data from shore.
Length: 982 mm There is no operator input required. CPU : 1 Ghz Pentium III or Pentium 4
Ram : 256 Mb
Precautions before using. Strainstall System
HardDisk 100 Mb (available space)
This uses a notebook PC in the CCR and modem. Data is transmitted from the Serial Ports: 2 x RS232 (9 pin)
a) Check the correct function of clutches, gear change mechanism
shore computer via EX’ia’ intrinsically safe interfaces and a connector midships. Display: 1024 x 768 Pixels 256 Colour
and safety contacts. Equipment should operate smoothly without
undue effort being applied. Operating System: NT4, MS-2000 or Windows XP
Modem Requirements
b) Check brakes are free to operate and that the bands release evenly 8.7.1 MLM (Mooring Load Monitor) System NEC LSI DATAX 1200 – 2/4 wire leased line modem
from all contact areas.
The terminals at which the ship berths are fitted with MLM/Mooring Tension Selecting a Jetty
c) Check the ‘heave in’ and ‘pay out’ controls for correct function. Monitor systems. These include quick release mooring hooks which have load
Controls should return to the neutral position when released. cells which monitor the mooring line tension accurately. To establish communication with the shore-based MLMS and commence a
vessel mooring monitoring session, a jetty must be selected from the list of
d) Verify that all lubrication routines have been carried out. The analysis of tensions is carried out by a shore-based computer. available jetties.
e) Check hydraulic feeder lines for signs of leakage. In each case, the shore system relays data to the shipboard repeater and displays
graphically the tensions on a screen in the CCR.
Operating Procedure
a) The drum end is keyed directly on to the drive shaft and always
turns whenever the winch is in use.
b) Personnel and loose gear should be kept well clear. To use the
drum end, ensure wire spool has been taken out of gear and the
brake applied.
Dock Select Window

Load Monitoring Graphics Numerical Load Display Communications Status

The line tension can be viewed numerically on the pedestal. The readout in a Communication between the Shore Data Monitoring System and the Mooring
Note! pedestal, below the histograms, can be toggled on and off by left-clicking the Line monitoring system is via the serial port.
The graphical images contained in this document are indicative only and the pedestal with the mouse.
Delivered Software Graphics may vary.
Load Monitoring
The operator interface to the Mooring Line Monitoring System displays the data
in a separate window.
Figure 2 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.
Communication Status
The communications status indicator will change from a Red “Not Connected” to
Histograms with numerical load readout on and off a Green “Connected” when a valid data packet is received from the shore-based
system. If the connection to shore is lost the status will return to a red “Not
Mooring Patterns Connected”. Data will be marked as bad (grey) or old (navy) depending on the
A graphical representation of the preferred mooring pattern may be created, condition of the last packet received.
saved edited, recalled or deleted for each jetty.
Dragging a line 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
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

Index of LNG Terminals and Emergency Shutdown Systems and Negishi Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall
Ship-Shore Link Systems fitted
Niigata Japan Import Miyaki System Furukawa Pneumatic Umbilical YEWMAC
Terminal Import/ ESD-SSL ESD-SSL Ohgishima Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Country Other MLM
Name Export Electric Fibreoptic
Olta Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Arun Indonesia Export ITT Cannon Pneumatic Umbilical Strainstall / YEWMAC
Pyeongtaek 1 Korea Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / Furukawa
Badak Indonesia Export ITT Cannon Pneumatic Umbilical Strainstall / YEWMAC
Pyeongtaek 2 Korea Import Miyaki System Furukawa Pneumatic Umbilical
Earth Bonding
Qalhat Sultante of Oman Export Pyle National Sea Technik / NFI Marimatech a/s
Bintulu Malaysia Export Miyaki System Furukawa Strainstall / YEWMAC
Data via radio
Bonny Nigeria Export (Pyle National Sea Technik / NFI Marimatech a/s provided by terminal
System Aug
Ras Laffan 1 Qatar Export Miyaki System Furukawa Strainstall / YEWMAC
2001)
Ras Laffan 2 Qatar Export Miyaki System Furukawa Strainstall / YEWMAC
Cartagena Spain Import Pyle National Strainstall / YEWMAC
Senboku 1 Japan Import ITT Cannon Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Chita Japan Import Miyaki System Furukawa Pneumatic umbilical Strainstall / YEWMAC
Senboku 2 Japan Import ITT Cannon Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Chita Joint (II) Japan Import Miyaki System Furukawa Pneumatic umbilical Strainstall / YEWMAC
Sendai Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Dahej India Import Pyle national Furukawa Pneumatic umbilical Strainstall / YEWMAC
Shimizu Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Das Island UAE Export Sea Technik / NFI Marimatech a/s via Sodegaura Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
FO Channel 1
Yanai Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Futtsu Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Hatsukaichi Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Index of Developing Terminals
Higashi- Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Ohgishima
Import/ ESD-SSL ESD-SSL
Terminal Name Country Other MLM Other
Himeji Japan Import Furukawa Pneumatic Umbilical Strainstall / YEWMAC Export Electric Fibreoptic
Dabhol 2002 India Import Pyle National Sea Technik/ Pneumatic Marimatech a/s FO System
Incheon 1 Korea Import Miyaki System Furukawa Strainstall on Inchon for ESD only NFI Umbilical
1 by direct Plug
Incheon 2 Korea Import Miyaki System Marimatech a/s via

Radio link on Inchon 2
Kagoshima Japan Import Furukawa Pneumatic Strainstall / YEWMAC

Umbilical
Earth Bonding
Kawagoe Japan Import Miyaki System Furukawa Pneumatic Umbilical Strainstall / YEWMAC
Lake Charles USA Import Pyle national
Lumut Brunei Export Furukawa Strainstall / YEWMAC
Montoir France Import Pyle National

Upstream
Montoir France Import Pyle National Pneumatic Umbilical

Downstream

Details of Ship-Shore Connectors - Receive : 155.00 to 159.50 MHz (Simplex)

160.60 to 163.50 MHz (Duplex)
SHIP (2) Manufacture (2) JRC
(3) Connector Type
Items Ship Specification Remarks (4) Connection Box Position
Tension Monitoring System
Emergency Shut Down System
(1) Manufacture (1) SeaTechnik

1. Optical Fiber System 1. Optical Fiber System
(2) System Type (2)
(1) Manufacture (1) Seatechnik
(3) Connection Type (3) Via optic
(2) Connector Type (2) ST Connector (6 cores)
(4) Connection Box Position
(3) Connection Box Position (3) Upper Deck below Manifold Platform
(5) Cable Length
(4) Cable Length (4) Nil
Bonding Cable & Connector Bonding Plate (Fig.):
2. Pneumatic System 2. Pneumatic System

(1) Position (1) Upper deck below
(1) Manufacture (1) NITTA MOORE
manifold platform
(2) Connector Type (2) SNAP-TITE 1/2" SVHN8-8F, SVHC8-8F
9.5 m aft from Vapour
(3) Connection Box Position (3) Upper Deck below Manifold Platform
(2) Connector Type Line Center (P&S)
(4) Air Pressure (4) 450~550 kPag
- Material: SUS304
(5) Cable Length (5) Nil
(3) Cable (2) GD-B1716-23SL-AG,
1) Size Female (Fixed)
3. Electric System 3. Electric System
2) Length - GD-1716-23PL-16
(1) Manufacture (1) Seatechnik/PCS Seatechnik/Miyaki
compatible
(2) Connector Type (2) HDE-B1716-621SL-AG (Female) 21E-P-T
(Ex plugs), Male(portable)
(3) Connection Box Position (Pyle-National Connector AF-series Compatible)
(3) 35 m Flexible link cable with above connector(Male)
(4) Cable Length (3) Upper Deck below Manifold Platform
Communication System
1. Optical Fiber System (main) 1. Optical Fiber System (main)

(1) Syetem (1) Telephone
- Hot Line
- Internal (PABX)
- Public Line
(2) Manufacture (2) Refer Item 1-1)
(3) Connector Type (3) Refer Item 1-1)
(4) Connection Box Position (4) Refer Item 1-1)

PCS Miyaki #1 Miyaki #2 Miyaki #3
Interphone Telephone Interphone ESD Signal
Internal(PABX)
Public Line
(2) Manufacture (2) Refer Item 1-3)
(3) Connector Type (3) Refer Item 1-3)
(4) Connection Box Position (4) Refer Item 1-3)
3. Radio System 3. Radio System

(1) System (1) VHF Radio Telephone
- Transmit : 155.00 to 159.50 MHz

KOREA - PYEONGTAEK, NO.1 BERTH LNG TERMINAL
Shore Specification Shore Specification

Items Remarks Items Remarks
(to be confirmed) (to be confirmed)
Emergency Shut Down System Tension Monitoring System
(1) Manufacture (1) Strainstall / Furukawa
1. Optical Fiber System 1. Optical Fiber System (2) System Type (2)
(1) Manufacture (1) Furukawa Pin Function (3) Connection Type (3) SB-M4 / Optic connector
(2) Connector Type (2) FC-type 1,2 ESD (4) Connection Box Position (4)
(3) Connection Box Position (3) Loading Platform (5) Cable Length (5)
(4) Cable Length (4) Bonding Cable & Connector
(1) Position (1)
2. Pneumatic System 2. Pneumatic System (2) Connector Type (2)
(1) Manufacture (1) NITTA MOORE (3) Cable (3)
(2) Connector Type (2) SNAP-TITE 1/2" SVHC8-8F (MALE)
(3) Connection Box Position (3) Loading Platform
(4) Air Pressure (4) Normal Press = 5.0 kg/cm2
Trip Press. = 2.5 kg/cm2
(5) Cable Length (5) Supply from Shipside

(1) Manufacture (1) MIYAKI
(2) Connector Type (2) 21E-P-T
(4) Cable Length (4) 50 m

- Hot line
- PABX tel.
- Public phone
(2) Manufacture (2) Furukawa
(3) Connector Type (3) FC-type

- Hot line
- PABX tel
- Public phone
(2) Manufacture (2) Miyaki

(1) System (1) N.A
(2) Manufacture (2)
(3) Connector Type (3)
(4) Connection Box Position (4)

KOREA - PYEONGTAEK, NO.2 BERTH LNG TERMINAL

1. Optical Fiber System 1. Optical Fiber System (1) Manufacture (1) STARINSTALL / FURUKAWA
(1) Manufacture (1) FURUKAWA (2) System Type (2)
(2) Connector Type (2) FC-TYPE (3) Connection Type (3) SB-M4 (FEMALE), OPTIC CONNECTOR
(3) Connection Box Position (3) (4) Connection Box Position (4)
(4) Cable Length (4) (5) Cable Length (5)
Bonding Cable & Connector
(1) Manufacture (1) NITTA MOORE (1) Position (1)
(2) Connector Type (2) SNAP-TITE 1/2" SVHC8-8F (FEMALE) (2) Connector Type (2)
(3) Connection Box Position (3) Loading Platform (3) Cable (3)
(4) Air Pressure (4) Normal Press = 5.0 kg/cm2 1) Size
Trip Press. = 2.5 kg/cm2 2) Length
(5) Cable Length (5) Supply from Shipside

(4) Cable Length (4)

- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) Manufacture (2) FURUKAWA
(3) Connector Type (3) FC-TYPE

- HOT LINE
- PABX TEL
- PUBLIC PHONE

(1) System (1) NA
(2) Manufacture (2)


Emergency Shut Down System ※ Pin Allocation (Miyaki connector) Tension Monitoring System
for ESD : Connector A (red)
1. Optical Fiber System 1. Optical Fiber System Pin 01/02 (1) Manufacture (1) STRAINSTALL / FURUKAWA
(1) Manufacture (1) FURUKAWA for Telephone: Connector B (Yellow) (2) System Type (2)
(2) Connector Type (2) FC-TYPE Pin 01/02 : Hot line (3) Connection Type (3) SB-M4(FEMALE) / OPTIC CONNECTOR
(3) Connection Box Position (3) Pin 03/04 : Internal Phone (4) Connection Box Position (4)
(4) Cable Length (4) Pin 05/06 : Public Phone (5) Cable Length (5)
2. Pneumatic System
(1) Manufacture (1) Position (1) Loading/Unloading Platform
(2) Connector Type (2) Connector Type (2) NAM-BUK ELECT.(Holder type)
(3) Connection Box Position (3) Cable (3) Supplied by shore terminal
(4) Air Pressure 1) Size
(5) Cable Length 2) Length


- HOT LINE
- PABX TEL
- PUBLIC PHONE
(2) Manufacture (2) FURUKAWA
(3) Connector Type (3) FC-TYPE

- HOT LINE
- PABX TEL
- PUBLIC PHONE

(1) System (1) N.A
(2) Manufacture (2)


Emergency Shut Down System ※ Pin Allocation : Tension Monitoring System
(Miyaki-Pyle Adapter, Appendix 4)
1. Optical Fiber System 1. Optical Fiber System for ESD : Connector A (red) (1) Manufacture (1) MARIMATECH
(1) Manufacture (1) Pin 01/02 (2) System Type (2) CARRY-ON DISPLAY
(2) Connector Type (2) for Telephone: Connector B (Yellow) (3) Connection Type (3) RADIO FREQUENCY
(3) Connection Box Position (3) Pin 01/02 : Hot line (4) Connection Box Position (4)
(4) Cable Length (4) Pin 03/04 : Internal Phone (5) Cable Length (5)
Pin 05/06 : Public Phone Bonding Cable & Connector
(1) Manufacture (1) (1) Position (1) Loading/Unloading Platform
(2) Connector Type (2) (2) Connector Type (2) NAM-BUK ELECT.(Holder type)
(3) Connection Box Position (3) (3) Cable (3) Supplied by shore terminal
(4) Air Pressure (4) 1) Size
(5) Cable Length (5) 2) Length

1. Optical Fiber System (main) 1. Optical Fiber System

(1) Syetem (1)
(2) Manufacture (2)

- HOT LINE
- PABX TEL
- PUBLIC PHONE

(1) System (1)
(2) Manufacture (2)

KOREA - TONGYOUNG, NO.1 BERTH LNG TERMINAL

Emergency Shut Down System Bonding Cable & Connector
1. Optical Fiber System 1. Optical Fiber System (1) Position

(1) Manufacture (1) (2) Connector Type
(2) Connector Type (2) (3) Cable
(3) Connection Box Position (3) 1) Size
(4) Cable Length (4) 2) Length

(1) Manufacture (1)
(4) Air Pressure (4)

(1) Manufacture (1)

(2) Manufacture (2)

(2) Manufacture (2)

(1) System (1)
(2) Manufacture (2)
(1) Manufacture
(2) System Type
(3) Connection Type
(5) Cable Length

DAHEJ - INDIA LNG Terminal

Emergency Shut Down System Bonding Cable & Connector
1. Optical Fiber System 1. Optical Fiber System (1) Position (1)

(1) Manufacture (2) Connector Type (2) Clamp type
(2) Connector Type (flameproof switch to be connected to the ground)
(3) Connection Box Position (3) Cable (3) Flexible copper cable (Reel type)
(4) Cable Length 1) Size 1) 35 sq mm
2) Length 2) Approx. 50 m
2. Pneumatic System 2. Pneumatic System (4) Bolt & Nut (4) M 8 x 25 mm long nut bolts
(1) Manufacture (1) NITTA-MOORE
(3) Connection Box Position (3) * Pin Allocation (Pyle National)
(4) Air Pressure(Normal/Trip) (4) Normal : 5.5 bar, Trip : 2.0 bar Pin No. 7 x 8 – Telephone
(5) Pneumatic Hose Length (5) Approx. 50 m Pin No. 13 x 14 – ESD (Shore to Ship)
Pin No. 15 x 16 – ESD (Shore to Ship)
(1) Supplier/Manufacture (1) PCS or VANTAGE 5 & 6 Hot Line
(2) Connector Type (2) HDE-1016-621 (Male) 7 & 8 Telephone Line (Public & Plant
(Pyle National Connector) Line)
(3) Connection Box Position (3) 13 & 14 ESD (Shore to Ship)
(4) Cable Length (4) Approx. 50 m 15 & 16 ESD (Ship to Shore)
(5) Pin Allocation (5) Refer to Remark 31, 32, 33 & 34 Mooring Tension Monitor
1. Optical Fiber System (main) 1. Optical Fiber System

(1) System
(2) Manufacture
(3) Connector Type

(1) System (1) Interphone in jetty Substation
(2) Manufacture (2) Refer Item Emergency Shut Down System-3
(3) Connector Type (3) Refer Item Emergency Shut Down System-3
(4) Connection Box Position (4) Refer Item Emergency Shut Down System-3
3. Radio System 3. Radio Communication

(1) System (1) Operating frequency for VHF 147~175 MHZ
(2) Manufacture (2)
(1) Manufacture
(2) System Type
(3) Connection Type
(5) Cable Length

JAPAN - HIGASHI OHGISHIMA LNG TERMINAL

Emergency Shut Down System * Pin Allocation (Miyaki) Tension Monitoring System
1. Optical Fiber System 1. Optical Fiber System - Miyaki #1 (RED) (1) Manufacture (1) YOKOGAWA Electric Corporation
(1) Manufacture (1) FURUKAWA ELECTRIC CO.,LTD 1 & 2 ESD From Shore (2) System Type (2) YEWMAC 530
(2) Connector Type (2) C-411 (6 Pins) 4 & 5 ESD From shore (3) Connection Type (3) Via Optic fibre connector (C-411) / Strainstall
(3) Connection Box Position (3) 8.5 m to the Stern from Vapor Arm (4) Connection Box Position (4) 8.5 m to the Stern from Vapor Arm
(4) Cable Length (4) 50 m - Miyaki #2 (BLUE) (5) Cable Length (5) 50 m
1 & 2 PABX Telephone 1 Tension Monitoring System
2. Pneumatic System 2. Pneumatic System 3 & 4 PABX Telephone 2
(1) Manufacture (1) NITTA MOORE 5 & 6 Spare (1) Manufacture (1) 9m to the Stern from Vapor Arm
(2) Connector Type (2) SVHC8-8F (Female) (2) System Type (2) G-Clamp
(3) Connection Box Position (3) 7.0 m to the Stern from vapor Arm Center - Miyaki #3 (WHITE) (3) Connection Type (3) 1) 60 mm2
(4) Air Pressure (4) Normal Pressure : 5.0 1 & 2 Hot Line (4) Connection Box Position 2) 80 m
(5) Cable Length (5) 22 m Hose Length 3 & 4 Power of Hot Line (5) Cable Length

(3) Connection Box Position (3) 14.5 m to the Stern from Vapor Arm center
(5) Pin Allocation (5) Refer to remark

- Hot line
- Intercom
- Public line
(2) Manufacture (2) FURUKAWA Electric CO., LTD
(3) Connector Type (3) C-411 (6 Pins)
(4) Connection Box Position (4) 8.5 m to the Stern from Vapor Arm

(4) Connection Box Position (4) 14.5 m to the Stern from Vapor Arm

(1) System (1)
(2) Manufacture (2)

LAKE CHARLES, USA LNG TERMINAL

Emergency Shut Down System * Pin allocation(Pyle National) Tension Monitoring System
1. Optical Fiber System 1. Optical Fiber System Cable pair Pins Assignment (1) Manufacture
(1) Manufacture (1) Pr1 1,2 telephone hot line ; shore (2) System Type
(2) Connector Type (2) MCR and ship CCR (3) Connection Type
(3) Connection Box Position (3) Pr2 3,4 unused spare (4) Connection Box Position
(4) Cable Length (4) Pr3 5,6 dial telephone to ship CCR (5) Cable Length
Pr4 7,8 unused spare Bonding Cable & Connector
2. Pneumatic System 2. Pneumatic System Pr5 9,10 unused spare
(1) Manufacture (1) Pr6 11,12 4-20 ma pressure signal (1) Position (1) Unloading platform manifold
(2) Connector Type (2) ship vapor header (2) Connector Type (2) Burndy Type GIE Connector
(3) Connection Box Position (3) Pr7 13,14 ship ESD from shore (Manufacturer : Westinghouse
(4) Air Pressure (4) Pr8 15,16 shore ESD from ship Explosionproof 100 ampere
(5) Cable Length (5) Pr9 17,18 unused spare disconnects switch)
Pr10 19,20 continuity spare (3) Cable (3) 1) #10AWG Ground Cable in
3. Electric System 3. Electric System Pr11 21,22 unused spare 1) Size 1" conduit with bolt clamp
(1) Manufacture (1) Pr12 23,24 unused spare 2) Length 2) 3.5 m (Distance to ship's rail)
(2) Connector Type (2) Pr13 25,26 unused spare
(3) Connection Box Position (3) Pr14 27,28 unused spare
(4) Cable Length (4) Pr15 29,30 unused spare
(5) Pin Allocation (5) Pr16 31,32 unused spare

(1) Syetem (1)
(2) Manufacture (2)

(2) Manufacture (2)

(1) System (1) Portable backup is available VHF
(2) Manufacture Ch.12, 16 or 16A
(also SSB 4,419.4 kHz)
(2)

FRANCE - MONTOIR, DOWNSTREAM BERTH LNG TERMINAL

Emergency Shut Down System * Pin allocation(Pyle National) Communication System
1. Optical Fiber System 1. Optical Fiber System Pair Pins Function 1. Optical Fiber System (main) 1. Optical Fiber System (main)
(1) Manufacture (1) Pr1 1, 2 Hot Line (1) Syetem (1) Telephone
(2) Connector Type (2) Pr2 3, 4 Spare Unused (2) Manufacture (2)
(3) Connection Box Position (3) Pr3 5, 6 Dial tel with CCR (3) Connector Type (3)
(4) Cable Length (4) from/to Terminal (4) Connection Box Position (4)
Pr4 7, 8 Shore tel line 1
2. Pneumatic System 2. Pneumatic System Pr5 9,10 Shore tel line 2 2. Electric System 2. Electric System
(1) Manufacture (1) NITTO KOHKI, SNAPP TITE : Two style of Pr6 11,12 Spare Unused (1) Syetem (1) Telephone
coupling Pr7 13,14 Spare Unused - Hot line
(2) Connector Type (2) NITTO KOHKI 1/2" SS316 reference 400SF Pr8 15,16 Ship ESD : Signal - Telephone (Internal)
SNAPP TITE 1/2" SS316 SVHC-8-8F (Alarm) to shore of ship's - Telephone (Public)
(3) Connection Box Position (3) Connection available on the platform nearby pump (2) Manufacture (2) Pyle National
PYLE shore receptacle Pr9 17,18 stop Continuty loop test (3) Connector Type (3) AF B1716-621SL-AG/AF-1016-621PL-12
(4) Air Pressure (4) 4 barg Pr10 19,20 Spare Unused (4) Connection Box Position (4) Unloading platform, 10 m about forward and
(5) Cable Length (5) 1/2" reinforced rubber with male connector Pr11 21,22 High level shore tanks : 10 m after
style 400 PH or SVNH-8-8H (60m Length) Automatic stops ship's
pump and shuts 3. Radio System 3. Radio System
3. Electric System 3. Electric System manifold's valves (1) System (1) Walkie-Talkie
(1) Manufacture (1) Pyle-National Pr12 23,24 Terminal ESD : Stops (2) Manufacture (2) Motorola
(2) Connector Type (2) Female AF B1716-621SL-AG ship's pumps and shuts (3) MHz 457.550, 457.575, 457.525, 457.600,
(shore receptacle) manifold's valves by 161.350, 161.450
(3) Connection Box Position (3) Unloading platform, 10 m about forward and Terminal Tension Monitoring System
10 m after the vapor arm Pr13 25,26 Safety arms 1st step,
Provided by ship - cable type PNC 20033 – ESD1. Stops ship's (1) Manufacture
115EPN pumps and shut's (2) System Type
+ connector AF-1016-621PL-12 (Male) manifold's valves (3) Connection Type
(4) Cable Length (4) Cable Length 35 m Pr14 27,28 Safety arms 2nd step, (4) Connection Box Position
(5) Pin Allocation (5) Refer to remark ESD2. Ditto as Pr13 and (5) Cable Length
activate arms Bonding Cable & Connector
disconnection
Pr15 29,30 Spare Unused (1) Position (1) Unloading platform, 10m about forward and
Pr16 31,32 Spare Unused 10m after the vapor arm
Pr17 33,34 Spare Unused Not (2) Connector Type (2) Pyle-National (Primary), Ground cable (2ndary)
connected with "C" shape clamp
Pr18 35,36 Spare Unused Not (3) Cable (3)
connected 1) Size 1)
2) Length 2) 35 m

FRANCE - MONTOIR, UPSTREAM BERTH LNG TERMINAL

Emergency Shut Down System * Pin allocation(Pyle National) Communication System
Pair Pins Function
1. Optical Fiber System 1. Optical Fiber System Pr1 1, 2 Hot Line 1. Optical Fiber System (main) 1. Optical Fiber System (main)
(1) Manufacture (1) Pr2 3, 4 Spare Unused (1) Syetem (1) Telephone
(2) Connector Type (2) Pr3 5, 6 Dial tel with CCR from/to (2) Manufacture (2)
(3) Connection Box Position (3) Terminal (3) Connector Type (3)
(4) Cable Length (4) Pr4 7, 8 Shore tel line 1 (4) Connection Box Position (4)
Pr5 9,10 Shore tel line 2
2. Pneumatic System 2. Pneumatic System Pr6 11,12 Spare Unused 2. Electric System 2. Electric System
(1) Manufacture (1) NITTO KOHKI, SNAPP TITE : Two style of Pr7 13,14 Spare Unused (1) Syetem (1) Telephone
coupling Pr8 15,16 Ship ESD : Signal (Alarm) - Hot line
(2) Connector Type (2) NITTO KOHKI 1/2" SS316 reference to shore of ship's pump - Telephone (Internal)
400SF Pr9 17,18 stop Continuty loop test - Telephone (public)
SNAPP TITE 1/2" SS316 SVHC-8-8F Pr10 19,20 Spare Unused (2) Manufacture (2) Pyle National
(3) Connection Box Position (3) Connection available on the platform nearby Pr11 21,22 High level shore tanks : (3) Connector Type (3) AF B1716-621SL-AG/AF-1016-621PL-12
PYLE shore receptacle Automatic stops ship's (4) Connection Box Position (4) Unloading platform, 10m about forward and
(4) Air Pressure (4) 4 barg pump and shuts 10 m after
(5) Cable Length (5) 1/2" reinforced rubber with male connector manifold's valves
style 400 PH or SVNH-8-8H (60 m Length) Pr12 23,24 Terminal ESD : Stops 3. Radio System 3. Radio System
ship's pumps and shuts (1) System (1) Walkie-Talkie
3. Electric System 3. Electric System manifold's valves by (2) Manufacture (2) Motorola
(1) Manufacture (1) Pyle-National Terminal (3) Connector Type (3) MHz 457.550, 457.575, 457.525, 457.600,
(2) Connector Type (2) Female AF B1716-621SL-AG (shore Pr13 25,26 Safety arms 1st step, (4) Connection Box Position 161.350, 161.450
receptacle), AF-1016-621PL-12 (Male) ESD1. Stops ship's Tension Monitoring System
(3) Connection Box Position (3) Unloading platform, 10m about forward and pumps and shut's (1) Manufacture
10m after the vapor arm manifold's valves (2) System Type
Provided by ship - cable type PNC 20033 - Pr14 27,28 Safety arms 2nd step, (3) Connection Type
115EPN ESD2. Ditto as Pr13 and (4) Connection Box Position
+ connector AF-1016-621PL-12 (Male) activate arms (5) Cable Length
(4) Cable Length (4) Cable Length 35 m disconnection Bonding Cable & Connector
Pr15 29,30 Spare Unused
Pr16 31,32 Spare Unused (1) Position (1) Unloading platform, 10 m about forward and
Pr17 33,34 Spare Unused Not 10m after the vapor arm
connected (2) Connector Type (2) Pyle-National (Primary), Ground cable
Pr18 35,36 Spare Unused Not (2ndary) with "C" shape Clamp
connected (3) Cable (3)
1) Size 1)
2) Length 2) 35 m
3) 2nd: Grounding cable with "C" shape
clamp

QATAR - RAS LAFFAN, NO.1 BERTH LNG TERMINAL

Emergency Shut Down System Pin Cable Function Communication System
05/06 Pair 03 Interphone (Hot line)
1. Optical Fiber System 1. Optical Fiber System 07/08 Pair 04 Public phone #1 1. Optical Fiber System (main) 1. Optical Fiber System (main)
(1) Manufacture (1) Furukawa Electric Co., Ltd. 09/10 Pair 05 Public phone #2 (1) Syetem (1) Telephone
(2) Connector Type (2) Manufacture standard FC-type (6 Pin) (Internal Phone/PABX) - Hot Line
(3) Connection Box Position (3) Control booth middle stage (QNHD+14.7 m) 13/14 Pair 07 ESD from shore - Intercom
(21.5 m aft from spotting line) 15/16 Pair 08 ESD from ship - Public line
(4) Cable Length (4) 50 m 17/18 Pair 09 Continuity loop check (2) Manufacture (2) Furukawa Electric Co., Ltd.
19/20 Pair 10 Continuity loop check (3) Connector Type (3) Manufacture Standard FC-type (6 Pin)
2. Pneumatic System 2. Pneumatic System (4) Connection Box Position (4) Control booth mid. stage(QNHD+14.7 m)
(1) Manufacture (1) NITTA MOORE (21.5 m aft spotting line)"
(2) Connector Type (2) SVHC8-8F (female)
(3) Connection Box Position (3) Loading arm platform 2. Electric System 2. Electric System
(14.5 m aft from spotting line) (1) Syetem (1) Telephone
(4) Air Pressure (4) Norminal 4.0 barg , Trip 2.0 barg (2) Manufacture (2) Pyle-National
(5) Cable Length (5) 50 m (3) Connector Type (3)
(1) Manufacture (1) 3. Radio System 3. Radio System
(2) Connector Type (2) (1) System (1) VHF radio system
(3) Connection Box Position (3) (2) Manufacture (2) Private frequency in Qatar/Ras-Laffan Terminal
(4) Cable Length (4) 158.375 MHz
(5) Pin Allocation (5) Refer to remark (3) Connector Type (3)
(1) Manufacture (1) YOKOGAWA ELECTRIC CORPORATION

(2) System Type (2) Yamatake Harmonas
(3) Connection Type (3) Furukawa Standard FC Type (6 Pin)
(4) Connection Box Position (4) Control booth mid. stage (QNHD +14.7 m)
(21.5 m aft spotting line)
(1) Position (1) Loading platform manifold (14.5 m aft from S.L)
13.2
46.4
19.8
(unit:mm)
2
(3) 1) 35 mm
(3) Cable
2) 35 m
1) Size
3) M12 x L30 hexagonal head
2) Length

RAS LAFFAN NO.2 BERTH, QATAR LNG TERMINAL

(Optical Fiber)
1. Optical Fiber System 1. Optical Fiber System (1) Manufacture (1) Marix. K.K
(1) Manufacture (1) (2) System Type (2) Yamatake Harmonas
(2) Connector Type (2) (3) Connection Type (3) Ref. Item VII-1 (2)
(3) Connection Box Position (3) Accommodation Ladder Platform (4) Connection Box Position (4) Ship side
(4) Cable Length (4) (5) Cable Length (5) 50 m
2. Pneumatic System 2. Pneumatic System (primary)
(1) Manufacture (1) (1) Position (1) Bonding cable with clamp type connector on
(2) Connector Type (2) (2) Connector Type cable reel mounted on gangway
(3) Connection Box Position (3) (3) Cable (2) 100 amp universal jaw type grounding clamp.
(4) Air Pressure (4) (4) Bolt & Nut (3) Cable
(5) Cable Length (5) 1) #14 copper cable/rubber-covered
2) 30 m on grounding reel
3. Electric System 3. Electric System (Future Installation) (4) N.A
(1) Manufacture (1)
(5) Pin Allocation (5)

(1) System (1) System
a. Mooring tension signals (shore/ship)
b. ESD shut down circuits
c. Hot line between ship & CCB
d. PABX plant extension
e. Public telephone
(2) Manufacture (2) Furukawa
(3) Connector Type (3) Furukawa optical combination connector
(4) Connection Box Position (4) Accommodation Ladder Platform

(1) System ① ②
(1) - Hot line (1) Future Installation
- PABX line 1 - Hot line
- PABX line 2 - Telephone
(2) Manufacture (2) Miyaki (2) Pyle-National
(3) Connector Type (3) 21E-P-T (3) Pyle-Connector
(4) Connection Box Position (4) Loading Platform (4) Loading Platform
3. Radio System by Radio Link 3. Radio System

(1) System (1) Operating frequency for VHF 158.375 MHZ
(2) Manufacture (2)

LNGC RAAHI - IMO 9253703 - Cargo Operating Manual

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LNGC RAAHI - IMO 9253703 - Cargo Operating Manual

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PETRONET

Cargo Operating Manual

LNGC RAAHI (H2211)

Issue and Update Control Safe Operation Illustrations

Each machinery operation consists of a detailed introductory section, which

2 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme

STANDARD SYMBOL STANDARD SYMBOL Symbol Colour

SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION

GAS LINE RGB (253, 253, 0)

SOUNDING CAP NORMAL

GLOBE SDNR (STR./ANG)

S TEMP. CONTROL 2-WAY

H REM. HYD. B ' FLY WAFER PISTON

SEA W. LINE RGB (0, 255, 0)

NEEDLE STR. SLEEVE COUPLING

LOCK (OPEN/CLOSE) BELLOWS COUPLING STRAINER DUPLEX ELECTRIC CABLE

AIR LINE RGB (128, 159, 255)

3 Symbols and Colour Scheme

N2 NITROGEN RVI ROTOR VIBRATION INDICATION TEMP TEMPERATURE

1-1 Part 1 Design Concept of the Vessel

Anchor chain cable

Fire wire reel

1-2 Part 1 Design Concept of the Vessel

LD Compressor Nitrogen Generator Cargo Motor Room Supply Fan

1-3 Part 1 Design Concept of the Vessel

1.1.3 Maker List

1-4 Part 1 Design Concept of the Vessel

1-5 Part 1 Design Concept of the Vessel

1.1.4 General Arrangement

1-6 Part 1 Design Concept of the Vessel

1.1.5 Tanks and Capacity Plan

Ballast Water Tanks S.G.=1.025

1-7 Part 1 Design Concept of the Vessel

Lubricating Oil Tanks S.G.=0.900 Other Tanks S.G.=1.025

Total - 267.0 267.0 - - -

1-8 Part 1 Design Concept of the Vessel

1-9 Part 1 Design Concept of the Vessel

n) Statement of Compliance of IAPP for Nox issued by the

o) Deratting Exemption Certificate issued by the Korean Government.

p) Cargo gear Certificate corresponding to ILO forms issued by the

q) Adjustment certificates for magnetic compass issued by the Builder.

r) Crew Accommodation Certificate corresponding to ILO Convention

s) Certificates for all Custody Transfer Instruments and Cargo Tank

t) Statement of compliance of F-AMC for structural Fire protection and

u) Other Certificates including Manufacturer’s Certificates and Builder’s

1 - 10 Part 1 Design Concept of the Vessel

Illustration 1.3.1a Cargo Tank Lining Reinforcement

Secondary boxes........... Type RS

Primary boxes................ Type RP

Non Reinforced Area

Secondary boxes........... Type S

Primary boxes................ Type P

1 - 11 Part 1 Design Concept of the Vessel

1 - 12 Part 1 Design Concept of the Vessel

Illustration 1.3.1b Cargo Tank General

Inner Deck Hull

Side Passage Way Secondary Insulation Box(300mm)

Primary Insulation Box(230mm)

Main Cargo Pumps

Ballast Tanks Pipe Duct

INVAR : Fe-36% Nickel Alloy

1 - 13 Part 1 Design Concept of the Vessel

1 - 14 Part 1 Design Concept of the Vessel