LPG Tanker BRITISH COUNCILLOR IMO 9307762 - Cargo Systems Operating Manual

Document Title: Cargo Systems Operating Manual Revision: Issue 1
Document Front Matter: British Councillor Date: June 2007
Cargo systems Operating Manual Part 2: Systems Description Illustrations

2.1 Cargo Plant 2.5.1a Cargo Reliquefaction System
List of Contents 2.5.3a Cooling System
2.1.1 Cargo Tanks Layout
Issue and Update CONTROL
2.1.2 Tanks Insulation System
Cargo Symbols and Colour Scheme 2.6 Cargo Booster Pump and Heat Exchangers
Electrical and Instrumentation Symbols Illustrations
Introduction 2.6.1 Booster Pump
2.1.1a Cargo Tanks Layout
2.6.2 Cargo Heater/Vaporiser
2.1.1b Corrosion and Relative Humidity
2.1.2a Tanks Insulation System Illustrations
Part 1: Design Concept of the Vessel and Cargo System
1.1 Principal Particulars 2.6.1a Booster Pump and Heater/Vaporiser System
2.2 Cargo Piping System
1.1.1 Principal Particulars
2.2.1 System Description 2.7 Cargo Valves and Operating System
1.1.2 Principal Particulars of Cargo Equipment and Machinery
2.2.2 Liquid Line
1.1.3 General Arrangement 2.7.1 Hydraulic Power Pack for Cargo, Ballast and Engine
2.2.3 Vapour Line
1.1.4 Tanks and Capacity Plan Room Ship Side Valves
2.2.4 Condensate Line
Illustrations 2.7.2 Emergency Shutdown System
2.2.5 Inerting/Aeration Line
2.7.3 Cargo Tank Relief Valves
1.1.3a General Arrangement - Main Deck 2.2.6 Vent Masts
2.7.4 Hold Space Relief Valves
1.1.3b General Arrangement - Reliquefaction Compressor/Motor Illustrations 2.7.5 Pipeline Relief Valves
Room
2.2.1a Cargo Piping System Illustrations
1.1.3c General Arrangement - Cargo Instrument Room
2.2.1b Tank System
1.1.4a Tank Location Plan 2.7.1a Cargo and Ballast Valve Remote Control System
2.2.1c Cargo Dome Layout
1.1.4b Tank Capacity Tables 1 2.7.2a ESD System
1.1.4c Tank Capacity Tables 2 2.7.2b Electric ESD System
2.3 Cargo Pumps 2.7.3a Cargo Tank Relief Valve Function
1.2 Cargo Data Sheets 2.3.1 Main Cargo Pumps 2.7.5a Typical Pipeline Relief Valve
2.3.2 Emergency Cargo Pumps
Illustrations 2.3.3 Cargo Pump Nitrogen Purging and Methanol Injection 2.8 Ballast System
1.2a/b Propane Data Sheet System
2.8.1 System Description
1.2c/d Butane Data Sheet Illustrations 2.8.2 Ballast Operations
1.2e/f LPG Data Sheet
2.3.3a Cargo Pump Nitrogen Purging and Methanol Injection Illustrations
1.2g/h Methanol Data Sheet
System
2.8.1a Ballast System
1.3 Mollier Diagrams 2.8.1b Ballast Tank Layout
2.4 Inert Gas System 2.8.2a Ballast Tank Mimic Panel
Illustrations 2.4.1 System Description
1.3a Propane Mollier Diagram Illustrations 2.9 Drain System
2.4.1a Inert Gas System in Engine Room 2.9.1 System Description

1.4 Hazardous Areas and Gas Dangerous Zone Plan 2.4.1b Inert Gas Generator Control Panel No.2 and Dryer Unit Illustrations
Panel
Illustrations 2.9.1a Cargo Hold and Trunk Space Bilge Eductor System
2.4.1c Inert Gas Generator Capacity and Level Control Panels
1.4a Hazardous Areas and Gas Dangerous Zone Plan
2.5 Cargo Reliquefaction Plant System
2.5.2 Compressors
2.5.3 Cooling Systems
Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 1 of 10

Part 3: Cargo Handling Procedures 3.4 Reliquefaction of Cargo on Laden Voyage 3.7 Operations Involving the Deck Tank
3.1 Cargo Handling and Operation Sequence Diagrams 3.4.1 Reliquefaction of Dual Grade on Laden Voyage 3.7.1 Inerting from Fresh Air
3.4.2 Reliquefaction of Single Grade on Laden Voyage 3.7.2 Deck Tank LPG Purging using the Vaporiser and Shore
3.1.1 Basic System Philosophy
Vapour Return
3.1.2 Operating Precautions Illustrations
3.7.3 Deck Tank Cooldown with Shore Vapour Return
3.1.3 Discharging 3.4.1a Reliquefaction of Dual Grade on Laden Voyage 3.7.4 Deck Tank Cooldown with Liquid from the Cargo Tanks
3.1.4 Cargo Calculations 3.4.2a Reliquefaction of Single Grade on Laden Voyage 3.7.5 Deck Tank Cooldown using the Vessel’s Reliquefaction
Plant
3.2 Drying and Inerting Operation 3.5 Cargo Discharge 3.7.6 Deck Tank Loading with Shore Vapour Return
3.2.1 Drying Cargo Tanks and Holds 3.7.7 Deck Tank Loading with Liquid from the Cargo Tanks
3.5.1 Preparations for Discharge 3.7.8 Deck Tank Loading with the Vessel’s Reliquefaction Plant
3.2.2 Drying Reliquefaction Plant and Pipelines 3.5.2 Discharging Single Grade Cargo with Shore Vapour Return
3.2.3 Inerting Cargo Tanks and Holds 3.5.3 Discharging Dual Grade Cargo with Shore Vapour Return Illustrations
3.2.4 Inerting Cargo Pipelines and Plant 3.5.4 Discharge of Cargo Tank with the Emergency Pump 3.7.1a Inerting Deck Tank from Fresh Air
3.2.5 Gassing Up Cargo Tanks with Shore Vapour Return 3.5.5 Cargo Discharge using the Cargo Heater and Booster Pump 3.7.2a Deck Tank LPG Purging using the Vaporiser and Shore
3.2.6 Gassing Up Cargo Tanks from the Deck Tank at Sea using 3.5.6 Blowing the Ship’s Lines to Shore with the Cargo Vapour Return
the Cargo Heater Compressors 3.7.3a Deck Tank Cooldown with Shore Vapour Return
3.2.7 Cooling Down Cargo Tanks with Shore Vapour Return 3.5.7 Stripping Cargo Tanks 3.7.4a Deck Tank Cooldown with Liquid from the Cargo Tanks
Illustrations Illustrations 3.7.5a Deck Tank Cooldown using the Vessel’s Reliquefaction
3.2.1a Drying Cargo Tanks and Holds Plant
3.5.2a Discharging Single Grade Cargo with Shore Vapour Return 3.7.6a Deck Tank Loading with Shore Vapour Return
3.2.2a Drying Reliquefaction Plant and Pipelines 3.5.3a Discharging Dual Grade Cargo with Shore Vapour Return
3.2.3a Inerting Cargo Tanks and Holds 3.7.7a Deck Tank Loading with Liquid from the Cargo Tanks
3.5.4a Cargo Discharge using the Emergency Pump 3.7.8a Deck Tank Loading with the Vessel’s Reliquefaction Plant
3.2.5a Gassing Up Cargo Tanks with Shore Vapour Return 3.5.5a Booster Pump and Heater/Vaporiser System
3.2.6a Gassing Up Cargo Tanks from the Deck Tank at Sea using 3.5.6a Blowing the Ship’s Lines to Shore with the Cargo
the Cargo Heater Compressors
3.2.7a Cooling Down Cargo Tanks with Shore Vapour Return 3.5.7a Blowing the Ship’s Lines to Shore after Total Discharge
3.3 Cargo Loading 3.6 Cargo Tank Boil Off/Warm Up/Inerting and Gas Freeing
3.3.1 Preparations for Loading Operations
3.3.2 Loading Single Grade Cargo with Shore Vapour Return 3.6.1 Boiling Off Residual Cargo Liquid
3.3.3 Loading Single Grade Cargo with Cargo Compressors and 3.6.2 Warming Up the Cargo Tanks
No Shore Vapour Return 3.6.3 Inerting Cargo Tanks
3.3.4 Loading Dual Grade Cargo with Cargo Compressors and 3.6.4 Inerting Cargo Plant and Pipelines
No Shore Vapour Return 3.6.5 Fresh Air Ventilation of the Cargo Tanks
3.3.5 Loading Dual Grade Cargo with Shore Vapour Return 3.6.6 Fresh Air Ventilation of the Cargo Plant and Pipelines
Illustrations 3.6.7 Fresh Air Ventilation of the Hold Spaces
3.3.2a Loading Single Grade Cargo with Shore Vapour Return Illustrations
3.3.3a Loading Single Grade Cargo with Cargo Compressors and 3.6.1a Boiling Off Residual Cargo Liquid
No Shore Vapour Return 3.6.2a Warming up the Cargo Tanks
3.3.4a Loading Dual Grade Cargo with Cargo Compressors and 3.6.3a Inerting Cargo Tanks
No Shore Vapour Return 3.6.4a Inerting Cargo Plant and Pipelines
3.3.5a Loading Dual Grade Cargo with Shore Vapour Return 3.6.5a Fresh Air Ventilation of the Cargo Tanks
3.6.6a Fresh Air Ventilation of the Cargo Plant and Pipelines
3.6.7a Fresh Air Ventilation of the Hold Spaces

Part 4: Cargo Operations - Control and Instrumentation Part 5: Fire Fighting Systems Part 6: Emergency Procedures
4.1 Cargo Monitoring System 5.1 Fire and Deck Wash System 6.1 LPG Liquid Leakage into hold spaces
4.1.1 Cargo Alarm Monitoring and Control System Overview
Illustrations Illustrations
4.1.2 Operator Stations
4.1.3 Screen Displays 5.1a Engine Room Fire Hydrant System 6.1a Educting LPG from Hold
5.1b Deck and Accommodation Fire Main System
Illustrations
6.2 Fire and Emergency Breakaway
4.1.1a Cargo Alarm Monitoring and Control System Overview
5.2 Water Spray System
4.1.3a Operator Control Panel Display 6.3 Ship to Ship Transfer
Illustrations
6.3.1 General Safety
4.2 Cargo and Ballast Control Console 5.2a Water Spray System 6.3.2 Pre-Mooring Preparations
5.2b Water Spray System from Engine Room 6.3.3 Mooring
Illustrations
6.3.4 Transfer Operations
4.2a Cargo Control Console 6.3.5 Unmooring
5.3 Dry Powder Fire Extinguishing System
4.2b Cargo Control Panel Mimic (Left Hand Section)
4.2c Cargo Control Panel Mimic (Right Hand Section) Illustrations 6.4 LPG Jettison
5.3a Dry Powder Fire Extinguishing System on Deck
4.3 Cargo Tank Instrumentation System Illustrations
5.3b Dry Powder System Tank Units
4.3.1 Tank Level Measurement 6.4a LPG Jettison Pipe
4.3.2 Independent High Level Alarm System 5.4 CO2 Fire Extinguishing System 6.5 Vent Mast on Fire
4.3.3 Gas Detection System
4.3.4 Portable Gas Measuring Instruments Illustrations
4.3.5 Loading Computer
5.4a CO2 Fire Extinguishing System
4.3.6 Remote Sounding and Draught Gauging Systems
Illustrations
5.5 Fire Detection System
4.3.1a Tank Level Measurement
4.3.1b Workstation Menu Structure Illustrations
4.3.2a High Level and Overfill Alarm System
5.5a Fire Detection System
4.3.3a Gas Detection System
4.3.3b Gas Sampling Alarm Panel
4.3.6a Remote Sounding and Draught Gauging System 5.6 Water Deluge System
4.3.6b Pressure Principle
Illustrations
5.6a Water Deluge System
5.6b Water Deluge System from Engine Room

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Details of each section are given in the first column of the issue and update
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The information and guidance contained herein is produced for the assistance of
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resolved by reference to BP Shipping Technical Operations Office.

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Issue and Update CONTROL 2.2.4 Condensate Line 2.7.1a Cargo and Ballast Valve Remote Control System
Cargo Symbols and Colour Scheme 2.2.5 Inerting/Aeration Line 2.7.2a ESD System
Electrical and Instrumentation Symbols 2.2.6 Vent Masts 2.7.2b Electric ESD System
Introduction Illustrations 2.7.3a Cargo Tank Relief Valve Function
Text 2.2.1a Cargo Piping System 2.7.5a Typical Pipeline Relief Valve
1.1 Principal Particulars 2.2.1b Tank System Text
1.1.1 Principal Particulars 2.2.1c Cargo Dome Layout 2.8 Ballast System
Principal Particulars of Cargo Equipment and Text 2.8.1 System Description
1.1.2
Machinery 2.3 Cargo Pumps 2.8.2 Ballast Operations
1.1.3 General Arrangement 2.3.1 Main Cargo Pumps Illustrations
1.1.4 Tanks and Capacity Plan 2.3.2 Emergency Cargo Pumps 2.8.1a Ballast System
Illustrations Cargo Pump Nitrogen Purging and Methanol 2.8.1b Ballast Tank Layout
2.3.3
1.1.3a General Arrangement - Main Deck Injection System 2.8.2a Ballast Tank Mimic Panel
General Arrangement - Reliquefaction Compressor/ Illustrations Text
1.1.3b
Motor Room Cargo Pump Nitrogen Purging and Methanol
2.3.3a 2.9 Drain System
1.1.3c General Arrangement - Cargo Instrument Room Injection System
1.1.4a Tank Location Plan Text
Illustrations
1.1.4b Tank Capacity Tables 1 2.4 Inert Gas System
2.9.1a Cargo Hold and Trunk Space Bilge Eductor System
1.1.4c Tank Capacity Tables 2 2.4.1 System Description
Text
Text Illustrations
3.1 Cargo Handling and Operation Sequence Diagrams
1.2 Cargo Data Sheets 2.4.1a Inert Gas System in Engine Room
Illustrations Inert Gas Generator Control Panel No.2 and Dryer
2.4.1b 3.1.2 Operating Precautions
Unit Panel
1.2a/b Propane Data Sheet
Inert Gas Generator Capacity and Level Control 3.1.3 Discharging
1.2c/d Butane Data Sheet 2.4.1c
Panels 3.1.4 Cargo Calculations
1.2e/f LPG Data Sheet
Text 3.2 Drying and Inerting Operation
1.2g/h Methanol Data Sheet
2.5 Cargo Reliquefaction Plant System 3.2.1 Drying Cargo Tanks and Holds
Text
2.5.1 System Description 3.2.2 Drying Reliquefaction Plant and Pipelines
1.3 Mollier Diagrams
2.5.2 Compressors 3.2.3 Inerting Cargo Tanks and Holds
Illustrations
2.5.3 Cooling Systems 3.2.4 Inerting Cargo Pipelines and Plant
1.3a Propane Mollier Diagram
Illustrations 3.2.5 Gassing Up Cargo Tanks with Shore Vapour Return
Text
2.5.1a Cargo Reliquefaction System Gassing Up Cargo Tanks from the Deck Tank at Sea
1.4 Hazardous Areas and Gas Dangerous Zone Plan 3.2.6
2.5.3a Cooling System using the Cargo Heater
Illustrations
Text Cooling Down Cargo Tanks with Shore Vapour
3.2.7
1.4a Hazardous Areas and Gas Dangerous Zone Plan Return
2.6 Cargo Booster Pump and Heat Exchangers
Text Illustrations
2.6.1 Booster Pump
2.1 Cargo Plant 3.2.1a Drying Cargo Tanks and Holds
2.1.1 Cargo Tanks Layout 3.2.2a Drying Reliquefaction Plant and Pipelines
Illustrations
2.1.2 Tanks Insulation System 3.2.3a Inerting Cargo Tanks and Holds
2.6.1a Booster Pump and Heater/Vaporiser System
Illustrations 3.2.5a Gassing Up Cargo Tanks with Shore Vapour Return
Text
2.1.1a Cargo Tanks Layout Gassing Up Cargo Tanks from the Deck Tank at Sea
2.7 Cargo Valves and Operating System 3.2.6a
2.1.1b Corrosion and Relative Humidity using the Cargo Heater
Hydraulic Power Pack for Cargo, Ballast and Engine
2.1.2a Tanks Insulation System 2.7.1 Cooling Down Cargo Tanks with Shore Vapour
Room Ship Side Valves 3.2.7a
Return
Text 2.7.2 Emergency Shutdown System
Text
2.2 Cargo Piping System 2.7.3 Cargo Tank Relief Valves
3.3 Cargo Loading
2.2.1 System Description 2.7.4 Hold Space Relief Valves
3.3.1 Preparations for Loading
2.2.2 Liquid Line 2.7.5 Pipeline Relief Valves
Loading Single Grade Cargo with Shore Vapour
2.2.3 Vapour Line 3.3.2
Illustrations Return

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Loading Single Grade Cargo with Cargo Compressors 3.6.3 Inerting Cargo Tanks Cargo Alarm Monitoring and Control System
3.3.3 4.1.1a
and No Shore Vapour Return 3.6.4 Inerting Cargo Plant and Pipelines Overview
Loading Dual Grade Cargo with Cargo Compressors 3.6.5 Fresh Air Ventilation of the Cargo Tanks 4.1.3a Operator Control Panel Display
3.3.4
and No Shore Vapour Return Text
Fresh Air Ventilation of the Cargo Plant and
Loading Dual Grade Cargo with Shore Vapour 3.6.6
3.3.5 Pipelines 4.2 Cargo and Ballast Control Console
Return
3.6.7 Fresh Air Ventilation of the Hold Spaces Illustrations
Illustrations
Illustrations 4.2a Cargo Control Console
Loading Single Grade Cargo with Shore Vapour
3.3.2a 3.6.1a Boiling Off Residual Cargo Liquid 4.2b Cargo Control Panel Mimic (Left Hand Section)
Return
Loading Single Grade Cargo with Cargo Compressors 3.6.2a Warming up the Cargo Tanks 4.2c Cargo Control Panel Mimic (Right Hand Section)
3.3.3a
and No Shore Vapour Return 3.6.3a Inerting Cargo Tanks Text
Loading Dual Grade Cargo with Cargo Compressors 3.6.4a Inerting Cargo Plant and Pipelines 4.3 Cargo Tank Instrumentation System
3.3.4a
and No Shore Vapour Return
3.6.5a Fresh Air Ventilation of the Cargo Tanks 4.3.1 Tank Level Measurement
Loading Dual Grade Cargo with Shore Vapour
3.3.5a Fresh Air Ventilation of the Cargo Plant and 4.3.2 Independent High Level Alarm System
Return 3.6.6a
Pipelines 4.3.3 Gas Detection System
Text
3.6.7a Fresh Air Ventilation of the Hold Spaces 4.3.4 Portable Gas Measuring Instruments
3.4 Reliquefaction of Cargo on Laden Voyage
Text 4.3.5 Loading Computer
3.4.1 Reliquefaction of Dual Grade on Laden Voyage
3.7 Operations Involving the Deck Tank 4.3.6 Remote Sounding and Draught Gauging Systems
3.4.2 Reliquefaction of Single Grade on Laden Voyage
3.7.1 Inerting from Fresh Air Illustrations
Illustrations
Deck Tank LPG Purging using the Vaporiser and 4.3.1a Tank Level Measurement
3.4.1a Reliquefaction of Dual Grade on Laden Voyage 3.7.2
Shore Vapour Return
3.4.2a Reliquefaction of Single Grade on Laden Voyage 4.3.1b Workstation Menu Structure
Text 4.3.2a High Level and Overfill Alarm System
Deck Tank Cooldown with Liquid from the Cargo
3.7.4 4.3.3a Gas Detection System
3.5 Cargo Discharge Tanks
3.5.1 Preparations for Discharge Deck Tank Cooldown using the Vessel’s 4.3.3b Gas Sampling Alarm Panel
3.7.5
Reliquefaction Plant 4.3.6a Remote Sounding and Draught Gauging System
Discharging Single Grade Cargo with Shore Vapour
3.5.2 3.7.6 Deck Tank Loading with Shore Vapour Return
Return 4.3.6b Pressure Principle
Discharging Dual Grade Cargo with Shore Vapour Deck Tank Loading with Liquid from the Cargo Text
3.5.3 3.7.7
Return Tanks
5.1 Fire and Deck Wash System
Discharge of Cargo Tank with the Emergency Deck Tank Loading with the Vessel’s Reliquefaction
3.5.4 3.7.8 Illustrations
Pump Plant
Illustrations 5.1a Engine Room Fire Hydrant System
Cargo Discharge using the Cargo Heater and Booster
3.5.5 5.1b Deck and Accommodation Fire Main System
Pump 3.7.1a Inerting Deck Tank from Fresh Air
Blowing the Ship’s Lines to Shore with the Cargo Deck Tank LPG Purging using the Vaporiser and Text
3.5.6 3.7.2a
Compressors Shore Vapour Return 5.2 Water Spray System
3.5.7 Stripping Cargo Tanks 3.7.3a Deck Tank Cooldown with Shore Vapour Return Illustrations
Illustrations Deck Tank Cooldown with Liquid from the Cargo 5.2a Water Spray System
3.7.4a
Discharging Single Grade Cargo with Shore Vapour Tanks 5.2b Water Spray System from Engine Room
3.5.2a
Return Deck Tank Cooldown using the Vessel’s
3.7.5a Text
Discharging Dual Grade Cargo with Shore Vapour Reliquefaction Plant
3.5.3a 5.3 Dry Powder Fire Extinguishing System
Return 3.7.6a Deck Tank Loading with Shore Vapour Return
3.5.4a Cargo Discharge using the Emergency Pump Illustrations
Deck Tank Loading with Liquid from the Cargo
3.7.7a 5.3a Dry Powder Fire Extinguishing System on Deck
3.5.5a Booster Pump and Heater/Vaporiser System Tanks
Blowing the Ship’s Lines to Shore with the Cargo Deck Tank Loading with the Vessel’s Reliquefaction 5.3b Dry Powder System Tank Units
3.5.6a 3.7.8a
Compressors Plant Text
Blowing the Ship’s Lines to Shore after Total Text 5.4 CO2 Fire Extinguishing System
3.5.7a
Discharge 4.1 Cargo Monitoring System Illustrations
Text Cargo Alarm Monitoring and Control System
4.1.1 5.4a CO2 Fire Extinguishing System
Cargo Tank Boil Off/Warm Up/Inerting and Gas Overview
3.6 Text
Freeing Operations 4.1.2 Operator Stations
3.6.1 Boiling Off Residual Cargo Liquid 4.1.3 Screen Displays
Illustrations
3.6.2 Warming Up the Cargo Tanks Illustrations

Item Issue 1 Issue 2 Issue 3

Text
5.6 Water Deluge System
Illustrations
Text
6.1 LPG Liquid Leakage into hold spaces
Illustrations
6.1a Educting LPG from Hold
Text
6.3 Ship to Ship Transfer
6.3.2 Pre-Mooring Preparations
6.3.3 Mooring
6.3.5 Unmooring
6.4 LPG Jettison
Illustrations
6.4a LPG Jettison Pipe
Text
6.5 Vent Mast on Fire

Cargo Symbols and Colour Scheme

Mechanical Symbols
Gate Valve With Bonnet Type Air Pipe

Stop Valve 3-Way Rotary Valve Mud Box Head (Without Wire Net)
Geared Handle Colour Scheme
Screw Down Stop Check Direct Type Temperature
Valve With Geared Handle Rose Box Sprinkler Head
Valve Control Valve LPG - Propane Liquid
M Electric Motor Operated Direct Type Temperature
Stop Valve Welded End Separator Piston Air Operated Valve LPG - Propane Vapour
Gate Valve Control Valve With Handle
Wax Type Temperature 3-Way Direct Type Rotary (Gear, Screw,

SV
LPG - Butane Liquid
Three Way Valve Electric Automatic Valve
Control Valve Temperature Control Valve Mono) Type Pump
Electric Motor Operated LPG - Butane Vapour
M Electric Motor Operated M Direct Type Pressure
Screw Down Stop Check Control Valve Centrifugal Type Pump RPZ Backflow Preventer
Valve Inert Gas
Valve
Electric Motor Operated
M Electric Motor Operated M Screw Down Stop Check Eductor (Ejector) Reciprocating Type Pump VB Vacuum Breaker Hydraulic Oil
Valve With Handle
Valve With Handle
Sounding Head With Fresh Water
Hose Valve Lift Check Valve Air Vent Valve Filling Cap FM Flow Meter
Sea Water
Pressure Reducing Valve Swing Check Valve Degassing Valve Hopper Without Cover Flow Switch
Ballast Water
Safety Valve Butterfly Check Valve Discharge/Drain Hopper With Cover Salinty Cell Fire Water System
CO2 Line
Relief Valve Ball Valve Drain Trap With Strainer Air Vent Pipe PI Pressure Gauge
Air
Sounding Head With
Regulating Valve and Stop
Self-Closing Valve Float Check Valve Self - Closing Sampling CI Compound Pressure Gauge
Valve With Strainer HT Cooling Water
Cock
Spectacle Flange
Emergency Shut-Off Valve Diaphragm Valve Cock Observation Glass LT Cooling Water
( Open Shut)
Marine Diesel Oil

Regulating Valve Needle Valve 3-Way Cock (L-Port) Orifice Overboard Discharge
Fuel Oil
A
Butterfly Valve Air Motor Valve 3-Way Cock (T-Port) Blind (Blank) Flange Hand Pump
Slops
M Electric Motor Operated S

Solenoid Operated Valve 4-Way Cock
P1 P2
Lubrication Oil
Suction Bellmouth Pressure Reducing Valve
Butterfly Valve
Saturated Steam
M Electric Motor Operated S Solenoid Operated Valve
Locked Cock Sprinkler HB Fire Hose Box
Butterfly Valve With Handle With Handle
Exhaust Steam
Hydraulic Oil Driven Float Type Air Vent
Piston Valve Self-Closing Cock FB Foam Box Condensate
Butterfly Valve (With Flame Screen)
Hydraulic Oil Driven Bilges

Piston Valve With Handle Faucet Flexible Hose Joint Accumulator
Butterfly Valve With Handle
Electrical Signal
Air Operated Butterfly Valve Diaphragm Operated Valve Simplex Strainer Deck Filling Piece Deck Stand (Manual)
Instrumentation
Air Operated Butterfly Valve Diaphragm Operated Valve Duplex Strainer Scupper Deck Stand (Hydraulic)
With Handle With Positioner Refrigerant Liquid
Diaphragm Operated Valve Bonnet Type Air Pipe Refrigerant Gas

Gate Valve Y-Type Strainer Water Line
With Positioner and Handle Head (With Wire Net)
Methanol

Electrical and Instrumentation Symbols

AC Automatic Change Over
ASS Automatic Start and Stop
Starter (direct on line) Transformer Overcurrent relay BL Bell
AST Automatic Start
ASP Automatic Stop
GSP
Local group I/O Cabinet (alarm AOP Automatic Open
LD Liquid sensor I 110 Central meter
starter panel O monitoring system) ACL Automatic Close
AOS Automatic Open and Shut
CI Compound Pressure Indication
C I Current to press SIG
Control panel Whistle relay box Rectifier equipment DPA Differential Pressure Alarm
P P converter R B
DPS Differential Pressure Switch
PD DTA Deviation Temperature Alarm
P Press to current Group junction box xx
440V distribution board GJB/XX Making contact ES Emergency Stop Operation
I converter (xx = location) Auxiliary
ESA Emergency Stop Alarm
relay
contact FA Flow Alarm
LD
230V power distribution Locally Mounted
RMP RPM pick-up Resistor Breaking FR Flow Recording XXX
board Instrument
FM Flow Monitor
FI Flow Indication XXX Remotely Mounted
LD
FS Flow Meter XXXX Instrument
Lighting distribution board Gauge Variable resistor Making contact
L With time LA Level Alarm
limit in LI Level Indication H
closing XXX Letters outside the circle
Intrinsically safe LIC Level Indication Control XXXX of an instrument symbol
Air circuit breaker IS Dimmer Breaking L
M circuit LM Level Monitor indicate whether high (H),
LS Limit Switch high-high (HH), low (L)
MFA Malfunction Alarm or low-low (LL) function
MCCB 1 phase Power supply unit Diode Making contact MS Micro Switch is involved
With time O = Open
limit in PA Pressure Alarm
C = Closed
opening PI Pressure Indication
MCCB 3 phase ZBK Zener barrier box Capacitor Breaking PIC Pressure Indication Control
PM Pressure Monitor
PR Pressure Recording
Battery charger LM Limit switch 10A Fuse Making contact PS Pressure switch
Flicker RC Remote Control
relay RH Running Hour Counter
Battery Solenoid valve Fuse Breaking RI Running Indication
RM Running Monitor
RO Remote Operation
Space heater Voltage reference Pushbutton switch SA Stop Alarm
VR Disconnection switch
(element type) selector (alternative) SAH Salinity Alarm
SI Salinity Indication
Pushbutton switch TA Temperature Alarm
DG Diesel generator Receptacle Snap switch
(alternative) TI Temperature Indication
TIC Temperature Indication Contro
TR Temperature Recording
Changeover switch
EG Emergency generator J NWT joint box Pushbutton (start/stop) TM Temperature Monitor
(cam switch)
TS Temperature Switch
V Vacuum Gauge
WT joint box Indicator lamp Pushbutton
M AC induction motor J ( J ) 2 glands (4 glands) with transformer (start/stop/running)
VA Viscosity Alarm
VI Viscosity Indication
VIC Viscosity Indication Contro
Emergency stop XA Miscellaneous Alarm
GM Governor motor HS Humidistat RL Indicator lamp pushbutton box
XI Miscellaneous Indication
XM Miscellaneous Monitor
D-D Trip OI Valve Opening indication
Earth WT Water transducer Relay coil Automatic Trip
OIO Valve Open indication
OIS Valve Shut indication
Alarm monitoring O2I Oxygen indication
Shield wire AMS system
BZ Buzzer

Introduction If any information in these manuals is believed to be inaccurate or incomplete, The manual consists of a number of parts and sections which describe the
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
on board to proceed. Any such errors or omissions or modifications to the schematic diagram where applicable.
General ship’s installations, set points, equipment or approved deviation from published
operating procedures, must be reported immediately to the BP Shipping Technical The valves’ and fittings’ identifications used in this manual are usually the
Although this ship is supplied with shipbuilder’s plans and manufacturer’s Operations Office, who should inform WMT so that a revised document may be same as those used by the shipbuilder.
instruction books, there is no single document which gives guidance on issued to this ship and in some cases, others of the same class.
operating complete systems as installed on board, as distinct from individual
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform Illustrations
and guide competent ship’s staff, and trainees in the operation of the systems Safe Operation
and equipment on board and to provide additional information that may not All illustrations are referred to in the text and are located either in-text where
be otherwise available. In some cases, the competent ship’s staff and trainees The safety of the ship depends on the care and attention of all on board. Most sufficiently small or above the text, so that both the text and illustration are
may be initially unfamiliar with this vessel and the information in this manual safety precautions are a matter of common sense and good housekeeping and accessible when the manual is laid open. When text concerning an illustration
is intended to accelerate the familiarisation process. It is intended to be used in are detailed in the various manuals available on board. However, records covers several pages the illustration is duplicated above each page of text.
conjunction with shipyard drawings and manufacturer’s instruction manuals, show that even experienced operators sometimes neglect safety precautions
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing through over-familiarity and the following basic rules must be remembered at Where flows are detailed in an illustration these are shown in colour. A key of
Orders and in no way replaces or supersedes these publications, all of which all times. all colours and line styles used in an illustration is provided on the illustration.
take precedence over this manual. Details of colour coding used in the illustrations are given in the following
• Never continue to operate any machine or equipment which
colour scheme.
appears to be potentially unsafe or dangerous and always report
Information relevant to the operation of this vessel has been carefully such a condition immediately.
collated in relation to the systems of the vessel and is presented in three on Symbols given in the manual adhere to international standards and keys to the
board volumes consisting of BRIDGE SYSTEMS OPERATING MANUAL, • Make a point of testing all safety equipment and devices symbols used throughout the manual are given on the following pages.
CARGO SYSTEMS OPERATING MANUAL and MACHINERY SYSTEMS regularly. Always test safety trips before starting any equipment.
OPERATING MANUAL. In particular, overspeed trips on auxiliary turbines must be
tested before putting the unit to work. Notices
The Cargo Operating Manual is designed to complement Marpol 73/78, • Never ignore any unusual or suspicious circumstances, no The following notices occur throughout this manual:
ISGOTT and Company Regulations. matter how trivial. Small symptoms often appear before a major
failure occurs.
The vessel is constructed to comply with MARPOL 73/78. These regulations WARNING
can be found in the Consolidated Edition, 1991 and in the Amendments dated • Never underestimate the fire hazard of petroleum products, Warnings are given to draw reader’s attention to operation where
1992, 1994 and 1995. whether fuel oil or cargo vapour. DANGER TO LIFE OR LIMB MAY OCCUR.
• Never start a machine remotely from the cargo and engine
The information, procedures, specifications and illustrations in this manual control room without checking visually if the machine is able to CAUTION
have been compiled by WMT personnel by reference to shipyard drawings and operate satisfactorily. Cautions are given to draw reader’s attention to operations where
manufacturer’s publications that were made available to WMT and believed to DAMAGE TO EQUIPMENT MAY OCCUR.
be correct at the time of publication. The systems and procedures have been In the design of equipment, protection devices have been included to ensure
verified as far as is practicable in conjunction with competent ship’s staff under that, as far as possible, in the event of a fault occurring, whether on the part of
operating conditions. Note: Notes are given to draw reader’s attention to points of interest or to
the equipment or the operator, the equipment concerned will cease to function
supply supplementary information.
without danger to personnel or damage to the machine. If any of these safety
It is impossible to anticipate every circumstance that might involve a potential devices are bypassed, overridden or neglected, then the operation of any
hazard, therefore, warnings and cautions used throughout this manual are machinery in this condition is potentially dangerous. Safety Notice
provided to inform of perceived dangers to ship’s staff or equipment. In many
cases, the best operating practice can only be learned by experience. It has been recorded by International Accident Investigation Commissions that
Description
a disproportionate number of deaths and serious injuries that occur on ships
each year during drills involve lifesaving craft. It is therefore essential that
The concept of this Cargo Systems Operating Manual is to provide information
all officers and crew make themselves fully conversant with the launching,
to technically competent ship’s officers, unfamiliar to the vessel, in a form that
retrieval and the safe operation of the lifeboat, life rafts and rescue boat.
is readily comprehensible, thus aiding their understanding and knowledge of
the specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.

Part 1: Design Concept of the Vessel and Cargo System
1.1 Principal Particulars 1.2 Cargo Data Sheets
1.1.1 Principal Particulars 1.2a/b Propane Data Sheet
1.1.2 Principal Particulars of Cargo Equipment and Machinery 1.2c/d Butane Data Sheet
1.1.3 General Arrangement 1.2e/f LPG Data Sheet
1.1.4 Tanks and Capacity Plan 1.2g/h Methanol Data Sheet
Illustrations 1.3 Mollier Diagrams
1.1.3a General Arrangement - Main Deck Illustrations

1.1.3b General Arrangement - Reliquefaction Compressor/Motor Room
1.3a Propane Mollier Diagram
1.1.3c General Arrangement - Cargo Instrument Room
1.1.4a Tank Location Plan 1.4 Hazardous Areas and Gas Dangerous Zone Plan
1.1.4b Tank Capacity Tables 1
Illustrations
1.1.4c Tank Capacity Tables 2
1.4a Hazardous Areas and Gas Dangerous Zone Plan
Document Section 1: British Councillor Date: June 2007
1.1 Principal Data 1.1.2 Dimensions Cargo Tanks

Cargo Capacity @ 20ºC: 81,603.374m3 98%
1.1.1 Principal Particulars Length Overall: 230.00m
83,268.748m3 100%
Length BP: 219.00m
Cargo Load Rates with Vapour Return
Shipbuilder: Mitsubishi Heavy Industries Ltd Moulded Breadth: 36.61m
All Tanks Maximum Loading Rate: 4,400m3/h
Hull number: 2209 Moulded Depth: 21.66m
Single Tank Maximum Loading Rate: 1,100m3/h
Ship name: British Councillor Lightship Displacement: 19,594mt
Radio call sign: MPMM5 T.P.C. / F.W.A 71.4 / 259mm
Cargo Load Rates without Vapour Return
IMO No.: 9307762 All Tanks Maximum Loading Rate: 4,400m3/h
Official No.: 737856 Summer Draught: 11.628m
Single Tank Maximum Loading Rate: 1,100m3/h
Nationality: British Summer Displacement: 74,072mt
Port of Registry: Douglas (Isle of Man) Summer Deadweight: 54,478mt
Type of cargo: LPG Summer Freeboard: 10.076m
Main Engine;
Type of ship: Full Refrigerated type LPG Carrier
Navigation: World Wide Ballast Draught: 7.350m Maker: Kawasaki MAN B&W
Ballast Displacement: 47,750mt Model: 7S 60MC Mark 6
Ballast Deadweight: 25,168mt Type: Two-stroke, single acting, direct
Classification: Lloyds +100A1, Liquefied Gas Carrier, Ship Type
Ballast Freeboard: 14.350m reversible, crosshead type, marine
2G, Butane, Propane, and Propane-Butane Mixtures
in Independent Tanks Type A, Maximum Specific diesel engine with constant pressure
Air Draught above Keel: 47.110m (mast down) turbocharging
Gravity 0.61, Maximum Vapour Pressure 0.28 Bar,
Air Draught above Keel: 51.054m (mast up) MCR: 13,700kW x 104 rpm
Minimum Temperature Minus 50ºC. Shipright (SDA),
Air Draught at Summer Draught 35.482m (E.K.) NCR; 12,330kW x 100.4rpm
+ LMC, UMS, LI, *IWS with the descriptive notes
“Pt. Higher Tensile Steel, Shipright (FDA, CM, SERS, Propeller type: Fixed pitch
Distance Bow to Manifold: 114.425m No. of blades: 4
SCM, MPMS)”.
Distance Stern to Manifold: 115.575m Diameter: 7.0m
Distance Bridge to Manifold: 76.075m Pitch (Mean): 4,814mm
Inmarsat F Tel: 764672028 Distance Manifold to Rail: 4.000m Direction of rotation: Right handed
Inmarsat F Fax: 764672029 Distance Manifold to Deck: 1.620m Service speed: 17.00knots
MMSI No: 235011970 Distance between Manifolds: 2.250m Cruising range: 18,000 nm
Inmarsat C (1): 423501326 Distance Keel to Manifold: 23.28m
Inmarsat C (2): 423501137 Summer Draught Waterline to Manifold: 11.64m Steering Gear Maker: Mitsubishi Heavy Industries
Mini M Tel: 764681193 Type: Two pump, four cylinder electro-
Mini M fax: 764681194 Tonnages hydraulic
V Sat Tel: +44(0)1932 443730 - Bridge Net Registered: 14.631mt Isolation system: Automatic
+44(0)1932 443731 - Ship’s Office Gross Tonnage: 48,772mt
+44(0)1932 443732 - Hospital Suez Canal Net:
+44(0)1932 443733 - Conference Room Suez Canal Gross: Manning design complement: 29 persons + 6 Suez crew
E-mail: britishcommerce@bpfleet.com
Operator: BP Shipping Ltd.

Owner: Hazel Shipping Co. Ltd,
Isle Of Man.
Yard: Mitsubishi Heavy Industries Co. Ltd.

Yard Number: 2204
Date Keel Laid: 11th April 2006
Delivered: 3oth November 2006
Service speed: 17.00knots
Cruising range: 18,000 nm
Issue: 1 - June 2007 IMO No. 9307762 Section 1.1.1 - Page 1 of 1

1.1.2 princilpal particulars of cargo Equipment For Reliquefaction Capacity: 300m3/h

and Machinery Capacity: 1,360m3/h Speed of rotation: 3568rpm
Suction: 20kPaG at -18°C Power consumption: 93kW
Cargo Pumps Discharge: 1.94MPaG (19.78kg/cm3) at 84°C Liquid: Propane/Butane
Main Cargo Pumps Specific gravity: 0.580
For Return to Shore Temperature, maximum; 50°C
Maker: Ebara International Corporation
Temperature minimum: -50°C
Type: 10EC-24M Capacity: 1,750m3/h
Capacity: 550m3/h at 100mth Suction: 20kPaG at -18°C
Minimum flow rate: 27.5m3/h Discharge: 0.15 MPaG (1,530kg/cm3G) at 84°C Electric Motor
No. of sets: 8 (2 per cargo tank) Maker: ABB
Operating temperature: -50°C/-5°C (propane/butane) Maximum and Minimum Conditions No. of sets: 2
Motor: 149.2kW at 1,775 rpm Model numbers: M3KP 280 Smb2
Minimum suction: 0kPaG at -40°C
Output: 105kW
Maximum discharge: 2.16kPaG at 120°C
Emergency Cargo Pumps Speed of rotation: 3570rpm
Voltage: 44 x 3 Volts
Maker: Ebara International Corporation
Cooling Systems Frequency: 60Hz
Type: 6EC-12M
Capacity: 250m3/h at 100mth Central Cooling Fresh Water System Full load current 162 Amps
Cooling Fresh Water Pumps Starting current 1058 Amps
Minimum flow rate: 15m3/h
No. of sets: 4 (1 per cargo tank) Maker: Teikoku Machinery Works Ltd
Operating temperature: -50°C/-5°C (propane/butane) No. of sets: 2 Cargo Heater/Vaporiser
Motor: 71kW at 3,535 rpm Type: Horizontal, motor driven, centrifugal Maker: Hamworthy Gas Systems AS
Model: 65HC-Fm No. of sets: 5
Compressors Capacity: 30m3/h at 0.25MPa Model numbers: 240/335.3/2U (Ti)
Type: Sea water cooled, horizontal shell and tube, two
Maker: Suction Gas Engine Manufacturing Co. Ltd
passes
No. of sets: 5 Fresh Water Cooler
Design pressure: Cargo side - 2.5MPaG, sea water side - 0.5MPaG
Model numbers: HO-32F266/67/68/69/70 Maker: Hisaka Works Ltd Design temperature: Cargo side - -50°C to +45°C, sea water side - 0°C to
Stroke: 200mm No. of sets: 1 90°C
Bore: 1st stage 445mm, 2nd stage 240mm Type: Plate, sea water cooled
Speed: 585 rpm Model: LX-125B-NJM-9 Performance as Cargo Heater
Type: Opposed, single row, 2 cylinder, 2 stage Capacity: 30m3/h, 2°C drop in temperature (SW and FW side)
Capacity: 600m3/h
Motor: Nishishiba Electric Co. Ltd - 220kW
Inlet temperature: -42°C
Booster Pump and Heat Exchangers Outlet temperature: -5°C
Lubrication
Booster Pump Heat duty: 7,969kW
Pump maker: Nippon Oil Pump Co. Ltd
There are two cargo booster pumps fitted in order to allow the vessel
Type: Direct driven trochoid gear pump to discharge at a reduced rate to pressurised storage ashore. Performance as Cargo Vaporiser
Capacity: 30 litres/min at 0.2 - 0.29MPaG
Maker: Hamworthy Gas Systems AS Capacity: 5,000 Nm3/h
Oil cooler: Fresh water cooled horizontal shell and tube
No. of sets: 2 Inlet temperature: -42°C
Model numbers: NMB 150C Outlet temperature: 0°C
Type: Horizontal Cenrifugal Heat duty: 1,356kW

Hydraulic Power Pack for Cargo, Ballast and Engine Room Deck Tank Relief Valves Reliquefaction Gas Lines
Ship Side Valves Maker: Fukui Seisakusho Maker: Fukui Seisakusho
Tag: G951, Tag: C731, C732, C733/ C744, C761, C762
Maker: Nakakita Seisakusho
Type: Conventional Type: Conventional
Motor: Electric
Fluid: Air Fluid: Propane
Rating: 440V, 7.5kW at 1730 rpm
Nominal size: 100*P*150 Nominal size: 20*D*25
Pump: ‘A’ series variable displacement piston
Model: REC264-C5(B) Model: REC154-C5(B)
Flow: 0~36.9cc/rev
No. of units: 2 No. of units: 16
Setting flow: 21cc/rev (38 litres/min)
Set pressure: 1.8MPaG Set pressure: 1.0MPaG
Setting pressure: 9MPa
Closing pressure: 1.62MPaG Closing pressure: 0.9MPaG
Blowdown pressure: 0.18MPaG Flow rate per valve: 880kg/h
Cargo Tank Relief Valves Flow rate per valve: 56,270Nm3/h
Maker: Fukui Seisakusho
Booster and Heater System
Tag: G102/402, G103/403 Tag: G952
Type: Pilot operated Type: Conventional Maker: Fukui Seisakusho
Fluid: Air Fluid: Air Tag: H530, H531, H534, H538
Model: PSL-MD13-151-NC5(B) Nominal size: 20*J*25 Type: Conventional
Nominal size: 10*12 Model: REC264-S5(B) Fluid: Propane/Butane
No. of units: 8 plus 1 spare No. of units: 1 Nominal size: 3/4*D*1
No. per tank: 2 Set pressure: 1.8MPaG Model: REC134-S(B)
Set pressure: 28.0kPaG Closing pressure: 1.62MPaG No. of units: 4
Closing pressure: 25.0kPaG Blowdown pressure: 0.18MPaG Set pressure: 1.0MPaG
Blowdown pressure: 3.0kPaG Flow rate per valve: 1,038Nm3/h Closing pressure: 0.9MPaG
Relieving capacity: 31,040kg/h Blowdown pressure: 0.1MPaG
Set vacuum: -2.0kPaG Flow rate per valve: 880kg/h
Pipeline Relief Valves
Liquid Lines
Hold Space Maker: Fukui Seisakusho
Maker: Fukui Seisakusho Tag: H532, H533, H535, H536
Tag: L641/ L654, L655 Type: Conventional
Tag: J102/J402
Type: Conventional Fluid: Propane/Butane
Type: Pilot operated
Fluid: Propane Nominal size: 3/4*D*1
Fluid: Inert gas
Nominal size: 20*D*25 Model: REC331-S(B)
Model: PSL-MD13-154-NC5(B)
Model: REC154-C5(B) No. of units: 4
Nominal size: 4*6
No. of units: 15 Set pressure: 2.0MPaG
No. of units: 4
Set pressure: 1.0MPaG Closing pressure: 1.8MPaG
Set pressure: 15.0kPaG
Closing pressure: 0.9MPaG Blowdown pressure: 0.2MPaG
Closing pressure: 12.0kPaG
Flow rate per valve: 880kg/h Flow rate per valve: 1,692kg/h
Blowdown pressure: 3.0kPag
Relieving capacity: 5,529kg/h
Set vacuum: -2.0kPaG

Maker: Fukui Seisakusho Inert Gas System Refrigeration Plant

Tag: H537 Inert Gas Generator
Type: Conventional Maker: Teknotherm
Maker Smit Gas Systems B.V.
Fluid: Propane/Butane Refrigerant: R404A
Model: Gin3000-0.3BUFD
Nominal size: 3/4*D*1 Compressor: Bock, FX16/17ST
Type: Inert gas and dry air
Model: REC331-S(B) Condenser: SK8.1034
No. of sets: 1
No. of units: 1 Evaporator: Alfa Laval DX120HCE STW1S
Inert gas delivery rate: 3,000Nm3/h
Set pressure: 2.0MPaG
Dry air delivery rate: 3,000Nm3/h
Closing pressure: 1.8MPaG
Delivery pressure: 30kPa
Blowdown pressure: 0.2MPaG
Flow rate per valve: 3,482kg/h
Air Blower
Maker: Robushi
Model: GRBS 125V
Capacity: 4,043m3/h at 620mbar
Rating: 86.5kW at 1,865 rpm
Dryer
Maker: Titan Pvrojects BV
Capacity: 1.7m3
Design pressure: 40kPa
Design temperature: 14.9°C
Inert Gas Composition and Specification

Oxygen (O2): Maximum 1% by volume
Carbon dioxide (CO2): Maximum 13% by volume
Carbon monoxide (CO): Maximum 1,000 ppm
Sulphur oxides (SOx): Maximum 10 ppm
Nitrogen (N2): balance
Soot: ‘0’ Bacharach
Temperature: Approximately 5°C after cooling unit
Temperature: Approximately 30°C after dryer
Dew point: Approximately 5°C after cooling unit
Dew point: Maximum -25°C after dryer and expansion to
atmospheric pressure

1.1.3 general arrangement
Illustration 1.1.3a General Arrangement
Profile
2nd Water Water

Deck Ballast Ballast
Tank Tank
3rd Deck No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank Cargo Tank Cargo Tank
Engine Mid Flat

Room
Aft Peak
Lower Floor
Water Ballast
Tank
0 5 10 15 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 Water Ballast Tank
Cargo Instrumentation Reliquefaction Boost Pump and Cargo Deck Midship Section
Room Compressor Room LPG Heater Manifold Tank Upper Deck
No.4 Pipe Trunk No.3 Pipe Trunk No.2 Pipe Trunk No.1 Pipe Trunk
Engine
Casing
Principle Dimensions
Length Overall 230.00m

Length Between Perpendiculars 219.00m
Breadth (Moulded) 36.60m
No.1 Dry Chemical Reliquefaction Deck No.2 Dry Chemical Depth (Moulded) 21.65m
Powder Unit Motor Room Store Powder Unit Room
Designed Draught (Moulded) 11.15m
Room
Scantling Draught (Moulded) 11.60m
Tank Top Plan
Heavy Fuel Oil Heavy Fuel Oil No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
Deadweight 54,478t
Fresh Water
Tanks Void Side Tank Deep Tanks (Port) (Port) (Port) (Port) Gross Tonnage 48,772t
Steering Chain Lockers Ship Identification Number
Gear
Room Bosun’s Store IMO Number 9307750
Engine
Store Workshop Official Number 737856
Main Engine
No.4 Cargo Tank (Port) No.3 Cargo Tank (Port) No.2 Cargo Tank (Port) No.1 Cargo Tank (Port)
Engine Opening
Marine Diesel Engine
MAN B&W 7S60MC Mk-6 1 set
M.R. 13,700 kW x 104 r.p.m
No.4 Cargo Tank (Starboard) No.3 Cargo Tank (Starboard) No.2 Cargo Tank (Starboard) No.1 Cargo Tank (Starboard)
Aft Peak
Speed 17 Knots
Water Ballast Engine Room
Tank
Cylinder Oil Fore Peak Water
Storage Tank Ballast Tank
Lubricating Oil Forward Deep Water
Storage Tank Void Cargo Tank
Ballast Tank
Lubricating Oil Inert Gas No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
Settling Tank Generator (Starboard) (Starboard) (Starboard) (Starboard) Water Ballast Tank
Diesel Oil Tank
Diesel Oil Service Tank Heavy Fuel Oil Service Tank Fuel Oil Tank
Diesel Oil Side Tank Heavy Fuel Oil Settling Tank

Illustration 1.1.3b General Arrangement - Reliquefaction Compressor/Motor Room
Up Up
Reliquefaction
Discharge Pressure
LO Service LO Waste Gauge Board Telephone
Tank Tank Box
ESD Box ESD Box

Air Air
Suction Suction
Deck Store
Reliquefaction Compressor Air
Air Suction Suction
Room
No.1 Reliquefaction
No.2 Reliquefaction No.3 Reliquefaction No.4 Reliquefaction No.5 Reliquefaction
Control Panel
Control Panel Control Panel Control Panel Control Panel
No.1 Suction Fresh Water
No.2 Suction No.3 Suction No.4 Suction
Knockout Drum No.5 Suction Tank
Knockout Drum Knockout Drum Knockout Drum
No.1 Reliquefaction No.2 Reliquefaction No.3 Reliquefaction No.4 Reliquefaction No.5 Reliquefaction Knockout Drum
Condensor Condensor Condensor Condensor Condensor Up
No.1 No.2 No.3 No.4 No.5
Reliquefaction Reliquefaction Reliquefaction Reliquefaction Reliquefaction
Compressor Compressor Compressor Compressor Compressor
Up
Up
Fresh Water
Cooler
Air
Air Suction
Suction
Air Lock
Space Fresh Water
Cooling Pumps
Nitrogen Compressor
Cylinder Compressor
Room Room
Room Exhaust Fan Exhaust Fan
Reliquefaction Compressor Motor Room
Telephone Box
Methanol Storage
Tank
Bolted Plate
for Motor No.1 Dry Chemical
Withdrawal Powder Unit Room
Up Up

Illustration 1.1.3c General Arrangement - Cargo Instrument Room
1. Multicore Cable Junction Box

11 2. Ballast Box for Lighting Equipment
25 3. Lighting Panel Board
12
4. No.7 Group Starter Panel
15
10 5. No.5 Group Starter Panel
14 6. Junction Box and Relay Box for I.S Common Battery Telephone
26
7. Relay Box for Piston Horn
8. Transformer for Engine Control Consol (Normal/Emergency)
9. Transformer for Cargo Pump Low Voltage Heater
28
10. Shelf
11. Junction Box for Doppler Sonar
12. General Emergency and Fire Alarm Bell
13. No.6 Group Starter Panel
14. Sender Box for Cargo Monitoring System
15. Starter for Hose Handling Crane
16. I.S Barrier Panel for Pressure Monitoring System
17. I.S Barrier Panel for Temperature Monitoring System
11 18. I.S Barrier Box for Valve Signal

26
12 19. Optical Smoke Fire Detector
10 14 15
25 20. Transformer for Cargo and Ballast Control Console
21. Gas Detector Panel
22. Air Purge Unit for No.4 Water Ballast Tank
27
23. Air Supply Unit
16
24. I.S General Barrier Panel
29
25. I.S Barrier Panel for Booster/Heater System
4
26. Omicron High Level Alarm Panel
17 37
27. I.S Relay Box for Telephone
31 32 28. Gas Detector
30 33 34 29. I.S Barrier Box for Valve Control System
5 13 30. Control Box for Level Monitoring System
18
24 31. Address Module for Fire Detecting System (Non I.S Type)
3
19 32. I.S Barrier Box for Fire Detecting System
2 35 33. Address Module for Fire Detecting System (I.S Type)

20 34. Short Circuit Isolator for Fire Detecting System
2 35. Control Panel for Radar Type Level Gauge
36. P/E Converter Panel for Water Ballast Type Level Gauge
2
36 37. ESD Control Box SIGTTO Link
1
Arrow Shows Direction of Operator Side
8 22 9 21 22
23
6 7 1

Illustration 1.1.4a Tank Location Plan
Profile
Chain Locker
Bosun’s Store
Steering
Gear Water Water
2nd
Room Deck Ballast Ballast
Aft Peak Tank Tank
Water
Ballast 3rd Deck Cargo Tank Cargo Tank
Tanks
Engine Mid Flat
Stern Tube Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Cooling Fresh Lower Floor
Water Tank
Emergency 20 Fuel Oil Fore Peak Water
Fire Pump Fresh Water Side Tanks Forward Deep Water Ballast Tank
Space Tanks (P&S) Ballast Tank Midship Section
Cargo Instrumentation Reliquefaction Boost Pump and Cargo Deck
Room Compressor Room LPG Heater Room Manifold Tank Upper Deck
Emergency
Generator
Room
Engine
Casing
Stores
Air Conditioning No.1 Dry Chemical Reliquefaction Deck No.2 Dry Chemical
Room Powder Unit Motor Room Store Powder Unit
Fresh Water Heavy Fuel Oil Heavy Fuel Oil No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank Tank Top Plan
Tanks Void Side Tank Deep Tanks (Port) (Port) (Port) (Port)
Steering
Gear Chain Lockers
Room Bosun’s Store
Engine
Store Workshop
Aft Peak No.4 Cargo Tank (Port) No.3 Cargo Tank (Port) No.2 Cargo Tank (Port) No.1 Cargo Tank (Port)
Water Engine Opening
Ballast
Tanks
Key
Engine Room
Cargo Tank
Cylinder Oil
Storage Tank
Water Ballast Tank
Storage Tank Void Ballast Tank Fuel Oil Tank
Lubricating Oil Inert Gas No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
Settling Tank Generator (Starboard) (Starboard) (Starboard) (Starboard)
Diesel Oil Tank
Diesel Oil Service Tank Heavy Fuel Oil Service Tank

1.1.4 tanks and capacity plan
1.1.4b Tank Capacity Tables 1
CARGO TANKS (Including Pipe Trunk) FUEL OIL TANKS (S.G. = 0.980) (Θ S.G. = 0.900)
ITEM Position Capacity WEIGHT centre Moment of ITEM POSITION CapacitY CENTRE OF Moment
100% Full 98% Full 98% Full Inertia GRAVITY of Inertia
of gravity
100% Full 95% Full 100% Full
At 20°C PROPANE BUTANE Max F.S. Max F.S.
ρ =0.58 ρ =0.61 100% Full Compartment Side Frame m3 Barrel m3 Tons LCG KG m4
at -46°C at -5°C No. (APG) (m)
Compartment Frame m3 m3 Tons Tons LCG KG m4 (m)
Side No. (APG) (m) Fuel Oil Deep Tank C 41-45 816.8 5,138 776.0 760 37.90 12.25 421
(m Fuel Oil Deep Tank P 41-76 968.5 6,092 920.1 902 44.08 16.88 1,441
No.1 Cargo Tank P 199-251 9,522.908 9,332.450 5,413 5,693 181.33 12.03 13,156 Fuel Oil Deep Tank S 41-76 915.9 5,761 870.1 853 44.44 16.73 1,718
No.1 Cargo Tank S 199-251 9,522.908 9,332.450 5,413 5,693 181.33 12.03 13,156 Fuel Oil SideTank P 24-41 389.6 2,451 370.1 363 29.98 17.08 40
No.2 Cargo Tank P 148-196 10,812.247 10,596.002 6,146 6,464 141.28 11.61 15,952 No.1 FO Settling Tank S 41-45 42.1 265 *1 34.8 34 37.88 14.49 2
No.2 Cargo Tank S 148-196 10,812.247 10,596.002 6,146 6,464 141.28 11.61 15,952 No.2 FO Settling Tank S 41-45 42.1 265 *1 34.8 34 37.88 14.49 2
No.3 Cargo Tank P 97-145 10,814.402 10,598.114 6,147 6,465 100.48 11.61 15,592 No.1 FO Service Tank S 41-45 42.1 265 40.0 39 37.88 14.49 2
No.3 Cargo Tank S 97-145 10,814.402 10,598.114 6,147 6,465 100.48 11.61 15,592 No.2 FO Service Tank S 41-45 42.1 265 40.0 39 37.88 14.49 2
No.4 Cargo Tank P 46-94 10,484.817 10,275.121 5,960 6,268 60.10 11.74 15,306 Total 3,259.2 20,502 3,085.9 3,024 - - 3,628
No.4 Cargo Tank S 46-94 10,484.817 10,275.121 5,960 6,268 60.10 11.74 15,306 IG Generator FO Tank S 30-34 44.0 277 41.8 Θ 38 28.08 19.67 7
Total 83,268.748 81,603.374 47,332 49,780 - - 120,732 FO Overflow Tank P 37-40 42.0 264 39.9 39 33.86 1.04 159
WATER BALLAST TANKS (S.G. = 1.025) Note: 1m3 (cubic metre) = 6.28981 Barrels.
ITEM POSITION CapacitY CENTRE OF Moment of *1 = 83% (Pump Stop Level)
GRAVITY Inertia
100% 99% 100% Full DIESEL OIL TANKS (S.G. = 0.900)
Max F.S.
Full Full ITEM POSITION CapacitY CENTRE OF Moment
Compartment Side Frame m3 m3 S.W. LCG KG m4 GRAVITY of Inertia
No. tonnes (APG) (m) 100% Full 95% Full 100% Full
(m) Max F.S.
Fore Peak W.B.Tank ATH 256-F.E. 979.0 969.2 993 214.25 6.90 726 Compartment Side Frame m3 Barrel m3 Tons LCG KG m4
No. (APG) (m)
Fore Deep W.B. Tank ATH 252-256 1,163.2 1,151.6 1,180 207.13 13.31 6,254
(m)
No.1 Water Ballast Tank P 198-253 2,360.3 2,336.7 2,395 181.16 9.07 11,052
Diesel Oil Tank S 30-41 226.5 1,425 215.2 194 32.30 15.93 32
No.1 Water Ballast Tank S 198-253 2,363.4 2,339.8 2,398 181.17 9.06 11,042
Diesel Oil Service Tank S 34-37 39 245 *1 28.2 25 31.17 19.66 8
Total 265.5 1,670 243.4 219 - - 40
No.3 Water Ballast Tank S 96-147 2,809.2 2,781.1 2,851 100.85 7.85 20,623 Note: 1m3 (cubic metre) = 6.28981 Barrels.
No.4 Water Ballast Tank P 41-96 2,315.0 2,291.9 2,349 60.49 6.38 15,572 *1 = 72% (Pump Stop Level)
Aft Peak Water Ballast Tank ATH A.E-13 965.7 956.0 980 3.02 14.44 5,939
Total 23,669.4 23,432.7 24,017 - - 148,295

1.1.4c Tank Capacity Tables 2

DECK TANK
LUBRICATING OIL TANKS (S.G. = 0.900) ITEM POSITION CapacitY CENTRE OF GRAVITY
ITEM POSITION CapacitY CENTRE OF GRAVITY Moment 100% Full
100% Full 100% Full of Inertia
Compartment Side Frame No. m3 LCG (APG) KG
Max F.S.
(m) (m)
Compartment Side Frame m3 Barrel LCG (APG) KG m4
No. (m) (m) Deck Tank P 177-199 361.4 154.10 24.90
Total 361.4 - -
LO Sump Tank C 21-33 23.9 150 22.39 1.30 9
LO Settling Tank S 24-29 31.0 195 23.19 19.50 7
LO StorageTank S 17-24 38.0 239 17.96 19.50 7
Cylinder Oil Storage S 17-24 60.6 381 17.65 19.50 24
Tank
Stern Tube LO Sump C 18-20 4.0 25 16.30 1.60 3
Tank
Total 157.5 990 - - 50
FRESH WATER TANKS (S.G. = 1.000)

ITEM POSITION CapacitY CENTRE OF GRAVITY Moment
100% Full 99% Full 100% Full of Inertia
Max F.S.
Compartment Side Frame m3 m3 LCG (APG) KG m4
No. (m) (m)
Fresh Water Tank P 9 - 13 214.1 212.0 9.34 18.02 186
Fresh Water Tank S 9 - 13 217.2 215.0 9.35 18.07 186
Total 431.3 427.0 - - 372
Stern Tube Cooling Fresh ATH 7 -.13 27.5 27.2 9.63 4.21 4
Water Tank
OTHER TANKS
ITEM POSITION CapacitY CENTRE OF GRAVITY Moment
100% Full of Inertia
Max F.S.
Compartment Side Frame m3 LCG (APG) KG (m) m4
No. (m)
Bilge Tank S 37 - 40 29.0 33.83 1.08 63
Sep. Bilge Oil Tank S 33 - 37 27.6 30.78 1.14 42
Clean Drain Tank P 27 - 33 27.3 26.47 1.18 24
Dirty Oil Tank S 30 - 33 15.7 27.61 1.16 15
Grey Water Tank P 20 - 24 46.1 19.07 13.02 61
Total 145.7 - - 205

1.2 Cargo Data Sheets 2) Chemical Formula, U.N. Number, family, appearance and
odour.
The vessel is designed to carry low temperature liquified propane, butane
and their mixture with a density of 0.61 or below and of the following 3) Emergency Procedures - the action recommended to be taken in
specification: the event of fire, cargo spillage/leakage or personal contact with
the cargo.
• Commercial propane containing up to 2.5 MOL % of ethane,
and 1 to 3 MOL % of butane and higher hydrocarbon.
4) Health Data - Information about the effects of contact with the
• Commercial butane containing up to 2 MOL % of propane, and cargo with instructions regarding the appropriate protective
1 to 3 MOL % of penthane and higher hydrocarbon. clothing and equipment required during cargo handling
operations.
The cargo tanks and the cargo handling equipment is designed to endure
temperatures down to -46° for the carriage of propane which is the colder of 5) Physical Properties - boiling point, vapour pressure, liquid
the two cargos. density.
The pressure within the cargo tanks is maintained slightly higher than 6) Fire and Explosion Data - Flash point, flammable limits and
atmospheric and the relief valve pressure is set to 28kPag. auto ignition temperature of the cargo.
The following cargoes are not to be carried: 7) Reactivity Data- Information regarding the reaction of the cargo
if it comes into contact with air or water etc.
• High pressure liquified petroleum gas
• Cargoes with a density higher than 0.61 8) Conditions of Carriage - information regarding the type of
• Unsaturated hydrocarbons vessel, pressurisation of the cargo, if refrigeration is required,
open or restricted gauging and flammability of the cargo
• Anhydrous ammonia vapour
Fresh or sea water is not to be loaded into the cargo tanks to prevent freezing 9) Materials of Construction - Information regarding the type of
of the cargo pumps and spray nozzles. materials that are suitable or not suitable in the containment
system for the carriage of the cargo.
For the safe handling of the cargo a knowledge of the physical and chemical
properties of the cargo, the hazards and action to be taken in the event of
an emergency are required by the ship’s personnel. Essential information is
given in the data sheets for the liquified gases and other products in the IMCO
(SOLAS) Gas Carriers Code.
The information is generally for individual liquified gases but some commercial
cargoes are mixtures, for example LPG can be a mixture of propane, butane
and other gases in varying amounts. In these cases it is not possible to give
complete data and information for any mixture should be obtained from the
shipper/terminal before loading.
The data sheets for individual liquified gases are normally displayed in the
cargo control room to allow the largest number of personnel access to the
information. Where reference in the sheets refer to graphs etc. this information
is contained in the IMCO (SOLAS) Gas Carriers Code manual.
The data sheets are divided into the following sections:
1) Main Hazard - Flammable - Toxic etc.
Issue: 1 - June 2007 IMO No. 9307762 Section 1.2 - Page 1 of 5

Illustration 1.2a/b Propane Data Sheet REACTIVITY DATA PROPANE

PROPANE
FORMULA C3H8 AIR No reaction.
U.N. NUMBER 1978 THE MAIN HAZARD
FAMILY Hydrocarbon FLAMMABLE.
WATER
(saturated, aliphatic) No dangerous reaction. Can freeze to form ice or hydrates, insoluble
(Fresh/Salt)
APPEARANCE Colourless
ODOUR Odourless 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.
CONDITIONS OF CARRIAGE
LIQUID DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Imerse frostbitten area in warm
ON SKIN water until thawed (see Chapter 9). Obtain medical advice.
NORMAL
CARRIAGE Pressurised: fully /semi refrigerated GAUGING Restricted; closed or indirectClosed,
CONDITIONS
VAPOUR Remove victim to fresh air. If breathing has stopped, or is irregular/weak, give mouth-to-mouth/nose VAPOUR
SHIP TYPE 2G / 2PG Flammable.
INHALED resuscitation. DETECTION
Stop the flow. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large amounts
SPILLAGE MATERIALS OF CONSTRUCTION
of water to disperse spill and prevent brittle fracture. Inform Port Authorities on any major spill.
UNSUITABLE SUITABLE
Mild steel (below 0˚C) Mild steel (above 0˚C), stainless steel, aluminium
PHYSICAL DATA
BOILING POINT RELATIVE
@ ATMOSPHERIC - 42.8 °C VAPOUR DENSITY 1.55
PRESSURE SPECIAL REQUIREMENTS
VAPOUR
MOLECULAR
PRESSURE See graphs 44.1
WEIGHT
kg/cm2 (A)
See graphs ENTHALPY

SPECIFIC GRAVITY See graphs
(kcal/kg)
LATENT HEAT OF
COEFFICIENT OF 101.5 @ -43°C
0.003 per °C @ 15 °C VAPOURISATION
CUBIC EXPANSION (kcal/kg) 83.2 @ -20°C
FIRE AND EXPLOSION DATA

FLASH POINT -105°C FLAMMABLE LIMITS 2.1 - 9.5% AUTO-IGNITION TEMPERATURE 468°C
HEALTH DATA
TVL 1,000ppm ODOUR THRESHOLD Odourless (may be “stenched” to assist detection)
EFFECT
OF Tissue damage of eyes or skin due to low temperature. Not absorbed through skin.
LIQUID
EFFECT
OF Tissue damage of eyes or skin due to low temperature. Asphyxiation, headache, dizziness, drowsiness
VAPOUR

Illustration 1.2c/d Butane Data Sheet REACTIVITY DATA BUTANES

* BUTANES
methyl ethyl methane
FORMULA C4H10 AIR No reaction.
n.Butane iso.Butane
CH3 CH3 CH2 CH3 CH3 CH(CH3 ) CH3
FAMILY Hydrocarbon FLAMMABLE.
WATER
(saturated, aliphatic) No dangerous reaction. May form solid hydrates, insoluble
(Fresh/Salt)
APPEARANCE Colourless
ODOUR Virtually Odourless EMERGENCY PROCEDURES OTHER
GASES
LIQUID DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
ON SKIN in warm water until thawed (see Chapter 9). Obtain medical advice/assistance.
NORMAL
CONDITIONS
VAPOUR Remove victim to fresh air. If breathing has stopped, or is irregular/weak, give mouth-to-mouth/nose
SHIP TYPE 2G / 2PG VAPOUR
INHALED recuscication DETECTION Flammable.
SPILLAGE Stop the flow. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large amounts
of water to disperse spill and prevent brittle fracture. Inform Port Authorities on any major spill. MATERIALS OF CONSTRUCTION
UNSUITABLE SUITABLE
PHYSICAL DATA Certain plastics Mild steel, stainless steel, most normal metals

@ ATMOSPHERIC - 0.5 °C VAPOUR DENSITY 2.01
PRESSURE
VAPOUR See graphs. Vapour pressure of SPECIAL REQUIREMENTS
commercial butane is approximately MOLECULAR
PRESSURE 58.12
WEIGHT
kg/cm2 (A) equal to that of 1-3 butadiene
ENTHALPY
SPECIFIC GRAVITY 0.576 @ 20 °C See graphs
(kcal/kg)
LATENT HEAT OF
COEFFICIENT OF 91.9 @ -0.5°C
0.002 per °C @ 15 °C VAPOURISATION
CUBIC EXPANSION (kcal/kg) 87.3 @ -20°C

FLASH POINT -35 °C (approx.) FLAMMABLE LIMITS 1.5 - 9.0% AUTO-IGNITION TEMPERATURE 430°C
HEALTH DATA
TVL 600 ppm ODOUR THRESHOLD 5000ppm (may be “stenched” to assist detection)
EFFECT
OF Frostbite to skin or eyes. Slight systemic effect by ingestion.
LIQUID
EFFECT Asphyxiation in high concentrations - headache, dizziness, drowsiness. It may also act as a narcotic. Frostbite is
OF possible.
VAPOUR
* Normally transported as a mixture of n and iso Butanes

Illustration 1.2e/f LPG Data Sheet REACTIVITY DATA LPG

LPG
FORMULA Hydrocarbon mixture AIR No reaction.
Hydrocarbon mixture: mainly
U.N. NUMBER - THE MAIN HAZARD propane and butane
FAMILY - FLAMMABLE. WATER
APPEARANCE * No dangerous reaction. May freeze to form ice or hydrates.
(Fresh/Salt)
ODOUR *
*EMERGENCY PROCEDURES OTHER
GASES
LIQUID DO NOT DELAY. Handle patient gently.. Remove contaminated clothing. Imerse frostbitten area in warm
ON SKIN water until thawed (see Chapter 9). Obtain medical advice.
NORMAL
CONDITIONS
VAPOUR Remove victim to fresh air. If breathing has stopped, or is irregular/weak, give mouth-to-mouth/nose VAPOUR
SHIP TYPE 2G / 2PG Flammable.
INHALED recuscication DETECTION
Stop the flow. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large amounts
SPILLAGE
of water to disperse spill and prevent brittle fracture. Inform Port Authorities on any major spill. MATERIALS OF CONSTRUCTION
UNSUITABLE SUITABLE
*PHYSICAL DATA Mild steel (below 0˚C) Mild steel (above 0˚C), stainless steel, aluminium

@ ATMOSPHERIC VAPOUR DENSITY
PRESSURE
VAPOUR
SPECIAL REQUIREMENTS
MOLECULAR
PRESSURE
WEIGHT
kg/cm2 (A)
ENTHALPY
SPECIFIC GRAVITY (kcal/kg)
LATENT HEAT OF
COEFFICIENT OF
VAPOURISATION
CUBIC EXPANSION (kcal/kg)

FLASH POINT FLAMMABLE LIMITS AUTO-IGNITION TEMPERATURE
* HEALTH DATA
TVL ODOUR THRESHOLD
EFFECT
OF Frostbite
LIQUID
EFFECT
OF Asphyxiation
VAPOUR
* Depends on composition. Obtain shippers advice and consult relevant data sheets.

Illustration 1.2g/h Methanol Data Sheet REACTIVITY DATA Methanol

METHANOL
methyl achohol
wood alcohol AIR No reaction.
FORMULA CH4 O (CH3OH)
FAMILY
AMILY Alcohol FLAMMABLE TOXIC. WATER
(primary, aliphatic) No reaction. Completly soluble.
(Fresh/Salt)
APPEARANCE Colourless liquid
ODOUR Characteristic EMERGENCY PROCEDURES OTHER
GASES
FIRE Extinguish with water, dry powder, Halon CO2 or alcohol resistant foam .
LIQUID
Flood gently with clean fresh/sea water. Force eye open if necessary. Continue washing for 15 minutes.
IN EYE
*CONDITIONS OF CARRIAGE
LIQUID
Remove contaminated clothing. Flood affected area with water. Continue washing for at least 15 minutes.
ON SKIN NORMAL
CARRIAGE GAUGING
CONDITIONS
VAPOUR Remove victim to fresh air. If breathing has stopped, or is irregular/weak, give mouth-to-mouth/nose SHIP TYPE VAPOUR
INHALED DETECTION
resuscitation. Keep eyes shielded from light. Obtain medical advice as soon as possible.
SPILLAGE Stop the flow. Avoid contact with liquid. Extinguish sources of ignition. Wash away with water. MATERIALS OF CONSTRUCTION
Inform Port Authorities on any major spill.
UNSUITABLE SUITABLE
Zinc, galvanised metals, synthetic resins, leather, plasticised PVC, Stainless steel, mild steel.
PHYSICAL DATA polystyrene, perspex, certain rubbers.
BOILING POINT @ RELATIVE

ATMOSPHERIC 64.6°C 1.1
PRESSURE
VAPOUR DENSITY *SPECIAL REQUIREMENTS
VAPOUR PRESSURE MOLECULAR
kg/cm2 (A) 0.126 @ 20 °C WEIGHT 32.01
ENTHALPY
SPECIFIC GRAVITY 0.796 @ 15.5/15.5 °C
(kcal/kg)
COEFFICENT OF LATENT HEAT OF

0.0012 per °C @ 20 °C VAPOURISATION Not available
CUBIC EXPANSION (kcal/kg)

FLASH POINT 10 °C FLAMMABLE LIMITS 6 - 36.5% AUTO-IGNITION TEMPERATURE 470°C
HEALTH DATA
TVL 200 ppm ODOUR THRESHOLD 2,000 ppm
EFFECT
Burning and watering of the eyes, dries and de-fats skin. Moderate systematic effect by ingestion. Can be skin absorbed:
OF symptoms similar to vapour exposure ( see below).
LIQUID
EFFECT Slight eye irritation at high concentrations; negligible effect on skin. Chronic or acute inhalation has moderate
OF systematic effect. severe exposure can cause death. less severe exposure can cause blurred vision, nausea, intoxication,
VAPOUR visual symptons may disapper but result in blindness later.
* Not applicable; Methanol is carried aboard gas carriers as an anti-freeze, not a cargo. The bulk cargo is subject to the IMCO Chemical Code

1.3 mollier diagrams
Illustration 1.3a Propane Mollier Diagram
1.9kJ/kgK
0.01m3/kg
Critical Point
Constant Entropy
2.1kJ/kgK
50
100°C
0°C 50°C 90°C
40
30 Constant Volume
Superheated 0.05m3/kg
Dryness (X) Vapour
Constant Pressure Bar

Sub-Cooled 20 (Absolute)
Temperature
Liquid
Liquid/Vapour
Saturated Mixtures
Liquid Line Saturated
Vapour Line
10
2.1kJ/kgK
0.1m3/kg
Latent Heat 5
0.2 0.6 0.8 4

0.4

1.4 hazardous areas and gas dangerous zone plan

Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan
Radius 3 Metres Radius 3 Metres Radius 3 Metres

Profile
2nd Water Water

Deck Ballast Ballast
Tank Tank
3rd Deck Cargo Tank Cargo Tank
Engine Mid Flat

Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Lower Floor
Midship Section

Radius 3 Metres Radius 3 Metres
Compressor
Engine Compressor Room
Casing Room Natural
Extraction Ventilation
Fan Exhaust Supply
Gas Detection No.1 Dry Chemical Reliquefaction Deck No.2 Dry Chemical Reliquefaction
Exhaust Powder Unit Motor Room Store Powder Unit Plant Room Top
Compressor
Room
Extraction Radius 3 Metres
No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank Tank Top Plan Fan Exhaust
(Port) (Port) (Port) (Port)
Engine Compressor
Store Workshop Room
Natural
No.4 Cargo Tank (Port) No.3 Cargo Tank (Port) No.2 Cargo Tank (Port) No.1 Cargo Tank (Port) Ventilation
Engine Opening Supply
Radius 3 Metres
Engine Room
Motor Room Radius 3 Metres
Natural Ventilation Supply
Forward Deep Water

Ballast Tank
No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard)

Part 2: Systems Description
2.1 Cargo Plant
2.1.1 Cargo Tanks Layout
2.1.2 Tanks Insulation System
Illustrations
2.1.1a Cargo Tanks Layout
2.1.1b Corrosion and Relative Humidity
2.1.2a Tanks Insulation System

Illustration 2.1.1a Cargo Tanks Layout
Profile
Chain Locker
Bosun’s Store
Steering
Gear Water Water
2nd
Room Deck Ballast Ballast
Aft Peak Tank Tank
Water
Ballast 3rd Deck Cargo Tank Cargo Tank
Tanks
Engine Mid Flat
Stern Tube Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Cooling Fresh Lower Floor
Water Tank
Emergency 20 Fuel Oil Fore Peak Water
Fire Pump Fresh Water Side Tanks Forward Deep Water Ballast Tank
Space Tanks (P&S) Ballast Tank Midship Section
Emergency
Generator
Room
Engine
Casing Principle Dimensions
Length Overall 230.00m

Length Between Perpendiculars 219.00m
Breadth (Moulded) 36.60m
Stores Depth (Moulded) 21.65m

Air Conditioning No.1 Dry Chemical Reliquefaction Deck No.2 Dry Chemical Designed Draught (Moulded) 11.15m
Room Powder Unit Motor Room Store Powder Unit Scantling Draught (Moulded) 11.60m
Fresh Water Heavy Fuel Oil Heavy Fuel Oil No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank Tank Top Plan Deadweight 54,490t
Tanks Void Side Tank Deep Tanks (Port) (Port) (Port) (Port)
Gross Tonnage 48,772t
Steering
Gear Chain Lockers Ship Identification Number
Room
Engine Bosun’s Store IMO Number 9307736
Store Workshop
Official Number 737814
Aft Peak Main Engine

No.4 Cargo Tank (Port) No.3 Cargo Tank (Port) No.2 Cargo Tank (Port) No.1 Cargo Tank (Port)
Water Engine Opening Marine Diesel Engine
Ballast
Tanks MAN B&W 7S60MC Mk-6 1 set
No.4 Cargo Tank (Starboard) No.3 Cargo Tank (Starboard) No.2 Cargo Tank (Starboard) No.1 Cargo Tank (Starboard) M.R. 13,700 kW x 104 r.p.m
Engine Room Speed 17knots
Cylinder Oil
Storage Tank
Storage Tank Void Ballast Tank
Inert Gas
Cargo Tank
Lubricating Oil No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
Settling Tank Generator (Starboard) (Starboard) (Starboard) (Starboard)
Diesel Oil Tank
Water Ballast Tank
Diesel Oil Service Tank Heavy Fuel Oil Service Tank
Fuel Oil Tank

2.1 Cargo Plant Additionally, there is a 300mm crossover line which can be used to make
the lines common by use of a spool piece and isolation valve for each line
2.1.1 Cargo Tanks Layout to connect the discharge line to the booster pump and LPG heater for high
pressure operations.
Designed and constructed for the carriage of LPG the cargo containment system
consists of four insulated cargo tanks, separated from each other by transverse Discharge of the cargo is achieved via each of the submerged centrifugal cargo
cofferdams, and from the outer hull of the vessel by wing and double bottom pumps located within each cargo tank, 2 per tank, and through the respective
ballast tanks. Each tank is subdivided by a longitudinal bulkhead with opening manifold on deck.
holes in the upper section to make both sections common. A manually operated Illustration 2.1.1b Corrosion and Relative Humidity
sluice valve is located in the bulkhead near the tank bottom to allow for single The cargo pumping system is designed to discharge the bulk of the cargo
pump operation during draining. There is also a small deck tank for retaining from all cargo tanks, in approximately 18 hours, excluding draining. The
heel quantities when changing grades. design is such that all loading/discharging operations, including ballasting and 120
deballasting can be completed in approximately 20 hours.

The containment system serves two purposes:
• To contain LPG cargo at cryogenic temperature (-50°C) Hold Spaces
100
• To insulate the cargo from the hull structure
The areas between the water ballast tanks, the double bottom tanks, underneath
the cargo tank weather covers and the cargo tank are called hold spaces. This
The materials used for the hull structure are designed to withstand varying
space around the tank is kept as dry as possible. The atmosphere in this space
degrees of low temperature. At temperatures below their specified limits, these
is controlled and monitored. It is especially important that the hold spaces are
steels will crystallise and embrittle. The materials used for the containment 80
monitored during cargo operations.
system are required to reduce the heat transfer from the hull structure to
minimise the boil-off gas from the cargo, as well as to protect the hull structure RATE OF
The pressure in the hold spaces should not rise over 15.0kPa. This value has CORROSION
from the effects of cryogenic temperature.
been determined by the builders to avoid any possible chance of the tank
buckling when empty. There is one pressure/vacuum relief valve for each hold
The cargo tank area is divided into two natural groups: 60
space which will open to atmosphere if this value is exceeded.
Number 1 group: Before LPG is loaded into the tanks, the hold spaces should be thoroughly
No.1 and No.3 cargo tanks. dry to avoid any moisture penetration into the tank insulation. The operation
to dry or inert the hold spaces is dealt with in section 3.2. to dry out these 40
spaces, thereby removing moisture and preventing any dew forming. This
Number 2 group: also has the added benefit of preventing corrosion. The hold spaces are fitted
No.2 and No.4 cargo tanks. with temperature sensor, gas detection sensors and a float gauge for leakage
detection. These systems indicate/alarm in the cargo control room. 20
It is possible to load three cargo tanks with one grade and one cargo tank with
another using the crossover valves at the starboard manifold.
Deck Tank
Four pairs of ballast tanks are located outboard of and beneath the cargo tanks
A pressurised 350m3 cargo deck tank is installed for the purpose of grade change
consisting of a wedge shaped upper saddle side wing tank connected to the 0
at sea, or to store cargo tank residues when the tanks are to be entered. 0 20 40 60 80 100%
double bottom tank by a connection trunkway. The fore deep, fore peak and RELATIVE HUMIDITY
aft peak tanks can also be used for ballast.
The loading and discharging of the cargo tanks is carried out via two
independent manifolds located amidships, either from the port or starboard
side. The system can be made common at the starboard midships manifold via
a 300mm nominal bore crossover line with double valve isolation linking any
combination of tanks together.

Illustration 2.1.2a Tanks Insulation System

Front and Rear Elevation Key 3/4 Cutaway Tank View
1 - Trunk
2 - Top Roll Anchor Tank Top
8 3 - Sump
4 - Anti Floating Chock Trunk

4
5 - Bearing Seat
6 - BM Roll Anchor
Side Elevation
7 - BM Pitch Anchor
Top Roll Anchor
8 - Galvanised Steel
9 - Rigid Polyurethane Spacer
10 10 - Rigid Polyurethane Foam

9
Plan View
1 2
Bearing Seat
Sump
Bottom View
BM Roll Anchor
Rigid Polyurethane Foam

5
7 BM Pitch Anchor Anti Floating Chock
3
6 Galvanised Steel
Rigid Polyurethane Spacer

11

2.1.2 Tanks Insulation system used to seal the joints. Glass wool is also used in areas where it is not possible
to use the foam, where there is instrumentation.
Insulation Materials
The insulation act as a barrier between the tank and the hold space and is
Maker: Toyo Tire & Rubber Co. Ltd. designed to reduce the natural boil off of the cargoas per the following tables:
Brand name: Soflan R SP-2
Boil Off Gas Under Propane Loaded Condition
Polyurethane foam components: Used for tank surfaces
Tank no. 1 2 3 4 Sum
• PUF (foamed in place) Calculated BOG
• Core density: nom. 40kg/m3 (35kg/m3) Qtotal/Lcargo 655 719 719 694 2,787
(kg/h)
• Thermal conductivity: ≤ 0.023W/mK at 23.9°C Nominal 753 827 827 798 3,205
(0.020kcal/mh°C) BOG (kg/h)
Polyurethane foam slabs: Used for spacer and tank key parts
Boil Off Gas Under Butane Loaded Condition
• Core density: nom. 32kg/m3 (29kg/m3)
• Thermal conductivity: ≤ 0.023W/mK at 23.9°C Tank no. 1 2 3 4 Sum
Calculated BOG
(0.020kcal/mh°C)
Qtotal/Lcargo 374 409 409 396 1,588
(kg/h)
Polyurethane foam components: Used for Trunk Top
Nominal 430 470 470 456 1,826
• PUF (foamed in place) BOG (kg/h)
• Core density: nom. 55kg/m3 (35kg/m3)
• Thermal conductivity: ≤ 0.023W/mK at 23.9°C
Note: Nominal BOG has about 15% margin against calculated BOG.
(0.020kcal/mh°C)
Facing Materials
Galvanised steel sheet: Used for cargo tank insulation surface

• Standard: JIS G3302-1994 SGCC Z18
• Thickness: 0.3mm
Aluminium foil with glass cloth: Used for polyurethane slab surface
• Thickness: 0.3mm
The exterior of the cargo tank is insulated using a mixture of 100mm PUF
(foamed in place) polyurethane foam and foam slabs covered with a galvanised
steel sheet.
The PUF (foamed in place) is injected between the galvanised steel skin and
the tank exterior, where it is not possible to use this method the areas are
insulated using the foam slabs and adhesive, aluminium foil with glass cloth is

2.2 Cargo Piping System
2.2.2 Liquid Line
2.2.3 Vapour Line
2.2.4 Condensate Line
2.2.5 Inerting/Aeration Line
2.2.6 Vent Masts
Illustrations
2.2.1a Cargo Piping System
2.2.1b Tank System
2.2.1c Cargo Dome Layout

Illustration 2.2.1a Cargo Piping System H537 Port Manifold

Reliquefaction Compressor Room C772 LPG Heater/Vaporiser
H509 H5
C771 H553 H554 62
No.1 Condenser No.2 Condenser No.3 Condenser No.4 Condenser No.5 Condenser L630 H564
E813 E823 E833 E843 E853 CW1 CW2
H508 L632
L6 L6 G6 L6 L6 G6
E816 E814 E826 E824 E836 E834 E846 E844 E856 E854 C732 C731 C744 No.1 No.2 26 10 08 24 12
C737 36
C733 Booster Pump Booster Pump H511 H512 L6 G6 G6 L6 H5
C755 (Port) (Starboard) 04 04 02 02 02
H532 L6
C738 C725 C701
E817 E815 G820 E827 E825 G830 E837 E835 G840 E847 E845 G850 E857 E855 C734 M M H552 38
G810 C754 H507 H514 H539 H534
C739 C724 C702 L6 L6
C735 H533 H530
C810 C814 C820 C824 C830 C834 C840 C844 C850 C854 C753 64 62 H536
H551 H531
C740 C723 C703 L658
D8 D8 D8 D8 D8 C736 Sea Sea H555 H510
C811 C821 C831 C841 C851 C752 H538 H504
13 23 33 43 53 Water Water
C741 C722 C704 From to H516
D814 D824 D834 D844 D854 C751 Engine Overboard H506 H513 H566
E813 E823 E833 E843 E853 C721 Room H518
C762 G605
G822 G832 G842 G852 C761 C7 C7
C712 63 64
C711 C742 H505 H515 H517
C743
G716 G7 G606
15
G762 G713 G714 F
G812 G761 C7
G811 65
G821 G831 G841 G851 G712 G711
G717
G718 H565
E810 E850 H503
E820 E830 E840 L661
G755 L653 L650 L644 L641 L901 L6 J6 J6
63 02 01 H535
G8 G8 G8 G8 G8 G725 G701
G813 61 G823 62 G833 63 G843 64 G853 65 G754
L6
E812 G819 E822 G829 E832 G839 E842 G849 E852 G859 G724 G702 L618 L616 L610 L608 37
D8 G8 D8 G8 D8 G8 D8 G8 D8 G8 G753 L643
15 91 25 92 35 93 45 94 55 95 L649 L6 G6 G6 L6 H5
D810 D820 D830 D840 D850 G723 G703 03 03 01 01 01
No.1 No.2 No.3 No.4 No.5
D8 G8 Suction D8 G8 Suction D8 G8 Suction D8 G8 Suction D8 G8 Suction G752 L6 L6 G6 L6 L6 G6
12 14 Knockout 22 24 Knockout 32 34 Knockout 42 44 Knockout 52 54 Knockout 35 25 09 07 23 11
Drum Drum Drum Drum Drum G722 G704 L617 L615 L609 L607
G751 L652 L648 L646 L631
G721 L629 H563
E811 No.1 D811 E821 No.2 D821 E831 No.3 D831 E841 No.4 D841 E851 No.5 D851 H561
Compressor Compressor Compressor Compressor Compressor
J804 L654 L622 L620 L614 L612 L951
Starboard Manifold
J803 J806 L651 L647 L645
L655
G911 G912
J805 G952
Inert Gas Inert Gas/Aeration Line L621 L619 L613 L611 G901 L911 G951
TI
Generator J802 J801 Liquid Relief Line L642
G902
L903 G903
Engine Room Condensate Line
L902
Vapour Line Deck Tank (350m3 Propane)
Liquid Line
Vapour Relief Line
TI TI
TI
C401 C301 C201 C101

L452 L406 Control L352 L306 Control L252 L206 Control L152 L106 Control
No.4 Hold C407 C406 No.3 Hold C307 C306 No.2 Hold C207 C206 No.1 Hold C107 C106
Box A Box A Box A Box A
PI PI PI PI PI PI PI PI
L451 L453 L412 C408 C405 L351 L353 L312 C308 C305 L251 L253 L212 C208 C205 L151 L153 L112 C108 C105
L401 C410 L301 C310 C210 C110
L403 L303 L201 L203 L101 L103
L405 C409 L305 C309 L205 C209 L105 C109
L407 No.4 L307 L207 L107
L404 PI C403 L304 PI C303 L204 PI C203 L104 PI C103
Vent Riser
No.2 J206 No.1
PI G404 C402 PI G304 C302 PI G204 C202 Vent
PI G104 C102 Vent Riser
L413 L313 L213 Riser L113
L402 PI C404 L302 PI C304 L202 PI C204 L102 PI C104
Control G403 Control G303 Control G203 J103 Control G103
L408 Box B G402 L308 Box B G302 L208 Box B G202 L108 Box B G102
To
No.1
Hold
J403 J303
J203
J304 J204
J104
L344
To To To To
No.4 No.3 No.3 No.2 To To
Hold Hold Hold Hold No.2 No.1
Hold Hold
G405 G205 G105
G305
G401 G301 G201 G101
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
L409 L411 L410 L309 L311 L310 L209 L211 L210 L109 L111 L110
Compiled from drawing No. FZ1 - UE0001 which was updated 5 August 2005

2.2 CARGO PIPING SYSTEM They also have connections to the booster/heater/vaporiser system, and the 2.2.2 Liquid Line
cargo deck tank for various auxiliary functions.
2.2.1 System Description The system is comprised of four independent liquid lines, one for each cargo
Removable bends and spool pieces are supplied for fitting, where necessary, to tank, capable of connecting to either liquid crossover. It is possible by way of
The cargo piping system is shown in illustration 2.2.1a showing the principal allow for cross-connecting various pipework systems for infrequent uses such a selection of valves to carry two grades of LPG in a variety of combinations.
features of the system. as vaporising, cargo heating, deck tank filling and purging operations.
At each tank dome there is a manifold which connects to the:
Up to two grades of liquid cargo may be handled concurrently, via the two The vapour headers connect the cargo tank domes to No 2 vent riser for cargo
• Loading lines, port and starboard.
crossover lines midships between cargo tanks 2 and 3. The cargo is delivered boil-off and venting operations.
to and from each cargo tank dome via four liquid lines running from the cargo • Cargo pump discharges, port, starboard and emergency.
tanks to a flexible set up, whereby any tank can be configured to either liquid The inert gas and dry air system, located in the engine room, is used to supply • Condensate/spray system.
crossover. inert gas and dry air to the cargo system via piping which connects to the
main cargo system, via a removable spool piece. It also supplies inert gas and • Hold emergency educting system.
These lines can be interconnected for a single grade cargo, or segregated into dry-air directly to the hold spaces.
At various points throughout the liquid pipeline system, blank flanges and
either a 3/1 or a 2/2 cargo split. Each crossover line at midships separates into
The cargo booster/heater/vaporiser system is used for high pressure cargo sample points are located to assist in inerting/aeration of the system for
two loading/discharging connections, port and starboard, making a total of four
discharge or vapour generation/purging operations. repairs
loading/discharging connections.
An additional high pressure crossover is located forward of the main liquid The deck tank is used to store LPG liquid under pressure for tank purge 2.2.3 Vapour Line
crossovers with connections to port and starboard. operations.
The system is comprised of four independent vapour lines, one for each cargo
The LPG plants and associated lines are used to reliquefy boil-off LPG vapour tank, capable of connecting to either vapour crossover, for connecting to shore
The cargo tank domes can be connected by the four vapour headers running
and return it to the cargo tanks. vapour systems. All four of these lines lead to a manifold at the compressor
to a manifold at the compressor room. The vapour headers also, at midships
room where they can provide suction to any of the five LPG reliquefaction
join two vapour crossovers. Each vapour crossover line at midships separates
All liquid, condensate and vapour piping has been designed in such a way as plants.
into two shore vapour connections, port and starboard, making a total of four
vapour connections. These vapour lines can be used for regulating cargo tank to absorb contraction and expansion.
The vapour thus supplied to the compressor room can either be reliquefied and
pressures using vapour to or from the shore during cargo operations. They also
All sections of liquid piping that can be isolated, and thus possibly trap liquid returned to the cargo tanks, or compressed only and returned to the tanks as a
lead to the cargo compressor room and can be fed into the suction side of any
between closed valves, are provided with safety valves, which open under a set hot gas for boil-off and warm up operations
one of the five LPG compressors.
pressure to relieve excess pressure in the line to No.3 cargo tank. The vapour
lines safety valves relieve excess pressure to No.2 vent riser The vapour system also incorporates a spectacle blind to No.2 vent riser for gas
When loading, the vapour headers and crossovers can be used to return the
freeing and venting purposes.
displaced gas from the cargo tanks back to the shore installation. Alternatively,
the vapour is led to the compressor room, reliquefied and returned to the cargo Note: Electrical bonding by means of straps is provided between the bolted
flanges. Whenever a section of pipe, or piece of equipment is unbolted, the At various points throughout the vapour pipeline system, blank flanges and
tanks.
bonding straps MUST be replaced when the flanged joint is re-made. sample points are located to assist in inerting/aeration of the system for
repairs.
When discharging, the vapour crossovers and headers are used to supply
vapour, either from ashore or if there is no shore vapour return the ship’s
The gas suction and the liquid return of the reliquefaction system are insulated
vaporiser is used, to the cargo tanks to replace the discharged cargo liquid.
with polyurethane foam.
The cargo tank domes can also be connected by the four condensate headers
running to a manifold at the compressor room. These are used to return the
condensed cargo liquid from the LPG compressors to the cargo tanks. This
liquid can either be returned to the bottom of the tanks or to spray the tanks
during the cooldown process. These lines can also be used to return hot gas
from the cargo plants to the tanks for boiling off. Hot gas may also be used to
clear the shore lines after cargo discharge.
The condensate and vapour headers have branches to and from the LPG
compressor room with connections to the cargo compressors.

Illustration 2.2.1b Tank System
Condensate Line
Vapour Line
Liquid Line
Cooldown Line
High Level Alarm Unit Level Gauging Line
Loading Line
Cargo Pump Discharge Line Filling Line
(Starboard) Cargo Hold Eductor Sparging Line for
Emergency Cargo Return Line from Eductor
Discharge Line TI Aft Tank Section
Discharge Line (Port) Pump Discharge Line Sparging Line for Tank Level Guage
(Starboard) Methanol Injection Sump and Pump Well
Sparging Lines Cargo Line
C404 Pump Sump Tank Sparging Lines
L452 Control
No.4 Hold C402
Emergency Cargo Box A H Gas Sampling Points
Sparging Line for Tank
Pump Discharge PI PI Inert Gas Outlet
L451 L453 L412 C403 Level Guage Sump M
Line from Cargo Hold
PI PI Main Upper Side
Discharge Line C409 L
L401 L403 Spray Cooldown Vapour Return
(Port)
PI PI
Loading Line C410 Inert Gas Inlet
L405 Auxiliary Horizontal
(Port) L407 to Cargo Hold
PI C405 No.4 Side Spray Cooldown
L404
Vent Riser Sparging Line for
PI G404 C406 Aft Tank Section
L413 (Starboard)
L402 PI
C401
Control G403
L408 Box B G402
98%
Level
15m Above
Bottom Port and Starboard
7.0m Above Bottom

Port Only
Bulkhead Bulkhead Valve

Valve Opening
0.5m Above Bottom
Approx.
Port and Starboard
200mm
G401
Vapour Return
to Tank
Methanol Methanol Methanol Example Cargo Tank No.4

Injection Injection Injection
Point Point Point

2.2.4 Condensate Line • Outlet for the main cargo tank safety relief valves for No.2 and
No.3 cargo tanks and deck tank to atmosphere.
The system is comprised of four independent condensate lines, one for each
cargo tank, leading to a manifold at the compressor room. From here they The vent risers located at tanks No.1 and No.4 act as an outlet for their
receive the liquid condensate from any of the five cargo compressors and respective cargo tank safety relief valves to atmosphere.
return it to the cargo tanks, to either the sumps or sprays.
Illustration 2.2.1c Cargo Dome Layout
P
They can also be used to supply hot gas from the cargo compressors to the
cargo tanks for boiling off, warming up the tanks, or to clear ship’s lines to H
15
shore after a cargo discharge. G 15 M
15
P
C
200 L P
200 15
A 50
At each tank dome there is a manifold with a crossover to the liquid line, which 25
250
I
returns to the tank bottoms and tank wall sprays. 15 1
E J
3
There is a crossover from the condensate line, via a removable elbow, for 150
4
K
filling the deck tank with reliquefied LPG from the cargo plants. B 2 To Vent
L
Mast
15 300
At various points throughout the condensate pipeline system, blank flanges 3 4
250 M
and sample points are located to assist in inerting/aeration of the system for 1
25
200
repairs. A
N
C E
O
200 15
The gas suction and the liquid return of the reliquefaction system are insulated 15 F 200
with polyurethane foam. H
15
H
15
P
L P
D G 15
2.2.5 Inerting/Aeration Lines 100 Reliquefaction
Gas Line
The system is comprised of a fixed pipeline permanently connected from the Hold Eductor Line
engine room to the four cargo tank hold spaces. The hold spaces each have an
Tank Tank
inlet valve for isolation from the main. Pressure
Pressure
Indication for ESDS
The cargo pipeline system can be connected to the inert gas/aeration system by
A Main Cargo Pump Discharge Line 1 Radar Gauging Unit
a removable elbow, thus facilitating the drying and inerting of the cargo tanks,
B Emergency Cargo Pump Discharge Line 2 Deck Stand for Bulkhead Valve
plants and pipelines for repairs or tank entry.
C Filling Line 3 Location Seat for Turbine Fan Unit
2.2.6 Vent Masts D Cargo Hold Eductor Return Line 4 Independent High Level Alarm Unit
E Cargo Tank Relief Line

The vessel is equipped with three vent risers, one for each cargo tank, except
F Reliquefaction Gas Return Line
No.3, which shares No.2 vent riser.
G Main Cargo Pump Methanol Injection Line
No.2 vent riser performs a variety of functions which are as follows: H Emergency Cargo Pump Methanol Injection Line
• Outlet in purging operations to release cargo vapours and inert I Aft Sparging (Port)
gas to atmosphere. J Main Cargo Pump Sparging Line (Port)
• Outlet for release of incondensible vapours from the cargo K Main Cargo Pump Sparging Line (Starboard)
condensors to atmosphere. L Level Gauge Sparging Line
• Outlet for the release of vapours from the cargo pipeline system M Aft Sparging (Starboard)
pressure relief valves to atmosphere. N Main Cooling Down Line (Upper Side)
O Auxiliary Cooling Down Line (Horizontal Side)
P Gas Sampling Lines

2.3 Cargo Pumps
2.3.1 Main Cargo Pumps
2.3.2 Emergency Cargo Pumps
2.3.3 Cargo Pump Nitrogen Purging and Methanol Injection System
Illustrations
2.3.3a Cargo Pump Nitrogen Purging and Methanol Injection System

2.3 CARGO PUMPS c) Check that the over and undercurrent trips are set at 250 and 136 Stripping, or Low Level Liquid Operations
amps respectively.
2.3.1 MAIN CARGO PUMPS As the end of a discharge approaches, the pump suction head will approach the
d) Start the pump. NPSH for a given flow. At approximately 0.80 to 1 metre liquid level above
Maker: Ebara International Corporation the pump inlet bell, the NPSH for the rated capacity will be reached. When the
Observe the ammeter. It should rise to the starting current value (over range) liquid falls to this level the motor ammeter and the pump discharge pressure
Type: 10EC-24M
then fall to the normal amperage within 5 seconds. If it has not fallen to the should be monitored continuously by the operator.
Capacity: 550m3/h at 100mth normal in 10 seconds stop the pump and check the pump abnormal start data.
Minimum flow rate: 27.5m3/h The tank low level alarm setting should be set at approximately 1 metre above
No. of sets: 8 (2 per cargo tank) Once the discharge column has filled with liquid ie, after 5 seconds, observe the bottom of the tank. When this level is reached the flow should be reduced
Operating temperature: -50°C/-5°C (propane/butane) the discharge pressure and rate. Both should be close to the minimum setting. by throttling in on the discharge valve.
Motor: 149.2kW at 1,775 rpm
e) Adjust the discharge valve and gradually close the tank filling If any fluctuations are observed on the motor ammeter, or on the pump
valve. discharge pressure gauge during the final stages of stripping, the discharge
The cargo tanks are fitted with two main cargo discharge pumps. These pumps flow rate should be further reduced until the readings stabilise. The minimum
are single stage centrifugal pumps with one inducer stage. The single stage Check that the pump ammeter is reading normal amps. flow rate for the pump of 27.5m3/h must be observed to avoid damage to the
helps to obtain a very low NPSH (Net Positive Suction Head). pump caused by lack of lubrication or overheating.
Note: When the pump is operating correctly, closing the pump discharge
CAUTION valve during operation will raise the head pressure and consequently reduce CAUTION
The pump motors are of the submerged type, with the motor windings the running current. It is of the utmost importance that the pumps are never allowed to
cooled by the pumped LPG. The LPG liquid also lubricates and cools run dry, even for short periods, as this will result in motor failure.
the pump and motor bearings, therefore it is critically important for the A momentary loss of priming during cargo stripping should not be
The cargo pumps may be restarted consecutively up to a maximum of 2 times,
pump that the following operational procedure is strictly adhered to. considered as running a pump dry. Up to 30 seconds of operation with
but after the second time a 17 minute waiting period must be observed. After
this delay 2 further starts are available. dry suction, but with fluid in the discharge column will not damage the
pump, or the motor.
Operating Procedure CAUTION
Before using the pumps it is recommended that the operators should familiarise This procedure must be followed, as heat build up from the high starting When the liquid level reaches less than 1 metre above the pump inlet, avoid
themselves with the flow and pressure output of the pump and also the correct current may not be dissipated during stripping operations. This may be stopping the pump, if at all possible until the tank has been completely
current drawn under normal operation. due to the lack of liquid flow when and if, the pump does not prime, due discharged. If the shore facility is unable to accept the liquid for intermittent
to the extremely low liquid level. periods, it is preferable to keep the pump running and recirculate the liquid
Insulation readings should be obtained from each pump before each operation back to the tank, until the cargo discharge can be resumed and completed.
using a 500V megger tester. The minimum reading is 1M Ohm. The normal minimum start level for the pump is 710mm above the tank bottom.
The emergency minimum start level is 34mm below the tank bottom, as the Abnormal Start
Lubrication piping for cargo pumps should be checked with nitrogen pressure pump is located in a sump. The pumps are normally started and stopped from
and proven clear. If it is not clear, due to ice, a methanol injection should be the cargo control room console. In an emergency, all pumps will be stopped by If the starting current increases to its maximum and remains there, with no
considered. activation of the Emergency Shut Down (ESDS) trip. evidence that the pump is turning, then there is a possibility that the pump has
iced up or seized. At first it is recommended to inject methanol into the pump
CAUTION to melt the ice.
Discharge of Cargo
It is advisable to consult the cargo receiver before injecting methanol, as
CAUTION
in some cases this will contaminate the cargo.
Operating a pump at, or close to, its design flow level is in the best interests of It is advisable to consult the cargo receiver before injecting methanol, as
the pump’s life span and operating performance. However, operating the pump in some cases this will contaminate the cargo.
a) Open the pump discharge valve approximately 10%. at flow rates which are less than this cannot be avoided. This is especially the
case when the shore receiving facility cannot accept the rated flow. It should be
b) Open the tank filling valve to start the first pump on However, when the pump is still seized after the injection of methanol, then a
remembered however, that it is better to operate one pump at the design flow,
recirculation. mechanical problem exists and the pump will require removal from the tank
rather than two pumps running at 50% flow. The pump’s rated flow should only
for repair.
be exceeded during the starting period, whilst the discharge valve is adjusted.

Points to Remember
• The operator should check the cargo liquid level before starting
a pump.
• During running maintain at least a 2 bar discharge pressure
by control of the pump discharge valve. This is to ensure the
lubrication of the pump bearings.
• The operator should always open the discharge valve to 10%
open, before starting a pump.
• The operator should always monitor the motor ammeter, pump
discharge pressure, liquid level and cargo tank pressure.
• The operator should always endeavour to run the pump at the
design flow rate whenever possible.
• The operator should never run the pump dry.
• The operator must never blow hot gas or air through a pump
discharge line. This may turn the impeller and rotor at high
speed, in the wrong direction, damaging the bearings.
• The operator should never operate the pump above the motor
ammeter red line, the maximum recommended amps.
• The operator should never assume that all electrical interlocks
and safety relays will function correctly, therefore check them,
and be ready for any eventuality.
• The operator should not allow water, steam or any cleaning
agent containing water to come into contact with a pump, or its
cables and connections.
Pump Trips and Shutdowns Setting

Manual start and stop
ESDS operation
ESDS loop low pressure 3.5 bar
Valve hydraulics/low pressure 7 bar
Low current 136 amps for 15 seconds
High current 250 amps for 15 seconds
Single phasing 1 phase lost
Low insulation Monitored at the switchboard
Low cargo tank pressure 0.0mbar

2.3.2 EMERGENCY CARGO PUMPS b) Open the tank filling valve to start first the pump on However, at times operating the pump at flow rates which are less than this
recirculation. cannot be avoided. This is especially the case when the shore receiving facility
Maker: Ebara International Corporation cannot accept the rated flow. It should be remembered however, that it is better
Type: 6EC-12M c) Check that the over and under current trips are set at 122 and 65 to operate one pump at the design flow, rather than two pumps running at
amps respectively. 50% flow. The pump’s rated flow should only be exceeded during the starting
Capacity: 250m3/h at 100mth
period, whilst the discharge valve is adjusted.
Minimum flow rate: 15m3/h d) Start the pump.
No. of sets: 4 (1 per cargo tank)
Stripping or Low Level Liquid Operations
Operating temperature: -50°C/-5°C (propane/butane) e) Observe the ammeter reading. It should rise to the starting
current value over range, then fall to the normal amperage As the end of a discharge approaches, the pump suction head will approach the
Motor: 71kW at 3,535 rpm
within 5 seconds. If it has not fallen to the normal reading in NPSH for a given flow. At approximately 0.80 to 1 metre liquid level above
10 seconds stop the pump and check the pump’s abnormal start the pump inlet bell, the NPSH for the rated capacity will be reached. When the
The cargo tanks are fitted with one emergency cargo discharge pump, located liquid falls to this level the motor ammeter and the pump discharge pressure
data.
in the starboard aft quadrant of the tank. These pumps are to be used in the should be monitored continuously by the operator.
event of the main cargo pump failure. As the emergency pump is only located
f) Once the discharge column has filled with liquid ie, after 5
in one side of the cargo tank, the levelling valve on the tank longitudinal The tank low level alarm setting should be set at approximately 1 metre above
seconds, observe the discharge pressure and rate. Both should
bulkhead will need to be opened to ensure even discharge of both sides of the the bottom of the sump. When this level is reached the flow should be reduced
be close to the minimum setting.
tank. The emergency pump is not located in a sump, but above the tank bottom, by throttling in on the discharge valve.
therefore complete discharge of the tank is not possible.
g) Adjust the discharge valve and gradually close the tank filling
valve. If any fluctuations are observed on the motor ammeter, or on the pump
These pumps are of the single stage centrifugal type with one inducer stage. The discharge pressure gauge during the final stages of stripping, the discharge
single stage helps to obtain a very low NPSH (Net Positive Suction Head). flow rate should be further reduced until the readings stabilise. The minimum
h) Check that the pump is drawing the normal amps.
flow rate for the pump of 15m3/h must be observed to avoid damage to the
CAUTION pump caused by lack of lubrication or overheating.
Note: When the pump is operating correctly, closing the pump discharge
The pump motors are of the submerged type, with the motor windings valve during operation will raise the head pressure and consequently reduce
cooled by the pumped LPG. The LPG liquid also lubricates and cools the running current. CAUTION
the pump and motor bearings, therefore it is critically important for the It is of the utmost importance that the pumps are never allowed to
pump that the following operational procedure is strictly adhered to. run dry, even for short periods, as this will result in motor failure.
The cargo pumps may be restarted consecutively up to a maximum of 2 times,
but after the second time a 17 minute waiting period must be observed. After A momentary loss of priming during cargo stripping should not be
this delay 2 further starts are available. considered as running a pump dry. Up to 30 seconds of operation with
Operating Procedure dry suction, but with fluid in the discharge column will not damage the
CAUTION pump, or the motor.
Before using the pumps it is recommended that the operators should familiarise
themselves with the flow and pressure output of the pump and also the proper This procedure must be followed, as heat build up from the high starting
current drawn under normal operation. current may not be dissipated during stripping operations. This may be When the liquid level reaches less than 1 metre above the pump inlet, avoid
due to the lack of liquid flow when and if, the pump does not prime, due stopping the pump if at all possible, until the tank has been completely
Insulation readings should be obtained from each pump before each operation to the extremely low liquid level. discharged. If the shore facility is unable to accept the liquid for intermittent
using a 500V megger tester. The minimum reading is 1M Ohm. periods, it is preferable to keep the pump running and recirculate the liquid
The normal minimum start level for the pump is 1,376mm above the tank back to the tank, until the cargo discharge can be resumed and completed.
Lubrication piping for the cargo pumps should be checked with nitrogen bottom. The emergency minimum start level is 571mm above the tank
pressure and proven clear. If it is not clear, a methanol injection should be bottom. Abnormal Start
considered.
If the starting current increases to its maximum and remains there, with no
The pumps are normally started and stopped from the cargo control room
CAUTION evidence that the pump is turning, then there is a possibility that the pump has
console. In an emergency, all pumps will be stopped by activation of the
iced up or seized. At first it is recommended to inject methanol into the pump
It is advisable to consult the cargo receiver before injecting methanol, as Emergency Shut Down (ESDS) trip.
to melt the ice.
in some cases this will contaminate the cargo.
Discharge of Cargo
a) Open the pump discharge valve approximately 5%.
Operating a pump at, or close to, its design flow level is in the best interests of
the pump’s life span and operating performance.

CAUTION Pump Trips and Shutdowns Setting

It is advisable to consult the cargo receiver before injecting methanol, as Manual start and stop
in some case this will contaminate the cargo. ESDS operation
ESDS loop low pressure 3.5 bar
However, if the pump is still seized after the injection of methanol, then a Valve hydraulics/low pressure 7 bar
mechanical problem exists and the pump will require removal from the tank Low current 65 amps for 15 seconds
for repair
High current 122 amps for 15 seconds
Single phasing 1 phase lost
Points to Remember
Low insulation Monitored at the switchboard
• The operator should check the cargo liquid level before starting Low cargo tank pressure 0.0mbar
a pump and maintain at least 2 bar discharge pressure by control
of the pump discharge valve. This is to ensure the lubrication of
the pump bearings.
• The operator should always open the discharge valve to 10%

open before starting a pump.
• The operator should always monitor the motor ammeter, pump

discharge pressure, liquid level and cargo tank pressure.
• The operator should always endeavour to run the pump at the

design flow rate whenever possible.
• The operator should never run the pump dry.
• The operator must never blow hot gas or air through a pump
discharge line. This may turn the impeller and rotor at high
speed, in the wrong direction, damaging the bearings.
• The operator should never operate the pump above the the
motor ammeter red line, the maximum recommended amps.
• The operator should never assume that all electrical interlocks

and safety relays will function correctly, therefore check them,
and be ready for any eventuality.
• The operator should not allow water, steam or any cleaning

agent containing water to come into contact with a pump, or its
cables and connections.

Illustration 2.3.3a Cargo Pump Nitrogen Purging and Methanol Injection System
N2 Gas Line
N2 Cylinder Room Reliquefaction Compressor Room Air Supply
PI
N2 Gas or Liquid
Portable Methanol Methanol Injection Pipe
Container Pipe
PI Upper Deck
Set Set
3kg/cm2 5kg/cm2
Filter
Upper Bearing
Cargo Pump
1 2 3 4 5 6 7 8 9 10 Lower Bearing
Tank Bottom
N2 Bottles
(9m3)
Sump Bottom
No.4 Tank Dome Vent Riser No.3 Tank Dome Vent Riser No.2 Tank Dome Vent Riser No.1 Tank Dome
L410 L310 L210 L110

C408 C308 C208 C108
C405 C305 C205 C105
C406 Hose C306 C206 C106

Rack
C407 C307 C207 C107
L411 L311 L211 L111

Methanol Storage Tank
1000 Litres
L409 L309 L209 L109
Air
Supply
PI
Key
Methanol
Nitrogen Portable
Methanol
Air Container
PI PI PI PI

2.3.3 Cargo pump nitrogen purging Nitrogen Gas Supply System Checking the Lubrication in a Cargo Pump
and methanol injection system Each cargo pump is to be checked using a flexible N2 gas hose (10m long)
The nitrogen gas supply system consists of ten bottles containing compressed stored in the reducer store. The hose must be blown out by nitrogen before
Both the main cargo pump and the emergency cargo pump bearings are nitrogen, a control reduction valve, safety relief valve and six hose connection connection to the corresponding methanol injection valve (L*09, L*10, L*11)
lubricated and cooled by the liquid LPG. It is vital for the safe operation of the valves. Two of them are inside the compressor room and four on deck, situated to avoid problems with water inside the cargo pump.
pumps for this to take place. one near to each cargo tank dome and equipped with gauge box. Each of the
vent risers is supplied from the nitrogen main line by a permanent branch Check the nitrogen pressure, it should be higher then backpressure (p = h·ρ·g,
In order to check that the bearings are not iced up, each pump is fitted with pipeline with a shut-off non-return valve. Nitrogen pressure in the system is where h – cargo level in cargo tank, metres; ρ – cargo density, kg/m3; g =
a nitrogen/methanol injection system. A small bore pipe for each pump runs maintained by a control reduction valve which normally should not exceed 9.81 m/s2. In case of butane, for example, p = 17 x 0.59 x 9.81 = 98.4 kPa ≈
from the tank dome to the upper and lower bearings and the pump discharge 0.3MPa. The relief valve setting pressure is 0.5MPa. 1 bar).
filter mesh.
The system designed for the following purposes:
On the tank dome the pipe has two connections, both fitted with a filter mesh For Safety during the Opening of Machines or Piping (Inerting)
to avoid contamination. One of these connections is for nitrogen and the other Vent Riser Fire There are three hose connection valves in the compressor room for this
for methanol injection to the pumps. purpose.
Discharges from relief valves and purging systems are carried to the atmosphere
A rack of 10 nitrogen bottles is located in the nitrogen cylinder room on the port through vent masts, the outlets of which are designed to promote vapour A compressor should be inerted as follows:
side of the LPG compressor motor room. From here the nitrogen is supplied to dispersal and reduce the risk of flammable mixtures being produced.
a small bore pipeline system with connections around the tank deck. a) The nitrogen hose is to be connected to the suction side of the
Vents are likely to collect water and should be drained frequently to guard compressor.
Before any cargo pump is started, the line to the pump is pressurised with against freezing due to the discharge of cold vapour. Drains should never be
nitrogen by connecting a flexible hose to the nitrogen system. The nitrogen left open; otherwise vapour could be discharged at low level. Vent masts have b) The drain hose is to be connected to the drain valve on the
supply is opened briefly and the line to the pump pressurised. If the pressure a provision to extinguish (snuff out) flames resulting from a lightning strike, discharge side of the compressor with the other end of the hose
falls, there are no restrictions and the pump is free of ice. If however, the via the branch pipeline for the injection of N2. located outside the compressor room.
pressure fails to fall then icing of the pump must be considered.
Cargo liquid should never be vented through vent masts as this could over c) Compressor suction (G8*0) and discharge (G86*) valves are to
In order to be capable of clearing ice in the cargo system, the vessel carries pressurise the system. A spillage of liquid could also endanger personnel or be closed.
a supply of methanol, stored in a 1,000 litre tank located aft of the cargo cause a brittle fracture of the ship’s structure. Particular care is required when
compressor room. operating the reliquefaction plant; seized expansion valves or level controllers d) Inlet (G8*9, G8*4) and outlet (D8*2, D8*5) valves are to be
can cause a condenser to flood, forcing open the purge valves and spilling open.
The methanol is fed from this tank to a portable container, which can be taken liquid. Plant operating conditions should be carefully monitored at all times.
to the tank dome. From the portable unit, a small air driven pump is used to e) The nitrogen pressure is adjusted by the control reduction valve
inject the methanol down to the pump at pressure. Ignition can be caused at the vent mast by a lightning strike or other source of not to exceed 0.1MPa in order to avoid turbulence.
ignition when venting a flammable vapour. The following actions should be
CAUTION considered: f) The corresponding nitrogen hose connecting valve is to be
It is advisable to consult the cargo receiver before injecting methanol, as • Stop venting slowly opened.
in some cases this will contaminate the cargo. • Inject nitrogen into the vent mast
g) The gas outlet is to be monitored carefully by a portable
After injecting the methanol it is advisable to wait for at least 15 minutes, in • Spraying the mast head with water combustible gas concentration meter.
order to let the methanol melt the ice, before attempting to start the pump.
Venting may be resumed when the mast head and its surroundings are cool and h) Empty bottles are to be replaced with new ones as soon as
It is always advisable to use small quantities of methanol and repeat the process the electrical storm is over. possible.
if required, with 20 litres usually being adequate for this purpose.
In case of fire the corresponding vent riser valve must be open and extinguishing
Note: There are also connections for injecting methanol to the inlets of the to be carry out using the nitrogen bottles, one by one.
expansion valves of the cargo reliquefaction units.

2.4 Inert Gas System
Illustrations
2.4.1a Inert Gas System in Engine Room
2.4.1b Inert Gas Generator Control Panel No.2 and Dryer Unit Panel
2.4.1c Inert Gas Generator Capacity and Level Control Panels

Illustration 2.4.1a Inert Gas System in Engine Room

Funnel
Upper Deck Upper Deck

To Inert Gas Main
Key TI
Inert Gas Generator PI PAH PI
To Emergency Control Air CCR COM CCR
Generator Engine Fuel Oil Tank (32m3) Sea Water O2 Gas
TAH
Diesel Oil Transfer From Fresh Water PI COM Analyser From Control
Inert Gas
Pump Service Line System S S Delivery
801VPL Electrical Signal Valve
PAH 6041
Air
PI PI TI TI COM
Purge Valve 6021
Fresh Water LAL
Demist Unit COM Pressure
822VPH
Control Air Gas Oil Regulating
Expansion From Control Valve
Bilge PIC
Tank System
Inert Gas
Generator Refrigerant Gas
Fuel Oil Pump
PAL Refrigerant Liquid 811VUJ
COM Bypass Valve
Lubrication Oil Inert Gas Cooler
PAL PI
COM
PI To Control
System
PI
S
TAH PI PI
TI COM PI PI 804VPG
S
TAH TI
TAH
TI
S
PI COM
Circulation Pump
PC
TE
TE
PC
TE TI TI
Pilot Burner Electric
S Main
Water Chiller Air Heater
Burner
PI TE
Combustion Inert
Chamber LAH
TC Gas
PI COM
Fan Dryer
PAH
PC
COM
PC
TE
PAL PAL TAH
TE
COM COM
PAH Oil Cooler
COM
TI TS
PI
Excess 802VPE Control TAH PI
Air COM
Air Vent Line
TI
821VPH From Control

System S
From Fresh Water
Service Line Control
811VPH 813VPH PI PI Air
Inert Gas Generator Compressor
XA
Combustion Fan
Differential
From Inert Gas Generator/ 805VPH Condenser Pressure
To Aft Bilge Well TI TI LI FM
Reliquefaction Plant High
Cooling Sea Water Pump 051VPH 804VPH
From Fresh Water TI PI
From No.2 Ballast Pump 807VPH Service Line Charging Valve
801VPG
092VPJ
831VPH 810VPH

2.4 INERT GAS SYSTEM Inert Gas Production Inert Gas Generator Description
2.4.1 system description Inert gas is used for the inerting and gas freeing of the cargo tanks, piping The generator consists of the following main parts:
and hold spaces when required. The inert gas blower may be used separately
• Main burner
for the supply of dried air to the cargo system and hold spaces. The inert gas
Inert Gas Generator is produced by removing oxygen from the air by a combustion process. This • Pilot burner
Maker Smit Gas Systems B.V. process, known as Stoichiometric combustion, takes place in a combustion • Combustion chamber
Model: Gin3000-0.3BUFD chamber, where gas oil is used as the fuel. The gas oil is a hydrocarbon, and
the air is composed of 79% nitrogen and 21% oxygen. The combustion is a • Scrubber section
Type: Inert gas and dry air
chemical reaction between the hydrocarbon and the oxygen, mainly giving • Fuel oil system
No. of sets: 1 CO2 and water. The nitrogen leaves the generator unchanged. The inert gas
Inert gas delivery rate: 3,000Nm3/h • Combustion air system
produced contains approximately 85% nitrogen, 15% CO2 and traces of O2.
Dry air delivery rate: 3,000Nm3/h • Cooling water system
Delivery pressure: 30kPa The inert gas produced enters a sea water cooling tower, where the sulphur
• Water seal and drain system
oxides from the fuel are washed out. The inert gas, which is cooled to 3°C
Air Blower above the cooling water temperature, is saturated. The water droplets in • Control, monitoring and instrumentation system
suspension are now removed in a demister. The inert gas is then dehumidified
Maker: Robushi
to approximately 5°C in the inert gas cooler, where an R404A refrigerant is Main Fuel Oil Burner
Model: GRBS 125V used as the cooling medium. The gas is further dried in one of two desiccant
Capacity: 4,043m3/h at 620mbar dehumidifiers, before passing into the discharge line. The fuel oil burner is of the mechanical high pressure type and is ignited by the
Rating: 86.5kW at 1,865 rpm pilot burner. The fuel oil is directed to the burner tip through slots, which cause
The combustion air to the plant is provided by a single ‘Rootes’ type air blower, the oil to leave the burner as a thin rotating membrane. Impulses of combustion
Dryer situated in front of the combustion chamber. This pressure is kept constant air result in an ultra-fine dispersion of the fuel. The main flame is monitored by
throughout the process to maintain a stable flame, regardless of the pressure a photoelectric cell connected to an electronic flame safeguard relay. This relay
Maker: Titan Projects BV
fluctuations in the distribution system. will shut down the main burner, via the main programming unit, if the flame is
Capacity: 1.7m3 too weak or has failed to ignite.
Design pressure: 40kPa
The purge valve 6021 and a delivery valve 6041 are normally operated by the
Design temperature: 14.9°C O2 and dew point analysers. The gas is led to the deck main, via valves J802 Pilot Burner
and J801, only when the gas analysis is within the set points. Under all other
Inert Gas Composition and Specification The pilot burner is ignited with the aid of a spark generated by means of a spark
conditions the gas is blown to the atmosphere.
Oxygen (O2): Maximum 1% by volume plug. An ignition transformer supplies the high voltage for the spark plug.
Carbon dioxide (CO2): Maximum 13% by volume
Dry-Air Production Combustion Chamber
Carbon monoxide (CO): Maximum 1,000 ppm
Sulphur oxides (SOx): Maximum 10 ppm The generator can produce dry-air at the same rate as inert gas. For the The main and pilot burners are mounted on the combustion chamber which is
Nitrogen (N2): balance production of dry-air there is no combustion, no oxygen content measurement, surrounded by a cooling water jacket. The cooling water jacket is supplied with
and the oxygen signal is overridden when the mode selector is set to dry-air cooling sea water from the inert gas generator/reliquefaction plant cooling sea
Soot: ‘0’ Bacharach
(compressor only) production. water pump which helps to discharge the heat generated by the combustion
Temperature: Approximately 5°C after cooling unit process. There is a manually operated ball valve on the side of the jacket cooler
Temperature: Approximately 30°C after dryer Provided the dew point is correct after the process of cooling and drying, the which allows the jacket space to be flushed through with fresh water after the
Dew point: Approximately 5°C after cooling unit dry-air is supplied to the deck main. generator has been used and is shut down.
Dew point: Maximum -25°C after dryer and expansion to
atmospheric pressure Scrubber Section
Refrigeration Plant The scrubber tower cools and washes the hot combustion gas with sea water.
It is fitted with a water seal and drain. By-products of the combustion process
Maker: Teknotherm
are washed out of the hot gas and discharged overboard through the water seal
Refrigerant: R404A and drain system. The sea water supplied to the combustion chamber jacket
Compressor: Bock, FX16/17ST and spray nozzles pass through orifices which distribute the cooling water in
Condenser: SK8.1034 the correct quantities.
Evaporator: Alfa Laval DX120HCE STW1S

Illustration 2.4.1b Inert Gas Generator Control Panel No.2 and Dryer Unit Panel
I.G.G LOCAL CONTROL

ROOM PANEL 2 I.G.G CARGO CONTROL ROOM E R GE N C
M
PANEL 3
Y
E
WATER CHILLER UNIT STOP
INSTRUMENT AIR
2114
LZ - L RUNNING FAILURE
TO PNEUMATIC EQUIPMENT 4263
INERT GAS INERT GAS
PZA-L
2105 2103 TZA-L TZA-H
1505
4402 4402 5011 5011
TZA-H
2335 INERT GAS INSTRUMENT AIR
5031
DRYER UNIT
FLAME 5491 5492
TZA-H FAILURE
PZA-L OVERBOARD 2312 2021/2121 RUNNING FAILURE
1053 PZA-L TAZ-HH
FUEL PUMP BURNER 5305 5416
OXYGEN OXYGEN ANALYSER
FUEL OIL 1012 ON
HIGH LOW FAILURE HEATER 1
5002 5003
1056 2040 VESSEL 1 5411 VESSEL 2
QIA
7001
QIAT
CLOSED TZA-H
7101
M 5417
DRYING DRYING
RUNNING 1013 FAILURE TZA-H PURGE DEW POINT
5256 BLOWER HEATER 2
FUEL OIL
5403
AIR
OPEN
PZA-H PZA-H LZA-H
2010 2321 2322 REGENERATION M REGENERATION
QIA RUNNING 5404 FAILURE

CLOSED
7001
BLOWER
DEW POINT 5041 5051
AMBIENT AIR 2202 HIGH DELIVERY
6001 HEATING TIME
TOO LONG
PZA-L PZA-L 5081 5091
2011 2320
M 2411 OPEN PZA-H

RUNNING 2203 FAILURE 6053 REGENERATION AIR/GAS
DRAIN
CANCEL
2410
SEA WATER EMERGENCY MANUAL POWER EMERGENCY PLC
COOLING/WASHING
RESET ACKNOWLEDGE LAMP TEST POWER ON REGENERATION 24VDC STOP BATTERY
WATER
LOW
DRAIN
SEA WATER POWER POWER EMERGENCY PLC GENERATOR OPERATOR INERT GAS INERT GAS AIR PURGE
REGENERATION INLET
PUMP RUNNING 24VDC FAILURE STOP BATTERY READY TO STANDBY OR AIR PRODUCTION PRODUCTION MODE
TEMPERATURE CONTROL DEWPOINT ANALYSER
LOW START FOR TO DECK FLOW INDICATOR
DELIVERY RESET ACKNOWLEDGE LAMP TEST
MAIN SWITCH
I G GENERATOR
MODE SELECT 0 - OFF INERT GAS OR AIR TO DECK
1 - INERT GAS PRODUCTION 1 - NORMAL STOP MODE SELECT 0 - OFF
2 - AIR PRODUCTION 2 - NORMAL OPERATION 1 - NORMAL MODE 1 - NORMAL OPERATION
3 - PURGE MODE START 2 - AERATION MODE START
1
1 2 1 2 START
2 3 START FAN MOTOR CURRENT RUNNING HOURS
0 0
1
A
h
START / STOP RECORDER

WATER CHILLER UNIT 1 - OXYGEN CONTENT
2 - DEW POINT
COMMON FAULT
0 50 100 150 200 250
0 1 2 3 4 5%
DRYER MANUAL REGENERATION

0 - OFF 0 - OFF
1 - ON 1 - ON
START START
SMIT 0
1
START
0
1
START
1
2
3 GAS SYSTEMS
PMA

A demister prevents a water mist being carried away with the inert gas. The Oxygen Analyser When starting the plant and the ‘Inert Gas Production’ mode is chosen, initially
mist is condensed into water droplets, which fall into the water loop seal the purge valve will be open and the delivery valve will be closed, until the
An oxygen analyser (Opsis O2000) is installed and monitors the inert gas O2
mounted under the scrubber and are discharged over board. oxygen content of the inert gas moves within the set points.
content after it has passed through the demister. It will activate an alarm when
the maximum or minimum quantity of oxygen is exceeded for more than 60
Effluent Water Seal seconds. Tasks to be Carried Out Before Starting the Plant
The sea water effluent from the scrubber drains through a U-type water seal. In the Engine Room
In the case of an alarm, the purge valve 6021 will open and the delivery valve
The water seal under the scrubber discharges the water and maintains the
6041 will close and inert gas will not now be delivered to the inert gas main. a) Ensure that the control panel is energised at all times, because
required pressure for the combustion process to create a steady flame and thus
a constant oxygen content. In event of a flame failure of the main burner, the alarms need to be operative even if the plant is shut down.
The analyser has to be calibrated regularly using a ‘zero’ gas (nitrogen and Ensure that the control air and fresh water supplies on to the IG
effluent water can be discharged automatically to the aft bilge well when the
oxygen) and a ‘span’ gas (instrument air). plant and dryer unit.
auto drain valve is activated, this is in order to ensure that any possibility of oil
being entrained in the water is not discharged overboard.
Inert Gas Dryer b) Ensure there is sufficient power to the main switchboard to
take the extra load for starting the IG system. The IG sea water
Fuel Oil System The dryer is a heat regenerated two vessel desiccant type which de-humidifies cooling pump has an interlock which does not allow the pump
the inert gas or dry air further to the required final dew point. The sequence to start if there is insufficient power available on the main
The fuel system consists of a screw type oil pump and a inert gas generator DO
involves one vessel on the drying service and absorbing water, while the other switchboard.
storage tank fitted with a remote operated quick-closing valve.
is being regenerated, discharging the water from the desiccant.
c) Ensure that instrument air is available and that all instrumentation
Cooling Water System The drying and regeneration cycles are controlled automatically and occur valves are open.
The sea water, supplied by the inert gas generator/reliquefaction plant cooling every 6 hours, although there is a manual selection setting. Regeneration
sea water pump, is mainly used for washing and cooling the inert gas and occurs by flushing the desiccant dryer with air, which is electrically heated to d) Ensure that the Bilge Drain switch inside the local control panel
removing the sulphur oxide. Orifices fitted in the pipework allow for some of approximately 150°C, this action expels the water from the desiccant. No.2 is turned to the ‘0’ AUTOMATIC position.
the supplied water to be directed to the cooling chamber.
Dew Point Analyser e) Set the selection switch inside the IGG control panel No.2 for
the correct sea water cooling pump that is to be used, either
Generator Pressure Control System The dew point of the inert gas is constantly monitored by an analyser via a MAIN PUMP (IGG/|Reliquefaction) or BACK UP PUMP
The combustion air pressure inside the combustion chamber is kept at a measuring probe, a digital read-out is displayed on the dryer control panel. The (Reliquefaction).
constant 30kPa to ensure efficient combustion. The pressure is held constant analyser has an output of 4-20mA which is used on a pen type chart recorder.
by the pressure control valve. f) Calibrate the oxygen analyser if the system is on inert gas
In the case of a too high dew point, that remains for more than 15 minutes, an production.
alarm is activated and the purge and delivery valves are operated to divert the
Cooling Unit inert gas to atmosphere. g) Check that the drain valve on the water seal is closed.
The unit consists of the following:
• Inert gas cooler - cooled by a cold water/glycol mixture Purge and Delivery Valves h) Check that there is no alarm condition and reset any alarms by
pressing the alarm RESET pushbutton on the generator panel.
• Demister unit - separates water droplets from the inert gas The inert gas delivery line has a purge valve 6021 and a delivery valve 6041
fitted before the line passes to the deck. The purge valve directs the inert gas
• Water chiller - includes the evaporator, compressor and condenser i) Set up the sea water supply valves as per the following table.
to atmosphere, via the funnel, and the delivery valves allow inert gas to the
using R404A refrigerant. It is assumed that the sea water crossover main is already in
deck main. The operation of the valves is dependent on the quality of the inert
operation feeding the other ancillary systems, with the low sea
gas, with the purge valve opening and the delivery valve closing, should the
chest open and the high sea chest closed.
The cooler unit cools the inert gas to approximately 5°C before it passes to the oxygen content of the inert gas move outside the set points. When the oxygen
inert gas dryer unit. content of the inert gas moves within the set points the valves operate in the
reverse direction.

Position Description Valve Illustration 2.4.1c Inert Gas Generator Capacity and Level Control Panels
Open IGG cooling SW pump suction valve 021VPH Level Controller
Open IGG cooling SW pump discharge valve 051VPH Cooling Water IG Pressure Controller
Open IGG cooling SW pump discharge valve to 804VPH

cooling unit condenser
Open Combustion chamber and scrubber tower 810VPH
overboard discharge valves 831VPH 1 1
Closed IGG/reliquefaction plant cooling SW pump 022VPH
discharge valve to reliquefaction plant
1 - Level
Open Cooling unit condenser outlet valve 805VPH
2 - Set point value.
Open Cooling unit condenser overboard discharge 807VPH 2 2 3
valve 3 - Decrease set point value.
Normally Crossover supply valve from ballast system 092VPJ 4 - Increase set point value.
closed
mmWg kPa 1 - IG deck line pressure (kPa).
j) At the group starter panel set the selection switch for the IGG/ 2 - Set point value.
reliquefaction plant cooling sea water pump to IGG USE. Start
4 3 - % Modulation position of overcapacity valve;
the pump and ensure that the system is operating as required. 100 = 100%, overcapacity valve fully closed i.e.,
fully delivery to deck.
-ve 100 indicates the % value the overcapacity
At the Refrigeration Plant valve is modulating at with the IG main pressure
higher than the set point value.
a) All stop valves, except the compressor suction valve in the 3 4 5 6
refrigerant line, should be opened and fully back seated to 4 - Toggles between set point indication and
overcapacity valve position.
prevent the pressure in the valve reaching the valve gland.
5 - Decrease set point value.
b) Check that the compressor oil level is correct.
6 - Increase set point value.
c) Check the quantity of refrigerant charge. With the system shut

down, gas should be pumped to the condenser and the quantity
BILGE DRAIN
of gas can be observed in the sight glass. 0 - AUTOMATIC
CW PUMP SELECT SWITCH 1 - CANCEL
d) Start the compressor and chiller pump.
MAIN BACK UP 1
e) Adjust the suction stop valve gradually until fully open. PUMP PUMP
At the Air Blower 0
a) Ensure that there is power on the local control panel.
b) Check the oil levels in the blower oil sump sight glasses.
c) Check that the excess air manually operated regulating valve is

in its correct position (from operational experience this has been
set at position No.3).

At the Fuel System c) Check temperatures, pressures and oxygen content of the inert f) Switch off the dryer at the dryer panel by turning the start/stop
a) Check the contents of the IGG fuel oil tank and open the quick- gas produced. switch to the STOP position and releasing it to return to the
closing discharge valve 801VPL. ON position. The dryer will complete its current regeneration
d) When the O2 content and all temperatures and pressures are sequence and stop automatically.
b) Open the IG fuel oil pump suction valve and the discharge within limits the IG is ready to be sent to deck. Turn the Inert
valves and rotate the handle on the fuel oil filter. Gas or Air to Deck switch to the NORMAL OPERATION g) Stop the IGG cooling SW pump.
START position. The discharge from the IGG plant will be
directed to atmosphere or deck according to the capacity valve. h) Close all non essential valves.
At the Dryer Unit
a) Ensure that there is power on the dryer local control panel and e) The delivery valve 6041 opens and the purge valve 6021 closes,
that all instrumentation valves are open. delivering inert gas to the deck main.
b) Ensure that the drain valves and bypass valve are closed. Procedure for Starting the Inert Gas Generator for Air
c) Start the dryer by turning the start/stop switch to the START
Production
position and releasing it to return to the ON position.
a) Turn the inert gas generator mode select switch to the AIR
PRODUCTION position.
Procedure for Starting the Inert Gas Generator for Inert Gas
Production b) Turn the inert gas generator start/stop switch to the START
position and releasing it to return to the NORMAL OPERATION
a) Turn the mode select switches to INERT GAS PRODUCTION position.
mode and ‘1’ NORMAL MODE.
The start-up sequence will commence.
b) Turn the inert gas generator start/stop switch to the START
position and releasing it to return to the NORMAL OPERATION c) In this case, without waiting for the O2 content to be within
position. limits, the IG is ready to be sent to deck. Turn the Inert Gas
or Air to Deck switch to the NORMAL OPERATION START
The start-up sequence is as follows: position. The discharge from the IGG plant will be directed to
atmosphere or deck according to the capacity valve.
• The air blower starts immediately and the combustion chamber
purge sequence begins.
Procedure for Stopping the Inert Gas Generator
• After 30 seconds the fuel pump will start.
• The combustion chamber is purged for 60 seconds. a) Stop the inert gas delivery to deck by turning the Inert Gas or
• Pilot burner solenoid valves 2103, 2105 and 2114 open to allow Air to Deck switch to the OFF position on the control panel.
fuel oil and instrumentation air to the pilot burner.
The purge valve 6021 will fully open and the delivery valve 6041 will close.
• The ignition transformer 2131 and spark plug are energised.
• After 70 seconds the pilot burner ignites, detected by the UV b) Turn the inert gas generator start/stop switch to the NORMAL
flame detector 2121 the ignition transformer de-energises. STOP position to extinguish the main burner and stop the fuel
pump.
• After 85 seconds the solenoid valves 1059 and 2040 open to
allow fuel oil to the main burner. The UV flame detector 2021 c) The blower will automatically stop after 3 minutes.
detects the flame.
• After 90 seconds solenoid valves 2103, 2105 and 2114 de- d) Turn the inert gas generator start/stop switch to the OFF
energise and close the fuel and instrument air to the pilot position.
burner.
e) Switch off the cooling unit compressor at the R404A cooler unit
panel.

2.5 Cargo Reliquefaction Plant System
2.5.2 Compressors
2.5.3 Cooling Systems
Illustrations
2.5.1a Cargo Reliquefaction System
2.5.3a Cooling System

Illustration 2.5.1a Cargo Reliquification System

Illustration Under Review
A 852VRE A 842VRE A 832VRE

B 851VRG B 841VRG B 831VRG
E
C 852VRG C 842VRG C 832VRG
D D 855VRE D 845VRE D 835VRE
E 854VRE E 844VRE E 834VRE
G F 853VRC F 843VRC F 833VRC
6 G 857VRE G 847VRE G 837VRE
C F
B H 850VRG H 840VRG H 830VRG
A K
5
I 854VRC I 844VRC I 834VRC
H J J 851VRC J 841VRC J 831VRC
K 856VRE K 846VRE K 836VRE
I L L 850VRC L 840VRC L 830VRC
7
8
M 875VRG M 874VRG M 873VRG
N 853VRG N 843VRG N 833VRG
4
N
M
3
A 822VRE A 812VRE
B 821VRG B 811VRG
C 822VRG C 812VRG
D 825VRE D 815VRE
E 824VRE E 814VRE
F 823VRC F 813VRC
G 827VRE G 817VRE
1 Cargo Compressor 5 Condenser
H 820VRG H 810VRG
2 Knock Down Drum 6 Filter Unit
I 824VRC I 814VRC
3 Control Panel 7 Sight Glass
J 821VRC J 811VRC
4 Lubricating Oil Cooler 8 Stabiliser
K 826VRE K 816VRE
L 820VRC L 810VRC
A B C D E F G H I J K L M N Individual Section
Valve Numbers M 872VRG M 871VRG
N 823VRG N 813VRG
Issue: 1 - June 2007 IMO No. 9307762 Section 2.5.1/2.5.2 - Page 1 of 3

2.5 Cargo Reliquefaction Plant System 2.5.2 Compressors Here it is condensed to a warm liquid and passes back to the cargo tank through
an expansion valve, across which it is cooled. The liquid is further cooled as it
2.5.1 System Description The compressor is of the opposed type, and is a single row, two cylinders, passes via the condensate lines to the bottom of the cargo tanks.
and two stages, horizontal, oil-free reciprocating compressor. The capacity
The vessel is equipped with five cargo reliquefaction plants to maintain cargo delivered can be regulated by the suction valve pneumatic unloading device; They are directly driven by electric motors, installed in the compressor motor
temperature on passage between ports. As the cargo warms up naturally, control can be loaded to (100%, 50%, 0%) in three steps. The compressor is room segregated from the reliquefaction compressor room by a gas tight
the vapour generated is drawn off via the vapour suction line by the cargo directly driven by the motor, through intermediate shaft, Spiroflex and formflex bulkhead seal.
compressors. It passes via a knockout drum to the compressor and then, as a couplings, penetrating the bulkhead steel wall, through stuffing box.
hot high pressure gas, to the cargo condenser. Here it is condensed in a sea Each compressor is of the single row, two stage type with each cylinder
water cooled cargo heater/vaporiser to a warm liquid and passes back to the Maker: Suction Gas Engine Manufacturing Co. Ltd arranged opposite each other to balance the reciprocating forces.
cargo tank through an expansion valve, across which it is cooled. The liquid No. of sets: 5
is further cooled as it passes via the condensate lines to the bottom of the Suction and discharge valves are of the guideless, multi-port type, with
Model numbers: HO-32F266/67/68/69/70 capacity controlled by regulation of the suction valve unloading device,
cargo tanks.
Stroke: 200mm allowing loading of 100%, 50% or 0%.
Bore: 1st stage 445mm, 2nd stage 240mm
Speed: 585 rpm Alarm/Trip Set Points
Type: Opposed, single row, 2 cylinder, 2 stage
Item Alarm Trip
Motor: Nishishiba Electric Co. Ltd - 220kW
Lubricating oil pressure (0.2-0.29MPaG) 0.15MPaG
Lubrication 1st stage suction pressure 0MPaG
Pump maker: Nippon Oil Pump Co. Ltd 1st stage suction temperature -40°C
Type: Direct driven trochoid gear pump 2nd stage discharge pressure 1.94MPaG
Capacity: 30 litres/min at 0.2 - 0.29MPaG 2nd stage discharge temperature 120°C
Oil cooler: Fresh water cooled horizontal shell and tube Bulkhead seal temperature 90°C
Fresh water cooling pressure 0.05MPaG
For Reliquefaction Fresh water cooling thermal switch set Upper 55°C
Capacity: 1,360m3/h points Lower 40°C
Suction: 20kPaG at -18°C Control air pressure switch 0.04MPaG
Discharge: 1.94MPaG (19.78kg/cm3) at 84°C
Lubricating Oil System
For Return to Shore
Lubricating oil, stored in a vented 60 litre sump, is supplied to one of the
Capacity: 1,750m3/h
two LO pumps, the priming pump and the main pump, through a strainer and
Suction: 20kPaG at -18°C non-return valve. The discharge from the pumps is fed through the fresh water
Discharge: 0.15 MPaG (1,530kg/cm3G) at 84°C cooled oil cooler, to a set of duplex filters and an oil pressure regulator, before
feeding the crank pin, main bearings, cross head guide and cross pin.
The main operational pump is directly driven by the crank shaft, if this fails
Maximum and Minimum Conditions
the compressor will stop.
Minimum suction: 0kPaG at -40°C
Maximum discharge: 2.16kPaG at 120°C A pressure control valve regulates the oil flow to the bearings. Excess oil is
bypassed and discharged to the sump.
Five compressors are installed in the reliquefaction compressor room to There is an air motor driven lubrication pump that is used to start the
maintain cargo temperature on passage between ports. As the cargo warms up compressors and after a shutdown for a predetermined period.
naturally, the vapour generated is drawn off via the vapour suction line by the
cargo compressors. It passes via a knockout drum to the compressor and then,
as a hot high pressure gas, to the cargo condenser.

LPG Compressor Starting Procedure l) Increase the load after confirmation of the normal working
condition of compressor by moving the compressor load switch
Note: Symbol * means the LPG compressor number, i.e. 1 ~ 5. sequentially to the 50% and 100% position.
The selected compressor is to be started according to the following procedures, m) Make sure that there is no irregular noise in the cylinders, frame
in order to avoid excessive pressure in the cargo tank or compressor damage. and valve chambers.
a) Confirm that the inlet valve of the expansion valve (C8*0) and n) Ascertain the temperature in the valve chamber; this is not to be
the expansion valve itself (C8*1) are both closed. raised above 120°C.
b) Open the gas suction valve (G86*) and the outlet valve of the o) Confirm that each stage pressure to be normal. In the case of
compressor (this is also the inlet valve of the condenser, G8*0). propane, for example, delivery pressure should not exceed 1.5
Confirm that the hot vapour valves (G8*1, G8*2), drain valves MPa and the intermediate pressure – 0.35 MPa.
(D8*3, D8*4), the ethane vent valve from the reliquefaction
condenser (E8*6) and the gas vent valves (E8*4, E8*5) are all p) Check the oil pressure again. Normally the oil pressure will
closed. be kept in the 0.2 ~ 0.3MPa range and oil temperature in the
25 ~ 50°C range. Too high an oil temperature will cause low
c) Confirm that the condenser sea water inlet and outlet valves are viscosity and low oil pressure.
open. Start the reliquefaction plant cooling sea water pump.
q) After the discharge pressure is raised to normal pressure,
d) Start the reliquefaction compressor cooling pump. The cooling check each stage pressure and temperature, oil pressure, oil
medium temperature should be in the 30°C ~ 40°C range. This temperature, water pressure, water temperature and output of
temperature is kept automatically by means of a steam heater the motor to be normal.
and a sea water cooler. Confirm that the air pressure for the
capacity control valves is more than 6MPa by opening the r) Check any gas leakage at the pressure resistant parts.
unloader control air root valve.
s) When the reliquefied liquid appears in the top of the glass of the
e) Confirm that the oil level in the crankcase is at the normal level. condenser level gauge, the inlet valve of expansion valve G8*0
Add oil if the level is beneath the sight glass lower mark to bring is to be slowly opened. Then the liquid level is to be controlled
level to the normal mark. automatically by the level controller.
f) Start the air operated lubricating oil priming pump. Adjust the t) Switch over the Compressor Load Control Position switch to
delivery pressure of the pump to between 0.2 and 0.3MPa. Keep the REMOTE position.
it running for 30 minutes prior to operating the compressor.
u) Confirm that the pressure in the condensate return crossover is
g) Confirm that the compressor moves smoothly by manually in the 0.2 ~ 0.25MPa range.
turning it with a turning bar for 2 or 3 revolutions, in the same
direction as marked, by the arrow on the name plate. v) After the completion of the gassing up operation, cargo vapour
can be mixed with uncondensed gases, this increases condenser
h) Unlock the red STOP button by turning it in a clockwise pressure. Delivery pressure of the compressor in this case
direction. should not exceed 1.5MPa. Adjust this pressure by opening
bypass valve E8*7.
i) Confirm that Compressor Load Control Position switch is in the
M/S position. w) If the above-mentioned items are all normal, the compressor
may be run continuously.
j) Press the green START button to start the compressor at no load
condition.
k) Stop the air operated lubricating oil priming pump.

Illustration 2.5.3a Cooling System Illustration Under Review

A 999AAA A 999AAA
B 999AAA B 999AAA
C 999AAA C 999AAA
1 Condenser A B C D Individual Section A
Valve Numbers D 999AAA D 999AAA
2 Control Panel E F G H
E 999AAA E 999AAA
3 To Be Confirmed later on I J K L
F 999AAA F 999AAA
4 To Be Confirmed later on M N O
B G 999AAA G 999AAA
5 To Be Confirmed later on
H 999AAA H 999AAA
6 Cargo Compressor
I 999AAA I 999AAA
J 999AAA J 999AAA
K 999AAA K 999AAA
L 999AAA L 999AAA
M 999AAA M 999AAA
N 999AAA N 999AAA
1 O 999AAA O 999AAA
6 E
I F
H 5
G
J
A 999AAA D 999AAA G 999AAA J 999AAA M 999AAA
2
B 999AAA E 999AAA H 999AAA K 999AAA N 999AAA
C 999AAA F 999AAA I 999AAA L 999AAA O 999AAA
O
K
3 A 999AAA D 999AAA G 999AAA J 999AAA M 999AAA
M B 999AAA E 999AAA H 999AAA K 999AAA N 999AAA
L
A 999AAA D 999AAA G 999AAA J 999AAA M 999AAA

B 999AAA E 999AAA H 999AAA K 999AAA N 999AAA

2.5.3 Cooling Systems The central cooling fresh water pumps circulate water around the system, via Position Description Valve
the fresh water cooler and draw water from the fresh water tank, via valve
Open Inlet valve to compressor’s 1st stage cylinders 855VRV
801VRV.
Central Cooling Fresh Water System and 865VRV
1st stage piston rod packing 875VRV
Cooling Fresh Water Pumps A three-way temperature controlled valve 806VRV, connected at the central
885VRV
fresh water cooler outlet, controls the temperature of the cooling water by
Maker: Teikoku Machinery Works Ltd 895VRV
directing the flow through the cooler when required. Water flowing to the
No. of sets: 2 central fresh water cooling system is a combination of water directly from Open Outlet valve from compressor’s 1st stage cylinders
Type: Horizontal, motor driven, centrifugal the pump(s) and from the coolers. The three-way valve operates to maintain a (5 valves)
Model: 65HC-Fm constant temperature of 42°C at the inlet to the cooling system. Open Outlet valve from compressor’s 2nd stage piston 858VRV
rod packing 868VRV
Capacity: 30m3/h at 0.25MPa
The fresh water cooling from the compressor LO coolers returns to the FW 878VRV
tank via a 43mm orifice. This ensures that the majority of cooling water is 888VRV
Fresh Water Cooler circulating in the compressor’s cylinders and rod packing. 898VRV
Open Outlet valves from compressor’s 1st stage piston 856VRV
Maker: Hisaka Works Ltd rod packing 866VRV
No. of sets: 1 Procedure to Operate the Central Cooling Fresh Water 876VRV
Type: Plate, sea water cooled System 886VRV
Model: LX-125B-NJM-9 896VRV
a) Ensure that the central cooling fresh water system is fully
Capacity: 30m3/h, 2°C drop in temperature (SW and FW side) Open Inlet valves to compressor’s LO coolers 811VRV
charged with water and that all air is vented from the system.
821VRV
Ensure that the central cooling fresh water expansion tank is at
831VRV
the correct level, top up if required using valve 800VRV from
Introduction the fresh water service system.
841VRV
851VRV
The system incorporates the following features: Open Outlet valves from compressor’s LO coolers 812VRV
b) Ensure all pressure gauge and instrumentation valves are open.
• Two central cooling fresh water pumps which supply the 822VRV
system c) Ensure all vent valves are closed. 832VRV
842VRV
• Pressure switches on the pump discharges to start the standby 852VRV
pump on low pressure d) Set up the valves as per the following table:
• One central fresh water cooler which is cooled by sea water e) At No.6 group starter panel, in the cargo instrumentation room
Central Cooling FW System Valves
• The fresh water expansion tank provides a positive head to the on the upper deck, start one central cooling fresh water cooling
Position Description Valve pump and set the other one to Auto Change mode.
system as well as allowing for thermal expansion. This tank
is topped up from the fresh water service system via valve Open Cooling fresh water tank outlet valve 801VRV
800VRV. The positive head ensures that, in the event of a failure Open Central cooling fresh water pumps suction valves 802VRV f) Ensure sea water cooling is supplied to the central fresh water
of the cooler, fresh water leaks into the sea water system and 803VRV cooler, as described in the Cooling Sea Water System text in the
sea water does not contaminate the fresh water system. The Open Central cooling fresh water pumps discharge 804VRV next column.
expansion tank incorporates a heating coil, supplied by steam valves 805VRV
via valve 001VPB in the engine room and an isolating valve on g) Check the level in the expansion tank and replenish if required.
Open Central cooling fresh water cooler inlet valve 808VRV
deck.
Operational Three-way temperature control valve 806VRV h) Check the level of chemical treatment and dose as required.
Open Inlet valve to compressor’s 2nd stage piston rod 857VRV
Water in the cooling fresh water system circulates through the following packing 867VRV i) Circulate the central cooling fresh water system and check all
systems: 877VRV users are being supplied with cooling water at the required
• Cargo compressor’s lubricating oil coolers 887VRV temperature and pressure.
897VRV
• Cargo compressor’s 1st and 2nd stage cylinders
• Cargo compressor’s 1st and 2nd stage piston rod packing
• Central fresh water cooler

j) With machinery systems operating check that the correct Position Description Valve Position Description Valve
temperatures and pressures are being maintained throughout the
Closed Isolation valve to heater/vaporiser W500 Open IGG/reliquefaction plant cooling SW pump 021VPH
system.
Open Central fresh water cooler inlet valve 800VRW suction valve
k) Check for system leaks when at operating temperature. Open Central fresh water cooler outlet valve 801VRW Closed IGG/reliquefaction plant cooling SW pump 051VPH
Open Reliquefaction plant condenser’s inlet valves 810VRW discharge valve to IGG
820VRW Open IGG/reliquefaction plant cooling SW pump 022VPH
Cooling Sea Water System 830VRW discharge valve to reliquefaction plant
840VRW Normally Crossover supply valve from ballast system 092VPJ
The reliquefaction plant cooling SW system can be supplied from either the
850VRW closed
reliquefaction plant cooling SW pump, or the IGG/reliquefaction plant cooling
SW pump if one of the pumps is not available. The following describes the use Open Reliquefaction plant condenser’s outlet valves 811VRW d) Open the SW cooling valves in the reliquefaction compressor
of both pumps. 821VRW room and reliquefaction motor room as listed in the table in the
831VRW previous column.
841VRW
Procedure to Operate the Reliquefaction Plant Cooling Sea 851VRW e) Start the IGG/reliquefaction plant cooling sea water pump and
Water System Open Either port or starboard SW overboard discharge 853VRW ensure that the system is operating as required.
valve as required port
The reliquefaction plant cooling SW pump takes suction from the sea water 852VRW
suction main and is operated whenever the reliquefaction plant is required. The starboard
pump discharges to the following:
• Cargo condensers - 5 sets e) Start the reliquefaction plant cooling sea water pump and ensure
that the system is operating as required.
• Central fresh water cooler
The following description assumes that the SW main is already connected to Procedure to Operate the Inert Gas Generator/Reliquefaction
the sea via the high or low suction. Plant Cooling Sea Water Pump
a) Ensure the pump suction strainer is clean. The IGG/reliquefaction plant cooling SW pump takes water from the sea water
suction main and is operated whenever the IGG is required.
b) Ensure all pressure gauge and instrumentation valves are open
and that the instrumentation is reading correctly. The following description assumes that the SW main is already connected to
the sea via the high or low suction.
c) Set the valves in the engine room as per the following table.
a) Ensure the pump suction strainer is clean.
Position Description Valve
Open Reliquefaction plant cooling SW pump suction 041VPH b) Ensure all pressure gauge and instrumentation valves are open
valve and that the instrumentation is reading correctly.
Open Reliquefaction plant cooling SW pump discharge 042VPH
valve c) Set the valves in the engine room as per the following table.
Normally Crossover supply valve from ballast system 094VPJ
closed
d) Set the valves in the reliquefaction compressor room and

reliquefaction motor room as per the following table.

2.6 Cargo Booster Pump and Heat Exchangers
2.6.1 Booster Pump
Illustrations

Illustration 2.6.1a Booster Pump and Heater/Vaporiser System

Port Manifold
L638 L636
H564 H562 G612
G610 25 G608 L624 25
25 Nitrogen
L626 50 Connection
50 Point
L632 L630
W501
SW Inlet L604 G604 G602 L602 H502
250 H536
Heater/Vaporiser L664 L662 H504
H554 50 Common To
No.3 Dome
SW Outlet 400 250 250 400 250
H553 50
150 L658
H509
H507 250 250 250 250
No.1 Booster
Pump H551 H510
H508
300 300 G606
250
200
Common To
No.3 Dome To/From 300 300
H506 H511 Starboard FM
Manifold H517
H505 H515
H512
H513
150 400
250 250
250 400
H514
No.2 Booster G605
H555 200
Pump
300 300
L621 L619 L613 L611
Common To J602
No.3 Dome
L306 300 300
Common To L622 L620 L614 L612

No.3 Dome 250
No.3 Tank Dome Common To
No.3 Dome
H516 H503
J601
300 300
Booster System Pressure
H535
Control Line Return L617 L615 L609 L607
H501
Key 300 300
LPG - Propane Liquid H563 H561
LPG - Propane Vapour 300 300 300
LPG - Butane Liquid L618 L616 L610 L608 Starboard Manifold
LPG - Butane Vapour
Inert Gas 400

400
Sea Water

2.6 CARGO booster pump and Heat Booster Pump System Operating Instruction H512, valves H511, H516 and one of the hold eductor return
Exchangers lines to the corresponding cargo tank (L106, L206, L306, L406)
The booster pump is an auxiliary pump for cargo handling. The pump is are open.
2.6.1 Booster Pump single stage horizontal centrifugal pump and is installed on deck near the pipe
manifold. The booster pump is driven by an electric motor. The engine and d) The liquid level in the cargo tank should be checked by the level
the pump are connected together with a short shaft with a flexible coupling in gauges.
There are two cargo booster pumps fitted in order to allow the vessel
to discharge at a reduced rate to pressurised storage ashore. between. The shaft seal is a double mechanical seal with sealing liquid. The
outer bearing is lubricated by oil; the pumped liquid lubricates the inner shaft e) Keep the tank bulkhead valve (levelling valve) open.
Maker: Hamworthy Gas Systems AS bearings.
f) Connect the unloading arm or cargo hose.
No. of sets: 2
If the back pressure during discharging is too high for the cargo pump eg, to an
Model numbers: NMB 150C ambient propane tank, the booster pump is connected in series with the cargo g) Though return vapour is not necessary under normal conditions,
Type: Horizontal, centrifugal pump to boost the system’s ability to pump against high back pressure. preliminarily ask to supply vapour to shore in an emergency.
Capacity: 300m3/h
The following general precautions should be observed before using a booster h) Supply sea water to the heater at maximum rate and put it in
Speed of rotation: 3,568 rpm
pump: operating condition. Open the cargo heater sea water master
Power consumption: 93kW valve W500 and inlet and outlet valves W501, W502. Pressure
• Turn the pump shaft regularly when the pump is not used for
Liquid: Propane/Butane in the cargo heater sea water system should be in the 30 ~
long periods
Specific gravity: 0.580 100kPa range. Throttle the LPG condenser sea water inlet
• Always turn the shaft before starting the pump valves as necessary.
Temperature, maximum: 50°C
Temperature minimum: -50°C • Never start the pump if the pump casing is not filled with
liquid i) Turn on the power for the starters of the cargo and booster
pumps.
• Regularly check the seal oil level
Electric Motor
• Never run the pump against the fully closed delivery valve for Discharge Operation Procedure
Maker: ABB
more than approximately 30 seconds
No. of sets: 2
• Always adjust the flow by throttling the delivery valve, the inlet a) When the preliminary cooling before unloading cargo is not
Model numbers: M3KP 280 Smb2
valves must always be fully open during use implemented by means of the ship’s reliquefaction plant,
Output: 105kW recirculate cargo liquid in the same tank using the ship’s cargo
Speed of rotation: 3,570 rpm Unloading of cargo is normally implemented by means of one cargo pump pump, extract a part of liquid and cool down the liquid pipe
Voltage: 44 x 3 Volts (two for mixtures, if in line blending), one booster pump, and one LPG heater and the booster pump. For this purpose open the corresponding
Frequency: 60Hz in the combination. filling valve fully, the cargo pump discharge valve by 10% and
push the cargo pump START button. Adjust as necessary the
Full load current 162 Amps
current value by opening the cargo pump discharge valve.
Starting current 1058 Amps Preparations Prior to Unloading
b) Inform the shore side of the completion of the ship’s preparations
The booster pump is designed for the discharge of LPG into pressurised storage a) Fit the various kinds of spool pieces in the lines connected to and confirm that the preparations at the shore side have been
ashore which is at a greater pressure than can be achieved using the normal the booster pump and the cargo heater, open and close the line completed.
cargo pump. Cargo can be discharged with the booster pump on its own or in valves for line up.
conjunction with the cargo heater where both increased pressure and raised c) Confirm the line up of the ship’s unloading cargo line and
temperature are required. b) Confirm that the measuring instruments and apparatus work in operate the valves.
order and put them in operating condition.
d) Confirm the line up to enable the ship’s cargo pumps to operate
c) Preliminarily cool down the liquid pipe and the booster pump by circulating in the same tanks.
means of the ship’s reliquefaction plant. The liquid to be used
for preliminary cooling is returned to the corresponding cargo e) Confirm the line up from the corresponding tank to the aft side
tank from the booster pump discharge side (confirm that H508 liquid line of the shore connection to the booster pump inlet
and H510 are closed) through the cooling line and the hold side.
eductor line. The recirculation cooling pressure control valve

f) Confirm the line up from the booster pump and cargo heater to o) When the discharge of cargo is completed the loading arm is
the shore connection valve. removed. However, prior to disconnecting it, the remaining
liquid in the arm should be blown ashore with hot gas.
g) Example of the line up and valve numbers is shown below.
p) Supply sea water to the cargo heater while there is liquid
• Connect the 250 dia. pump suction side spool piece
remaining in the individual instrument and pipework, after all
• Open the booster pump suction side valves, H505 and the remaining liquid has been completely removed (confirmed
H506 through the temperature rise in the instrument and pipe) stop the
• Slighty open the booster pump discharge valve, H507 supply of sea water.
• Open the cargo heater inlet valve, H508

• Open the shore manifold valves, H501 and H503 or H502
and H504
• Closed, the cargo heater bypass valve, H510
• Closed, the cargo heater outlet valve, H509
h) Start one ship’s cargo pump, confirm a normal recirculation and

operating condition, then gradually throttle the loading valve to
the tank, to send liquid to the booster pump side.
i) Watching the booster pump inlet side pressure, start the booster
pump, and then, watching the discharge side pressure, gradually
open the discharge valve H507 to leave it slightly open.
j) Next, the cargo heater outlet valve H509 should be slowly

opened.
k) The matching of the cargo pump and the booster pump is carried
out by adjusting the opening of the cargo tank filling valve
(to recirculate cargo) and discharge valve H507 to adjust the
pressure and flow.
l) During the booster to heater operation, attention is to be paid to

the sea water and cargo outlet temperatures. The cargo flow rate
is to be adjusted by the booster pump discharge valve H507 to
prevent the sea water freezing, or low temperature liquid flow
to shore. Use the bypass valve H510 for cargo mixing.
m) The quantity of cargo to be retained in a cargo tank should be

about 1% of the capacity of each tank, and when the liquid level
of this stripping/draining has been reached, stop the booster
pump and the cargo pump at the same time, and as soon as the
pumps have been stopped close the pump discharge valve.
n) When unloading cargo has been completed, drain the remaining

liquid in the pipe to the cargo tank.

2.6.2 Cargo Heater/Vaporiser Performance as Cargo Heater - Propane Note: Ensure that the sea water outlet temperature is above +5°C to
Capacity: 600m3/h prevent the risk of freezing.
A cargo heater is used to heat the cargo when discharging to an ambient Inlet temperature: -42°C
temperature shore tank (fully pressurized). A cargo heater is also used when
loading a fully pressurized gas carrier with cargo with temperature less than Outlet temperature: -5°C
Stopping the Cargo Heater Operation
-10ºC. Heat duty: 7,969kW
a) Close the cargo liquid inlet valve H508.
Heating medium: Sea water at 15°C inlet temperature
b) Allow the sea water to circulate until the heater is emptied of
The cargo heater is of horizontal shell and tube type with sea water outside Sea water outlet temp: 6.6°C LPG.
tubes. The heat exchanger is specially designed for heating of liquid cargo by
Sea water consumption: 800m3/h
sea water. The sea water passes on the shell side, and the cargo passes through
Sea water pressure drop: 900kPa c) Close the sea water inlet and outlet valves W501 and W502 on
the U-shaped tubes. This design assists in preventing the freezing of sea water
the heater.
outside the tubes with risk of tubes cracking. It is of importance to ensure that Performance as Cargo Vaporiser
the water out of a heat exchanger is never below +5ºC and to remember that
Capacity: 5,000 Nm3/h d) Close the cargo liquid outlet valve H509.
the cargo heater is full of water and must have a good out flow of water before
letting cold cargo slowly into the heater. The design heating capacity of the Inlet temperature: -42°C
heater is 4400kW which allows heating 300m3/h of cargo from -42ºC to -5ºC Outlet temperature: 0°C Procedure for Operation as a Cargo Vaporiser
at 15ºC sea water inlet temperature. Heat duty: 1,356kW
All the valves in the cargo liquid and cargo vapour lines must be set in the
The sea water cooled cargo heater/vaporiser is capable of several functions: Heating medium: Sea water at 15°C inlet temperature
correct open/shut positions as follows.
Sea water outlet temp: 13.6°C
• As a cargo heater, on its own, or in conjunction with a booster
pump to warm up the LPG cargo as it is being discharged. Sea water consumption: 800m3/h a) Close all drain valves on the shell side.
Sea water pressure drop: 900kPa
• As a vaporiser, taking cold LPG liquid from ashore, or from b) Ensure that the drain valve on the LPG side is closed.
the vessel’s deck tank, in order to gas up the vessel, or build
up cargo tank pressures where vapour return from ashore is not Procedure for Operation as a Cargo Heater c) Open the sea water inlet valve W501 and the outlet valve W502
available. on the heater. Start the sea water cooling system, refer to section
• Vaporising the cargo liquid for purging the cargo tanks prior to All the valves in the cargo liquid and cargo vapour lines must be set in the 2.4 of the machinery manual.
loading correct open/shut positions as follows.
d) Set the controller for the vapour outlet temperature to 0°C.
• Vaporising the cargo liquid to prevent a vacuum occurring a) Close all drain valves on the shell side.
during discharging at a high rate e) Start the cargo pump and, if necessary, a booster pump. Open
b) Ensure that the drain valve on the LPG side is closed. the cargo inlet valve H508 slowly to the fully open position.
Cargo Heater/Vaporiser
c) Open the sea water inlet valve W501 and the outlet valve W502 f) Adjust the manual control valve L658 to set the desired flow
Maker: Hamworthy Gas Systems AS
on the heater. Start the sea water cooling system, refer to section rate. Read the flow rate from the flow meter indicator, noting
No. of sets: 5 2.4 of the machinery manual. that the scale is correct only for Propane.
Model numbers: 240/335.3/2U (Ti)
Type: Sea water cooled, horizontal shell and tube, two Note: To avoid damage to the cargo heater/vaporiser, sea water flow must Note: Ensure that the sea water outlet temperature is above +5°C to
passes be established before LPG liquid is allowed to enter the heater/vaporiser and prevent the risk of freezing.
must remain in operation until all remaining liquid in the heater has been
Design pressure: Cargo side - 2.5MPaG, sea water side - 0.5MPaG
drained or evaporated.
Design temperature: Cargo side - -50°C to +45°C, sea water side - 0°C
to 90°C
d) Start the cargo pump(s) and booster pump, if necessary and
open the cargo inlet valve H508 and outlet valve H509 on the
heater.
e) Ensure that the outlet temperature is at the desired setting by

adjusting the cargo flow through the heater.

Stopping the Cargo Vaporiser Operation

a) Close the cargo liquid inlet valve H508.
b) Allow the sea water to circulate until the vaporiser is emptied of

LPG.
c) Close the sea water inlet and outlet valves W501 and W502 on
the vaporiser.
d) Close the cargo liquid outlet valve H509.
Shutdown after Service

a) Drain off the sea water side completely.
b) Fill the sea water side with fresh water.

c) Drain the fresh water completely and leave the drain valves in
the open position.
If the cargo heater/vaporiser is to be out of operation for a long period of time,

more than a month, follow these additional steps::
• Blank off the sea water connections
• Make sure that all the fresh water from the flushing operation
has been drained off completely, but allow a minimum of 48
hours and then verify that the heater is dry inside.
• Close the drain valves
• Purge the heater with nitrogen
• Maintain the nitrogen pressure slightly above atmospheric
pressure, at approximately 0.5 barg.

2.7 Cargo Valves and Operating System
2.7.1 Hydraulic Power Pack for Cargo, Ballast and Engine Room Ship Side Valves
2.7.2 Emergency Shut Down System
2.7.3 Cargo Tank Relief Valves
2.7.4 Hold Space Relief Valves
2.7.5 Pipeline Relief Valves
Illustrations
2.7.1a Cargo Valve Hydraulic Control System
2.7.2a ESDS
2.7.2b Electric ESDS
2.7.3a Cargo Tank Relief Valve - Pilot Operated
2.7.5a Pipeline Relief Valve - Conventional

Illustration 2.7.1a Cargo Valve Hydraulic Control System

Cargo and Engine Control Room Accmulators Location of Solenoid Valve Boxes
No.7
No.11 No.10 No.8 No.8 No.5 No.4 No.3 No.2 No.1
Hydraulic Pump Unit Room

No.6
Pump Unit for Starter Key

Valve Remote Control Box
Hydraulic Liquid
Hydraulic Liquid Return
Electrical Signal
No.7 No.6
Solenoid Valve Solenoid Valve
Cabinet Cabinet
ESD Valve. ESD Valve. ESD Valve.

Butterfly Valve Butterfly Valves Butterfly Valve
No.11 No.10 No.9 No.8 H502 G602-G604 H501 No.5 No.4 No.3 No.2 No.1
Solenoid Valve Solenoid Valve Solenoid Valve Solenoid Valve ESD Valve. ESD Valve. ESD Valve. Solenoid Valve Solenoid Valve Solenoid Valve Solenoid Valve Solenoid Valve
Cabinet Cabinet Cabinet Cabinet Butterfly Valves Butterfly Valves Butterfly Valves Cabinet Cabinet Cabinet Cabinet Cabinet
L602-L604 G601-G603 L601-L603
Port Manifold Starboard Manifold
Angle Lift Globe Valve Angle Lift Globe Valve Butterfly Valves Angle Lift Globe Valve Angle Lift Globe Valve
Check Valves C406 Check Valves C306 L608-L610 Check Valve’s C206 Check Valve’s C106
L403-L404 L303-L304 L611-L613 L203-L204 L103-L104
L616-L618
Butterfly Valves Butterfly Valve Butterfly Valves Butterfly Valve L619-L621 Butterfly Valves Butterfly Valve Butterfly Valves Butterfly Valve
L401-L402 G401 L301-L302 G301 L201-L202 G201 L101-L102 G101
Trunk Top Trunk Top Trunk Top Trunk Top Trunk Top Butterfly Valve
DF1
Butterfly Valves Butterfly Valves
B09-B10 B11-B12
B19-B20 B13-B14 ESD Valve. Globe Valve’s Butterfly Valve
B21 B15-B16 L901-G901 B01
B17-B18
Upper Deck Fwd Peak Tank
Butterfly Valve Butterfly Valves Butterfly Valves Butterfly Valves Butterfly Valve
B22 B07-B08 B05-B06 B03-B04 B02
Engine Room No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank

2.7 Cargo Valves and operating System When the discharge pressure in the system reaches this value the valve activates Solenoid Valve Cabinet Locations
allowing the oil to recycle back to the tank maintaining the system within the
safe operational limits. All remotely operated valves are piston operated, the supply oil is distributed
General Description
to eleven solenoid valve cabinets, nine are situated along the deck, one in the
There is a bank of four accumulators of 60 litre capacity each, pressurised to bosun’s store and one in the engine room.
All the valves necessary for the operation of the cargo and ballast system are 7.0MPa with nitrogen. Each accumulator has a drain valve, in order to drain
hydraulically operated by a single hydraulic power pack. The power pack is down to the main tank if required.
situated in the hydraulic pump unit room on the starboard side of the upper No.1 Solenoid Cabinet (Bosun’s Store Entrance)
deck. Control of the power packs and valve operation is from the control The oil level in the tank is monitored by a low level alarm float switch, which Fore Peak Tank
console in the cargo and engine control room, situated on A deck. also is a low low level pump cut out switch.
Valves B01, DF1 (butterfly)
2.7.1 Hydraulic Power Pack for Cargo, Ballast No.1 Water Ballast Tank
and Engine Room Ship Side Valves Hydraulic Hand Pumps
Valve B02 (butterfly)
Maker: Nakakita Seisakusho Two sets of portable hydraulic hand pumps are provided, located in No.1 deck
store and engine room, to permit local operation of the valves. Each pump is
Motor: Electric No.2 Solenoid Cabinet (Trunk Top)
fitted with a 5 metre long rubber hose and self-seal coupling.
Rating: 440V, 7.5kW at 1730 rpm No.1 Cargo Tank
Pump: ‘A’ series variable displacement piston Valves G101, L101, 102, (butterfly)
Procedure for Operating the Remote Valve Operating System
Flow: 0~36.9cc/rev Valve C106 (globe)
Setting flow: 21cc/rev (38 litres/min) a) Ensure that the oil system is fully charged to the N level and that Valves L103, 104 (angle lift check valve)
Setting pressure: 9MPa there are no leaks evident.
No.3 Solenoid Cabinet (Upper Deck)
b) Turn the power switch to the ON position and ensure that the
Hydraulic Power Pack for Valves power light illuminates. No.2 Water Ballast Tank
The units consists of a 620 litre closed type oil tank, with the two electrically Valves B03, 04 (butterfly)
driven variable displacement pumps situated on top of the tank. Each pump has c) Press the START button on the selected operating pump and
ensure that the RUNNING light illuminates when the pump is ESDV
a delivery rate of 38.1 litres/min at pressure of 9MPa. The tank is fitted with
an oil exhaust cock, thermometer and an oil level gauge, this gauge is marked running. Valves L901, G901 (globe)
with H and L lines in red and a N line in blue.
d) Check the pressure rise on the pressure gauge and check that the
Suction to a pump is through a notch type 150 micron strainer, before passing pressure of 8.2MPa to 9MPA is achieved. No.4 Solenoid Cabinet (Trunk Top)
into the main rail through the check and stop valves. The check valves allow No.2 Cargo Tank
the flow of oil in one direction only, preventing reverse flow when the pump e) Check that the second pump unit is operational.
Valves G201, L201, 202, (butterfly)
stops. Valve C206 (globe)
f) The system is now ready for operation.
Valves L203, 204 (angle lift check valve)
The system is normally operated with one pump running and the other on
standby, though it is possible to run both pumps at the same time provided the g) Operate the OPEN or CLOSE buttons for the selected valves on
oil temperature is less than 60°C, above this temperature the manufacturers the control console in order to open or close the selected valves No.5 Solenoid Cabinet (Trunk Top)
recommend only one pump operation. The in-service pump maintains the when setting the pipeline system.
No.3 Water Ballast Tank
pressure within the system between 8.2MPa and 9MPa. Where the pressure in
the system falls to 7.4MPa the standby pump cuts in and both pumps operate h) When the pipeline is set, check that the system is pumping as Valves B05, 06 (butterfly)
until the operational pressure is reached, when it reverts to the standby mode. intended.
Cargo Line Valves
There are high and low pressure alarms, the high alarm is activated when the Valves L608, 610, 611, 613, 616, 618, 619, 621 (butterfly)
pressure reaches 9.5MPa. The system is protected by safety relief valves set at
9.8MPa mounted at the discharge side of the pumps.

Accumulator Stand Hydraulic Power Pack Pump Settings

Four 60 litre accumulators with a 7.0MPa nitrogen pressurised bladder
Standby pump cut in: 7.4MPa
High pressure alarm: 9.5MPa
No.6 Solenoid Cabinet (Trunk Top)
Low pressure alarm: 7.0MPa
Starboard Manifold ESDV ESD operating pressure: 7.0MPa
Valve H501 (butterfly)
Relief valve: 9.8MPa
Valves L601, 603 (butterfly)
Valves G601, 603 (butterfly)

Port Manifold ESDV
Valve H502 (butterfly)
Valves L602, 604 (butterfly)
Valves G602, 604 (butterfly)
Initiation of an ESD signal will operate solenoid valves in the solenoid boxes
No.3, 6 and 7 and thereby porting hydraulic oil onto the ESDS valves. An
accumulator is fitted to the pressure line, so that in the event of a power pack
failure it is still possible to shut the valves.

No.3 Cargo Tank
Valve C306 (globe)
No.9 Solenoid Cabinet (Upper Deck)

No.4 Water Ballast Tank
Valves B07, 08 (butterfly)

No.4 Cargo Tank
Valve C406 (globe)
No.11 Solenoid Cabinet (Engine Room)

Ballast System
Valves B11, 12, 13, 14, 15, 16, 17 18 (butterfly)
Valves B22 (butterfly)
Valves B09, 10, 19, 20, 21 (butterfly)

Illustration 2.7.2a ESDS
ESDS Air Hose Connection for Tokyo Gas

Dodegaura, and Electric Anegasaki Berths.
Cargo Shore
Connection (Port)
Pressure
Gauge Fusible
Key
0.35Mpa
PS
PS
0.25Mpa
PI PI
PI
Controller
ESD Electric
Connector
Motor Room Reliquifaction Control

Compressor Air
No.4 Trunk Top Room No.3 Trunk Top
ESD Fusible ESD Fusible Fusible ESD ESD Fusible ESD ESD No.2 Trunk Top
Key Key Key Key ESD Fusible
PI PI PI PI PI PI Key
PI
PI
PT PS PI PS
Control Air
0.35Mpa 0.35Mpa
0.45Mpa Exhaust
Supply? No.1 Trunk Top
Fusible ESD
ESD Electric Key
Connector
Cylinder ESD PI
PI
Shore Connection Valves

Emergency Shut Down (10 Sets) Cargo Tank Emergency High Levels (4 Sets) ESDS Signal
Cargo Tank Low Low Pressures (4 Sets) ESDS Signal ESD ESD Key
Main Cargo Pump Emergency Stop (8 Sets) PI PI Air
Hydraulic Oil Pressure Low for Valve Remote Control ESDS Signal
Fusible Fusible Fusible Electrical Signal
Reliquifaction Compressors Emergency Stop (5 Sets)
Key Key Key
Emergency Cargo Pumps Emergency Stop (4 Sets) Instrumentation
Cargo Shore
Booster Heater Deck Tank??
Connection (Starboard)
LPG Booster Pumps Emergency Stop (2 Sets)
ESDS Air Hose Connection for Tokyo Gas
Filling and Discharge Valve for Deck Tank Emergency Stop (2 Sets) Negishi Berth.

2.7.2 Emergency Shut Down System The Pneumatic Link Prior to Arrival the Vessel should Test its System
a) Turn the keyswitch on the ship assembly unit in the cargo
The cargo system is protected by an electric and pneumatic Emergency Shut The pneumatic link consists of an air hose connected to the terminal and instrument room to test
Down System which is linked to the following:- pressurised to a setting which is agreed between the ship and the terminal. The
• ESDS switch on the cargo console in the CCR pressure is set in the ESDS air supply box located on the main deck forward of Note: In any other position than RUN, the keyswitch inhibits the ESDS
the port manifold. Within this box are two preset pressure transmitters for use system from being triggered.
• Cargo tank low low pressure alarm set at 0kPa at Tokyo gas Sodegaura and Negishi terminals and Tokyo Electric Anegasaki
• Emergency Shut Down boxes on deck, purge cock (12) terminal. For Tokyo gas the transmitter is set to 0.35Mpa and for Tokyo electric b) Connect the pendant to one of the deck junction boxes, the green
0.2Mpa. A selector switch is located on the cargo control console to allow the LEDs on the pendant and ship assembly should be illuminated.
• Fusible plug units located on each tank trunk top, manifolds, operator to set up for the respective terminal.
deck tank, booster/heater and the compressor house, melt at 98-
c) Operate in turn the STOP button on the pendant and the TEST
1004°C (14) Both the ship and the terminal have pressure switches which will activate an button on the ship assembly. In each case, both the green LEDs
• Hydraulic oil low pressure - set at 7MPa ESD trip in the event of a loss of air pressure. Unlike electrical and optical should go off and the red LEDs illuminate. The buzzer on the
links, there is no communication link so communication can only be achieved pendant should also go off.
• Electrical connector box for shore connection
by radio.
• ESDS air hose connection for Tokyo Gas and Tokyo Electric d) After each test, reset the ships system by returning each button
terminals CAUTION to the normal position.
• Cargo tank independent overfill high level alarm set at 99.5% When the shore connection or pendant are not connected the BYPASS
(4) must be in operation. The bypass pushbutton on the cargo control Testing when Connected to the Terminal
console must be pressed and the lamp illuminated. Removing the bypass
function without a pendant or shore connection will result in an ESD. Prior to any cargo operations, the shore cable should be connected to the ship’s
When any of the above are activated, except for the cargo tank independent junction box.
high level alarm, a full ESDS occurs resulting in the following:-
MTL901 ESDS Link Note: The system will not operate with the ship to shore cable connected and
• All manifold valves close
the pendant still plugged in.
• All cargo compressors stop To enable an emergency shut down (ESDS) procedure to be initiated either
• Main and emergency cargo pumps stop from the ship or the shore there needs to be some link up which operates in an a) Ensure that the pendant is disconnected both on ship and
area where there may be an escape of gas. This is provided by the MTL901 ashore.
• The LPG booster pump stops
ESD link up which is intrinsically safe
• The filling and discharge valves on the deck tank close b) Connect up the ship shore link.
The system comprises of two junction boxes, SIG10 and its slave SIG11,
The cargo tank independent high level 99.5% alarm closes the manifold mounted on the compressor room bulkhead, port and starboard, and linked c) Shore should set the keyswitch on the shore assembly to the
valves. to the ship assembly SIG06 in the cargo instrument room. The SIG06 is then TEST WITH SHIP position.
linked to the ship’s ESDS system.
The cargo stop switch in the fire control room stops the motor and compressor d) Ship to set the keyswitch on the ship assembly to the TEST
room ventilation fans, the fresh water cooling pump and all the cargo The system is designed so that the vessel may berth at either a fully equipped position.
compressors. terminal or one where there is no SIGTTO link.
e) The shore should operate the SHORE TEST and SHIP TEST
Where there is a SIGTTO link, the shore connects to the shore plug in the buttons in turn, resetting them after each operation.
ship’s junction box, where there is no link the ship can plug in its pendant and
pass this over to the jetty.
The pendant has an emergency button with a PULL to STOP action to prevent
inadvertent operation. It also has a green LED to indicate correct operation and
a red LED and a buzzer to indicate an emergency situation.
Where the vessel is at a fully equipped berth the system should be tested to
establish that the required link between the ship and shore ESDS systems is
operational.

Providing the LEDs on the shore system go off on each occasion and come Illustration 2.7.2b Electric ESDS
back on once the system is reset, the shore and ship systems are compatible.
f) Turn both keyswitches to RUN and prepare to carry out the

cargo transfer.
g) Turn off the bypass function at the cargo control console.
Within the MTL901 ESDS link junction boxes are three Miyaki flame proof
type receptacles, type 21EC-P-T, connections for the Noblephone P-8T Hot
Line telephone, the plant telephone and public line telephone. Jetty
These phones are mounted on the aft bulkhead in the cargo/engine control
room.
Terminal
Starboard Port Junction
Junction Box Box
EMERGENCY SHUT DOWN EMERGENCY SHUT DOWN
NORMAL TEST/INHIBIT NORMAL TEST/INHIBIT
TEST TEST
RUN RUN
TEST TEST
MTL 901 SHIP ASSEMBLY MTL 901 SHIP ASSEMBLY
XXX
MTL Emergency
Stop Pendant
XXX XXX XXX

2.7.3 Cargo Tank relief valves Valve Operation When the pilot valve opens, it in turn causes a drop in pressure within the
main valve dome chamber and the main diaphragm is pushed upwards raising
The valve is kept closed by the pressure in the sensing chamber, boost chamber the sealing disc and opening the main valve, venting the tank to the respective
General Description and dome chamber being equal to the tank pressure and less than the force LPG vent mast.
exerted by the pilot spring.
Each cargo tank is fitted with two pressure/vacuum relief valves as required When the tank pressure drops to a predetermined level, the pilot spring load
by the IMO code. The hold spaces are also each protected by a pressure relief begins to overcome the system pressure again, causing the pilot valve to go
When the tank pressure reaches the set pressure it overcomes the pilot spring
valve per cargo tank. The valves are manufactured by Fukui Seisakusho Co. down and reseat. The tank pressure acts on the main diaphragm causing the
load allowing the disc of the pilot valve to open slightly, causing a small flow
Ltd. and are designed specifically to work on marine based LPG systems. main valve to close and the pressure in all the chambers is again equalised.
of gas through the pilot line to be discharged via the pilot valve exhaust. This
discharge causes a pressure drop in the sensing chamber, which in turn destroys
Cargo Tank Relief Valves the pressure balance condition between the sensing chamber and boost chamber
causing the pilot valve to open fully.
Tag: G102/402, G103/403
Type: Pilot operated Illustration 2.7.3a Cargo Tank Relief Valve - Pilot Operated
Fluid: Air
Valve Closed Condition Closing of Pilot Valve
Model: PSL-MD13-151-NC5(B)
Nominal size: 10*12
Blowdown Adjustments Blowdown Adjustments
No. of units: 8 plus 1 spare
A : Adjusting Needle A : Adjusting Needle
No. per tank: 2 B : Fixed Needle B : Fixed Needle
Set pressure: 28.0kPaG Spring Load Spring Load
Closing pressure: 25.0kPaG
Sensing Sensing
Blowdown pressure: 3.0kPaG Diaphragm Sensing Chamber Diaphragm Sensing Chamber
Relieving capacity: 31,040kg/h Boost Boost
Diaphragm Boost Chamber Diaphragm Boost Chamber
Set vacuum: -2.0kPaG P
The cargo tank relief valves are fitted at the top of each tank trunk deck and A A
vent to their associated vent mast riser. The relief valves are of the PORV
(pilot operated relief valve) type. A cargo tank pressure sensing line relays the B B
pressure directly to the pilot operating valve, therefore accurate operation at

low pressures prevailing inside the tank is assured. Main Diaphragm
The cargo relief valves are set up initially by the manufacturer for the Main Diaphragm
requirements on the ship. If overhaul of the valves by ship’s staff is carried

Main Valve Disk
out, the valves must be checked and reset to the original settings. (See Lift
manufacturer’s instructions for details.) Main Valve Disk
It is extremely important that the vent mast is checked on a regular basis and Primary Primary
drained of any accumulation of water. The purpose of this is to ensure that the Pressure Pressure
Inlet Inlet
relief valves operate at their correct settings which would otherwise be altered
if any water were to accumulate in the vent mast and flow onto the valve Primary Pressure Primary Pressure
assembly.

2.7.4 Hold space Relief Valves Deck Tank Relief Valves

Hold Space
Tag: G951
Maker: Fukui Seisakusho Type: Conventional
Tag: J102/J402 Fluid: Air
Type: Pilot operated Nominal size: 100*P*150
Fluid: Inert gas Model: REC264-C5(B)
Model: PSL-MD13-154-NC5(B) No. of units: 2
Nominal size: 4*6 Set pressure: 1.8MPaG
No. of units: 4 Closing pressure: 1.62MPaG
Set pressure: 15.0kPaG Blowdown pressure: 0.18MPaG
Closing pressure: 12.0kPaG Flow rate per valve: 56,270Nm3/h
Blowdown pressure: 3.0kPag
Relieving capacity: 5,529kg/h Tag: G952
Set vacuum: -2.0kPaG Type: Conventional
Fluid: Air
Each of the hold spaces is protected by a pilot operated pressure/vacuum relief Nominal size: 20*J*25
valve, this is smaller than the valves on the cargo tanks. The pressure/vacuum Model: REC264-S5(B)
relief valve is situated at the forward end of each hold space and vents directly
No. of units: 1
to the deck, via a downward facing tail pipe. It is not necessary for these to be
led to a mast riser as the likelihood of there being LPG vapour in the insulation Set pressure: 1.8MPaG
space is very remote. Closing pressure: 1.62MPaG
The hold space relief valves are set up initially by the manufacturer for the Flow rate per valve: 1,038Nm3/h
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings. (See
manufacturer’s instructions for details.)

2.7.5 pipeLine Relief Valves Booster and Heater System Illustration 2.7.5a Pipeline Relief Valve - Conventional
Each section of the cargo pipework that can be isolated has a conventional Maker: Fukui Seisakusho
spring loaded type pressure relief valve fitted. The safety valves vent into a Tag: H530, H531, H534, H538
designated safety vent line.
Type: Conventional
The liquid relief line vents to No.3 cargo tank, the vapour relief line vents to Fluid: Propane/Butane
No.2 vent mast riser. Nominal size: 3/4*D*1
1
Model: REC134-S(B)
The operating pressure for all the cargo line safety valves is 1.0 MPaG but they No. of units: 4
vary in size and flow relative to the size of the pipeline.
Set pressure: 1.0MPaG 2
Closing pressure: 0.9MPaG 3
Liquid Lines Blowdown pressure: 0.1MPaG
4
Maker: Fukui Seisakusho Flow rate per valve: 880kg/h
Tag: L641/ L654, L655
Type: Conventional Maker: Fukui Seisakusho
5
Fluid: Propane Tag: H532, H533, H535, H536
Nominal size: 20*D*25 Type: Conventional
6
Model: REC154-C5(B) Fluid: Propane/Butane 7
No. of units: 15 Nominal size: 3/4*D*1
Set pressure: 1.0MPaG Model: REC331-S(B)
Closing pressure: 0.9MPaG No. of units: 4
Flow rate per valve: 880kg/h Set pressure: 2.0MPaG 8
Closing pressure: 1.8MPaG 9

Reliquefaction Gas Lines Flow rate per valve: 1,692kg/h
Maker: Fukui Seisakusho 10
Tag: C731, C732, C733/ C744, C761, C762 Maker: Fukui Seisakusho
Type: Conventional Tag: H537 4
Fluid: Propane Type: Conventional

Nominal size: 20*D*25 Fluid: Propane/Butane
Model: REC154-C5(B) Nominal size: 3/4*D*1
No. of units: 16 Model: REC331-S(B)
11
Set pressure: 1.0MPaG No. of units: 1
Closing pressure: 0.9MPaG Set pressure: 2.0MPaG 12
Flow rate per valve: 880kg/h Closing pressure: 1.8MPaG

Blowdown pressure: 0.2MPaG Key
Flow rate per valve: 3,482kg/h
1. Cap 7. Spindle Rod
2. Adjusting Bolt 8. Spindle Point
3. Adjusting Bolt Nut 9. Guide
4. Seal and Wire 10. Disc Holder
5. Bonnet 11. Body
6. Spring 12. Nozzle

2.8 Ballast System
2.8.2 Ballast Operations
Illustrations
2.8.1a Ballast System
2.8.1b Ballast Tank Layout
2.8.2a Ballast System Mimic Panel

Illustration 2.8.1a Ballast System

Key
Sea Chest
Sea Water
(Low)
Fresh Water
From Aft CI PI
Bilge Well 013 No.2 Bilge Water
002 All Valves are Appended ‘VPH’
082 014 Unless Otherwise Stated
To Water Fire, Bilge and To Fire
Spray Pump General Service 202 Main
Pumps Description Quantity Capacity Type
081
To Reliquefaction Plant CI PI No.2 Water Ballast Pump 1 800m3/h x 42mth (Sea Water) Electric Motor-Driven Vertical Centrifugal Pump
Cooling Sea Water Pump No.1 201
From
To Inert Gas Generator/ Main Engine No.1 Water Ballast Pump 1 750/450m3/h x 25/50mth (Sea Water) Electric Motor-Driven Vertical Centrifugal Pump
Reliquefaction Plant Sunken Deck 011 012
Cooling Sea Water Pump Water Ballast Stripping Eductor 1 About 200m3/h
From 004
Cofferdam Fire, Bilge and General Service Pumps 2 260/100m3/h x 35/90mth Self-Priming Electric Motor-Driven Vertical Centrifugal Pump
From Direct
Bilge Suction PI Ballast PI
Eductor
From Forward Deep
Forward Water Ballast
Bilge Well 129 PI Tank
To Engine Room Bilge Pump and To Cooling (B22) CCR
Bilge Separator Service Pump Sea Water 124
Pump 103(B17) 106 From Clean No.4 Water No.3 Water No.2 Water No.1 Water
To Bilge Separator Drain Tank
PI (B15) PI Ballast Tank (Port) Ballast Tank (Port) Ballast Tank (Port) Ballast Tank
RO RM Fore Peak
CCR (Port)
CCR CCR From Exhaust Gas Water Ballast
Main Sea Water SA RM CI Heating Section Tank
Aft
Crossover No.1 Washing Water Connection Trunk
Peak
Pipe Ballast Collecting Tank
Tank
Pump No.2 Water
PI No.4 Water No.3 Water No.1 Water
Ballast Tank (Port)
110 Ballast Tank (Port) Ballast Tank (Port) Ballast Tank (Port)
121 PI
CCR
117(B10) B08 B06 B04
112(B16) 123
Stern Tube
(B21)
Cooling B01
114 116
Fresh Water (B18) (B19)
Tank
B02
102(B14) 105(B12) 118(B09) B07 B05 B03
127 PI RO RM
CCR CCR CCR No.4 Water No.3 Water No.2 Water No.1 Water
001
Ballast Tank Ballast Tank Ballast Tank Ballast Tank
SA RM
CI (Starboard) (Starboard) (Starboard) (Starboard)
No.2
Sea Chest PI Ballast Connection Trunk
(High) Pump
PI 109
CCR No.4 Water No.3 Water No.2 Water No.1 Water
NC Ballast Tank
Ballast Tank Ballast Tank Ballast Tank
To Reliquefaction Plant
(Starboard) (Starboard) (Starboard) (Starboard)
Cooling Sea Water Line 094 111(B11)
NC
To Inert Gas Generator
Cooling Sea Water Line 113(B13) 132
092

2.8 Ballast System Illustration 2.8.1b Ballast Tank Layout
Midship Section
Hold
No.2 Ballast Pump (starboard) Water

Water
Ballast
Ballast
Maker: Teikoku Machinery Works Ltd Tank
Tank
No. of sets: 1
Type: Vertical, motor driven, centrifugal
Model: 300VCD-Sm
Capacity: 800m3/h at 42mth Cargo Tank Cargo Tank
No.1 Ballast Pump (port) Connection Trunk Connection Trunk

In Ballast Tank In Ballast Tank
Maker: Teikoku Machinery Works Ltd
No. of sets: 1
Type: Vertical, motor driven, centrifugal Hold
Model: 300VCD-Sm
Capacity: 750/450m3/h at 25/50mth
Water Ballast Tank
Stripping Eductor
No. of sets: 1
Capacity: 200m3/h
The primary spaces beneath and around the outboard side of the cargo tanks are
utilised as ballast tanks to optimise draught, trim and heel during the various
load conditions of the vessel.
The primary ballast spaces are divided into four sets of wing tank water ballast There is one ballast eductor with a capacity of 200m3/h, which is driven by Ballast Water Exchange
tanks along the cargo deck, together with the forward deep and fore peak water water supplied from the port ballast pump, operating on its 450m3/h capacity. Due to the introduction of alien marine species from foreign ballast water being
ballast tanks. The aft peak can also used to carry ballast when required. This discharged into their port areas and upsetting the local ecological balance,
gives a total ballast capacity of 23,433m3, approximately 24,017 tonnes when In normal service, the port pump is connected to all port side ballast tanks and several countries now require that vessels arrive at their ports with ballast
filled with sea water to 99%. the fore peak tank. The starboard ballast pump is connected to all starboard side loaded in open deep sea conditions.
ballast tanks plus the fore deep and after peak tanks. However, it is possible
The four wing water ballast tanks are divided into two sections, the upper and to draw from any ballast tank with either pump by opening crossover valve During the ballast voyage the vessel may have to discharge the ballast tanks and
lower tanks. The upper tank is filled and discharged from the lower tank through B19. re-ballast with clean deep sea water. Records of this operation, detailing water
the connecting trunk. These are two one metre square trunkways, forward and depth and geographical location will need to be recorded. This operation has
aft in each ballast tank that connect the lower and upper compartments. The system is provided with both a high and low sea suction. In normal to be carried out taking into consideration the effects on the vessel’s stresses,
operating conditions, with a deep water berth, the low suction will be used. stability, trim, propeller immersion and prevailing weather conditions.
In the ballast system there are two ballast pumps with suction from all ballast However, in shallow water, particularly muddy rivers, the high suction should
tanks. Each pump is of the electric vertical centrifugal type. The starboard be used to minimise mud intake. Refer the BP Ballast Water Management Plan CD9.2 for proceedures.
pump has a fixed capacity of 800m3/h. The port pump has a variable capacity
of 750/450m3/h. Pumps and associated ballast valves are controlled from the
cargo control console.

Illustration 2.8.2a Ballast System Mimic Panel
B22 LOW
001 132
VPH VPJ
EDUCTOR
SHUT OPEN ABOUT
200m3/h
B18 B16
SHUT OPEN SHUT OPEN
NO.4 W.B. TK NO.3 W.B. TK NO.2 W.B. TK NO.1 W.B. TK FORWARD DEEP
(P) (P) (P) (P) W.B.TK
NO.1
STOP START
W. BALLAST
PUMP
B17 B15 B10 B08 B06 B04 B01
B21
SHUT OPEN SHUT OPEN OPEN OPEN OPEN OPEN
SHUT SHUT SHUT SHUT

OPEN
OPEN
AFT PEAK
SHUT
W.B. TK SHUT
B20 OPEN
B19
SHUT
OPEN
SHUT
B14 B12
OPEN OPEN OPEN OPEN
SHUT OPEN SHUT OPEN SHUT SHUT SHUT SHUT

OPEN
SHUT
B09 B07 B05 B03
B02
NO.2
STOP START W. BALLAST
PUMP NO.4 W.B. TK NO.3 W.B. TK NO.2 W.B. TK NO.1 W.B. TK FORWARD DEEP
(S) (S) (S) (S) W.B.TK
B13 B11
SHUT OPEN SHUT OPEN
001
VPH
HIGH

2.8.2 Ballast operations Procedure to Pump In Ballast Procedure to Run Out by Gravity
The valves listed below are required for this operation. The valves listed below are required for this operation.
Procedure to Run In by Gravity
Note: Great care should be taken when opening the SW suction and the first Position Description Valve Position Description Valve
tank suction valves, initially open to 5% to allow the pipelines to fill slowly. Open Overboard manual discharge valve 132 Open Pump sea water suction valves B17, B14
Pressure in the ballast lines should be kept below 3.5 bar at all times. Open Pump sea water suction valves B17, B14 Open Pump ballast line suction valves B15, B12
As required Pump discharge valves to ballast tanks B16, B11 Open Ballast tank valves as required B01, B02, B03
The sea water main is assumed to be open in all cases. As required Pump overboard discharge valves B18, B13 B04, B05, B06
Open Ballast tank valves as required B01, B02, B03 B07, B08, B09
The valves listed below are required for this operation: B04, B05, B06 B10
B07, B08, B09
Position Description Valve B10 a) Open the valves required slowly, in order to fill the lines.
Open Pump SW suction valves B17, B14
Open Pump ballast line suction valves B15, B12 a) Open manual overboard discharge valve 132VPJ. Once the lines are full, the valves may be opened 100%, or as required to suit
trim and stability. The deballasting by gravity operation may be continued until
Open as Fore peak tank valve B01
b) Open the ballast pump sea water suction valves fully B17 and the tank sounding is approximately one metre more than the vessel’s draught.
required
B14.
Open as Forward deep water ballast tank valve B02 To continue deballasting operations beyond this point will require use of the
required c) Open the pump discharge valves, B18 and B13, to the overboard ballast pumps.
Open as No.1 starboard water ballast tank valve B03 line 10%.
required
Open as No.1 port water ballast tank valve B04
Procedure to Pump Out Ballast
d) Start the pumps on sea to sea operation and allow the pump’s
required ammeter reading to settle.
The valves listed below are required for this operation.
Open as No.2 starboard water ballast tank valve B05
required e) Open the required ballast tank valves, and then slowly open the
pump discharge valves B16 and B11 to the ballast tanks. Position Description Valve
required Open Overboard manual discharge valve 132
f) Slowly close in the pump overboard discharge valves B18 and Open Pump ballast line suction valves B15, B12
Open as No.3 starboard water ballast tank valve B07
B13 to divert flow to the ballast tanks as required.
required Open Pump overboard discharge valves B18, B13
Open as No.3 port water ballast tank valve B08 Tank levels must be monitored throughout the ballasting operation, and the Open Ballast tank valves as required B01, B02, B03
required ballast plan followed. Towards completion of tanks the ballasting rate may be B04, B05, B06
Open as No.4 starboard water ballast tank valve B09 reduced, if required by cracking open valves B18 and B13 to divert some of B07, B08, B09
required the flow overboard. B10
required On completion of ballasting operations all system valves must be closed. After part deballasting by gravity, all ballast lines will be full.
a) Open the valves required slowly, in order to fill the lines. a) Open manual overboard discharge valve 132VPJ.
Once the lines are full, the valves may be opened 100%, or as required to suit b) Open both pump ballast line suction valves and tank valves as
trim and stability. required.
The filling by gravity operation may be continued until the tank sounding is c) Open both pump overboard discharge valves, B13 and B18
approximately one metre less than the vessel’s draught. 10%.
To continue ballast operations beyond this point will require use of the ballast d) Start both ballast pumps.
pumps.

Illustration 2.8.2a Ballast System Mimic Panel
B22 LOW
001 132
VPH VPJ
EDUCTOR
SHUT OPEN ABOUT
200m3/h
B18 B16
SHUT OPEN SHUT OPEN
NO.4 W.B. TK NO.3 W.B. TK NO.2 W.B. TK NO.1 W.B. TK FORWARD DEEP
(P) (P) (P) (P) W.B.TK
NO.1
STOP START
W. BALLAST
PUMP
B17 B15 B10 B08 B06 B04 B01
B21
SHUT OPEN SHUT OPEN OPEN OPEN OPEN OPEN
SHUT SHUT SHUT SHUT

OPEN
OPEN
AFT PEAK
SHUT
W.B. TK SHUT
B20 OPEN
B19
SHUT
OPEN
SHUT
B14 B12
OPEN OPEN OPEN OPEN
SHUT OPEN SHUT OPEN SHUT SHUT SHUT SHUT

OPEN
SHUT
B09 B07 B05 B03
B02
NO.2
STOP START W. BALLAST
PUMP NO.4 W.B. TK NO.3 W.B. TK NO.2 W.B. TK NO.1 W.B. TK FORWARD DEEP
(S) (S) (S) (S) W.B.TK
B13 B11
SHUT OPEN SHUT OPEN
001
VPH
HIGH

e) Once the pump ammeters show a steady reading, open up the d) Once all tanks have been stripped close the tank suction,
pump discharge valves to achieve maximum flow. crossover and eductor suction valve then stop the port ballast
pump.
Ensure adequate stern trim is maintained throughout to ensure that the tanks
drain fully. As the ballast tank levels fall so will the ballast pump discharge e) Once the pump has stopped, close the eductor drive, the port
pressures. pump sea water suction valve, pump discharge valve and the
manual overboard valve.
Keep a steady discharge pressure on the pumps by closing in gradually on
the pump overboard discharge valves to maximise deballasting with the main CAUTION
pumps. The ballast lines may now be in vacuum and therefore great care should
be taken when refilling the lines from sea or a ballast tank to avoid a
When changing tanks, prime the pumps from the sea by cracking open the pressure surge.
pump sea water suction valves and then closing them. Once the pump’s
ammeter readings start to fluctuate, stop the ballast pumps and shut all ballast
system valves.
The ballast tanks will now require to be stripped.
Procedure to Strip the Ballast Tanks
The valves listed below are required for this operation.

Open Manual overboard discharge valve 132
Open Port pump sea water suction valve B17
Open Eductor drive valve B22
Open Eductor suction valve B21
Open Ballast crossover valve B19
Open Ballast tank valves as required B01, B02, B03
B04, B05, B06
B07, B08, B09
B10
The ballast eductor is used to strip the remaining ballast from the tanks. This
eductor is driven by the port ballast pump operating on its 450m3/h setting.
a) Open the port ballast pump sea water suction valve B17 and the
eductor drive valve B22.
b) Start the port ballast pump on the low setting.
c) Once the pump ammeter shows a steady reading and there is a

vacuum on the eductor suction gauge, open the eductor suction
valve B21, ballast crossover valve B19 and the required ballast
tank valve.
Best results will be achieved by stripping one tank at a time.

2.9 Drain System
Illustrations
2.9.1a Cargo Hold and Trunk Space Bilge Eductor System

Illustration 2.9.1a Cargo Hold and Trunk Space Bilge Eductor System
Air Blowing Connection
Key Trunk Cargo Tank Trunk Cargo Tank

Space Space
Deck Wash Water
Bilge Water
Compressed Air Cargo Tank Cargo Tank

Eductor
20m3/h
FS FS
Bilge Well Bilge Well Cargo Hold Water Bilge Well Bilge Well Water Cargo Hold
for Trunk Space Float Level for Cargo Ballast Tank for Trunk for Cargo Ballast Tank
Approximately 150mm Hold Space Hold
Above Base of Well
Deck Working Air
FS FS FS FS
Air Driven Pump 1m3/h
Bilge Well Bilge Well Bilge Well Bilge Well Bilge Well Bilge Well
for Trunk for Cargo for Trunk for Cargo for Trunk for Cargo
Space Hold Space Hold Space Hold
Bilge Well
for Trunk
Space

2.9 Drain System See section 6.1 Emergency Procedures, Educting LPG from Hold Space.
2.9.1 System Description Failure of the inner hull would allow ballast water into the hold space or the
access trunk way. Water leakage into the hold space drains down into the bilge
well located in No.2, 3 and 4 access trunk way, the bilge well for No.4 hold is
Introduction in the hold itself at the aft end of each tank.
The cargo containment system consists of four insulated cargo tanks, each The bilge well is a watertight compartment which is filled with inert gas,
contained within a hold space which are separated from each other by the inert gas being admitted by means of the perforated plate from the hold
transverse access trunk ways, and from the outer hull of the vessel by wing and space.
double bottom ballast tanks. The containment system serves two purposes:
• To contain LPG cargo at a cryogenic temperature of -50°C Monitoring of the hold bilge wells is achieved by the use of a manual sounding
pipe and float level alarm, while the access trunk way bilge hat box is monitored
• To insulate the cargo from the hull structure. using a manual sounding pipe.
Leakage within the cargo containment system can occur in the following In the event of water draining back into the hold bilge well, there is a water
ways: driven eductor in each access trunk way with a suction pipe into the space
• Leakage of LPG either liquid or vapour through the tank into the capable of discharging water at a rate of 20m3/h. Should water drain to the
hold space transverse access trunk way bilge hat box this would be removed using the
same eductor and a separate suction pipe. The eductors are operated locally at
• Leakage of ballast water through the inner hull into the hold main deck level by swinging the elbow bend and connecting to the fire main,
space then opening the dedicated sea water supply valve and the suction valve. The
• Leakage of water into the access trunk way spaces non-return type suction valves to the hold bilge well and trunk way bilge hat
box are located near to the eductor at the bottom of the access trunk space but
Normally failure of the tank structure consists of very small hairline cracks can be opened or closed using the attached extended spindle and handwheel.
which will only permit the passage of vapour into the hold space. Should LPG
liquid pass however, it will either vaporise if in small quantities or, in the event Provision is made for blowing through the supply and discharge pipe to the
of a large quantity, will collect at the bottom of the hold space in the bilge eductor to clear any liquid remaining in the system after educting. There is an
well. air connection downstream of the water supply valve for this purpose. A drain
plug is provided at the lowest point for final draining if required.
The inert gas within the hold spaces is constantly monitored by the gas
sampling analyser unit for the presence of LPG. In the event of 30% LEL LPG In the forward access trunk way water is removed using an air piston pump
being detected, alarms are activated at the gas detection cabinet and through with a capacity of about 1m3/h which is operated locally by manually opening
the cargo monitoring system. the dedicated compressed air supply valves. Any liquid accumulating there can
be evacuated to deck level and then overboard by means of a flexible hose.
Should the leakage be of a more serious nature and a larger quantity of LPG,
in the form of a liquid pass into the hold space then this would be indicated as Access to the hold space and access trunk way well suctions is from the access
follows and activate the cargo monitoring system. trunk via a watertight hatch. This hatch would only be opened for maintenance
purposes and extreme caution would have to be exercised to ensure the space
• Rapid increase of LPG concentration within the hold space.
had been properly aerated and there were no inert or LPG gases present. The
• The pressure in the space would rise causing increased venting procedure for removal of either LPG or water from the hold spaces and access
to atmosphere and the possible lifting of the pressure relief trunk ways is outlined in Section 7 - Emergency Procedures.
valve.
• The activation of the temperature sensor and the bilge level
alarm in the hold bilge well.

Part 3: Cargo Handling Procedures
3.1 Cargo Handling and Operation Sequence Diagrams
3.1.2 Operating Precautions
3.1.3 Discharging
3.1.4 Cargo Calculations

3.1 cargo handling and operation The cargo is loaded and discharged through two separate manifold systems,
CAUTION which allow for the concurrent handling of two dissimilar grades, in both the
sequence diagrams The cargo tanks are not suitable for the carriage of either salt or fresh liquid and vapour phase. The system is designed to allow for single grade, with
water as the pumps are not suited to this purpose and the maximum two and two, or three and one tank splits. The reliquefaction plants can also be
3.1.1 Basic system philosophy density permitted is 0.61. designated to any tank loading configuration.
Cargo Containment System Principle CAUTION On the laden voyage, the boil-off gas is reliquefied and returned to the cargo
As the minimum temperature of the cargo system is -50°C the maximum tank bottoms. On the ballast voyage, the boil-off gas is reliquefied and returned
The cargo containment system consists of four insulated, independent prismatic permissible ethane content of propane cargoes is 2.5% MOL. The vessel to the cargo tank spray system to keep the tanks cool for the next cargo.
cargo tanks encased within hold spaces and situated in-line from forward to is not capable of carrying unsaturated hydrocarbons such as butadiene,
aft within the hull. due to the copper components in the system. Similarly, ammonia is not The cargo handling operations are controlled from the cargo control room,
to be carried because of its corrosive effect on copper. located on A deck within the accommodation block. This control room
The containment system serves two purposes: contains the system control stations providing monitoring and control for the
The cargo tanks are divided into port and starboard sides by a longitudinal cargo storage and handling system.
1. To contain LPG cargo at cryogenic temperatures down to -50°C.
bulkhead. However, the cargo levels must be kept similar port and starboard as
2. To insulate the cargo from the hull structure. this is not a strength member. To achieve this, a levelling valve on an extended Cargo Equipment
spindle is fitted at the bottom of each bulkhead, which may be opened in the
The materials used for the hull structure are designed to withstand varying event of pump failure or a cargo level difference. This bulkhead is perforated There are two main cargo pumps in each cargo tank, located in recessed
degrees of temperature. At temperatures below their specified limits, these above the 98% filling level in order to provide a common vapour space. The sumps, in the aft sections port and starboard. When all eight cargo pumps are
steels will crystalise and become brittle. The materials used for the containment levelling valve must remain closed when not in use due to the detrimental utilised the vessel can discharge a full cargo in approximately twenty hours.
system are required to reduce the heat transfer from the hull structure to effect on the vessel’s stability caused by free surface when it is open. The tanks One emergency, submerged cargo pump is located in the starboard aft section
minimise the boil-off gas from the cargo, as well as to protect the hull from the are also divided by a transverse bulkhead, but this is perforated to allow the of each cargo tank, but is not in a recessed sump, and would therefore not
effects of cryogenic temperatures. free flow of cargo. completely discharge that tank.
There is an Emergency Shutdown System (ESDS) which is provided to protect

Cargo Containment Note: The design of the divisional bulkhead is such that it is possible to the cargo systems on the ship and on the shore during loading and unloading
The four tanks are designed to carry propane, butane, or a mixture thereof, at have one side of the tank empty and the other full, but only in still water operations. The system incorporates ship/shore links so that a shutdown
cryogenic temperatures and at a pressure slightly above atmospheric pressure. conditions. may be initiated either manually or automatically from the ship or from the
It is equipped to load, contain and discharge LPG at temperatures down to shore. The system also incorporates fusible plugs which melt and activate the
minus 50°C, at densities not exceeding 0.61. Two grades of LPG can be carried All pipelines, gauges and access lids to the cargo tanks are located on tank shutdown in the event of fire.
and separately conditioned at the same time with no cross contamination. domes, located at the top of the tanks, above their centres. These domes are
not connected rigidly to the structure of the vessel, but free to move to allow
for thermal contraction or expansion. Loaded Voyage
The tanks are not attached to the hull but stand in their own hold space on steel
blocks insulated with cloth laminated phenol resin. They are restricted in their During normal operation the boil-off gas from the tanks is drawn off by the
ability to move by anti-pitch, anti-roll and anti-flotation insulated chocks. These Leak Detection cargo compressors, reliquefied, and returned to the cargo tank bottoms. Any
watertight hold spaces are filled to a slight overpressure with dry inert gas, to incondensibles in the vapour, such as inert gas or ethane, can either be returned
In the exceptional case of a crack occurring in the cargo tank shell, a small with the condensate to the cargo tanks, or vented to atmosphere, from the cargo
prevent the risk of an explosive atmosphere should tank leakage occur.
leakage into the hold space will be detected at an early stage by the gas condensors via No.2 vent riser.
detection system sensors located in the hold space. Larger leakage would also
To prevent escape of the inert gas or ingress of water to the hold spaces a
be detected by the bilge alarms and temperature sensors installed in the hold
chloroprene rubber skirt is fitted around the tank dome deck penetration. CAUTION
space bilge wells.
Venting of incondesibles must not take place in port or during electrical
To reduce heat ingress to the cargo containment system, the cargo tanks, storms.
condensate and vapour lines are insulated with polyurethane foam. Cargo Operations
Before any cargo operation is started, the pipelines and equipment must be
The hold spaces form a secondary barrier and are constructed of cryogenic cooled to avoid thermal shock and to reduce the boil-off generated at the start
material. In the event of cargo leakage, an eductor is fitted in each hold space of the operation. This is achieved by starting all operations slowly, with the
to return leakage to the cargo tanks. These eductors are driven by the vessel’s pumps on recirculation until normal working temperatures are reached.
main cargo pumps

3.1.2 Operating precautions 3.1.3 Discharging 3.1.4 Cargo Calculations
The LPG transfer system valves and pumps are normally operated from the Normally, as the cargo pumps in each tank pump out the cargo, cargo vapour is The system includes the equipment to measure liquid level, liquid and vapour
cargo control room. The local valve controls are only used if the normal returned from the shore, and the cargo tank pressures are monitored to ensure temperature and cargo tank pressures. This data, together with tank calibration
controls fail or emergency conditions arise. that the pressure in the cargo tanks remains within the acceptable range. In the tables and cargo density from ashore, is used to perform manual cargo quantity
event of the shore terminal being unable to return vapour, make up vapour can calculations.
All the cargo pumps will be started in sequence and operated simultaneously be generated using the ship’s heater/vaporiser at a reduced rate.
under bulk discharge conditions. When calculating the weight of LPG both the liquid and vapour weight are
On the ballast voyage, a small amount of cargo liquid, typically around 1% of calculated and added together to form the total cargo weight.
CAUTION the cargo is retained on board for spraying and cooling the tanks on passage
The ship must never start cargo pumps until asked to do so by the shore to the next load port. LPG is bought and sold in metric tonnes, usually measured in air.
terminal control room.
In order to accurately calculate quantities of LPG the following information
All liquid valves, except those required during the reliquefaction cycle should is needed:
be kept closed when the transfer system is not in use. Under normal operating
conditions, valves in use should be fully open. However, loading valves are 1) Cargo tank calibration tables containing:
partially closed when topping off, and pump discharge valves are controlled • Accurate volume of tanks
within the permissible range to prevent overload or cavitation and to control
• Correction for trim
the flow to shore. Any cavitation is indicated by fluctuation in the pump
current and discharge pressure. The vapour line valves at the tank domes are • Correction for list
kept open under normal circumstances. Manifold blanks must be kept in place • Correction for shrinkage
at all times, except when their removal is required for cargo operations.
2) Cargo density from shore.
CAUTION 3) ASTM tables for volumetric reduction.
Pipework flanges should be inspected regularly during cargo operations 4) Molecular weight of product.
and any leakage rectified. Manifold flange joints must be checked under
nitrogen pressure with a soap solution before cargo operations start. No 5) Sounding of tanks.
leakage of LPG liquid or vapour is permissible. 6) Cargo tank pressure.
7) Cargo tank liquid average temperature.
Note: The presence of water or other contaminants in the cargo system can
be eliminated by taking great care during refit and maintenance operations. 8) Cargo tank vapour average temperature.
Control of the dew point during fresh air purging and inerting operations is 9) Vessel’s trim.
essential. Cargo manifold strainers are used ashore and onboard to ensure
10) Vessel’s list.
protection against contaminants and ice.
Calculation of weight is as follows:
Liquid volume in cubic metres x density of product at 15°C x volume reduction

x liquid shrinkage = LIQUID TONNES
Vapour volume in cubic metres x vapour shrinkage x molecular weight formula

= VAPOUR TONNES
Molecular weight formula:
(0.01179 x molecular weight) x 1.0332 ± Tank pressure

-----------------------------
273 ± Vapour temperature

3.2 Drying and Inerting Operation
3.2.1 Drying Cargo Tanks and Holds
3.2.2 Drying Reliquefaction Plant and Pipelines
3.2.3 Inerting Cargo Tanks and Holds
3.2.4 Inerting Cargo Pipelines and Plant
3.2.5 Gassing Up Cargo Tanks with Shore Vapour Return
3.2.6 Gassing Up Cargo Tanks from the Deck Tank at Sea using the Cargo Heater
3.2.7 Cooling Down Cargo Tanks with Shore Vapour Return
Illustrations
3.2.1a Drying Cargo Tanks and Holds
3.2.2a Drying Reliquefaction Plant and Pipelines
3.2.3a Inerting Cargo Tanks and Holds
3.2.5a Gassing Up Cargo Tanks with Shore Vapour Return
3.2.6a Gassing Up Cargo Tanks from the Deck Tank at Sea using the Cargo Heater
3.2.7a Cooling Down Cargo Tanks with Shore Vapour Return

Illustration 3.2.1a Drying Cargo Tanks and Holds
L G HPL
Reliquefaction Compressor Room
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G810 No.1 Condenser E817 L604 G604 G602 L602 H502
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
Compressor L634 L662
G820 No.2 Condenser E827
No.4 Vent G862 G892 No.2 Vent No.1 Vent
Riser LPG Riser Riser
G821 G822
No.3 G833 Heater/Vaporiser
C820 C821 C823
Compressor
J402 G830 No.3 Condenser E837 J302 J202 J102
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G840 No.4 Condenser E847 H518 G605
No.4 Cargo Tank G864 G894 No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
C404 No.4 Compressor
Hold C302 L658 No.3 C202 No.2 C102
L404 C402 G865 G895 L304 Hold L204 Hold L104
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
C410 Hold H512 No.2 No.1
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
H516 H505 H515 Hold Hold
G402 J403 G302 G202 G102
C405 C305 C205 C105
L403 G751 G752 G753 G754 G755 G712 G716 C712 C762 C751 C752 C753 C754 C755 C772 L303 H507 J303 L203 J203 L103
L401 L301 L201 No.1 L101
C406 G711 G715 C711 C306 Booster H514 C206 Hold C106
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Generator Dry Air
Unit L637 L625 G609 G607 L623 H503 G605
Wet Air L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
L G G L HPL

3.2 DRYing and inerting OPERATION Position Description Valve

Open No.4 vapour suction G401
3.2.1 DRYING cargo tanks and holds
Open Vapour header valves G701, G702
G703, G704
Dry-air from the inert gas plant is introduced at the bottom of the cargo tanks
and hold spaces in parallel in order to reduce the dew point. Open Valve to No.2 vent riser G717
Open Spectacle flange to No.2 vent riser
In the case of the hold spaces the dry-air enters directly via valves J801 and
J802 and the inert gas and aeration line; it is expelled at the top of each hold
to atmosphere. The operation is considered complete when the dew point The dew point in the cargo tanks can be monitored via the sample cocks
is -25°C or drier. located on the tank domes.
The inlet valves to the hold spaces are manually operated valves J103 , J203, Once the tanks have reached the required dew point, the plants and pipelines
J303 and J403. The vent valves are J105, J205, J305 and J405. can be dried as described in section 3.2.2.
In the case of the cargo tanks the dry-air from the inert gas plant passes via
valves J801 and J802 to the inert gas and aeration line. Thence, via a removable
elbow to valve J601 which enters the forward vapour manifold line and passes
via valve G602 and a removable spool piece to the forward liquid manifold
via valve L602.
From there the dry-air passes via the valves listed below to the cargo tank
bottoms via the liquid filling lines and out of the top of the tanks via vapour
lines to No 2 vent riser.

Open No.1 liquid line to forward manifold L608
Open No.1 starboard filling valve L101
Open No.1 port filling valve L102

Illustration 3.2.2a Drying Reliquefaction Plant and Pipelines
L G HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor
G842 H517
L402 G841 L302 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Generator Dry Air
Unit L637 L625 G609 G607 L623 H503 G605
Wet Air L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.2.2 DRYING RELIQUeFACTION PLANT and pipelines Open and close the isolation valve C712 to clear through the line to the
condenser manifold. Dry the condensers.
Once the cargo tanks and hold spaces have reached the required dew point the
cargo plant system lines can be dried. Position Description Valve
Open No.1 condenser valves C813, C811, C810
Valve set up for this operation is as per the table below. G810, E817
Open No.2 condenser valves C823, C821, C820
Position Description Valve G820, E827
Open Inert gas valve to deck J801 Open No.3 condenser valves C833, C831, C830
Open Inert gas valve to deck J802 G830, E837
Fitted Removable elbow Open No.4 condenser valves C843, C841, C840
Open Inert gas valve to forward vapour manifold J601 G840, E847
Open Port forward vapour manifold valve G602 Open No.5 condenser valves C853, C851, C850
G850, E857
Fitted Manifold inerting spool piece
Open Port forward liquid manifold valve L602
The dry-air from the inert gas plant passes to deck via valves J802 and J801
Open No.4 liquid line valve to forward manifold L620, L622 then to the forward vapour manifold via a removable elbow and valve J601. At
Open Condensate to liquid crossover valve C764 the aft vapour manifold it splits flow directions.
Open Condensate crossover valve C762
Open Condensate header valves C721, C722, C723 In one direction it passes to the vapour suction of the compressors via the
C724, C725 knockout drums and then to No.2 vent riser.
Open Vapour header to forward manifold valve G712
In the other direction it passes via the port forward vapour manifold valve and
Open Vapour header valves G721, G722, G723 a removable spool piece to the forward port liquid manifold and then via the
G724, G725 condensate system to the LPG condensers and finally to No.2 vent riser.
Open No.1 compressor valves G861, G891, G813
G811 The drying process can be monitored at the sample cocks on the compressors
Open No.2 compressor valves G862, G892, G823 and condensers. Once the required dew point has been reached the system can
G821 be set for inerting.
G831 During the drying and inerting of the compressors and condensers all other
Open No.4 compressor valves G864, G894, G843 sections of line should be purged, blank flanges can be slackened off to ensure
G841 there are no dead ends.
G851
Open Vapour valves G715, G711
Open Isolation valve to No.2 vent riser G717
Open Isolation spectacle to No.2 vent riser
On completion of drying the compressors the next section of line can be

opened and dried.

Open Vapour manifold crossover valve G716
Open Crossover valves G812, G822, G832
G842

Illustration 3.2.3a Inerting Cargo Tanks and Holds
L G HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
H509 J205 J105
J405 G863 G893 J305
G831 G832 H510
No.4 G843 C830 C831 C833
Compressor
G842 H517
L402 G841 L302 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605
Displaced Air L902 L903 G902
Engine Room G903
Inert Gas L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.2.3 INERTING CARGO TANKS AND HOLDS 3.2.4 INERTING CARGO pipelINES AND PLANT
Dry inert gas, with an oxygen content of 1% and a dew point of -25°C or drier All valves in the cargo system may now be opened and elbows fitted to open
introduced to the bottom of the cargo tanks and hold spaces in parallel, in order up booster, heater and deck tank systems. All sample cocks on cargo lines,
to reduce the oxygen content of these spaces, and thus avoid a flammable gas plants and tanks are opened to blow through. Manifold blanks are removed to
and air mixture. The inert gas, being heavier than air will layer upwards from ensure that the pipeline ends are inerted of pipeline ends. The inert gas from the
the bottom of the spaces. cargo tanks will now proceed to inert the cargo system lines and plants.
The valve and spool piece set up remains as for the drying process. Once the cargo plants are fully inert the cargo tank vapour suction valves,
G101, 201, 301 and 401 are closed to build up tank pressure. This will force
When the oxygen content at the hold outlet reaches 2% the hold may be inert gas through the pipeline system to the vents and manifolds. It will also
considered inerted. At this time hold outlet valves J105, 205, 305 and 405 are force inert gas through the deck tank and booster/heater systems.
closed and pressure is allowed to build up in hold spaces to approximately
10kPag. Once this pressure is reached hold inlet valves J103, 203, 303 and 403 Sample points and manifolds are monitored with a portable oxygen meter
are closed. The hold spaces are now pressurised with dry inert gas and isolated and blanked off or closed once fully inerted. Once all systems and lines are
from the system. inerted and closed off the pressure in the cargo tanks will increase. Once the
cargo tank pressures increase to 10kPag. The inert gas plant is stopped and all
Inerting of the cargo tanks now continues until the tank oxygen content reaches cargo system valves are closed. Inert gas plant isolation valves J801 and J802
less than 2% at all levels and they are considered inerted. are closed. The inert gas valve to aft vapour manifold crossover J602 is closed
and the elbow removed and blanked.The manifold inerting spool piece is also
removed and blanked.
WARNING
Inert gas from this generator will not sustain life. Great care must be
exercised to ensure the safety of all personnel involved with any operation
using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion.
Note: Until the ship is ready for LPG purging, the tanks should be kept under
a positive inert gas pressure.

Illustration 3.2.5a Gassing Up Cargo Tanks with Shore Vapour Return
L G HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
LPG - Propane Liquid L663 L661 L901 G951 G952

Inert Gas
Generator
Unit LPG - Propane Vapour L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room Inert Gas G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G L HPL

3.2.5 GASSING UP CARGO TANKS with shore vapour Position Description Valve
return Open No.3 liquid line to forward liquid manifold L616, L618
Open No.4 liquid line to forward liquid manifold L620, L622
Sea water is supplied to the cargo heater/vaporiser via valve W501. This water
then passes through the shell of the heater/vaporiser and discharges overboard Open No.1 tank filling starboard and port L101, L102
via valve W502. Open No.2 tank filling starboard and port L201, L202
Open No.3 tank filling starboard and port L301, L302
Note: To avoid damage to the cargo heater/vaporiser, sea water flow must Open No.4 tank filling starboard and port L401, L402
be established before LPG liquid is allowed to enter the heater/vaporiser and Open No.1 tank vapour suction G101
must remain in operation until all remaining liquid in the heater has been
Open No.2 tank vapour suction G201
LPG liquid is supplied from the shore tank to the cargo heater/vaporiser via Open No.4 tank vapour suction G401
the drain treatment line. In the vaporiser it passes through the U tubes and is Open No.1 vapour line to aft vapour manifold L701
flashed off into vapour by sea water flowing through the shell of the vaporiser. Open No.2 vapour line to aft vapour manifold L702
This vapour then passes through the valves as listed, to the bottoms of the Open No.3 vapour line to aft vapour manifold L703
cargo tanks in parallel. The inert gas in the cargo tanks, being lighter than
Open No.4 vapour line to aft vapour manifold L704
the LPG vapour, is displaced out of the top of the cargo tanks via the vapour
suction valves and passes back to shore via the vapour header and starboard Open Vapour to aft vapour manifold G711
manifold. Open Aft starboard vapour manifold G603
b) As the LPG vapour is more dense than the inert gas in the cargo
Procedure for Gassing Up Cargo Tanks with Vapour Return tanks a layer of LPG vapour will form at the bottom of the cargo
to Shore tanks.
a) Set up the valves as in the following table: c) The purge process should be carried out slowly to avoid
turbulence and ensure a good interface between the LPG vapour
Position Description Valve and the inert gas.
Open Sea water from engine room to cargo heater W501
d) The progress of the purge should be constantly monitored using
Open Sea water overboard from cargo heater W502 the tank sample points to ensure it is progressing smoothly.
Open Aft starboard liquid manifold valve to drain L631
treatment line e) When the LPG concentration at the top of the tanks, and thus
Open Spool piece isolation valves L635, L637 returning to shore flare, is 95% the purge can be considered
Fit Spool piece between valves L635 and L637 complete, unless shore requirements are more stringent.
Open Inlet valve to heater/vaporiser L658
f) The vapour return to shore valve G603 may now be closed and
Fit Spool piece between L658 and heater
a pressure of approximately 10kPag allowed to build up in the
Open Heater outlet H509 tanks.
Open Crossover valves between high pressure liquid H517, G605
manifold and forward vapour manifold g) Liquid from shore can now be stopped and any residual liquid
Fit Elbow between H517 and G605 in the cargo heater boiled off.
Open Port forward vapour manifold G602
h) All system valves are now closed and spool pieces removed and
Fit Inerting spool piece between port forward
blanked. The system is now readied for the following cooldown
liquid and vapour manifolds
and load operation.
Open Port forward liquid manifold L602

Illustration 3.2.6a Gassing Up Cargo Tanks from the Deck Tank at Sea using the Cargo Heater
L G HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
Inert Gas
Generator
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.2.6 gassing up cargo tanks from the deck tank Position Description Valve g) The vapour to vent riser valve G717 may now be closed and
at sea using the cargo heater a pressure of approximately 10kPag allowed to build up in the
Fit Spool piece between L658 and heater
tanks.
Open Heater outlet H509
To carry out this operation the vessel will need to proceed to an area clear
of shipping lanes and with adequate room to manoeuvre as this process will Open Crossover valves between high pressure liquid H517, G605 h) Liquid from the deck tank can now be stopped and any residual
involve venting LPG vapours to atmosphere. manifold and forward vapour manifold liquid in the cargo heater boiled off.
Fit Elbow between H517 and G605
WARNING Open Port forward vapour manifold G602 i) All system valves are now closed and spool pieces removed and
blanked.
Throughout the whole of the following process the vessel must keep all Fit Inerting spool piece between port forward
outside doors and ports closed and the air conditioning on recirculation. liquid and vapour manifolds
The system is now readied for the cooldown and loading operations.
Only personnel involved in cargo operations should be on the open Open Port forward liquid manifold L602
deck. Open No.1 liquid line to forward liquid manifold L608, L610
Sea water is supplied to the cargo heater/vaporiser via valve W501. This water
then passes through the shell of the heater/vaporiser and exits overboard via Open No.3 liquid line to forward liquid manifold L616, L618
valve W502. Open No.4 liquid line to forward liquid manifold L620, L622
Open No.1 tank filling starboard and port L101, L102
Note: To avoid damage to the cargo heater/vaporiser, sea water flow must Open No.2 tank filling starboard and port L201, L202
be established before LPG liquid is allowed to enter the heater/vaporiser and Open No.3 tank filling starboard and port L301, L302
must remain in operation until all remaining liquid in the heater has been Open No.4 tank filling starboard and port L401, L402
LPG liquid is supplied at low rate from the deck tank to the cargo heater/ Open No.2 tank vapour suction G201
vaporiser via the drain treatment line. There is no pump involved in this Open No.3 tank vapour suction G301
process only the overpressure in the deck tank which forces the liquid out. In Open No.4 tank vapour suction G401
the vaporiser it passes through the U tubes and is flashed off into vapour by Open Vapour header valves G701, G702
sea water flowing through the shell of the vaporiser. This vapour then passes G703, G704
through the valves as listed to the bottom of the cargo tanks in parallel. The Open Vapour valve to No.2 vent riser G717
inert gas in the cargo tanks, being lighter than the LPG vapour, is displaced out
Open Spectacle piece to No.2 vent riser
of the top of the cargo tanks via the vapour suction valves and vapour header
to No.2 vent riser and the atmosphere.
b) As the LPG vapour is more dense than the inert gas in the cargo
tanks a layer of LPG vapour will form at the bottom of the cargo
Procedure for Gassing Up Cargo Tanks from the Deck Tank at tanks.
Sea using the Cargo Heater
c) The purge process should be carried out slowly to avoid
turbulence and ensure a good interface between the LPG vapour
a) The valve and line set up required for this process is listed and the inert gas.
below:
d) The progress of the purge should be constantly monitored using
Position Description Valve the tank sample points to ensure it is progressing smoothly.
Open Sea water from engine room to cargo heater W501
Open Sea water overboard from cargo heater W502 e) The level and pressure in the deck tank should be monitored
throughout.
Open Deck tank filling valve L903
Open Deck tank liquid isolation valve L901 f) When the LPG concentration at the top of the tanks, and thus
Fit Deck tank liquid elbow to the vent riser is 95%, the purge can be considered complete,
Open Inlet valve to heater/vaporiser L658 unless future shore requirements are more stringent.

Illustration 3.2.7a Cooling Down Cargo Tanks with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key

Inert Gas
Generator
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G L HPL

3.2.7 cooling down cargo tanks with shore Position Description Valve
vapour return 10% Open No.4 tank top spray valve C408
Open No.1 tank vapour suction valve G101
To avoid thermal stresses on the cargo tank structure the tanks must be cooled
down gradually in preparation for loading. This is achieved by spraying liquid, Open No.2 tank vapour suction valve G201
supplied from ashore into the cargo tanks. The vapour generated is returned to Open No.3 tank vapour suction valve G301
shore tanks. Open No.4 tank vapour suction valve G401
CAUTION G703, G704
The tank top to bottom differential is not to exceed 50°C. The tank Open Isolation valve to aft vapour manifold G711
cooldown rate is not to exceed 15°C per hour. Open Starboard aft vapour manifold G603
Cargo tank temperatures are to be carefully monitored to remain within the a) Once all valves are set correctly and the drain valves checked to
above criteria. be closed, request shore to open the vapour return and be ready
to start the compressor.
LPG liquid is supplied from shore at low rate to the aft liquid manifold. From
here it passes via No.4 liquid line and an in-ttline filter to the condensate b) Request permission to commence liquid supply at the minimum
header and then to the individual cargo tanks via the spray valves. rate possible.
The vapour generated by the liquid flash off passes via the tank vapour c) As soon as the liquid supply starts, request the shore to start the
suctions and the vapour header to the aft vapour manifold where it returns to vapour return compressor.
shore tanks.
d) The initial pressure rise will be rapid and must be carefully
Procedure to Cool Down Cargo Tanks with Shore Vapour monitored and controlled by throttling in on the spray valves as
required, or stopping to let pressures decrease if necessary.
Return
e) As cooldown progresses the spray valves can be gradually
The valve line up for this process is as follows:
opened up to 100% and the liquid supply rate increased.
Position Description Valve f) At this point, provided the top/bottom differential is not too
much, the cargo pump and gauge sump lines can be slowly
Open Starboard liquid manifold L603
opened up to introduce liquid to the sumps.
Open Liquid valves L619, L621
Open Condensate valves C765, C763 g) Once a liquid level starts to form and tank pressures fall, the
C761 vessel’s compressors can be lined up and started. The liquid
Open Condensate valve to No.1 tank C701 supply from the shore and vapour return can be shut.
Open Condensate valve to No.2 tank C702
Open Condensate valve to No.3 tank C703 h) The cooldown can now continue with vessel’s compressors
until the pre-loading conditions are met.
10% Open No.1 tank side spray valve C107
10% Open No.1 tank top spray valve C108

3.3 Cargo Loading
3.3.1 Preparations for Loading
3.3.2 Loading Single Grade Cargo with Shore Vapour Return
3.3.3 Loading Single Grade Cargo with Cargo Compressors and No Shore Vapour Return
3.3.4 Loading Dual Grade Cargo with Cargo Compressors and No Shore Vapour Return
3.3.5 Loading Dual Grade Cargo with Shore Vapour Return
Illustrations
3.3.2a Loading Single Grade Cargo with Shore Vapour Return
3.3.3a Loading Single Grade Cargo with Cargo Compressors and No Shore Vapour Return
3.3.4a Loading Dual Grade Cargo with Cargo Compressors and No Shore Vapour Return
3.3.5a Loading Dual Grade Cargo with Shore Vapour Return

3.3 CARGO LOADING
3.3.1 Preparations for loading
1. The chief officer is to prepare a detailed loading and deballasting

plan which includes the trim and stability conditions during
loading.
2. The pre-arrival checklists are to be completed 48 hours before

arrival.
3. A pre-loading meeting is to be held together with the terminal

representatives. The shipshore safety check list is to be
completed.
4. A cargo survey is to be carried out by the chief officer and cargo

surveyor to establish the amount of cargo remaining on board,
both liquid and vapour.
5. All connections (bonding wires, telephones, ESD and cargo

arms) at the manifold are to be tested to ship and shore
satisfaction.
6. ESD system shutdowns are to be tested to the satisfaction of

both the ship and shore.
7. Cargo compressors are to be warmed through and prepared for

running.
8. Cargo tank levels, temperatures and pressures are to be

monitored and logged throughout the loading operation.
9. Manifold pressures and temperatures are to be monitored and

logged.
10. Cargo plant pressures and temperatures are to be monitored and

logged.
11. On completion of loading operations shore lines are to be blown

to the ship’s tanks and then all manifold valves are to be closed
to shore requirements.
surveyor to establish the quantity of liquid and vapour on board
and to calculate the quantity of cargo loaded.
13. Cargo tank pressures and levels are to be monitored on loaded

passage to ascertain plant requirements and the set up of the
condensate return valves.

Illustration 3.3.2a Loading Single Grade Cargo with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
H509
G863 G893
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511 H518
G840 No.4 Condenser E847 G605
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key

Inert Gas
Generator
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
HPL

3.3.2 LOADING single grade CARGO WITH SHORE Position Description Valve n) The tank filling valves of the last tank must be left open for line
VAPOUR RETURN drainage. Request the shore to stop loading in good time and
Open Vapour to forward vapour manifold G712 allow space in the last tank for line drainings.
Cargo pipeline systems are cooled down by starting the loading process at a Open Vapour crossover valves G713, G714
minimal rate until the desired temperature is reached and then by gradually o) All liquid remaining in the downward leg of the loading arms
increasing the loading rate. a) Once the listed valves are open and all drain valves are checked and the manifold connections is to be blown back to the last
to be closed, loading can begin. tank with hot gas or nitrogen from ashore. This is achieved by
closing the liquid manifold valves L601 and L603 and asking
Procedure to Load a Single Grade Cargo without use of Cargo b) Open the vapour manifold valves (starboard side alongside) the shore to pressurise the lines. When the arms are pressurised
Compressors G601 and G603. Check that the shore vapour return system is to approximately 4 bar open valves L601 and L603 and allow
open and ready to receive vapour. pressure to drop to approximately 1 bar. Repeat this process
The valve line up for this process is as follows: several times then check that the manifold drain valves are
c) Slowly open liquid manifold valves L601 and L603. liquid free.
d) Request shore to begin loading at the minimum rate and that p) The manifolds are now disconnected and the pipeline ends
Open No.1 liquid line to forward liquid manifold L608, L610 they start their vapour return compressor. blanked.
Open No.1 liquid line to aft liquid manifold L607, L609
Open No.2 liquid line to forward liquid manifold L612, L614 e) Check the vessel’s pipeline system to ensure that there is no q) The chief officer and cargo surveyor carry out a survey to
Open No.2 liquid line to aft liquid manifold L611, L613 leakage and that liquid is only going to the desired places. establish the quantity of liquid and vapour cargo on board on
Open No.3 liquid line to forward liquid manifold L616, L618 completion of loading and thus establish the cargo quantity
f) Monitor the liquid line temperatures to ensure that liquid is loaded.
Open No.3 liquid line to aft liquid manifold L615, L617 passing to all tanks.
Open No.4 liquid line to forward liquid manifold L620, L622 r) Open all liquid and spray valves not in use to ensure no liquid
Open No.4 liquid line to aft liquid manifold L619, L621 g) Monitor the cargo tank pressures and ensure that the pressure is trapped between the valves. Once liquid lines have warmed
Open 5% No.1 tank filling starboard and port L101, L102 rise is not too rapid. up valves to all tanks not in the reliquefaction cycle may be
Open 5% No.2 tank filling starboard and port L201, L202 closed.
h) Initially cargo tank pressures will rise rapidly, but will gradually
Open 5% No.3 tank filling starboard and port L301, L302
settle down as the tank bottoms are covered with liquid. Once
Open 5% No.4 tank filling starboard and port L401, L402 the pressures have steadied the cargo tank filling valves L101,
Open No.1 tank vapour suction valve G101 102, 201, 202, 301, 302, 401 and 402 can be slowly opened up
Open No.2 tank vapour suction valve G201 to 100% and the loading rate gradually increased to the design
Open No.3 tank vapour suction valve G301 maximum of 4,400m3/h per hour overall, or 1,100m3/h for each
tank.
Open No.1 vapour line to aft vapour manifold G701 i) The tank filling valves can now be adjusted to stagger the levels
Open No.2 vapour line to aft vapour manifold G702 in each tank for the required topping off interval and sequence.
Open No.3 vapour line to aft vapour manifold G703
Open No.4 vapour line to aft vapour manifold G704 j) The loading rate is reduced towards completion to ensure a
Open Vapour crossover valve G752 controlled topping off operation and to ensure the loading rate
is not exceeded for the number of tanks open.
Open Vapour crossover valve G753
Open Vapour crossover valve G754 k) Complete the loading of each tank in sequence.
Open No.1 vapour line to forward vapour manifold G725 l) Give shore adequate notice before each rate reduction and
Open No.2 vapour line to forward vapour manifold G724 completion.
Open No.3 vapour line to forward vapour manifold G723
m) Before completion, if the cargo plant has not been used for the
Open No.4 vapour line to forward vapour manifold G722 loading operation it must now be started. This procedure is
Open Vapour to aft vapour manifold G711 explained in section 2.5.

Illustration 3.3.3a Loading Single Grade Cargo with Cargo Compressors and No Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key

Inert Gas
Generator
Engine Room LPG - Propane Condensate G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G G HPL

3.3.3 LOADING SINGle grade CARGO WITH cargo i) Once the pressures have steadied, the cargo tank filling valves
compressors and no SHORE VAPOUR RETURN L101, 102, 201, 202, 301, 302, 401 and 402 can be slowly
Open No.3 reliquefaction plant valves G863, G893 opened up to 100% and the loading rate gradually increased
G830, C830 to the design maximum of 4,400m3/h overall, or 1,100m3/h for
Procedure to Load a Single Grade Cargo using the Cargo C831, C833 each tank.
Compressors Open No.4 reliquefaction plant valves G864, G894
G840, C840 j) The tank filling valves can now be adjusted to stagger the levels
Cargo pipeline systems are cooled down by starting the loading process at C841, C843 in each tank for the required topping off interval and sequence.
a minimal rate until the desired temperature is reached and then gradually Open No.5 reliquefaction plant valves G865, G895
increasing the loading rate. The valve line up for this process is as follows: G850, C850 k) The loading rate is reduced towards completion to ensure a
C851, C853 controlled topping off operation and to ensure the loading rate
Position Description Valve Open Condensate crossover valves C752, C753 is not exceeded for the number of tanks open.
Open No.1 liquid line to forward liquid manifold L608, L610 C754, C755
l) Complete the loading of each tank in sequence.
Open No.1 liquid line to aft liquid manifold L607, L609 Open Condensate valves C702, C703
C704, C705
Open No.2 liquid line to forward liquid manifold L612, L614 m) Give shore adequate notice before each rate reduction and
Open No.1 tank port and starboard condensate to C101, C102 completion.
sumps
Open No.2 tank port and starboard condensate to C201, C202 n) The tank filling valves of the last tank must be left open for line
Open No.3 liquid line to aft liquid manifold L615, L617 sumps drainage. Request the shore to stop loading in good time and
Open No.4 liquid line to forward liquid manifold L620, L622 Open No.3 tank port and starboard condensate to C301, C302 allow space in the last tank for line drainings.
Open No.4 liquid line to aft liquid manifold L619, L621 sumps
Open 5% No.1 tank filling starboard and port L101, L102 Open No.4 tank port and starboard condensate to C401, C402 o) All liquid remaining in the downward leg of the loading arms
Open 5% No.2 tank filling starboard and port L201, L202 sumps and the manifold connections is to be blown back to the last
Open 5% No.3 tank filling starboard and port L301, L302 tank with hot gas or nitrogen from ashore. This is achieved by
a) Once the listed valves are open and all drain valves are checked closing the liquid manifold valves L601 and L603 and asking
Open 5% No.4 tank filling starboard and port L401, L402
to be closed, loading can begin. the shore to pressurise the lines. When the arms are pressurised
Open No.1 tank vapour suction valve G101 to approximately 4 bar, open valves L601 and L603 and allow
Open No.2 tank vapour suction valve G201 b) Start the first cargo plant immediately prior to commencement the pressure to drop to approximately 1 bar. Repeat this process
Open No.3 tank vapour suction valve G301 of loading. several times then check that the manifold drain valves are
Open No.4 tank vapour suction valve G401 liquid free.
Open No.1 vapour line to aft vapour manifold G701 c) Slowly open liquid manifold valves L601 and L603.
p) The manifolds are now disconnected and the pipeline ends
Open No.2 vapour line to aft vapour manifold G702 blanked.
d) Request that shore begin loading at a minimum rate and that
Open No.3 vapour line to aft vapour manifold G703 they start their vapour return compressor.
Open No.4 vapour line to aft vapour manifold G704 q) The chief officer and the cargo surveyor carry out a survey to
Open Vapour crossover valve G752 e) Check the vessel’s pipeline system to ensure that there is no establish the quantity of liquid and vapour cargo on board on
Open Vapour crossover valve G753 leakage and that liquid is only going to the desired places. completion of loading and thus establish the cargo quantity
loaded.
Open Vapour ccrossover valve G754
f) Monitor the liquid line temperatures to ensure that liquid is
Open Vapour crossover valve G755 r) Open all liquid and spray valves not in use to ensure that no
passing to all tanks.
Open Vapour header valve G722 liquid is trapped between the valves. Once the liquid lines have
Open Vapour header valve G723 g) Monitor the cargo tank pressures and ensure that the pressure warmed up, valves to all tanks not in the reliquefaction cycle
Open Vapour header valve G724 rise is not too rapid. Start additional cargo plants as soon as may be closed.
Open Vapour header valve G725 pressure begins to rise.
s) The number of reliquefaction plants required on passage is
Open No.2 reliquefaction plant valves G862, G892 dictated by the cargo tank pressures, which will gradually
h) Initially cargo tank pressures will rise rapidly, but will gradually
G820, C820 reduce as the liquid is cooled to its boiling point, but will also
settle down as the tank bottoms are covered with liquid.
C821, C823 fluctuate with atmospheric pressure and the vessel’s motion.

Illustration 3.3.4a Loading Dual Grade Cargo with Cargo Compressors and No Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
Inert Gas
Generator
Engine Room LPG - Propane Condensate G903
L603 G603 G601 L601 H501
LPG - Butane Liquid Starboard Manifold Deck Tank (350m3)
L635 H563
LPG - Butane Vapour L631 L629 H561
LPG - Butane Condensate G G HPL

3.3.4 LOADING DUal grade CARGO WITH cargo Position Description Valve j) The loading rate is reduced towards completion to ensure a
compressors and no SHORE VAPOUR RETURN controlled topping off operation and to ensure the loading rate
Open Condensate crossover valves - propane C752, C753
is not exceeded for the number of tanks open.
C754
Procedure to Load a Dual Grade Cargo using the Cargo Open Condensate valves - propane C722, C723 k) Complete the loading of each tank in sequence.
Compressors C724
Open No.1 tank port and starboard condensate to C101, C102 l) Give shore adequate notice before each rate reduction and
Cargo pipeline systems are cooled down by starting the loading process at sumps - butane completion.
a minimal rate until the desired temperature is reached and then gradually Open No.2 tank port and starboard condensate to C201, C202
increasing the loading rate. The valve line up for this process is as follows: sumps - propane m) The tank filling valves of the last tank must be left open for line
Open No.3 tank port and starboard condensate to C301, C302 drainage. Request the shore to stop loading in good time and
Position Description Valve sumps - propane allow space in the last tank for line drainings.
Open No.1 liquid line to forward manifold - butane L608, L610 Open No.4 tank port and starboard condensate to C401, C402
n) All liquid remaining in the downward leg of the loading arms
Open No.2 liquid line to aft manifold - propane L611, L613 sumps - propane
and the manifold connections is to be blown back to the last
Open No.3 liquid line to aft manifold - propane L615, L617 tank with hot gas or nitrogen from ashore. This is achieved by
a) Once the listed valves are open and all drain valves are checked
Open No.4 liquid line to aft manifold - propane L619, L621 closing the liquid manifold valves L601 and L603 and asking
to be closed, loading can begin.
Open No.1 tank filling starboard and port - butane L101, L102 the shore to pressurise the lines. When the arms are pressurised
to approximately 4 bar open valves L601 and L603 and allow
Open No.2 tank filling starboard and port - propane L201, L202 b) Start the first cargo plant on each grade immediately prior to
the pressure to drop to approximately 1 bar. Repeat this process
Open No.3 tank filling starboard and port - propane L301, L302 commencement of loading.
several times then check that the manifold drain valves are
Open No.4 tank filling starboard and port - propane L401, L402 liquid free.
c) Slowly open liquid manifold valves L601 and L603.
Open 5% No.1 tank vapour suction - butane G101
Open 5% No.2 tank vapour suction - propane G201 o) The manifolds are now disconnected and the pipeline ends are
d) Request shore begin loading at the minimum rate.
blanked.
Open 5% No.3 tank vapour suction - propane G301
Open 5% No.4 tank vapour suction - propane G401 e) Check the vessel’s pipeline system to ensure that there is no
p) The chief officer and cargo surveyor carry out a survey to
Open Vapour crossover - butane G755 leakage and that liquid is only going to the desired places.
establish the quantity of liquid and vapour cargo on board on
Open Vapour crossover - propane G754 completion of loading and thus establish the cargo quantity
f) Monitor the liquid line temperatures to ensure that liquid is
Open Vapour crossover - propane G753 loaded.
passing to correct tanks.
Open Vapour crossover - propane G752
q) Open all liquid and spray valves not in use to ensure no liquid
Open Vapour header valve - propane G724 g) Monitor the cargo tank pressures and ensure that the pressure
is trapped between the valves. Once liquid lines have warmed
Open Vapour header valve - propane G723 rise is not too rapid. Start additional cargo plants as soon as the
up valves to all tanks not in the reliquefaction cycle may be
pressure begins to rise.
Open Vapour header valve - propane G722 closed.
Open No.5 reliquefaction plant valves - butane G865, G895 h) Initially cargo tank pressures will rise rapidly, but will gradually
G850, C850 r) The number of reliquefaction plants required on passage is
settle down as the tank bottoms are covered with liquid. Once
C851, E853 dictated by the cargo tank pressures, which will gradually
the pressures have steadied the cargo tank filling valves L101,
Open No4 reliquefaction plant valves - propane G864, G894, reduce as the liquid is cooled to its boiling point, but will also
102, 201, 202, 301, 302, 401 and 402 can be slowly opened and
G840, C840 fluctuate with atmospheric pressure and the vessel’s motion.
the loading rate gradually increased to the design maximum of
C841, E843 4,400m3/h overall, or 1,100m3/h for each tank.
Open No.3 reliquefaction plant valves - propane G863, G893 The actual loading rate will be decided by the tank pressure. CAUTION
G830, C830 At some terminals butane is supercooled and may drop into vacuum
C831, E833 i) The tank filling valves can now be adjusted to stagger the levels with the motion of the vessel in a seaway. In case of severe pressure drop
Open No.2 reliquefaction plant valves - propane G862, G892 in each tank for the required topping off interval and sequence. valve G725 can be opened to over-carry excess pressure in the propane
G820, C820 Consideration should be given to setting up a stagger between tanks until a vaporiser is lined up.
C821, E823 completion times of the two grades to eliminate confusion.
Open Condensate crossover - butane C755

Illustration 3.3.5a Loading Dual Grade Cargo with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key

Inert Gas
Generator
Engine Room LPG - Butane Liquid G903
L603 G603 G601 L601 H501
LPG - Butane Vapour Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
HPL

3.3.5 LOADING DUal grade CARGO WITH SHORE f) Monitor the liquid line temperatures to ensure that liquid is q) The chief officer and cargo surveyor carry out a survey to
VAPOUR RETURN passing to all tanks. establish the quantity of liquid and vapour cargo on board on
completion of loading and thus establish the cargo quantity
g) Monitor the cargo tank pressures and ensure that the pressure loaded.
Procedure to Load a Dual Grade Cargo using Shore Vapour rise is not too rapid.
Return r) Open all liquid and spray valves not in use to ensure that no
h) Initially cargo tank pressures will rise rapidly, but will gradually liquid is trapped between the valves. Once the liquid lines have
Cargo pipeline systems are cooled down by starting the loading process at settle down as the tank bottoms are covered with liquid. Once warmed up valves to all tanks not in the reliquefaction cycle
minimal rate until the desired temperature is reached and then gradually the pressures have steadied, the cargo tank filling valves L101, may be closed.
increasing the loading rate. The valve line up for this process is as follows: 102, 201, 202, 301, 302, 401 and 402 can be slowly opened up
to 100% and the loading rate gradually increased to the design s) The number of reliquefaction plants required on passage is
Position Description Valve maximum of 4,400m3/h overall, or 1,100m3/h for each tank. dictated by the cargo tank pressures, which will gradually
In this case 1,100m3/h for the butane and 2,200m3/h for the reduce as the liquid is cooled to its boiling point, but will also
Open No.1 liquid line to forward manifold - butane L608, L610 propane. fluctuate with atmospheric pressure and the vessel’s motion.
Open No.2 liquid line to aft manifold - propane L611, L613
Open No.3 liquid line to aft manifold - propane L615, L617 i) The tank filling valves can now be adjusted to stagger the levels CAUTION
Open No.4 liquid line to aft manifold propane L619, L621 in each tank for the required topping off interval and sequence. At some terminals butane is supercooled and may drop into vacuum
Open No.1 tank filling starboard and port - butane L101, L102 Consideration should be given to setting up a stagger between with the motion of the vessel in a seaway. In case of severe pressure drop
the completion times of the two grades to eliminate confusion. valve G725 can be opened to over-carry excess pressure in the propane
Open No.2 tank filling starboard and port - propane L201, L202
Open No.3 tank filling starboard and port - propane L301, L302 tanks until a vaporiser is lined up.
j) The loading rate is reduced towards completion to ensure a
Open No.4 tank filling starboard and port - propane L401, L402 controlled topping off operation and to ensure the loading rate
Open 5% No.1 tank vapour suction - butane G101 is not exceeded for the number of tanks open.
k) Complete the loading of each tank in sequence.
Open 5% No.4 tank vapour suction - propane G401 l) Cargo reliquefaction plants for each grade will need to be
Open Vapour cross over - butane G755 prepared and started before the completion of loading.
Open No.2 vapour to aft manifold - propane G702
Open No.3 vapour to aft manifold - propane G703 m) Give shore adequate notice before each rate reduction and
Open No.4 vapour to aft manifold - propane G704 completion.
Open No.1 vapour to forward manifold - butane G725
n) The tank filling valves of the last tank on each grade must be
Open Valve to forward vapour manifold - butane G712 left open for line drainage. Request the shore to stop loading
Open Valve to aft vapour manifold - propane G711 in good time and to allow space in the last tanks for line
drainings.
to be closed, loading can begin. o) All liquid remaining in the downward leg of the loading arms
and the manifold connections is to be blown back to the last
b) Open vapour manifolds G601 and G603 and ask shore to line up tank with hot gas or nitrogen from ashore. This is achieved by
the vapour returns to the shore tanks. closing the liquid manifold valves L601 and L603 and asking
the shore to pressurise the lines. When the arms are pressurised
c) Slowly open liquid manifold valves L601 and L603. to approximately 4 bar open valves L601 and L603 and allow
pressure to drop to approximately 1 bar. Repeat this process
d) Request shore to begin loading at the minimum rate and that several times then check that the manifold drain valves are
they start their vapour return compressor. liquid free.
e) Check the vessel’s pipeline system to ensure that there is no p) The manifolds are now disconnected and the pipeline ends
leakage and that liquid is only going to the desired places. blanked.

3.4 Reliquefaction of Cargo on Laden Voyage
3.4.1 Reliquefaction of Dual Grade on Laden Voyage
3.4.2 Reliquefaction of Single Grade on Laden Voyage
Illustrations
3.4.1a Reliquefaction of Dual Grade on Laden Voyage
3.4.2a Reliquefaction of Single Grade on Laden Voyage

Illustration 3.4.1a Reliquefaction of Dual Grade on Laden Voyage
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
Inert Gas
Generator
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.4 Reliquefaction of cargo on laden Reliquefaction Process

voyage
During carriage the liquid cargo will boil off into vapour. This vapour is drawn
off from the cargo tanks by the cargo compressors via a knockout drum, which
3.4.1 Reliquefaction of Dual grade on laden
removes any liquid in suspension in the vapour.
voyage
In the case of butane in cold climates, reliquefaction due to pressure would
Once the vessel departs the loading port cargo compressors will be required to
be possible in the compressor. To avoid this happening, hot cargo vapour can
maintain the cargo as close to its boiling point as possible for the duration of the
be passed from the discharge side of the compressor to the knockout drum to
laden passage. These compressors will have been started at the load port and
prevent this happening.
the valves required for this operation are listed below. In this case No.5 plant
is being used for butane, and No.3 and 4 are being used for the propane.
The LPG vapour, at high temperature and pressure, then passes to the
condenser where it is turned into a warm liquid by the comparatively warm
Position Description Valve sea water passing through the condenser tubes.
Open No.1 tank vapour suction - butane G101
This warm liquid leaves the condenser via an expansion valve, across which
Open No.2 tank vapour suction - propane G201 the liquid expands and cools before returning to the cargo tank through the
Open No.3 tank vapour suction - propane G301 condensate return valves. These valves allow the liquid to return to the tanks
Open No.4 tank vapour suction - propane G401 at several levels, but on the laden voyage it is returned to the tank bottom or
Open Vapour cross over - butane G755 sumps.
Open No.5 reliquefaction plant valves - butane G865, G895
G850, C850
C851, C853
Open No.4 reliquefaction plant valves - propane G864, G894
G840, C840
C841, C843
Open No.3 reliquefaction plant valves - propane G863, G893
G830, C830
C831, C833
Open Condensate crossover - butane C755
Open Condensate crossover valves - propane C753, C754
Open Condensate valves - propane C702, C703
C704
Open No.1 tank port and starboard condensate C101, C102
returns to sumps - butane
returns to sumps - propane

Illustration 3.4.2a Reliquefaction of Single Grade on Laden Voyage
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
Inert Gas
Generator
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.4.2 Reliquefaction of SINGLE grade on laden The LPG vapour, at high temperature and pressure, then passes to the
voyage condenser where it is turned into a warm liquid by the comparatively warm
sea water passing through the condenser tubes. This warm liquid leaves the
Once the vessel departs the loading port cargo compressors will be required to condenser via an expansion valve, across which the liquid expands and cools
maintain the cargo as close to its boiling point as possible for the duration of before returning to the cargo tank through the condensate return valves. These
the laden passage. These compressors will have been started at the load port valves allow the liquid to return to the tanks at several levels, but on the laden
and the valves required for this operation are listed below. In this case No.4 voyage it is returned to the tank bottom or sumps.
and 5 are being used for the propane.

Open Vapour crossover valves G755, G754
Open No.1 vapour valve to aft manifold G701
Open No.5 reliquefaction plant valve G865, G895
G850, C850
C851, C853
Open No.4 reliquefaction plant valves G864, G894
G840, C840
C841, C843
Open Condensate crossover valves C754, C755
Open Condensate valves C701, C702
C703, C704
Open No.1 tank port and starboard condensate returns C101, C102
to sumps
to sumps
to sumps
to sumps
Reliquefaction Process
During carriage the liquid cargo will start to boil off into vapour. This vapour
is drawn off from the cargo tanks by the cargo compressors via a knockout
drum, which removes any liquid in suspension in the vapour. In the case of
butane in cold climates reliquefaction due to pressure would be possible in the
compressor. To avoid this happening, hot cargo vapour can be passed from the
discharge side of the compressor to the knockout drum.

3.5 Cargo Discharge
3.5.1 Preparations for Discharge
3.5.2 Discharging Single Grade Cargo with Shore Vapour Return
3.5.3 Discharging Dual Grade Cargo with Shore Vapour Return
3.5.4 Discharge of Cargo Tank with the Emergency Pump
3.5.5 Cargo Discharge using the Cargo Heater and Booster Pump
3.5.6 Blowing the Ship's Lines to Shore with the Cargo Compressors
3.5.7 Stripping Cargo Tanks
Illustrations
3.5.2a Discharging Single Grade Cargo with Shore Vapour Return
3.5.3a Discharging Dual Grade Cargo with Shore Vapour Return
3.5.4a Cargo Discharge using the Emergency Pump
3.5.6a Blowing the Ship's Lines to Shore with the Cargo Compressors
3.5.7a Blowing the Ship’s Lines to Shore after Total Discharge

3.5 CARGO Discharge 13. Cargo tank pressures and levels and temperatures are to be
monitored on loaded passage to ascertain plant requirements for
3.5.1 Preparations for discharge cooling of the cargo tanks on passage.
1. The chief officer is to prepare a detailed discharging and

deballasting plan which includes the trim and stability conditions
during discharging.
2. The pre-arrival checklists are to be completed 48 hours before

arrival.
3. A pre-discharging meeting is to be held together with the

terminal representatives. The ship/shore safety check list is to
be completed.
4. All cargo pumps are to be megger tested and a test run on

recirculation to their own tank prior to arrival.
5. The cargo survey is to be carried out by the chief officer and

cargo surveyor to establish the cargo quantity, both liquid and
vapour.
6. All connections (bonding wires, telephones, ESD and cargo

arms) at the manifold are to be tested to ship and shore
satisfaction.
7. ESD system shutdowns are to be tested to the satisfaction of

both the ship and shore.
8. Cargo tank levels, temperatures and pressures are to be

monitored and logged throughout the discharging operation.
9. Manifold pressures and temperatures are to be monitored and

logged.
10. Cargo plant pressures and temperatures are to be monitored and

logged.
11. On completion of discharging operations the ship’s lines are

to be blown to shore using warm LPG gas from the vessel’s
compressors, then all manifold valves are to be closed to shore
requirements.
surveyor to establish the quantity of liquid and vapour on board
and to calculate the quantity of cargo discharged.

Illustration 3.5.2a Discharging Single Grade Cargo with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key

Inert Gas
Generator
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
HPL

3.5.2 discharging SINGLE GRADE CARGO WITH SHORE e) Once the pump has settled, slowly close in on the filling valve s) Once the line blowing is completed, all manifold valves are to
VAPOUR RETURN L102 to cool down the ship’s lines and shore cargo arms. be closed and blanked.
Cargo pipeline systems are cooled down by starting the discharging process f) Request the shore to commence vapour supply to the vessel. t) The chief officer and cargo surveyor carry out a survey to
at minimal rate until the desired temperature is reached and then gradually establish the quantity of liquid and vapour cargo on board on
increasing the discharge rate. g) Check the vessel’s pipeline system to ensure that there is no completion of discharge and thus establish the cargo quantity
leakage and that liquid is only going to the desired places. discharged.
Procedure to Discharge a Single Grade Cargo h) Monitor the liquid line temperatures until they are sufficiently u) Open all liquid and spray valves not in use to ensure that no
cooled. liquid is trapped between the valves. Once the liquid lines have
Position Description Valve warmed up valves to all tanks not in the reliquefaction cycle
i) Monitor the cargo tank pressures and ensure that the pressure may be closed.
fall is not too rapid.
Open No.2 liquid line to forward liquid manifold L612, L614 j) When the lines are fully cooled and shore agree, valve L102
Open No.2 liquid line to aft liquid manifold L611, L613 can be fully closed and the other pumps started as required.
Open No.3 liquid line to forward liquid manifold L616, L618 Each pump in turn is to be started against a 10% open discharge
Open No.3 liquid line to aft liquid manifold L615, L617 valve and opened up slowly to the shore required discharge rate
but always limited to design maximum of 4,400m3/h overall, or
1,100m3/h for each tank.
Open No.1 tank vapour suction valve G101 k) Shore supply of vapour is to be adjusted to balance the vessel’s
Open No.2 tank vapour suction valve G201 discharge rate. If this is not possible then the discharge rate is to
Open No.3 tank vapour suction valve G301 be reduced to balance the supply of vapour.
l) The cargo pump discharge valves can now be adjusted to
Open No.3 vapour line to aft vapour manifold G703 stagger the levels in each tank for the required finishing interval
Open No.1 vapour line to aft vapour manifold G701 and sequence.
Open No.4 vapour line to forward vapour manifold G722 m) Towards completion of discharge the vapour flow from ashore
Open No.2 vapour line to forward vapour manifold G724 will need to be reduced as the discharge rate reduces.
Open Vapour to aft vapour manifold G711
n) Complete the discharge of each tank in sequence, closing in on
Open Vapour to forward vapour manifold G712 the pump discharge valves towards completion.
Open Vapour cross over valves G713, G714
o) It is normal to leave around 1% of the tank volume as a liquid
a) Once the listed valves are open and all drain valves are checked heel for tank cooling on the ballast voyage.
to be closed, discharge can begin.
p) Give shore adequate notice before each pump is stopped and on
b) Open vapour manifold valves (starboard side alongside) G601 completion.
and G603. Check that the shore vapour supply system is open
and ready to supply vapour. q) On completion the shore vapour supply must be stopped and
vapour manifold valves G601 and G603 closed.
c) Slowly open liquid manifold valves L601 and L603.
r) Cargo lines will now be blown through from the vessel using
d) In the first tank to discharge (No.1), open the starboard filling the ship’s compressors blowing hot gas to displace any liquid in
valve L102 and open the starboard pump discharge valve L103, the vessel’s pipelines and shore cargo arms. This procedure is
10%. Start No.1 starboard pump on full recirculation. explained in section 3.5.6.

Illustration 3.5.3a Discharging Dual Grade Cargo with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key

Inert Gas
Generator
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
HPL

3.5.3 discharging dual GRADE CARGO WITH SHORE g) In the first propane tank (No.2) open the starboard filling valve t) Cargo lines will now be blown through from the vessel using
VAPOUR RETURN L202 and crack open starboard pump discharge valve L203. the ship’s compressors blowing hot gas to displace liquid in
Start No.2 starboard pump on full recirculation. the vessel’s pipelines and shore cargo arms. This procedure is
Cargo pipeline systems are cooled down by starting the discharging process at explained in section 3.5.6.
a minimal rate until the desired temperature is reached and then by gradually h) Request shore to commence propane vapour supply to the
increasing the discharge rate. vessel. u) Once the line blowing is completed, all manifold valves are to
be closed and blanked.
i) Check the vessel’s pipeline system to ensure that there is no
Procedure to Discharge a Dual Grade Cargo leakage and that liquid is only going to the desired places. v) The chief officer and cargo surveyor carry out a survey to
Position Description Valve j) Monitor the liquid line temperatures until sufficiently cooled. completion of discharge and thus establish the cargo quantity
Open No.1 liquid line to forward liquid manifold L608, L610 discharged.
k) Monitor cargo tank pressures and ensure that the pressure fall is
not too rapid. w) Open all liquid and spray valves not in use to ensure no liquid is
Open No.3 liquid line to aft liquid manifold L615, L617 trapped between the valves. Once the liquid lines have warmed
Open No.4 liquid line to aft liquid manifold L619, L621 l) When the lines are fully cooled and shore agree, valves L102 up, valves to all tanks not in the reliquefaction cycle may be
Open No.1 tank vapour suction valve G101 and L202 can be fully closed and the other pumps started as closed.
Open No.2 tank vapour suction valve G201 required. Each pump in turn is to be started against a cracked
open discharge valve and opened up slowly to the shore CAUTION
required discharge rate but always limited to a design maximum Ensure that crossover valves separating different grades are kept
Open No.4 tank vapour suction valve G401 of 4,400m3/h overall, or 1,100m3/h for each tank to a maximum closed.
Open Vapour crossover valve G755 of 2,200m3 per cargo arm.
Open No.1 vapour line to forward vapour manifold G725
Open No.2 vapour line to aft vapour manifold G702 m) The shore supply of vapour is to be adjusted to balance the
Open No.3 vapour line to aft vapour manifold G703 vessel’s discharge rate. If this is not possible then the discharge
rate to be reduced to balance the supply of vapour.
Open No.4 vapour line to aft vapour manifold G704
Open Vapour to aft vapour manifold G711 n) The cargo pump discharge valves can now be adjusted to
Open Vapour to forward vapour manifold G712 stagger the levels in each tank for the required finishing interval
and sequence.
to be closed, discharge can begin. o) Towards completion of discharge the vapour flow from ashore
will need to be reduced as the discharge rate reduces.
b) Open vapour manifold valves (starboard side alongside) G601
and G603. Check that the shore vapour supply system is open p) Complete the discharge of each tank in sequence, closing in on
and ready to supply vapour. the pump discharge valves towards completion.
c) Slowly open liquid manifold valves L601 and L603. q) It is normal to leave around 1% of the tank volume as a liquid
heel for tank cooling on the ballast voyage.
d) In the first tank to discharge (No.1 butane), open the starboard
filling valve L102 and crack open the starboard pump discharge r) Give shore adequate notice before each pump is stopped and
valve L103. Start No.1 starboard pump on full recirculation. completion of each grade.
e) Once the pump has settled, slowly close in on the filling valve s) On completion the shore vapour supply must be stopped and
L102 to cool down the ship’s lines and shore cargo arm. vapour manifold valves G601 and G603 closed.
f) Request shore to commence butane vapour supply to the

vessel.

Illustration 3.5.4a Cargo Discharge using the Emergency Pump
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
Inert Gas
Generator
Unit L637 L625 G609 G607 L623 H503 G605 L903 G902
L902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
HPL

3.5.4 Discharge of cargo tank with the

Emergency pump
In the event of both main cargo pumps in one tank failing, one emergency
cargo pump per tank is fitted. The design rate for these pumps is 250m3/h.
As there is only one pump per tank, situated in the starboard side, the levelling
valve on the dividing centreline bulkhead of the cargo tank will need to be
open throughout the operation.
The emergency pump is not located in a sump, but above the bottom of the
cargo tank and thus will not achieve a complete strip of the tank.
Emergency Discharge Procedure (No.2 Tank)
a) Open No.2 cargo tank levelling valve.
b) Open No.2 cargo tank starboard filling valve L201.
c) Crack open the emergency pump discharge valve L205.
d) Open valves L611 and L613 to line up No.2 tank to the aft
liquid manifold.
e) Inform shore and open the starboard aft liquid manifold valve
L603.
f) Start the emergency pump on full recirculation to cool down the

lines and cargo arm.
g) Gradually close in on valve L201 and increase the discharge

rate as the lines cool.
h) When the lines are fully cooled close valve L201 fully.
i) Close in on valve L205 to maintain the discharge pressure on

the pump as the tank level falls.
j) When the pump loses suction and the discharge pressure drops
off stop the pump and close the discharge valve.
k) Cargo lines are now blown to shore with the ship’s compressor
as described in section 3.5.6.

Illustration 3.5.5a Booster Pump and Heater/Vaporiser System

Port Manifold
L638 L636
H564 H562 G612
G610 25 G608 L624 25
25 Nitrogen
L626 50 Connection
50 Point
W501 L632 L630
SW Inlet L604 G604 G602 L602 H502
250 H536
Heater/Vaporiser L664 L662 H504
H554 50 Common To
No.3 Dome
SW Outlet 400 250 250 400 250
H553 50
150 L658
H509
H507 250 250 250 250
No.1 Booster
Pump H551 H510
H508
300 300 G606
250
200
Common To
No.3 Dome To/From 300 300
H506 H511 Starboard FM
Manifold H517
H505 H515
H512
H513
150 400
250 250
250 400
H514
No.2 Booster G605
H555 200
Pump
300 300
L621 L619 L613 L611
Common To J602
No.3 Dome
L306 300 300
Common To L622 L620 L614 L612

No.3 Dome 250
No.3 Tank Dome Common To
No.3 Dome
H516 H503
J601
300 300
Booster System Pressure
H535
Control Line Return L617 L615 L609 L607
H501
Key 300 300
LPG - Propane Liquid H563 H561
LPG - Propane Vapour 300 300 300
LPG - Butane Liquid L618 L616 L610 L608 Starboard Manifold
LPG - Butane Vapour
Inert Gas 400

400
Sea Water

3.5.5 Cargo discharge using the cargo heater Position Description Valve CAUTION
and booster pump Closed Cargo heater outlet valve H509 Running the booster pump without any liquid flow from the cargo pump
Open No.4 liquid line to aft liquid manifold L619, 621 can cause damage.
Sea water is supplied to the cargo heater/vaporiser via valve W501. The sea
water then passes through the shell of the heater/vaporiser and discharges Open Aft manifold to booster line H505
m) When unloading cargo has been completed, drain the remaining
overboard via valve W502. Open No.4 tank manual levelling valve 100% L442
liquid in the pipe back to the cargo tank.
Note: To avoid damage to the cargo heater/vaporiser sea water flow must be Open Port manifold high pressure line manual valve H504 n) When the discharge of cargo is completed the loading arm is
established before the LPG liquid is allowed to enter the heater/vaporiser and removed. However, prior to disconnecting it, the remaining
remain in operation until all remaining liquid in the heater has been drained c) Once the listed valves are open, and all drain valves are checked liquid in the arm should be blown ashore with hot gas.
or evaporated. to be closed, discharge can begin.
o) Supply sea water to the cargo heater while there is liquid
d) Slowly open the high pressure liquid manifold valve H502. remaining in the individual instrument and pipework, after all
Prepare the Cargo Heater
the remaining liquid has been completely removed (confirm
e) In No.4 tank open the starboard filling valve L402 and open through the temperature rise in the instrument and pipe) stop the
a) Close all drain valves on the shell side.
the starboard pump discharge valve L403, 10%. Start No.4 supply of sea water.
starboard pump on full recirculation.
b) Ensure that the drain valve on the LPG side is closed.
p) Once the line blowing is completed, all manifold valves are to
f) Once the pump has settled, slowly close in on the filling valve be closed and lines blanked.
c) Open the sea water inlet valve W501 and the outlet valve W502
L402 to cool down the ship’s line and send liquid to the booster
on the heater. Start the sea water cooling system, refer to section
pump. q) The chief officer and cargo surveyor carry out a survey to
2.4 of the machinery manual.
g) Check the vessel’s pipeline system to ensure that there is no completion of discharge and thus establish the cargo quantity
leakage and that liquid is only going to the desired places. discharged.
Procedure to Discharge using the Booster Pump and Heater
h) Watching the booster pump inlet side pressure, start the booster r) Open all liquid and spray valves not in use to ensure that no
When discharging propane from No.4 tank, due to the reduced discharge rate pump, and then, watching the discharge side pressure, gradually liquid is trapped between the valves. Once the liquid lines have
there would normally be no vapour return. The vapour line would be common open the discharge valve H507 to leave it slightly open. warmed up valves to all tanks not in the reliquefaction cycle
with any other propane tanks and the reliquefaction plant lined up as required may be closed.
to control the tank pressures. i) Next, the cargo heater outlet valve H509 should be slowly
opened.
CAUTION
Only one booster pump should be run at a time, running two together j) The matching of the cargo pump and the booster pump is carried
can result in damage due to over pressurisation. out by adjusting the opening of the cargo tank filling valve (to
recirculate cargo) and the discharge valve H507 to adjust the
a) Install the elbow bend from the aft liquid manifold to the pressure and flow.
booster pump inlet line.
k) During the booster/heater operation, attention must be paid to
b) Set up the valves as follows, all valves are assumed closed: the sea water and cargo outlet temperatures. The cargo flow rate
is to be adjusted by the booster pump discharge valve H507 to
Position Description Valve prevent the sea water freezing, or low temperature liquid flow
to shore. Use the bypass valve H510 for cargo mixing.
Open No.2 booster pump inlet valve H513
Open No.2 booster pump outlet valve 10% H514 l) The quantity of cargo to be retained in a cargo tank should be
Open Booster control line return valves H511, H516 about 1% of the capacity of each tank, and when the liquid level
Auto Booster control line automatic valve H512 of this stripping/draining has been reached, stop the booster
pump and the cargo pump at the same time, and as soon as the
Open Cargo heater inlet valve H508
pumps have been stopped close the pump discharge valve.
Closed Cargo heater by-pass valve H510

Illustration 3.5.6a Blowing the Ship’s Lines to Shore with the Cargo Compressors
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
LPG - Propane Vapour L663 L661 L901 G951 G952
Inert Gas
Generator
Unit LPG - Butane Vapour L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room LPG - Hot Propane Gas G903
L603 G603 G601 L601 H501
LPG - Hot Butane Gas Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
G G HPL
NOTE: ONLY ONE GRADE AT A TIME

3.5.6 Blowing the ship’s lines to shore with the i) Check that the line is liquid free by cracking open the cargo arm g) Monitor the liquid manifold temperatures until the line is warm.
cargo compressors drains. When there is only vapour at the drain, inform shore and Ice can be removed from the manifold pipelines and cargo arms
if their arms are liquid free stop the compressor and close the with a fire hose to assist in determining when the lines are liquid
valves. free.
Operating Procedure
j) Disconnect the shore arms and blank off the manifolds. h) Check that the line is liquid free by cracking open the cargo arm
a) On completion of the discharge of each parcel it is usual to clear drains. When there is only vapour at the drain, inform shore and
the ship’s lines and cargo arms from ship to shore using one of k) The chief officer and cargo surveyor carry out a survey to if their arms are liquid free, stop the compressor and close the
the vessel’s LPG compressors for each grade handled. establish the quantity of liquid and vapour cargo on board on valves.
completion and thus establish cargo quantity discharged.
Note: It is normal practice to blow the lines ashore, one grade at a time, as i) Disconnect the shore arms and blank off the manifolds.
both grades use the same manifold crossover. On completion of the propane parcel a similar operation is carried out using
No.4 compressor and drawing on Nos.2, 3 and 4 vapour suctions. j) The chief officer and cargo surveyor carry out a survey to
b) The following valve set up will enable the shore line to be establish the quantity of liquid and vapour cargo on board on
cleared to the shore tank using hot gas. a) The following valve set up will enable the shore line to be completion and thus establish cargo quantity discharged.
cleared to the shore tank using hot gas.
c) Compressor No.5 is for butane in this example.
b) Compressor No.4 is for propane in this example.
Open Vapour crossover - butane G755 Open No.2 tank vapour suction valve G201
Open No.5 compressor valves - butane G865, G895 Open No.3 tank vapour suction valve G301
Open Vapour/condensate crossover - butane G716 Open No.4 tank vapour suction valve G401
Open Vapour manifold - butane G601 Open Vapour valves - propane G702, G703
Open Vapour line to manifold crossover - butane G607 G704
Open Isolation valves to No.2 vent riser G718, G717
d) Once valves are set as per the table, confirm with shore that they Open No.4 compressor valves - propane G864, G894
are ready for line blowing. Confirm that all valves not required Open Vapour/condensate crossover - propane C715
are closed. Open Vapour manifold - propane G603
Open Vapour line to manifold crossover - propane G609
e) Hot gas line to butane liquid manifold valves L623 to be
opened.
c) Once valves are set as per the table, confirm with shore that they
are ready for line blowing. Confirm that all valves not required
f) Crack open valve G852 and start No.5 compressor on 50% load.
are closed.
Slowly open valve G852 to full open.
d) Hot gas line to propane liquid manifold valves L625 to be
CAUTION opened.
To protect pipeline insulation, the hot gas temperature is not to exceed
70°C. e) Crack open valve G842 and start No.5 compressor on 50% load.
Slowly open valve G842 to full open.
g) Monitor the cargo tank pressures during line blowing, as these
will be falling. CAUTION
To protect pipeline insulation, the hot gas temperature is not to exceed
h) Monitor the liquid manifold temperatures until the line is warm.
70°C.
Ice can be removed from the manifold pipelines and cargo arms
with a fire hose to assist in determining when the lines are liquid
f) Monitor the cargo tank pressures during line blowing, as these
free.
will be falling.

Illustration 3.5.7a Blowing the Ship’s Lines to Shore after Total Discharge
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
LPG - Propane Vapour L663 L661 L901 G951 G952

Inert Gas
Generator
Unit LPG - Butane Vapour L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G G HPL

3.5.7 Stripping cargo tanks c) Compressor No.5 is for butane and No.4 for propane in this h) Monitor the liquid manifold temperatures until the lines are
example. warm. Ice can be removed from the manifold pipelines and
cargo arms with a fire hose to assist in determining when the
Operating Procedure Position Description Valve lines are liquid free.
a) Prior to docking, or for a cargo grade change it is necessary to Open No.1 tank vapour suction valve G101 i) Check that the lines are liquid free by cracking open the cargo
remove all residual liquid from the cargo tanks. In this case the Open No.2 tank vapour suction valve G102 arm drains. When there is only vapour at the drain, inform shore
cargo discharge must be maximised in order to reduce the time and if their arms are liquid free stop the compressors and close
taken. the valves.
b) Prior to stripping operations the most suitable trim of the vessel Open Vapour crossover - butane G755 j) Disconnect the shore arms and blank off the manifolds.
to ensure a thorough strip must be taken into consideration Open Vapour valves - propane G702, G703
and the ballast adjusted as necessary to maintain this trim G704 k) The chief officer and cargo surveyor carry out a survey to
throughout. Open Isolation valves to No.2 vent riser G718, G717 establish the quantity of liquid and vapour cargo on board on
Open No.5 compressor valves - butane G865, G895 completion and thus establish cargo quantity discharged.
c) Before the tank liquid level falls below 1 metre, both pumps
should be running in order to avoid starting the pumps at very Open No.4 compressor valves - propane G864, G894
Open Vapour/condensate crossover - butane C712 CAUTION
low levels.
Open Vapour/condensate crossover - propane C711 To protect pipeline insulation, the hot gas temperature is not to exceed
d) The cargo pump discharge pressure must be carefully monitored 70°C.
Open Condensate valve - butane C725
and the discharge valve throttled in order to maintain the Open Condensate cross over - butane C755
pressure above 5 bar. It will assist stripping operations if tank
Open Condensate to No.2 tank - propane C702
pressures are allowed to increase towards stripping levels to
approximately 10kPag. Open Condensate to No.3 tank - propane C703
Open Condensate to No4 tank - propane C704
e) The design minimum continuous flow rate of the pumps is Open No.1 tank condensate/liquid crossover valve C104
27.5m3/h and this must be taken into consideration in order to Open No.2 tank condensate/liquid crossover valve C204
avoid damage to the pumps.
Open No.3 tank condensate/liquid crossover valve C304
f) Tank completion should be staggered to ensure that stripping Open No.4 tank condensate/liquid crossover valve C404
is taking place in only one tank at a time in order to avoid line Open No.1 tank liquid to forward manifold L608, L610
pressure fluctuations. Open No.2 tank liquid to aft manifold L611, L613
Open No.3 tank liquid to aft manifold L615, L617
g) On completion of stripping the last tank the lines are blown to Open No.4 tank liquid to aft manifold L619, L621
shore with ship’s compressors.
d) Once valves are set as per the table, confirm with shore that they
Operating Procedure for Blowing Lines Ashore after Total are ready for line blowing. Confirm that all valves not required
Discharge are closed.
a) On completion of the maximum discharging operation it is usual e) Liquid manifold valves L601 and L603 are to be opened.
to clear the ship’s lines and cargo arms from ship to shore using
one of the vessel’s LPG compressors for each grade handled. f) Crack open valves G841 and G852 and start No.4 and No.5
compressors on 50% load. Slowly open valves G841 and G852
b) The following valve set up will enable each tank’s liquid line to to fully open.
be blown to the manifolds, assuming that butane is in No.1 tank
using the forward manifold and propane in tank No.2, 3 and 4 g) Monitor the cargo tank pressures during line blowing, as these
using the aft manifold. will be falling.

3.6 Cargo Tank Boil Off/Warm Up/Inerting and Gas Freeing Operations
3.6.1 Boiling Off Residual Cargo Liquid
3.6.2 Warming Up the Cargo Tanks
3.6.3 Inerting Cargo Tanks
3.6.4 Inerting Cargo Plant and Pipelines
3.6.5 Fresh Air Ventilation of the Cargo Tanks
3.6.6 Fresh Air Ventilation of the Cargo Plant and Pipelines
3.6.7 Fresh Air Ventilation of Hold Spaces
Illustrations
3.6.1a Boiling Off Residual Cargo Liquid
3.6.2a Warming Up the Cargo Tanks
3.6.3a Inerting Cargo Tanks
3.6.4a Inerting Cargo Plant and Pipelines
3.6.5a Fresh Air Ventilation of the Cargo Tanks
3.6.6a Fresh Air Ventilation of the Cargo Plant and Pipelines
3.6.7a Fresh Air Ventilation of the Hold Spaces

Illustration 3.6.1a Boiling Off Residual Cargo Liquid
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
LPG - Propane Warm Vapour L663 L661 L901 G951 G952
Inert Gas
Generator
Unit LPG - Propane Cold Vapour/Vapour to Riser L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.6 Cargo tank boil off/warm up/inerting Position Description Valve CAUTION
and gas freeing operations Open No.2 tank condensate return valve C702 When venting down ensure that the tank pressure does not fall too far, as
Open No.3 tank condensate return valve C703 there is a risk of entraining air into the system via the vent mast.
3.6.1 Boiling off residual cargo liquid Open No.4 tank condensate return valve C704
Open No.1 tank aft bottom heating valves port and C101, C102 d) The vessel will need to be manoeuvred across the wind, well
Once the vessel has discharged all possible cargo the remaining liquid will away from land and shipping to carry out this operation safely.
starboard
need to be evaporated using the ship’s compressors. Once venting is stopped the vessel may resume her normal
Open No.2 tank aft bottom heating valves port and C201, C202
course and speed.
To carry out this operation the vessel will need to proceed to an area clear starboard
of shipping lanes and with adequate room to manoeuvre as this process will Open No.3 tank aft bottom heating valves port and C301, C302
Note: When venting down tank pressures, particularly with butane, as the
involve venting LPG vapours to atmosphere. starboard
pressure drops there is a tendency for the vapour to condense back to liquid.
Open No.4 tank aft bottom heating valves port and C401, C402 To avoid this, if the vessel is well away from shipping, with a constant wind,
WARNING starboard the excess tank pressure may be bled off slowly to the vent riser continuously.
Throughout the whole of the following process the vessel must keep all Open No.1 tank pump sump heating valves port and C103, C109 Tank pressures would need to be monitored very closely to avoid losing the
outside doors and ports closed and the air conditioning on recirculation. starboard pressure required to continue the operation.
Only personnel involved in cargo operations should be on the open Open No.2 tank pump sump heating valves port and C203, C209
deck. starboard e) Once the tank bottom and sump temperatures are positive, and
Open No.3 tank pump sump heating valves port and C303, C309 no liquid shows on the gauges, stop the compressors for a short
starboard while and observe the tank bottom temperatures, in particular
Procedure to Boil Off Residual Cargo Liquid the sumps. If the temperatures remain steady then no liquid
Open No.4 tank pump sump heating valves port and C403, C409
starboard remains but if a marked drop in temperature is observed, liquid
In order to boil off the remaining liquid, vapour will be drawn from the top of
still remains and will require further boiling off.
the cargo tanks, compressed and heated, and returned to the tank bottoms. The Open No.1 tank gauge sump heating valve port and C110
necessary valve line up is listed in the following table: starboard
f) Once all liquid has been vaporised warming up of the tanks
Open No.2 tank gauge sump heating valve port and C210 overall can begin.
Position Description Valve starboard
Open No.3 tank gauge sump heating valve port and C310
starboard
Open No.3 tank vapour suction valve G103 starboard
Open No.4 tank vapour suction valve G104 Open Spectacle piece to No.2 vent riser
Open Vapour crossover valves G752, G753 As required Vapour valve to No.2 vent riser valve G718
G754, G755
Boil Off Procedure
G724, G725
Open No.2 compressor valves G862, G892 a) Ensure all liquid lines have been drained to the cargo tanks.
G822
Open No.3 compressor valves G863, G893 b) As the operation proceeds and the liquid heel is vaporised the
G831 cargo tank pressures will rise steadily, and therefore need to be
constantly monitored.
Open No.4 compressor valves G864, G894
G842
c) At a predetermined tank pressure, approximately 25kPag the
Open No.5 compressor valves G865, G895 cargo tanks will need to be vented down to approximately
G851 5kPag by opening valve G718. This process will need to be
Open Condensate valves C711, C712 repeated frequently until all residual liquid has been boiled off.
Open No.1 tank condensate return valve C701

Illustration 3.6.2a Warming Up the Cargo Tanks
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key
LPG - Propane Warm Vapour L663 L661 L901 G951 G952
Inert Gas
Generator
Unit LPG - Propane Cold Vapour/Vapour to Riser L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.6.2 Warming UP the cargo tanks Position Description Valve

Procedure to Warm Up the Cargo Tanks starboard
Open No.1 tank gauge sump heating valves port and C110
a) The compressors are restarted with the valves set as follows starboard
Position Description Valve starboard
starboard
Open No.4 tank gauge sump heating port and C410
Open No.3 tank vapour suction valve G103 starboard
Open No.4 tank vapour suction valve G104 Open Spectacle piece to No.2 vent riser
G754, G755 b) The following valves are then opened to allow warm vapour to
Open Vapour valves G722, G723 spread all around the tanks.
G724, G725
Open No.2 compressor valves G862, G892 Position Description Valve
G822
Open No.1 tank condensate liquid cross over C104
Open No.3 compressor valves G863, G893
G831 Open No.1 tank filling valve starboard and port L101, L102
Open No.4 compressor valves G864, G894 Open No.1 tank spray lines C105, C106
G842 Open No.2 tank condensate liquid cross over C204
Open No.5 compressor valves G865, G895 Open No.2 tank filling valve starboard and port L201, L202
G851 Open No.2 tank spray lines C205, C206
Open Condensate valves C711, C712 Open No.3 tank condensate liquid cross over C304
Open Condensate crossover valves C752, C754 Open No.3 tank filling valve starboard and port L301, L302
Open No.1 tank condensate return valve C701 Open No.3 tank spray lines C305, C306
Open No.2 tank condensate return valve C702 Open No.4 tank condensate liquid cross over C404
Open No.3 tank condensate return valve C703 Open No.4 tank filling valves starboard and port L401, L402
Open No.4 tank condensate return valve C704 Open No.4 tank spray lines C405, C406
starboard c) Tank pressures can now be vented down to 5kPag and valve
Open No.2 tank aft bottom heating valves port and C201, C202 G718 closed.
starboard
d) Continue warming up the tanks until the tank bottom is
approximately +20°C.
starboard
Open No.4 tank aft bottom heating valves port and C401, C402 The tanks may now be considered warmed up and ready to be inerted.
starboard
starboard
starboard
starboard

Illustration 3.6.3a Inerting Cargo Tanks
L G HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Inert Gas/Vapour Mixture
Engine Room G903
Inert Gas L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.6.3 Inerting Cargo Tanks Note: To carry out this operation the vessel will need to proceed to an area Position Description Valve
clear of shipping lanes and with adequate room to manoeuvre as this process Open Vapour valve to No.2 tank G702
The warm LPG vapour in the cargo tanks will now need to be purged to will involve venting LPG vapours to atmosphere.
atmosphere. Inert gas with a dew point of -25°C or drier is used in this process. Open Vapour valve to No.3 tank G703
As the inert gas is lighter than the LPG vapour it is introduced to the cargo Open Vapour valve to No.4 tank G704
WARNING
tanks at the top, via the vapour suctions. The heavier LPG vapour is displaced Open No.1 tank vapour suction valve G101
from the bottom of the tanks via the liquid filling valves and via the valves Throughout the whole of the following process the vessel must keep all
listed below to No.2 vent riser. outside doors and ports closed and the air conditioning on recirculation.
Only personnel involved in cargo operations should be on the open Open No.3 tank vapour suction valve G103
deck. Open No.4 tank vapour suction valve G104
Procedure to Inert the Cargo Tanks
b) The vessel will need to be manoeuvred across the wind, well f) Progress of the purge can be monitored using the tank sample
a) Set up the valves as listed below: away from land and shipping to carry out this operation safely. cocks using portable instruments capable of measuring LPG
concentrations in inert gas.
Position Description Valve c) Before starting the inerting process the tank pressures should be
vented down to zero. Low tank pressure shut downs will need to g) Once the cargo tanks are fully inerted the cargo plants and lines
Open Inert gas isolation valves to deck J801, J802 be bypassed. can be inerted.
Fit Elbow in inert gas line
Open Inert gas to aft vapour manifold J602 d) Open the following valves: h) Once inerting is completed vessel may resume her normal
course and speed.
Open Vapour isolation to aft manifold G711
Open Vapour valve to No.1 tank G701 Position Description Valve
Open Vapour valve to No.2 tank G702 Open No.1 tank starboard and port filling valves L101, L102
Open No.1 tank vapour suction valve G101 Open No.4 tank starboard and port filling valves L401, L402
Open No.2 tank vapour suction valve G102 Open No.1 tank to forward liquid manifold valves L608, L610
Open No.1 tank starboard and port filling valves L101, L102 Open No.4 tank to forward liquid manifold valves L620, L622
Open No.2 tank starboard and port filling valves L201, L202 Open Forward port liquid manifold valve L602
Open No.3 tank starboard and port filling valves L301, L302 Fit Manifold inerting spool piece
Open No.4 tank starboard and port filling valves L401, L402 Open Forward port vapour manifold valve G602
Open No.1 tank to forward liquid manifold valves L608, L610 Open Vapour isolation valve to aft manifold G712
Open No.2 tank to forward liquid manifold valves L612, L614 As required Vapour valve to No.2 vent riser G718
Open No.3 tank to forward liquid manifold valves L616, L618 Open Spectacle piece to No.2 vent riser
Open No.4 tank to forward liquid manifold valves L620, L622
Open Forward port liquid manifold valves L602 e) Once the tank pressures are at zero the following valves can be
Fit Inerting manifold inerting spool piece opened and the inert gas sent to deck.
Open Forward port vapour manifold valve G602
Open Vapour isolation valve to aft manifold G712 Position Description Valve
As required Vapour valve to No.2 vent riser G718 Open Inert gas isolation valves to deck J801, J802
Open Spectacle piece to No.2 vent riser Open Inert gas to aft vapour manifold J602
Open Vapour isolation to aft manifold G711
Open Vapour valve to No.1 tank G701

Illustration 3.6.4a Inerting Cargo Plant and Pipelines
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Inert Gas/Vapour Mixture
Engine Room G903
Inert Gas L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.6.4 Inerting Cargo plant and pipelines Position Description Valve Position Description Valve
Open No.5 plant valves G865, G895 Open 10% No.1 cargo pump discharge valves starboard L103, L104
Once inerting of cargo tanks is completed valve G718 to No.2 vent riser should
G852, G835 and port
be shut to pressurise cargo tanks to approximately 5kPag.
G850, C850 Open 10% No.2 cargo pump discharge valves starboard L203, L204
C851, C853 and port
Inert gas should now be stopped and all valves closed.
Open Condensate valves C721, C722 Open 10% No.3 cargo pump discharge valves starboard L303, L304
Open Condensate crossover valves C752, C753 and port
Procedure to Inert the Cargo Plant and Pipelines C754, C755 Open 10% No.4 cargo pump discharge valves starboard L403, L404
Open No.1 tank aft bottom heating valves port and C101, C102 and port
a) Valves can now be set up for inert gas purge of the cargo plant starboard
and pipelines as per the table below. Open 10% No.1 tank emergency pump discharge valve L105
Open No.2 tank aft bottom heating valves port and C201, C202 Open 10% No.2 tank emergency pump discharge valve L205
starboard Open 10% No.3 tank emergency pump discharge valve L305
Open No.3 tank aft bottom heating valves port and C301, C302 Open 10% No.4 tank emergency pump discharge valve L405
Open Inert gas isolation valves to deck J801, J802 starboard
Fit Elbow in inert gas line Open Vapour valves G716, G712
Open Inert gas to aft vapour manifold valve J602 Open Vapour valve to No.2 vent riser G718
starboard
Open Vapour isolation to aft manifold valve G711 Open Spectacle piece to No.2 vent riser
Open Vapour valve to No.1 tank G701 starboard
b) The inert gas is sent via the aft vapour manifold to the vapour
Open Vapour valve to No.2 tank G702 Open No.2 tank pump sump heating valves port and C203, C209 header where its flow is split in two directions.
Open Vapour valve to No.4 tank G704 Open No.3 tank pump sump heating valves port and C303, C309 c) Inert gas passes via the knockout drums to the suction side
starboard of all five compressors and discharges to No.2 vent riser.
Open No.4 tank pump sump heating valves port and C403, C409 Each compressor is run in turn to ensure complete inerting of
starboard compressors and knockout drums.
Open No.1 tank condensate liquid crossover valve C104
Open No.4 tank vapour suction valve G401 d) Then the inert gas passes to the vapour suction valves of all
Open Vapour crossover valves G751, G752 four cargo tanks, building up an overpressure in the tanks. This
G753, G754 overpressure is released by opening all the condensate and
G755 Open No.4 tank condensate liquid crossover valve C404 spray valves on each tank as well as the filling valves.
Open No.1 plant valves G861, G891 Open No.1 tank spray line valves C105, C106
G812, G813 Open No.2 tank spray line valves C205, C206 e) Crack open the cargo pump and emergency pump discharge
G810, C810 Open No.3 tank spray line valves C305, C306 valves to allow purging without causing the pumps to rotate.
C811, C813 Open No.4 tank spray line valves C405, C406
Open No.2 plant valves G862, G892 f) Open the condensate/liquid crosover valves on each tank thus
Open No.1 tank gauge sump heating valve port and C110 allowing the liquid and condensate lines on all tanks to purge
G822, G823 starboard
G820, C820 via all five LPG condensers to No.2 vent riser.
C821, C823
starboard g) Progress, and completion of the purge can again be monitored
Open No.3 plant valves G863, G893
Open No.3 tank gauge sump heating valve port and C310 with a portable meter.
G832, G833,
starboard
G830, C830
Open No.4 tank gauge sump heating valve port and C410 h) Once this process is complete manifold blanks are removed
C831, C833
starboard and all cargo valves, drain and sample cocks on tanks, lines,
Open No.4 plant valves G864, G894 plants and manifolds are opened and blown clear of any trapped
G842, G834, Open No.1 tank filling valves starboard and port L101, L102
hydrocarbon vapour.
G840, C840 Open No.2 tank filling valves starboard and port L201, L202
C841, C843 Open No.3 tank filling valves starboard and port L301, L302 The system is now ready to be blown clear with breathable fresh air.
Open No.4 tank filling valves starboard and port L401, L402

Illustration 3.6.5a Fresh Air Ventilation of the Cargo Tanks
L G HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Fresh Air
Engine Room G903
Inert Gas L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.6.5 Fresh AIR ventilation of the Cargo Tanks Position Description Valve
The inert gas in the cargo tanks will now need to be purged to atmosphere to
make the tanks safe for entry. Fresh air supplied by the inert gas plant is used Open No.2 tank to forward liquid manifold valves L612, L614
in this process. As the fresh air is lighter than the inert gas it is introduced to Open No.3 tank to forward liquid manifold valves L616, L618
the cargo tanks at the top, via the vapour suctions. The heavier inert gas is Open No.4 tank to forward liquid manifold valves L620, L622
displaced from the bottom of the tanks via the liquid filling valves and via the Open Forward port liquid manifold valve L602
valves listed below to No.2 vent riser. Fit Manifold inerting spool piece
Procedure to Ventilate the Cargo Tanks with Fresh Air Open Vapour isolation to aft manifold valve G712
Open Vapour valve to No.2 vent riser G718
Position Description Valve Open Spectacle piece to No.2 vent riser
Open Inert gas isolation valves to deck J801, J802
Progress of the ventilation can be monitored using the tank sample cocks using
Fit Elbow in inert gas line
a portable oxygen meter.
Open Inert gas valve to aft vapour manifold J602
Open Vapour isolation valve to aft manifold G711 Once all tanks are 21% oxygen and 0% hydrocarbon the cargo plant and
Open Vapour valve to No.1 tank G701 pipelines can be ventilated.
Open No.1 tank starboard and port filling valves L101, L102
Open Forward port liquid manifold valve L602
Fit Inerting manifold inerting spool piece
Open Vapour isolation valve to aft manifold G712
As required Vapour valve to No.2 vent riser G718
Open Spectacle piece to No.2 vent riser

Illustration 3.6.6a Fresh Air Ventilation of the Cargo Plant and Pipelines
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room Fresh Air G903
L603 G603 G601 L601 H501
Fresh Air/IG Mixture Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
L G G L HPL

3.6.6 FRESH AIR VENTILATION OF the Cargo plant Position Description Valve Position Description Valve
and pipelines Open 10% No.4 cargo pump discharge valves starboard L403, L404
and port
Once ventilation of the cargo tanks is complete valves can be set up for starboard
Open 10% No.1 tank emergency pump discharge valve L105
ventilation of the cargo plant and pipelines as per the table below. Open No.2 tank aft bottom heating valves port and C201, C202
Position Description Valve Open No.3 tank aft bottom heating valves port and C301, C302 Open 10% No.3 tank emergency pump discharge valve L305
Open Inert gas isolation valves to deck J801, J802
Open No.4 tank aft bottom heating valves port and C401, C402 Open Vapour valves G716, G712
Fit Elbow in inert gas line starboard Open Vapour valve to No.2 vent riser G718
Open Inert gas valve to aft vapour manifold J602 Open No.1 tank pump sump heating valves port and C103, C109 Open Spectacle piece to No.2 vent riser
Open Vapour isolation valve to aft manifold G711 starboard
Open Vapour valve to No.1 tank G701 Open No.2 tank pump sump heating valves port and C203, C209
Procedure
Open Vapour valve to No.3 tank G703 Open No.3 tank pump sump heating valves port and C303, C309 a) The fresh air is sent via the aft vapour manifold to the vapour
Open Vapour valve to No.4 tank G704 starboard header where its flow is split in two directions.
Open No.1 tank vapour suction valve G101 Open No.4 tank pump sump heating valves port and C403, C409
Open No.2 tank vapour suction valve G201 starboard b) Fresh air passes via the knockout drums to the suction side of
Open No.3 tank vapour suction valve G301 Open No.1 tank condensate liquid crossover valve C104 all five compressors and discharges to No.2 vent riser. Each
Open No.2 tank condensate liquid crossover valve C204 compressor is run in turn to ensure the complete ventilation of
Open No.3 tank condensate liquid crossover valve C304 the compressors and knockout drums.
G753, G754 Open No.4 tank condensate liquid crossover valve C404
c) Then the fresh air passes to the vapour suction valves of all four
G755 Open No.1 tank spray line valves C105, C106 cargo tanks, building up an overpressure in the tanks.
Open No.1 plant valves G861, G891 Open No.2 tank spray line valves C205, C206
G812, G813 Open No.3 tank spray line valves C305, C306 d) Release the overpressure by opening all the condensate and
G810, C810 Open No.4 tank spray line valves C405, C406 spray valves on each tank as well as the filling valves.
C811, C813
Open No.2 plant valves G862, G892 e) Crack open the cargo pump and emergency pump discharge
starboard
G822, G823 valves to allow purging without causing the pumps to rotate.
G820, C820
starboard f) The condensate/liquid crossover valves on each tank are opened
C821, C823
Open No.3 tank gauge sump heating valve port and C310 thus allowing the liquid and condensate lines on all tanks to
starboard purge via all five LPG condensers to No.2 vent riser.
G832, G833
G830, C830 Open No.4 tank gauge sump heating valve port and C410
C831, C833 starboard g) Progress, and completion of the ventilation can again be
Open No.1 tank filling valves starboard and port L101, L102 monitored with a portable meter.
G842, G834 Open No.2 tank filling valves starboard and port L201, L202
h) Once this process is complete the manifold blanks are removed
G840, C840 Open No.3 tank filling valves starboard and port L301, L302 and all cargo valves, drain and sample cocks on tanks, lines,
C841, C843 Open No.4 tank filling valves starboard and port L401, L402 plants and manifolds are opened and blown clear of any trapped
Open No.5 plant valves G865, G895 Open 10% No.1 cargo pump discharge valves starboard L103, L104 inert gas.
G852, G835 and port
G850, C850 The cargo tank manholes can now be opened and ventilation continued using
Open 10% No.2 cargo pump discharge valves starboard L203, L204
C851, C853 portable ventilation fans.
and port
Open Condensate valves C721, C722
Open 10% No.3 cargo pump discharge valves starboard L303, L304
Open Condensate crossover valves C752, C753 and port
C754, C755

Illustration 3.6.7a Fresh Air Ventilation of the Hold Spaces
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
J405 G863 G893 J305 H509 J205 J105
G831 G832 H510
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605 L903 G902
Displaced Inert Gas L902
Engine Room G903
Air L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.6.7 Fresh air ventilation of hold spaces
Once the cargo system is under fresh air, the hold spaces can be ventilated, to
clear the inert gas and make the tanks safe before entry.
Valves required for this operation are listed below:

Open Inert gas valves to deck J802, J801
Open No.1 hold inlet valve J103
Open No.1 hold outlet valve J105
The inert gas plant can be used for this operation, being operated in the dry-air
mode.
Dry-air is supplied to the deck via valves J802 and J801 and then enters the
hold spaces through valves J103, 203, 303 and 403. The inert gas in the hold
spaces is displaced to deck through valves J105, 205, 305 and 405.
WARNING
Inert gas displaced from these holds will not sustain life. Great care
must be exercised to ensure the safety of all personnel involved with
any operation using inert gas of any description in order to avoid
asphyxiation due to oxygen depletion.
As the lighter air will be entering the hold spaces at the bottom, and the heavier
inert gas leaving from the top the process cannot be done by layering, or
displacement. It is therefore achieved by dilution, requiring many air changes
to achieve when compared to displacement.
Fresh air ventilation of the hold spaces can also be carried out by removing
manhole covers on deck and blowing out the spaces using portable fans.

3.7 Operations Involving the Deck Tank
3.7.1 Inerting from Fresh Air
3.7.2 Deck Tank LPG Purging using the Vaporiser and Shore Vapour Return
3.7.4 Deck Tank Cooldown with Liquid from the Cargo Tanks
3.7.5 Deck Tank Cooldown using the Vessel’s Reliquefaction Plant
3.7.6 Deck Tank Loading with Shore Vapour Return
3.7.7 Deck Tank Loading with Liquid from the Cargo Tanks
3.7.8 Deck Tank Loading with the Vessel’s Reliquefaction Plant
Illustrations
3.7.1a Inerting Deck Tank from Fresh Air
3.7.2a Deck Tank LPG Purging using the Vaporiser and Shore Vapour Return
3.7.3a Deck Tank Cooldown with Shore Vapour Return
3.7.4a Deck Tank Cooldown with Liquid from the Cargo Tanks
3.7.5a Deck Tank Cooldown using the Vessel’s Reliquefaction Plant
3.7.6a Deck Tank Loading with Shore Vapour Return
3.7.7a Deck Tank Loading with Liquid from the Cargo Tanks
3.7.8a Deck Tank Loading with the Vessel’s Reliquefaction Plant

Illustration 3.7.1a Inerting Deck Tank from Fresh Air
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
L663 L661 L901 G951 G952

Inert Gas
Generator Key
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
L603 G603 G601 L601 H501
Displaced Air Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
L G G L HPL

3.7 operations involving the deck tank
3.7.1 Inerting from fresh air
The valve line up for this operation is listed in the table below.

Open Inert gas to deck isolation valves J801, J802
Fit Inert gas elbow to forward vapour manifold
Open Inert gas valve to forward vapour manifold J601
Open Vapour valve G716
Open Vapour/condensate crossover valve C712
Open Condensate valve C772
Fit Deck tank filling elbow
Open Deck tank liquid isolation valve L901
Open Deck tank vent to No.2 vent riser G903
Fit Deck tank elbow to No.2 vent riser
Operating Procedure
a) Inert gas is sent to deck via valves J801 and J802 and passes to
the forward vapour manifold via a removable elbow and valve
J601.
b) From the manifold it travels to the vapour header and crosses

over to the condensate header.
c) From the condensate header it passes via valve C772 and a

removable deck tank filling elbow and then through valves
L901 and L903 to the bottom of the deck tank.
d) As inert gas is heavier than air it will layer up from the bottom
and displace the air from the top via valve G903 and a removable
elbow to No.2 vent riser.
e) On completion of the inerting operation, when the oxygen content

is down to 2% the tank is ready for purging with LPG vapour.

Illustration 3.7.2a Deck Tank LPG Purging using the Vaporiser and Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Generator LPG - Propane Liquid
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
LPG - Propane Vapour
Engine Room G903
Inert Gas L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G L HPL

3.7.2 Deck tank LPG purging using the vaporiser Operating Procedure
and shore vapour return
a) Once all valves are opened LPG liquid can be supplied by the
Sea water is supplied to the cargo heater/vaporiser via valve W501. The sea shore at minimal rate to the aft liquid manifold from where it
water then passes through the shell of the heater/vaporiser and exits overboard passes via a removable elbow and valves L631 and L635 to the
via valve W502. drain treatment line.
Note: To avoid damage to the cargo heater/vaporiser sea water flow must be b) From the drain treatment line it travels to the heater inlet via the
established before LPG liquid is allowed to enter the heater/vaporiser and flexible hose and a removable spool piece.
remain in operation until all remaining liquid in the heater has been drained
or evaporated. c) Inside the cargo heater it is flashed off into vapour by the
comparatively warm sea water flowing through the heater
The spool pieces with stud piece and flange are fitted in the drain treatment shell.
line between valves L635 and L637 at the aft starboard manifold and between
the inlet to the LPG heater/vaporiser and valve L658. d) The LPG vapour then passes to the high pressure liquid manifold
via valve H509.
A suitable flexible hose is connected between the two spool pieces to facilitate
loading directly to the LPG heater/vaporiser from the shore. e) From the high pressure manifold it passes via valves H517,
G605, a removable elbow and the forward vapour manifold to
The valve line up for this operation is listed in the table below. the vapour header.
f) From the vapour header it crosses to the condensate header via

valves G716 and C712.
Fit Drain treatment line spool piece
Fit Heater inlet spool piece g) It then passes through valve C772 and a removable elbow, then
L901 and L903 to the bottom of the deck tank.
Fit High pressure line to vapour line elbow
Fit Condensate to deck tank elbow h) As the LPG vapour is heavier than inert gas it will layer up from
Fit Deck tank vapour elbow the bottom of the tank and displace the inert gas from the top
Confirm Spool piece isolation valve L637 of the tank via the vapour suction valve G902, and then to the
closed vapour header. It finally returns to shore from the starboard aft
Confirm Heater inlet spool piece isolation valve L658 vapour manifold.
closed
i) Progress of the purge can be monitored with portable instruments
Open Spool piece isolation valve L635
through the deck tank sample cocks.
Open Aft liquid manifold to cargo heater L631
Open Heater outlet valve H509 j) Once the LPG purge is completed, valve G902 can be closed,
Open High pressure valve to vapour line valves H517, G605 the liquid line blown from shore with nitrogen, unless the same
Open Crossover vapour to condensate valves G716, C712 line is to be used for cooldown and load, and the manifolds
Open Condensate to deck tank valve C772 closed.
Open Deck tank condensate isolation valve L901
k) The liquid in the lines to the heater must now be boiled off in the
Open Deck tank filling valve L903 heater before the sea water supply is stopped, to avoid damage
Open Deck tank vapour suction valve G902 to the heater.
Open Deck tank vapour isolation valve G901
Open Vapour header to aft manifold G711 l) This boil-off is used to pressurise the deck tank slightly, then all
valves may be shut and the system lined up for cooldown and
Open Aft starboard vapour manifold G603
loading.

Illustration 3.7.3a Deck Tank Cooldown with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G L HPL

3.7.3 Deck tank cooldown with shore vapour

return
Upon completion of the deck tank LPG purge, lines are now set for cooldown
and loading of the deck tank. The valve line up is as per table below.

Open Aft starboard liquid manifold L603
Open No.4 tank to aft liquid manifold valves L619, L621
Open Liquid to condensate crossover valves C765, C763
Open Condensate to deck tank valve C772
Fit Condensate to deck tank elbow
Open Deck tank spray valve L902
Open Deck tank vapour suction G902
Fit Deck tank vapour elbow
Open Vapour header to aft manifold G711
Open Aft starboard vapour manifold G603
LPG liquid is supplied to the vessel’s aft starboard liquid manifold from shore
at a minimal rate. It then passes to No.4 tank load line, from where it branches
off on a smaller line to the condensate header and then via a removable elbow
to the deck tank spray valve. The liquid is sprayed into the top of the deck tank
to cool it down. On contact with the warm steelwork the liquid flashes off into
vapour, which is returned, via the vapour header, to the aft vapour manifold
and thence to shore.
Operating Procedure
a) When the vessel is ready to begin cooldown, all valves listed

are opened and liquid supply from shore requested at a minimal
rate. Shore are requested to open valves for vapour return to the
shore tank.
b) Once flow is established and deck tank pressure starts to rise,

request shore start the vapour return compressor.
c) Monitor deck tank temperatures and ensure cooldown does not

exceed 15°C per hour.
d) Monitor the deck tank level gauge and note when liquid starts to
cover the tank bottom. If the tank top temperature is satisfactory,
loading of the tank may now proceed.

Illustration 3.7.4a Deck Tank Cooldown with Liquid from the Cargo Tanks
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
LPG - Propane Condensate Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
L G G L HPL

3.7.4 Deck tank cooldown with liquid from the Operating Procedure
cargo tanks
a) Once flow is established and the deck tank pressure starts to
Upon completion of the deck tank LPG purge, lines are now set for cooldown rise, start No.4 LPG plant to control the tank pressures with
and loading of the deck tank. In this case the liquid for the cooldown will be condensate returning to the bottom of No.2 cargo tank.
supplied by No.2 starboard cargo pump. As only one pump is required, the
cargo tank levelling valve, on the centreline bulkhead of the tank, will need to b) Monitor the deck tank temperatures and ensure that cooldown
remain open throughout the operation. This is to ensure that port and starboard does not exceed 15°C per hour.
liquid levels remain equal.
c) Monitor the deck tank level gauge and note when liquid starts to
Due to the vapour generated by warming up the deck tank, No.4 LPG plant will cover the tank bottom. If the tank top temperature is satisfactory
be run on reliquefaction to No.2 cargo tank. loading of the tank may now proceed.
The valve line up is as per table below. d) If the tank is not to be filled immediately close any valves not
required in the reliquefaction process.
e) Close No.2 tank levelling valve.
Open No.2 tank levelling valve
25% open No.2 starboard pump discharge valve L203
L619, L621
Open Deck tank vapour suction valve G902
Open Vapour header valve to No.2 tank G702
G840, C840
C841, C843
Open No.2 tank condensate returns to tank bottom C201, C202
No.2 starboard cargo pump discharge valve is opened 25% and started on
full recirculation. Once the pump has steadied, No.2 starboard filling valve is
slowly closed in to cool down the lines to the deck tank. Once the lines are cool
flow rate can be increased.

Illustration 3.7.5a Deck Tank Cooldown using the Vessel’s Reliquefaction Plant
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.7.5 Deck tank cooldown using the Vessel’s Position Description Valve
reliquefaction PLANT As required No.2 tank condensate returns to tank bottom C201, C202
As required No.3 tank condensate returns to tank bottom C301, C302
Upon completion of the deck tank LPG purge, lines are now set for cooldown
and loading of the deck tank. In this case the liquid for the cooldown will be As required No.4 tank condensate returns to tank bottom C401, C402
supplied by No.4 and No.5 reliquefaction plants.
No.4 and No.5 LPG plants are started up on reliquefaction, with vapour suction
The valve line up is as per table below. from all four cargo tanks and the deck tank. Condensate return to the deck tank
is fully opened and returns to the cargo tanks are cracked open only in order to
cool down the lines to the deck tank.
Operating Procedure
Open No.3 tank vapour suction valve G301 a) Once the lines are cool, the flow rate can be increased to the
Open No.4 tank vapour suction valve G401 deck tank by further closing the cargo tank condensate return
Open Deck tank vapour suction valve G902 valves.
b) The liquid will flash off on contact with the deck tank steelwork,
and, as the vapour system is common, will balance out the drop
Open Vapour valve to No.1 tank G701 in cargo tank pressure caused by the compressor suction.
Open Vapour valve to No.3 tank G703 c) Monitor the deck tank and cargo tank pressures and adjust the
Open Vapour valve to No.4 tank G704 condensate valves as required.
d) Monitor the deck tank temperatures and ensure that cooldown
Open No.4 plant valves G864, G894 does not exceed 15°C per hour.
G840, C840
C841, C843 e) Monitor the deck tank level gauge and note when liquid starts to
Open No.5 plant valves G865, G895 cover the tank bottom. If the tank top temperature is satisfactory
G850, C850 loading of the tank may now proceed.
C851, C853
Open Condensate to No.3 tank C703
Open Condensate valve to deck tank valve C771
Fit Condensate valve to deck tank elbow

Illustration 3.7.6a Deck Tank Loading with Shore Vapour Return
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
G L HPL
Issue: 1 - June 2007 IMO No. 9307762 Sectioin 3.7.6 - Page 1 of 2

3.7.6 Deck tank loading with shore vapour CAUTION

return If the vessel is to proceed on passage with the deck tank loaded, 98%
filling must not be attempted. The maximum ambient temperature on
Upon completion of the deck tank cooldown, the deck tank filling valve L903 passage must be considered, and the tank loaded so that 98% filling will
is opened and the deck tank spray valve L902 is closed, to switch loading to the not be exceeded when expansion to that temperature takes place.
bottom of the deck tank. The valve line up is as per the table below.
Note: A rule of thumb guide is 98% at +50ºC, this will cover most areas
where the ambient temperature is high, but experience and known local
Open Aft starboard liquid manifold L603 conditions should be taken into account.
Open No.4 tank to aft liquid manifold valves L619, L621
Open Deck tank vapour suction valve G902
Open Vapour header valve to aft manifold G711
Open Aft starboard vapour manifold valve G603
LPG liquid is supplied to the vessel’s aft starboard liquid manifold from shore
at a minimal rate. It then passes to No.4 tank load line, from where it branches
off on a smaller line to the condensate header and then via a removable elbow
to the deck tank filling valve. The liquid enters at the bottom of the deck
tank.
Vapour is returned from the top of the deck tank via the vapour header to the
aft vapour manifold and thence to shore.
Operating Procedure
a) When the vessel is ready to switch to loading from cooldown,

the loading rate can be increased as required up to the design
maximum filling rate for the tank.
b) Monitor the deck tank level gauge and obtain the rate. Give
shore adequate notice before completion.
c) Ensure loading is stopped leaving space to blow the lines from

shore to the deck tank on completion.

Illustration 3.7.7a Deck Tank Loading with Liquid from the Cargo Tanks
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
LPG - Propane Condensate Starboard Manifold Deck Tank (350m3)
L635 H563
L631 L629 H561
L G G L HPL

3.7.7 deck tank loading with liquid from the Operating Procedure
cargo tanks
a) No.2 starboard cargo pump discharge valve is opened 25% and
Upon completion of the deck tank cooldown, the deck tank filling valve L903 started with the filling valve open on full recirculation. Once the
is opened and the deck tank spray valve L902 closed, to switch loading to pump has steadied, No.2 starboard filling valve is slowly closed
the bottom of the deck tank. In this case the liquid will be supplied by No.2 in to cool down the lines to the deck tank. Once the lines are
starboard cargo pump. cool the flow rate can be increased.
As only one pump is required, the cargo tank levelling valve, on the centreline b) Once flow is established and the deck tank pressure starts to
bulkhead of the tank, will need to remain open throughout the operation. This rise start No.4 LPG plant to control the tank pressures with
is to ensure that port and starboard liquid levels remain equal. condensate returning to the bottom of No.2 cargo tank.
Due to the vapour generated by loading the deck tank, No.4 LPG plant will be c) Monitor the cargo and deck tank pressures and stop or start
run on reliquefaction to No.2 cargo tank as required to control the pressures. No.4 plant as required.
The valve line up is as per table below. d) Monitor the deck tank level gauge and obtain the rate. Predict
when the tank will be filled to the level required.
e) Monitor the level in No.2 cargo tank.
Open No.2 tank levelling valve
25% Open No.2 starboard pump discharge valve L203 f) When the deck tank is filled to the required level, stop No.2
Open No.2 starboard filling valve L201 starboard cargo pump and close the inlet and outlet valves on
the deck tank. Open No.2 starboard filling valve to allow the
lines to drain back to No.2 tank.
L619, L621
Open Liquid to condensate crossover valves C763, C765 g) When draining is complete close all valves not required for the
Open Condensate crossover valve C762 reliquefaction plant.
Open Condensate valve to deck tank C772
Fit Condensate to deck tank elbow h) Close No.2 tank levelling valve.
Open Deck tank filling valve L903 CAUTION
Open Deck tank vapour suction valve G902 If the vessel is to proceed on passage with the deck tank loaded, 98%
filling must not be attempted. The maximum ambient temperature on
passage must be considered, and the tank loaded so that 98% filling will
Fit Deck tank vapour elbow not be exceeded when expansion to that temperature takes place.
Open Vapour header valve to No.2 tank G702
G840, C840
C841, C843
Open No.2 tank condensate returns to tank bottom C201, C202

Illustration 3.7.8a Deck Tank Loading with the Vessel’s Reliquefaction Plant
L G G L HPL
L632 L630 H562
No.1 G813 L636 H564
Port Manifold
Compressor
G861 G891
G811 G812 L638 L626 G610 G602 L624 H504 G606
No.2 G823 C810 C811 C813
G821 G822
C820 C821 C823
Compressor
G863 G893 H509
J405 J305 H510 J205 J105
G831 G832
No.4 G843 C830 C831 C833
Compressor H511
G842 H517
L402 G841 L302 H508 L202 L102
No.5 G853 C840 C841 C843 C304 G606 C204 C104
Hold C302 L658 No.3 C202 No.2 C102
G403 G851 G852 G303 C303 G203 C203 G103 C103
C403 C850 C851 C853
J304 C309 C209 C109
C409 J204 J104
L405 L305 L205 L105
No.3 C310 C210 C110
G721 G722 G723 G724 G725 C721 C722 C723 C724 C725
G402 J403 G302 G202 G102
C405 C305 C205 C105
L401 L301 L201 No.1 L101
G704 G703 G702 G701 C761 C704 C703 C702 C701 C771
L406 C401 L306 C301 Pumps L206 C201 L106 C101
G713 C764
G718 G717 J103
G714 C765 C763 H506 H513
G401 G301 G201 G101
L622 L620 L614 L612
L621 L619 L613 L611
L618 L616 L610 L608

L617 L615 L609 L607
J801
J602 J601
J802 G901
Key L663 L661 L901 G951 G952

Inert Gas
Unit L637 L625 G609 G607 L623 H503 G605 L902 L903 G902
Engine Room G903
L603 G603 G601 L601 H501
L635 H563
L631 L629 H561
L G G L HPL

3.7.8 deck tank loading with the vessel’s No.4 and No.5 LPG plants are started up on reliquefaction, with vapour suction
reliquefaction plant from all four cargo tanks and the deck tank. Condensate return to the deck tank
is fully opened and the returns to the cargo tanks are cracked open only, in
Upon completion of the deck tank cooldown, the deck tank filling valve L903 order to cool down the lines to the deck tank.
is opened and the deck tank spray valve L902 closed, to switch loading to the
bottom of the deck tank. In this case the liquid for deck tank filling will be
Operating Procedure
supplied by No.4 and No.5 reliquefaction plants.
a) Once the lines are cool the flow rate can be increased to the
The valve line up is as per table below.
deck tank by further closing the condensate returns to the cargo
tanks.
Open No.1 tank vapour suction valve G101 b) Some liquid will flash off on contact with the deck tank
steelwork, and, as the vapour system is common, will balance
out the drop in cargo tank pressure caused by the compressor
Open No.3 tank vapour suction valve G301 suction. If however, the cargo tank pressures drop too quickly,
Open No.4 tank vapour suction valve G401 stopping one plant and slowing down the process may help.
Open Deck tank vapour suction valve G902 If the pressures continue to fall the process may be stopped
Open Deck tank vapour isolation valve G901 from time to time in order to let the tank pressures rise before
resuming.
Open Vapour valve to No.1 tank G701 c) Monitor the deck tank and cargo tank pressures and adjust the
Open Vapour valve to No.2 tank G702 condensate valves as required.
Open Vapour to No.4 tank G704 d) Monitor the deck tank level gauge and obtain the rate. Predict
Open Vapour crossover valves G754, G755 when the tank will be filled to the level required.
Open No.4 plant valves G864, G894 e) When deck tank is filled to the required level, open up the cargo
G840, C840 tank condensate returns and close the deck tank inlet and outlet
C841, C843 valves.
G850, C850
CAUTION
C851, C853
If the vessel is to proceed on passage with the deck tank loaded, 98%
Open Condensate crossover valves C754, C755 filling must not be attempted. The maximum ambient temperature on
Open Condensate valve to No.1 tank C701 passage must be considered, and the tank loaded so that 98% filling will
Open Condensate valve to No.2 tank C702 not be exceeded when expansion to that temperature takes place.
Open Condensate valve to deck tank C771

Part 4: Cargo Operations - Control and Instrumentation
4.1 Cargo Monitoring System 4.3 Cargo Tank Instrumentation System
4.1.1 Cargo Alarm Monitoring and Control System Overview 4.3.1 Tank Level Measurement
4.1.2 Operator Stations 4.3.2 Independent High Level Alarm System
4.1.3 Screen Displays 4.3.3 Gas Detection System
4.3.4 Portable Gas Measuring Instruments

Illustrations
4.3.5 Loading Computer
4.1.1a Cargo Alarm Monitoring and Control System Overview 4.3.6 Remote Sounding and Draught Gauging Systems
4.1.3a Operator Control Panel Display

Illustrations
4.2 Cargo and Ballast Control Console
4.3.1a Tank Level Measurement
Illustrations 4.3.1b Workstation Menu Structure
4.3.2a High Level and Overfill Alarm System

4.2a Cargo Control Console
4.3.3a Gas Detection System
4.2b Cargo Control Panel Mimic (Left Hand Section)
4.3.3b Gas Sampling Alarm Panel
4.2c Cargo Control Panel Mimic (Right Hand Section)
4.3.6a Remote Sounding and Draught Gauging System
4.3.6b Pressure Principle

Illustration 4.1.1a Cargo Alarm Monitoring and Control System Overview

Engine Room Engine Control Console Cargo and Engine Control Room Workshop - Engine Room 2nd Deck Level
Accommodation - A Deck Level
PLC1
UPS
Power Unit
VDU 1 Server PC1
A VDU 4
Switch Hub-A
TMA Power Unit Ethernet A
Pressure Sender B
Engine
Transmitter (ECB-2321) CPU - A Ethernet B
4-20mA CPU - B Log and PC
LE - NET - A Colour Laser
LE-net IN OUT
LE - NET - B Printer
TMA PI/O SIO
Cargo
Sender TMA Line
TMA - 1 Alarm
Resistance Box Log and PC
Bulb SI/O (AP) Printer Colour Laser
100 ohm A/O (Meter)
Printer
A/O (Meter)
TMA PLC2
Sender
Box Power Unit
Pressure A Server PC1 Wheelhouse
Transmitter Power Unit
4-20mA B
CPU - A Ethernet A
VDU 5
CPU - B Switch Hub-B
Local Local LE - NET - A Ethernet B
GSP GSP LE - NET - B
Panel Panel
TM - 1 LE-net IN OUT
TM Line D/1 Clock Sig.
BZ/FC Stop,Pulse UPS VDU 2 SIO
Main Switchboard Group Starter Panel D/1 (64)
Sig, Test, etc.
D/O (64)
BZ Sig, Engineer Voyage
TMA Lamp Cont. Call Sig.
Sender
Data
CPU Trouble CPU Trouble
(ECA-221) Lamp Control Navigation Console Recorder
TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82
M/E M/E & ELE GEN M/E M/E & ELE GEN
M/E SLOW DOWN PROP & STM GEN MISCE DEAD
MAN
DUTY RUN M/E SLOW DOWN PROP & STM GEN MISCE DEAD
MAN
DUTY RUN
TRIP & REQUEST ABNOR ABNOR LLANEOUS ALARM
CONFIRM
TEST TRIP & REQUEST ABNOR ABNOR LLANEOUS ALARM
CONFIRM
TEST
BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP

ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER
ACCEPT ACCEPT
1 2 3 CALL 1 2 3 CALL
W/H ECC W/H ECC
Cargo/Ballast
2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7
Main Switchboard Room

ATTEND UNATTEND ATTEND UNATTEND
Cargo
BZ BZ BZ BZ
PLC1
STOP CUT STOP CUT
Server PC1
ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h
T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D
Engine Room - 3rd Deck Level Control Console

WHEEL HOUSE WHEEL HOUSE
Power Unit
A UPS Switch Hub-A Second Engineer Chief Engineer Cargo Engineer Chief Officer’s
Ethernet A
Cargo Instrument Room Power Unit Officer 7 (Duty) Day Room (Duty) Day Room Day Room (Duty) Day Room (Duty)
B
Accommodation - Upper Deck Level
TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82
CPU - A
M/E M/E & ELE GEN M/E M/E & ELE GEN M/E M/E & ELE GEN M/E M/E & ELE GEN M/E M/E & ELE GEN
MAN
MAN
MAN
MAN
MAN
DUTY RUN
CONFIRM
CONFIRM
CONFIRM
CONFIRM
CONFIRM
TEST
Ethernet B
BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP
ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER
ACCEPT ACCEPT ACCEPT ACCEPT ACCEPT
1 2 3 CALL 1 2 3 CALL 1 2 3 CALL 1 2 3 CALL 1 2 3 CALL
W/H ECC W/H ECC W/H ECC W/H ECC W/H ECC
2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7
ATTEND UNATTEND ATTEND UNATTEND ATTEND UNATTEND ATTEND UNATTEND ATTEND UNATTEND
CPU - B
BZ BZ BZ BZ BZ BZ BZ BZ BZ BZ
STOP CUT STOP CUT STOP CUT STOP CUT STOP CUT
ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h
T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D
LE - NET - A
WHEEL HOUSE
BZ BZ
WHEEL HOUSE WHEEL HOUSE WHEEL HOUSE
BZ
WHEEL HOUSE
LE-net IN OUT BZ
Bedroom Bedroom Bedroom
LE - NET - B Bedroom
Officer 3 (Duty)
PI/O SIO
Cargo TMA Line TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82
TMA - 1 Cargo Alarm

M/E M/E & ELE GEN M/E M/E & ELE GEN M/E M/E & ELE GEN M/E M/E & ELE GEN
MAN
MAN
MAN
MAN
DUTY RUN
CONFIRM
CONFIRM
CONFIRM
CONFIRM
TEST
VDU 3
BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP BILGE GROUP GROUP GROUP
ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER ALARM FIRE ALARM ALARM ALARM ENGINEER DIMMER
ACCEPT ACCEPT ACCEPT ACCEPT
1 2 3 CALL 1 2 3 CALL 1 2 3 CALL 1 2 3 CALL
W/H ECC W/H ECC W/H ECC W/H ECC

2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7 2/E OFF3 OFF4 OFF7
ATTEND UNATTEND ATTEND UNATTEND ATTEND UNATTEND ATTEND UNATTEND
SI/O (AP) Printer

BZ BZ BZ BZ BZ BZ BZ BZ
STOP CUT STOP CUT STOP CUT STOP CUT
ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h ALARM BOX FOR EXTENSION ALARM ID=10h
T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D T E R A S A K I E L E C T R O N I C C O . LT D
A/O (Meter)
WHEEL HOUSE WHEEL HOUSE WHEEL HOUSE WHEEL HOUSE
A/O (Meter) Officer 4 (Duty) TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82
Main Line
MAN
MAN
MAN
MAN
DUTY RUN
TRIP LLANEOUS CONFIRM TRIP LLANEOUS CONFIRM TRIP LLANEOUS CONFIRM TRIP LLANEOUS CONFIRM
Resistance
& REQUEST ABNOR ABNOR ALARM TEST & REQUEST ABNOR ABNOR ALARM TEST & REQUEST ABNOR ABNOR ALARM TEST & REQUEST ABNOR ABNOR ALARM TEST

PLC2
BZ BZ BZ BZ
Bulb
BZ BZ BZ BZ
Main Line ALARM BOX FOR EXTENSION ALARM ID=10h

T E R A S A K I E L E C T R O N I C C O . LT D
ALARM BOX FOR EXTENSION ALARM ID=10h
100 ohm Power Unit Cargo

A Server PC2 Officer 1 (Duty) Officer 2 (Duty) Officer’s Lounge Officer’s TV Room
CSB CPU Trouble
Power Unit
B
Ethernet A
TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82
CPU - A
MAN
MAN
MAN
MAN
DUTY RUN
CONFIRM
CONFIRM
CONFIRM
CONFIRM
TEST
Pressure
Switch Hub-B
CPU - B
(Spare Line)
Transmitter Ethernet B
LE - NET - A
4-20mA
LE - NET - B TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82 TERASAKI Extension Alarm System Model WE-EX82
Cargo TM Line LE-net IN OUT

M/E MISCE DEAD
M/E MISCE DEAD
M/E MISCE DEAD
M/E MISCE DEAD
Contact
SLOW DOWN PROP & STM GEN MAN
DUTY RUN SLOW DOWN PROP & STM GEN MAN
DUTY RUN
CONFIRM
CONFIRM
CONFIRM
CONFIRM
TEST
TM - 1

Signals
D/1 Clock Sig. ALARM BOX FOR EXTENSION ALARM ID=10h

SIO
BZ/FC Stop,Pulse
D/1 (64) UPS

Officer’s Officer’s Duty Officer’s
Sig, Test, etc.
D/O (64) Gymnasium Smoking Room Mess Room Dining Saloon
BZ Sig, Engineer
Lamp Cont.
Call Sig.
CPU Trouble
Lamp Control Accommodation

4.1 Cargo Monitoring System The main applications to which these functions are applied are: Bridge and Accommodation Alarm System
• Cargo and ballast monitoring In addition to the individual alarm announcements and the group alarms, the
4.1.1 Cargo Alarm Monitoring and control system has the facility for advising the duty officer of the occurrence of new
• Watch call system
System overview alarms, thus making it possible to operate the vessel with an unmanned space.
The advising of the duty officer takes place through the Extension Alarm
Each server is connected to an UPS unit, which takes up to 8 hours to fully
Maker: Terasaki Electric Co. Ltd Panels which are located in the cabins of the duty officers, in accommodation
charge and can supply the server for 20 minutes in the event of a power
Model: WE22 public rooms and on the bridge.
failure.
The system allows for unmanned operation by activating alarms in the cabin
Introduction of the selected duty officer and in public spaces which the selected duty officer
is likely to visit. The duty officer may be selected at the cargo control room
An alarm monitoring and control system is provided to assist the ship’s officers operator workstation and the duty engineer may also call a selected officer to
with all the basic alarm, status information and control they require to maintain the cargo control room via the extension alarm system screen at the operator
a safe and efficient operation of the machinery. workstation.
The system, consisting of two server units and three PC workstations, allows
for the control of various pumps and valves from the mimic screens displayed Operation from the Operator Workstation
on the workstations. From the operator workstation, the officer is able to interface with the
monitoring and alarm system by means of a trackball, which is used as a
Access is normally via two operator workstations (VDU 1 and 2) located on pointing device for the arrow on the screen, and a pushbutton to activate the
the engine control console, which is situated in the engine and cargo control desired function. It is also possible to interact with the system by means of the
room on A deck level in the accommodation. A third workstation (VDU 4), operator keyboard at the operator workstation.
situated in the workshop, also allows for the control of various pumps and
valves. The workstation (VDU 5) on the bridge is for monitoring purposes
only. The cargo system is monitored at the workstation on the cargo/ballast Alarm Handling
control console via (VDU3). Alarm acknowledgements may only be carried out from the location of the
alarm watch station which is the cargo control console.
Each individual officer who needs access to the system will be in a user group
with varying levels of access to the system from system administrator at the This window appears at the lower left area of the screen if an alarm occurs. It
highest level to ‘Operator Restricted’ at the lowest. The system administrator, stays on screen until the alarm is confirmed by pressing the Flicker Stop key.
or ‘Operator’ has access to make any changes to the configuration deemed The window can be displayed or hidden by clicking on the Auto Alarm ON or
necessary. Access for making changes to the system is password protected. OFF key as required.
The operator restricted group have view only access. In addition to the alarm
monitoring the system operates the extension alarm system, which provides
Event Log
for signalling of alarms to specified cabins and public spaces during periods
of unmanned operation. Main events, such as feedback signals from motors and pumps, can be
automatically logged on the alarm and event log printer, giving the officer a
Data gathered by the monitoring and alarm system is processed and displayed complete cargo log.
on the screens at the operator workstations either in tabular form or in graphical
form (by means of mimic diagrams). The system activates alarms whenever an Alarm Lists
operating parameter is not within preset limits. The alarm is activated visually
and audibly requiring the duty officer to acknowledge the alarm, in order to An alarm will be presented to the officer as an alarm in general and also by an
accept the alarm condition, and to silence the alarm horn. alarm group which will enable the officer to determine the nature of the alarm
quickly, eg, if it comes from the cargo pumps, heaters, booster pumps, etc.
The basic cargo functions include: The alarm groups are indicated in the header at the top of the graphic display
screen.
• Process and system monitoring
• Event logging and monitoring

4.1.2 operator stations • FORWARD • PREVIOUS/NEXT

• DC SET • PRINT
Introduction • DC CLEAR • CHANGE MODE
Three PCs are fitted to the cargo and engine control console and attached to two • DC1~DC10 • ALARM ACKNOWLEDGE
alarm printers and two log printers. There is 100% redundancy in the system, • ALARM SUMMARY
each PC having full system functionality. Data input and communication with The numeric panel has numeric keys 0 to 9, an ENTER key and a BACKSPACE
• AUTO ALARM
the system in operation is via dedicated keyboards. key.
The operator keyboard is located at the operator workstation and this is used Printer Option
Graphic Screen Display
to access the WE22 system. In addition to the keyboard the WE22 system may There are two printers and one of these is selected as the alarm printer.
be accessed by means of the trackball which interacts with the graphic screen Each of the graphic screen displays at the cargo and engine control room
display. operator workstation can display any information from the WE22 system. The
The alarm printer is normally dedicated to printing alarms as they occur, when
screen displays are identical but each is controlled by its own keyboard and
they are acknowledged and as they are corrected. The alarm printer operates
The operator keyboard has two sections, the main panel with function keys and trackball unit.
automatically and prints each channel which enters alarm condition and which
the numeric panel. is removed from alarm condition. Details of the channel, its status and the time
The operator can interact with the WE22 system via the header and footer in
and date of the event are printed.
In the main panel the 10 function keys may be programmed but as default are the screen display using the trackball. The pointer is directed to a particular
set for the following: pushbutton in the header or footer and the left trackball pushbutton is pressed.
The log printer is used for printing logs of selected channels. Automatic
This will change the screen display to the selected display or will undertake
• F1 - Overview printing of logs and selected pages may be made on a timed basis; the time
the selected function.
intervals for printing and the selection of pages for printing is made during
• F2 - Mimic
system setup.
• F3 - Bar graph The footer contains the following pushbuttons which will open the selected
graphic screen display when pressed:
• F4 - Trend analysis The log printer may also be used for printing selected pages of alarms and
• User definable functions (Selected and inputted by the operator other channels or for printing the screen currently displayed.
• F5 - Event analysis and are ship specific)
• F7 - Meter Alarms
• F9 - Data list The current date and time are displayed in the header. The time associated with
New alarms are presented at the operator workstations at the lower left area of
an alarm or an event, which is displayed on the graphic screen and printer, is
• F10 - Free list the screen by an Auto Alarm (Field) window.
referenced to the local time.
• F11 - Log This Auto Alarm (Field) window appears at the lower left area of the screen if
The header contains pushbuttons for the following windows:
• F12 - System an alarm occurs and it stays on screen until the alarm is confirmed by pressing
• OVERVIEW the Flicker Stop key.
The other keys in the main panel have specific named functions as follows: • MIMIC
The window can be displayed or hidden by clicking on the Auto Alarm ON or
• CHANGE • BAR GRAPH OFF key as required.
• ALARM SUMMARY • TREND
An alarm must be acknowledge and this is done by the operator clicking on
• AUTO ALARM ON/OFF • EVENT ANALYSIS the BZ STOP pushbutton on the Auto Alarm (Field) window. Alarms may be
• MANUAL REPOSE • METER acknowledged at either of the graphic screens in the cargo and engine control
consoles.
• CONTROL • DATA LIST
• CHANGE MODE ON/OFF • FREE LIST
Alarm Summary Page
• SCREEN PRINT • LOG
The alarm page displays all channels which are currently in alarm or which
• HELP • SYSTEM have been in alarm and have not yet been acknowledged. The channels are
listed in chronological order of the alarm with the most recent at the top of the
• BACK • CHANGE
screen.

Illustration 4.1.3a Operator Control Panel Display
TERASAKI ELECTRIC CO. ,LTD. WATCH FREE SYSTEM WE22 [SERVER PC1] TERASAKI ELECTRIC CO. ,LTD. WATCH FREE SYSTEM WE22 [SERVER PC1]
GROUP STATUS & SCREEN TITLE
NO.2 CARGO TANK

LOCAL
GMT
2006/09/07
2006/09/07
12:30
04:30
ALARM
NOT_ACK 0
0 ALARM
SUMMARY
AUTO
ALARM OFF
ACK
AVAILABLE
MANUAL
REPOSE
CTRL
MODE
CHANGE
MODE ? GROUP STATUS & SCREEN TITLE
NO.2 CARGO TANK

LOCAL
GMT
2006/09/07
2006/09/07
12:30
04:30
ALARM
NOT_ACK 0
0 ALARM
SUMMARY
AUTO
ALARM OFF
ACK
AVAILABLE
MANUAL
REPOSE
CTRL
MODE
CHANGE
MODE ?
BAR TREND EVENT BAR TREND EVENT
OVERVIEW MIMIC GRAPH ANALYSIS ANALYSIS METER OVERVIEW FREE LIST LOG SYSTEM CHANGE OVERVIEW MIMIC GRAPH ANALYSIS ANALYSIS METER OVERVIEW FREE LIST LOG SYSTEM CHANGE
INDEX 001 002 003 004 INDEX 001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020
+ RESET PAUSE LOG BAR SAMPLING INTERVAL: 10 SEC DATE TIME: LATEST CH/GR JUMP GROUP 18/40
LINE CHNO CHANNEL NAME DATA LINE CHNO CHANNEL NAME DATA LINE CHNO CHANNEL NAME DATA
NO.2 CARGO TANK PRESS
0215 No2 Cargo TK Press L 5.9 0115 No1 Cargo TK Press L 4.7
5.8 MPA HIGH
NO.2 CARGO TANK IN TEMP 0606 Aft Liquid X-over Te -16.9
LOW 0602 Aft Liquid X-over Pr 0.25
0610 LPG Heater SW Out Te 30.7
NO.2 CARGO HOLD PRESS
5.7 MPA
0415 No4 Cargo TK Press L 5.9 0315 No3 Cargo TK Press L 4.6
MIDDLE MIDDLE LOWER 0609 LPG Heater Liquid Ou 27.5
PORT -40.9 °C -41.0 °C -41.3 °C
STBD -40.4 °C -41.1 °C -41.5 °C

TIME CURSOL
(%) KPA
100
40.0
FWD
PORT
STBD
NO.2 CARGO TANK PORT SUMP TEMP
-40.4 °C
50 15.0
SENSOR POINT
AFT
NO.2 CARGO HOLD BILGE TEMP NO.2 CARGO ANK STBD SUMP TEMP
27.3 °C -40.6 °C
0 -10.0
1500 750 0 MIN
DC DC EXT.ALARM DC DC EXT.ALARM
01 02 03 04 05 06 11 14 15 DC 10 ENG 01 02 03 04 05 06 11 14 15 DC 10 ENG
SET CLEAR UNATTEND CRM SET CLEAR UNATTEND CRM
CALL CALL

4.1.3 Screen Displays Alarm Summary Window Event Analysis Data Window
This is opened by clicking on the Alarm Summary key at the top of the screen. This is opened by clicking on the icon below the INDEX key at the top left hand
Introduction The measurement points in alarm state are displayed in order of occurrence, side of the screen. This screen will display a graph of events over a sampling
with the latest alarm in the top line on the first page. time interval preceding the present time. This will be used to determine the
Screen Layout course of action necessary to correct the situation and avoid a similar event.
The screen is configured with 2 rows of information displays and operating Defective Alarm Window
keys at the top and a single row of direct call and duty engineer’s selection Meter Window
keys the bottom. Each of the operating keys has an internal bar which changes A defective alarm is generated if the feedback signal is not detected within a
to a cyan colour when is use. preset period of time after a control signal is sent at this time, the Defective This is opened by clicking on the METER key at the top of the screen. This
Alarm window automatically appears at the upper right area of the screen. screen will display various pressures in dial form for clear understanding by
The information displayed at the top includes the name of the window in use, It can be closed by clicking on the BZ STOP button on the Defective Alarm the duty engineer.
the current time and the alarm currently activated. To the right of this is a Mode window.
Change key which is only used by personnel with an authorised password. Data List Window
Mimic Window (Engine Control Only)
Below this row are keys for the following: This is opened by clicking on the DATA LIST key at the top of the screen. This
This window is accessed by clicking on the MIMIC key at the top left hand side screen displays the alarm settings for various systems. Details of another group
• Print screen key - a screenshot of the currently selected window of the screen and is used for controlling the pumps and valves. A pump symbol can be displayed by typing in the group number in the CH/GR box and clicking
is taken and printed. for example, which can be controlled is coloured green and has a yellow box on the Enter or Jump key.
• Previous/next key - the previous key switches the screen to the around it.
page that was previously displayed. To return to the original System Status Window
page, press the Next key. The CTRL MODE key is now pressed to enable the control to be taken. Another
window will now appear to tell whether the currently selected screen is controlled This is opened by clicking on the SYSTEM key at the top of the screen. This
• System and Change keys - press system to view the operating at other areas. To clear this window, press the CTRL MODE icon again. screen displays the status of the system and highlights any parts that may not
status of the system. The Change key information is only used be operating correctly.
by personnel with an authorised password. If control is not possible an Interlock icon is displayed, if this is not displayed
• Log key - press this key to display the details of the printed click on the symbol and the yellow box will immediately change to a purple Note: Various parameter windows are available within the system, but these
log. colour are accessed via an authorised password and are outside the scope of this
manual.
• Function keys - the corresponding function window is displayed
A Control window now appears on the screen with Start and Stop keys which
on the screen when one of these keys is pressed.
are pressed as required. As the symbol operates it blinks in the operating status
colour until it is either stopped or started, then changes to a steady state.
The keys at the bottom of the screen include the Direct Call keys which enable
the operator to gain direct access to the most frequently used screens.
Trend Window
Overview Window Trend displays that are used most frequently can be accessed directly from the
command menu by clicking on the TREND ANALYSIS key at the upper left
The overview window is accessed by clicking on the Overview key at the top
side of the screen. To view another group, click on the group key at the top of
left side of the screen. This displays all the groups that are monitored by the
the trend screen.
system. Further details are displayed by clicking on the group number key at
the top of the screen or typing in the group number in the CH/GR box and
The individual colour is used to separate the ID number, the measuring scale,
clicking on the Enter or Jump key.
the trend curve, and the digit value for each measurement. A zoom function is
available by selecting the new area by means of the trackball.
Auto Alarm Window
This window appears at the lower left area of the screen if an alarm occurs and Bar Graph Window
it stays on screen until the alarm is confirmed by pressing the Flicker Stop key.
This enables the operator to monitor selected points as a bar graph by clicking
The window can be displayed or hidden by clicking on the Auto Alarm ON or
on the BAR GRAPH key at the top left hand side of the screen. To view
OFF key as required.
another group, click on the group keys at the top of the screen.

Illustration 4.2a Cargo Control Console

1 45
43 44 12
21 24 27 30 33 52 61 62 63 64 84
11 1
2 101 112
4 5 6 7
2
95
10
9 3
8 4
3 12 13 7
6
5
22 25 28 31 34 53 54 85 86 102 103 113 114

65 66 67 68 69
8 9 10 11
23 26 29 32 35 55 57 87 89 104 106 115 117
70 70 70 70 96
46
14 15 16 17 71 71 71 71
36 37 38 56 58 88 90 105 107 116 118
41
18 19 72 73 74 75 76
91 92 99 108 109 119 120
39 40 97
59 60 77 77 77 77
20 47 49
42 50 51 100
78 93 94 110 111 121 122
48 79 80 81 82 98
83
130
123 124 127
135
128
Num Caps Scroll
Lock Lock Lock
125 131
126
129 132
133 134
Key
1 - Graphic Panel For Ship Draught 28 - Water Spray Pump Discharge 55 - No.8 Cargo Pump Ammeter 82 - No.1 Motor Room Supply Fan Indicator 109 - Starboard Level Indicator
2 - Warning Buzzer 29 - Water Spray Stripping Eductor Suction 56 - No.8 Cargo Pump Discharge Pressure 83 - Inert Gas Generator/Reliquefaction Plant CSW Pump 110 - Inert Gas Delivery Valve Outlet Pressure
3 - Aft Peak Water Ballast Tank Indicator 30 - No.2 Fire, Bilge and General Service Pump Ammeter 57 - No.7 Cargo Pump Ammeter 84 - No.3 Emergency Cargo Pump Ammeter 111 - Inert Gas Delivery Valve Outlet Temperature
4 - No.4 Water Ballast Tank Indicator (Port) 31 - No.2 Fire, Bilge and General Service Pump Discharge 58 - No.7 Cargo Pump Discharge Pressure 85 - Tank Pressure 112 - No.1 Emergency Cargo Pump Ammeter
5 - No.3 Water Ballast Tank Indicator (Port) 32 - Hydraulic Oil Pump 59 - Port Level Indicator 86 - Hold Pressure 113 - Tank Pressure
6 - No.2 Water Ballast Tank Indicator (Port) 33 - No.1 Fire, Bilge and General Service Pump Ammeter 60 - Starboard Level Indicator 87 - No.6 Cargo Pump Ammeter 114 - Hold Pressure
7 - No.1 Water Ballast Tank Indicator (Port) 34 - No.1 Fire, Bilge and General Service Pump Discharge 61 - Propane Liquid Line Pressure (Aft) 88 - No.6 Cargo Pump Discharge Pressure 115 - No.2 Cargo Pump Ammeter
8 - No.4 Water Ballast Tank Indicator (Starboard) 35 - Control Air Pressure Indication 62 - Propane Gas Line Pressure (Aft) 89 - No.5 Cargo Pump Ammeter 116 - No.2 Cargo Pump Discharge Pressure
9 - No.3 Water Ballast Tank Indicator (Starboard) 36 - Water Spray Stop/Start Buttons 63 - Butane Gas Line Pressure (Forward) 90 - No.5 Cargo Pump Discharge Pressure 117 - No.1 Cargo Pump Ammeter
10 - No.2 Water Ballast Tank Indicator (Starboard) 37 - No.2 Fire, Bilge and General Service Pump Stop/Start Buttons 64 - Butane Liquid Line Pressure (Forward) 91 - Port Level Indicator 118 - No.1 Cargo Pump Discharge Pressure
11 - No.1 Water Ballast Tank Indicator (Starboard) 38 - No.1 Fire, Bilge and General Service Pump Stop/Start Buttons 65 - No.5 Reliquefaction Compressor Discharge Pressure 92 - Starboard Level Indicator 119 - Port Level Indicator
12 - Forward Deep Water Ballast Tank Indicator 39 - No.2 Hydraulic Oil Pump Standby/Stop/Start Buttons 66 - No.4 Reliquefaction Compressor Discharge Pressure 93 - No.2 Booster Pump Current 120 - Starboard Level Indicator
13 - Fore Peak Water Ballast Tank Indicator 40 - No.1 Hydraulic Oil Pump Standby/Stop/Start Buttons 67 - No.3 Reliquefaction Compressor Discharge Pressure 94 - No.1 Booster Pump Current 121 - Inert Gas Dew Point
14 - Fuel Oil Side Tank Indicator 41 - No.2 VHF Radiotelephone 68 - No.2 Reliquefaction Compressor Discharge Pressure 95 - Loaded Product and Tank Specification 122 - Inert Gas Oxygen Content
15 - Fuel Oil Deep Tank Indicator (Port) 42 - 400MHz Receiver with Microphone 69 - No.1 Reliquefaction Compressor Discharge Pressure 96 - Gas Alarm Panel Monitor 123 - Fuel Oil Filling System
16 - Draught Aft Indicator 43 - Wind Direction Indicator 70 - Remote/Local Indicators 97 - Caution Notice 124 - Ballast System (See Separate Illustration)
17 - Draught Fore Indicator 44 - Wind Speed Indicator 71 - Capacity Control Indicators 98 - Cargo Tank Sounding Chart 125 - Telephone Directory
18 - Diesel Oil Side Tank Indicator 45 - Clock and Seconds Adjust Switch 72 - No.5 Reliquefaction Compressor Selector and Indicator 99 - Inert Gas Generator Run Indicator 126 - Automatic Telephone
19 - Fuel Oil Deep Tank Indicator (Centre) 46 - Terasaki Cargo System Monitor Display 73 - No.4 Reliquefaction Compressor Selector and Indicator 100 - Inert Gas Generator Shutdown Switch 127 - Public Address System
20 - Fuel Oil Deep Tank Indicator (Starboard) 47 - Emergency Shutdown System Selector 74 - No.3 Reliquefaction Compressor Selector and Indicator 101 - No.2 Emergency Cargo Pump Ammeter 128 - Operating Keyboard and Trackball
21 - No.2 Water Ballast Pump Ammeter 48 - Shore Abnormal Bypass Indication 75 - No.2 Reliquefaction Compressor Selector and Indicator 102 - Tank Pressure 129 - Log Space
22 - No.2 Water Ballast Pump Discharge 49 - Main Emergency Shutdown Switch 76 - No.1 Reliquefaction Compressor Selector and Indicator 103 - Hold Pressure 130 - Intrinsically Safe Telephone Selector
23 - No.2 Water Ballast Pump Suction 50 - Emergency Shutdown Reset 77 - Ethanol Vent Valve Indicators 104 - No.4 Cargo Pump Ammeter 131 - Intrinsically Safe Telephone
24 - No.1 Water Ballast Pump Ammeter 51 - Emergency Shutdown Indication 78 - Reliquefaction Plant Cooling Sea Water Pump 105 - No.4 Cargo Pump Discharge Pressure 132 - Test Switch
25 - No.1 Water Ballast Pump Discharge 52 - No.4 Emergency Cargo Pump Ammeter 79 - No.2 Compressor Room Exhaust Fan Indicator 106 - No.3 Cargo Pump Ammeter 133 - Flicker Stop Button
26 - No.1 Water Ballast Pump Suction 53 - No.4 Cargo Tank Pressure 80 - No.1 Compressor Room Exhaust Fan Indicator 107 - No.3 Cargo Pump Discharge Pressure 134 - Buzzer Stop Button
27 - Water Spray Pump Ammeter 54 - No.4 Cargo Hold Pressure 81 - No.2 Motor Room Supply Fan Indicator 108 - Port Level Indicator 135 - Cargo System Mimic (See Separate Illustration)

4.2 Cargo and Ballast Control Console a) The operator presses and releases the green pushbutton marked The green pushbutton stops flickering and changes to a steady light when the
OPEN. green pushbutton is released.
The console is located in the cargo and engine control room on A deck in
the accommodation. The cargo and ballast remote controlled valves can be The green pushbutton light starts flickering and the red When the operator requests a valve in the open position to be closed, the red
operated from the mimic panel and the cargo, ballast and booster pumps and pushbutton light is extinguished. and green pushbutton actions are reversed.
the reliquefaction compressors can be started.
The green pushbutton light continues flickering as the valve
The console’s 110V main power is supplied from the main switchboard via travels from the closed position to the fully open position.
450V/110V transformer T32. In the event of main power failure, the emergency
power circuit breaker NFBAE must be turned on manually, to allow supply The green pushbutton light stops flickering and changes to
from the emergency switchboard. steady when the valve reaches its fully open position.
When the operator requests a valve in the open position to be closed, the red
Note: The main power circuit breaker NFBAM and the emergency power
and green pushbutton actions are reversed.
circuit breaker NFBAE cannot be engaged at the same time due to the
mechanical interlock.
Indication and Movement Control
Valve Operation The following cargo valves can be partially opened or partially closed:
L101, L102, L103, L104
The valve control on the mimic panels on the cargo and ballast control console
allow valves to be fully opened and fully closed, or partially opened or partially L201, L202, L203, L204
closed, depending on the operational requirements. L301, L302, L303, L304
L401, L402, L403, L404
Open or Closed Control
C106, C206, C306, C406
The following cargo valves are either fully open or fully closed:
L601, L602, L603, L604 The following ballast valves can be partially opened or partially closed:
L608, L610, L611, L613 B11, B12, B13, B14
L616, L618, L619, L621 B15, B16, B17, B18
L901 B22
G101, G201, G301, G401
G601, G602, G603, G604 The operator requests a valve in the closed position to be partially opened. The
red pushbutton marked SHUT is illuminated:
G901
a) The operator presses continuously the green pushbutton marked
The following ballast valves are either fully open of fully closed: OPEN.
B01, B02, B03, B04, B05
The green pushbutton light starts flickering as the valve
B06, B07, B08, B09, B10, travels from the closed position and the red pushbutton light is
B19, B20, B21 extinguished.
The operator requests a valve in the closed position to be opened. The red The valve position indicator moves across the scale as the valve
pushbutton marked SHUT is illuminated: travels from the closed position.
b) The operator releases the green pushbutton at the required %

open position for the valve, ie, 50%.

Illustration 4.2b Cargo Control Panel Mimic (Left Hand Section)
NO.4 PIPE TRUNK TOP RELIQ. COMPRESSOR ROOM

G810 E817
NO.1
COMP G811 G812
P G861 C810
C404 C811
L408 L404 L402 G820 E827
C402 NO.2
COMP G821 G822
C403
P G862 C820
SHUT OPEN SHUT OPEN C821
G830 E837
C409 NO.3
NO.7 CARGO PUMP
COMP G831 G832
C410 B G863 C830
STOP START C831
C408 G840 E847
L413 NO.4
NO.4 EMERG.
L405 COMP G841 G842
CARGO PUMP J804 P G864 C840
L442 BHD C405
C841
RUN
G850 E857
NO.5
C407 C406 J803 COMP G851 G852
L407 L403 L401 B G865 C850
C851
SHUT OPEN
G718 TO
SHUT OPEN SHUT OPEN G721 G722 G723 G724 G725 NO.2 V.R C721 C722 C723 C724 C725
G405 G712 G716

C712 C772
C401
NO.8 CARGO PUMP G401 G717
G751 G752 G753 G754 G755 C762 C751 C752 C753 C754 C755
G711 G715 C711 C771

STOP START SHUT OPEN
G713 G765 C761 C704 C703 C702 C701
G704 G703 G702 G701 C763
C764
G714 ABCDE
FGH I J
K
CAUTION
DURING THE BOOSTER PUMP OPERATION
Key For
BOOSTER PUMP TO BE STOPPED Adjoining
IMMEDIATELY Illustration 4.2c
WHEN LINKED CARGO PUMP IS STOPPED
L
CW-2 CW-1 H554 LPG BOOSTER/HEATER SYSTEM
J801 J403 H509 H510
W502 W501
TO NO.4 FROM NO.3 TO HIGH PRESS
J304 H512 LIQ LINE
HOLD BTM HOLD TOP LPG HEATER H511
OPEN
J802 VAPORIZER SHUT
H508
H551 FROM LIQ LINE J305
NO.1 BOOST PUMP
(FORE) VENT
H515 HATCH
H553 H552 H507 H506
STOP START
J405 L638 FROM LIQ LINE
I.G.G. UNIT VENT H555 (AFT)
HATCH
NO.2 BOOST PUMP
H516 H505
(IN ENGINE ROOM) FROM NO.4 FROM NO.3
FROM H514 H513
HOLD TOP STOP START HOLD TOP
DRAIN TREAT LINE HOLD EDUCTOR LINE

Illustration 4.2c Cargo Control Panel Mimic (Right Hand Section)
NO.3 PIPE TRUNK TOP NO.2 PIPE TRUNK TOP NO.1 PIPE TRUNK TOP
L636
C304 C204 C104
L308 L304 L302 H564 H562 L208 L204 L202 L108 L104 L102
C302 L632 L626 G610 G608 L630 L624 C202 C102
G606
L604 G604 G602 L602
C303 C203 C103
SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN
SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN H502
C309 C209 C109
NO.5 CARGO PUMP L638 NO.3 CARGO PUMP NO.1 CARGO PUMP
C310 C210 C110

STOP START H504 STOP START STOP START
C308 L664 L662
C208 C108
L313 H566 L213 L113
NO.3 EMERG. NO.2 EMERG. NO.1 EMERG.
L305 L205 L105
CARGO PUMP CARGO PUMP CARGO PUMP
L342 BHD C305 L242 BHD C205 L142 BHD C105
LPG
RUN RUN RUN
BOOST/HEAT
SYSTEM
C307 C306 C207 C206 C107 C106
(INCL.
L307 L303 L301 VAPORIZER) L207 L203 L201 L107 L103 L101
G605
SHUT OPEN SHUT OPEN SHUT OPEN
SHUT OPEN SHUT OPEN H517 SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN
G305 G205 G105
C301 C201 C101
NO.6 CARGO PUMP G301 G606
NO.4 CARGO PUMP G201 NO.2 CARGO PUMP G101
L658 H505 H515
STOP START SHUT OPEN STOP START SHUT OPEN STOP START SHUT OPEN
EDCBA
L621 L619 L613 L611

L622 L620 L614 L612
J I HGF
K SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN
Key For L618 L616 L610 L608

SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN
Adjoining
Illustration 4.2b
L617 L615 L609 L607
L
G901 L661 H565
J602 L663 J601 H503 C201
J303 J203
SHUT OPEN
TO L637 TO NO.3 FROM NO.2 TO NO.2 FROM NO.1 TO NO.1
NO.2 V.R J204 J104
L901 HOLD BTM HOLD BTM HOLD BTM HOLD BTM HOLD BTM
SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN H501
SHUT OPEN
L603 G603 G601 L601
L902 L903 G902
G605
G903 L631 L625 G609 G607 L629 L623
J205 J105
VENT VENT
DECK TANK H563 H561 HATCH HATCH
(350m3 PROPANE) L635 FROM NO.2 FROM NO.1
HOLD TOP HOLD TOP

4.3 CARGO TANK INSTRUMENTATION SYSTEM The AutroCARGO 2000 Presentation Programme NL-3000 Main Menu Limits/Blocking Menu
display window is the main window to work from, as it gives access to the In this menu it is possible to set alarm limits and block alarms for the cargo,
4.3.1 Tank Level Measurement principal sub menus. ballast and service tanks.
Kongsberg Tank Level Measurement System Illustration 4.3.1a Tank Level Measurement
By clicking onto the required tank’s button the line/blocking screen is displayed
for the selected tanks. For the cargo tanks there are two pages, here the operator
Maker: Kongsberg Maritime AS can set alarm limits for the tank ullage limits, inert gas pressure, enable or
Type: AutroCARGO 2000 LPG Radar Level gauging disable temperature and inert gas pressure alarms for selected tanks.
system Work-
station For the ballast tanks it is possible to set level alarm limits and density values.
General Description The service tank limits/blocking screen allows for the setting of density values
and alarm limits for level and temperature.
The radar transmitters on the tank domes emit microwaves, directed by an
antenna, towards the surface of the tank liquid contents. The antenna picks up
the echo from the surface. The difference in frequency between the transmitted BACK-UP DISPLAY
Cargo Tank Details - Utility Screen
NL-190
and reflected signal is directly proportional to the measured distance, ie, the
ullage. EA- The cargo tank details screen allows the operator to view and print out detailed
Computer
information on the cargo tanks
The Kongsberg AutroCARGO 2000 LPG radar level gauging system, which
is the main part of the cargo tank control system, is made up of the following Display Menus
units: LON
• Workstation The display menus are accessed directly from the Main Menu; the Setup Cargo
Serial Screen and Setup Ballast are used to assign different cargo and ballast tanks to
• Level unit comm. specific groups. This screen gives an overview of how the tanks and groups are
lines
• Transmitters 1-n GLK-100 organized, the system provides up to 16 groups with up to 12 freely selected
tanks assigned to each group. Each tank within a selected group is shown as a
vertical bar graph, where the current level of liquid in each tank is indicated.
Workstation The lower part of the screen gives exact information on ullage, level, volume,
average temperature, density, weight, inert gas pressure and rate of filling for
The workstation is used by the operator for monitoring the tank liquid I/O each tank. The total volume, weight and rate of filling are also shown in the
levels (ullage), liquid and vapour average temperatures, cargo volumes at 1-n Radars modules
lower right hand corner.
average temperatures and all the other data that is handled by the Kongsberg
AutroCARGO Radar. The workstation takes care of the alarm handling of The Cargo Level Screen gives an overview of the exact level in each cargo tank
the measured values. It also communicates with other systems, such as load displaying ullage, level volume average temperature, density, weight, inert gas
calculators and electric-pneumatic level gauging systems (such as ballast) and pressure and rate of filling. The total volume, weight and rate of filling are also
supervises the transmitter and level unit computers. shown The other display screens in this menu provide detailed information on
Setup Configuration Menu all relevant parameters for Cargo Groups/Tanks/Levels, Ballast Groups/Tanks,
The workstation is operated with a trackball and keyboard to activate various Service Tanks.
functions. This menu is a password protected menu which allows the operator to access
the following:
The display works under the Windows environment. Different windows can
be opened up and displayed simultaneously. The windows can be moved on Configuration Menu, allows the operator to manually set the water density
the screen by pointing the cursor and clicking at the top, on the title bar of the for the vessel’s draught and ballast, trim and list values and the atmospheric
window and dragging them to a new position. All the windows have a BACK pressure. The measuring principle, pressure or inclinometer can be selected.
button, which places the window behind the other windows and an EXIT There is also the facility to change the password in this menu.
button which closes the window.

Illustration 4.3.1b Workstation Menu Structure
SETUP CONFIGURATION MENU DISPLAY MENUS DISPLAY MENUS
AutoCARGO 2000 AutoCARGO 2000 AutoCARGO 2000

NL-3000 Presentation Program NL-3000 Presentation Program NL-3000 Presentation Program
SETUP CONFIG SETUP CARGO HELP
SETUP BALLAST HISTORY/TREND
PASSWORD
CARGO GROUPS REPORT
CARGO TANKS SEAGOING

CONFIGURATION LIMITS/BLOCKING UTILITY
CARGO LEVEL PAGE ACK

Density Draught Cargo Tanks Sensor Calibration
BALLAST GROUPS ACK

Change Password Ballast Tanks Cargo Tank Details
BALLAST TANKS ALARM MENU

Service Tanks
SERVICE TANKS SIREN OFF
EXIT NL-300 CALCULATOR

Utility Menus Level Unit

History/Trend
The level unit contains terminals for the intrinsically safe connection of
Displays graphical presentation of historical trend curves. the transmitters. It contains the electronics used for processing the signals
from the transmitters for calculating the tank parameters, such as a trim/list
Log Function Screen corrected ullage, average cargo temperature and for communicating with the
workstation.
To view and print out historical data, faults and alarms for a specific date.
The system automatically measures the ullage more frequently on cargo tanks
Time Log Screen that are either being loaded or discharged.
Selected items can be printed out or stored at specific intervals.
Gauges
Report Screen
The gauges measure the distance to the product surface, using a frequency
Allows the operator to generate and print reports. Reports are stored on the PC
modulated continuous wave (FMCW) radar signal, and have an electronic box
hard disk for three months before being automatically deleted.
that generates and processes the radar signal.
Seagoing The gauges used for LPG incorporate a cone antenna as an adapter for a full
When the ship is in open water, entering the seagoing mode prevents the length steel pipe in the tank.
motion of the vessel from repeatedly switching level alarms in the cargo and
ballast tanks on or off. Additional equipment for each tank, such as temperature sensors and a vapour
pressure sensor are connected to a wire terminal inside the gauge housing. The
vapour pressure sensor is situated inside the gauge housing.
Page Acknowledge
All visible alarms on the alarm window can be acknowledged by selecting the
PAGE ACK button.
Ack
The Ack allows alarms to be acknowledeged one by one.
Alarm Menu
Provides an overview of all alarms present in the system, both acknowledged
and unacknowledged.
List Function
The list function allows the operator to display all points assigned to a specific
funtion group. The screen can be shown in text mode, deviation mode or
blocking mode.
Siren Off
Click on thre SIREN OFF from any menu to silence the siren.
Calculator
A load calculator can be connected to the AutroCARGO 2000 system via the
network, or directly to a serial output on the EA-computer.

Illustration 4.3.2a High Level and Overfill Alarm System
HIGH LEVEL AND OVERFILL ALARM SYSTEM 230V AC Supply

High Level System
Protective Cap 98% CARGO TANK NO. 1 P 99,5% CARGO TANK NO. 1 P
98% CARGO TANK NO. 1 S 99,5% CARGO TANK NO. 1 S

230V AC Supply
98% CARGO TANK NO. 2 P 99,5% CARGO TANK NO. 2 P Overfill System
Test Lift Button
98% CARGO TANK NO. 3 P 99,5% CARGO TANK NO. 3 P

Connection
98% CARGO TANK NO. 4 P 99,5% CARGO TANK NO. 4 P
Box
LOOP FAILURE HIGH LEVEL LOOP FAILURE OVERFILL

Cargo Tank Dome Shell
SYST./POWER FAIL HIGH LEVEL SYST./POWER FAIL HIGH LEVEL
ALARM ACCEPTED
LOOP FAILURE ACCEPTED
ACCEPT RESET ALARM LAMP

BUZZER ON/OFF
Float Switch Arrangement ALARM ALARM HOLD TEST
Float Guide
High High
Low Density Float
98,5% 98,5% 98,5% 98,5% 98,5% 98,5% 98,5% 98,5% 98,5% SAFE AREA
Sensor Switch OVERRIDE
CT1
OVERRIDE
CT2
OVERRIDE
CT3
OVERRIDE
CT4
OVERRIDE
CT5
OVERRIDE
CT6
OVERRIDE
CT7
OVERRIDE
CT8
OVERRIDE
ESDS
98% 98% 98% 98% 98% 98% 98% 98%

OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE OVERRIDE
CT1 CT2 CT3 CT4 CT5 CT6 CT7 CT8
Intrinsically Safe Inputs
High Level Sensor

Tank No.1
HAZARDOUS AREA
Level Sensors
Tank No.2, 3 and 4

4.3.2 independent high level alarm system Operation Override

Independent Alarm and Shutdown Override
Make: Omicron When a cargo tank float moves upwards and activates the alarm, the buzzer on During the loaded voyages it will be necessary to override the high level
System: OAS-5.5 the cargo console workstation will start. The corresponding alarm will also be alarms and shutdowns; during the ballast voyage the low level alarm override
raised via the IAS system. is engaged on the AutroCargo 2000 to prevent the sloshing LPG liquid from
The vessel’s cargo tank high level alarm system is fitted to comply with the constantly activating the alarms.
Pressing the SILENCE ALARM pushbutton on the IAS control panel will
IMO, USCG and all major classification societies’ requirements. To comply cause the common alarms to stop.
with these requirements the high high level alarm 98% and the extreme high The following alarms can be overridden from the control panel in the cargo
level alarm 99.5% are completely separate to any alarms activated by the instrument room on the upper deck level, 99.5%, 98% and the ESD 99.5%. To
The common alarm unit is configured to raise alarms for either the 98% HHL override these levels, lift the protective cover and press the override button. For
AutroCARGO 2000 radar or IAS. or 99.5% EHL alarm. each alarm confirmation will be given by the illumination of each pushbutton
Both the High High Level (HHL) 98% and Extreme High Level (EHL) 99.5% When the level in the tank reaches the 98% alarm limit the filling valve for that
level switches are of the float type and can be tested independently from the • Independent EHL alarm and ESD activation
tank should be throttled in to 25% or less.
top of the tank. • Independent HHL alarm
In addition to the normal alarm function the system also has an Alarm Hold
All the inputs from the level switches are connected directly to the input side function.
of the ESD control panel then by relay to the ESD override (99.5% level), the CAUTION
common alarm system and the IAS cargo system. The Alarm Hold operates in the following manner: None of the high and low level alarms and overrides should be in the
override mode during loading and unloading operations of the cargo
The 98% capacity float will activate the HHL alarm. The 99.5% capacity EHL If prior to loading the Alarm Hold button is already activated, it must be tanks.
alarm will activate the ESD system, which closes the manifold valves. released and then reactivated; this is done to clear any previous alarms.
The level switch has two floats with built-in permanent magnets in each float. When the Alarm Hold is activated, the first alarm from each tank and level will
As the float moves upwards, a reed switch inside the housing is deactivated activate the buzzer on the control panel in the cargo instrument room, also the
and an alarm is raised. When the float moves downward, the reed switch is appropriate LED will flash.
closed again.
If one of the level switches, that is already in alarm condition, should be
Two resistors are connected to the reed switch inside the sensor. One is in deactivated and then reactivated because of the movement of the cargo surface,
series and one is in parallel with the switch contacts. This enables the detection the alarm will not sound again due to the alarm hold function.
of broken or shorted alarm circuits. If necessary it is possible to replace a faulty
sensor without taking the cargo tank out of service; see the manufacturer’s When the alarm hold button is deactivated, all alarms and alarm LED will
information instructions for full details. return to the normal working condition according to signal inputs from the
level switches in the tank.
Testing
Each level switch is equipped with a mechanical testing device. The testing
device is located under a protective screw cap on top of the level switch’s
junction box. By lifting the testing device slowly, the HHL alarm (98%) for
that particular tank will be raised. Lifting the device further up will cause the
EHL alarm (99.5%) to be raised.
When testing is complete, the test device should be pressed back down and the
protective screw cap replaced.
Note: The EHL and HHL alarms are to be tested prior to each cargo loading
and discharge operation.

Illustration 4.3.3a Gas Detection System Cargo Ballast Control Console

Gas Alarm Panel
CSB SCREEN
RIKEN
FINE RIKEN KEIKI CARGO AREA [GAS SAMPLING POSITION] 2006/08/15 21:57:25 SAVER
GAS SAMPLING MODE

SAMPLING LINE DETECTING PANEL DC MAIN POWER
SENSOR TROUBLE POWER DOWN DOWN AUTO MANUAL
LOCATION LPG GAS DENSITY [%LEL] ON UPPER DECK

PORT
Shut 4 COMP. ROOM (P) 0
0 20 40 60 80 100
4
R2 Down 2
13
0 20 40 60 80 100
Relay PANEL INSIDE 0 RELIQ
MOTOR
RELIQ
COMPRESSOR
ROOM ROOM
R
1 3
No.1 Accommodation Alarm Indicator Unit
Gas Detector Head
TANK STBD
No.1
PLC
No.4 No.3 No.2 No.1
No.8 Accommodation
CARGO TANK CARGO TANK CARGO TANK CARGO TANK
12 11 10 9 8 7 6 5
Gas Detector Head
No.8 No.9
24V DC CARGO AREA CARGO AREA ACCOMMODATION ALARM

MAINTENANCE
ALARM BUZZER
VIEW LIST SPACE SUMMARY RESET STOP
R1 Power
Hazardous Area Safe Area Relay
01 01 S
Motor Room (Starboard) R2
01
02 02 S 24V DC To PN
Motor Room (Port) R
02
03 03 S Shut Down
Reliquefaction Compressor Tr MCCB at Alarm
Room (Starboard) 03
04 04 S 10A
Reliquefaction Compressor To UV
Room (Port) 04 Switching Regulator
05 05 S 100V AC
No.1 Hold (Fore)
05
06 06 S Power
No.1 Hold (Aft) Relay
06
R1 WL
07 07 S MCCB
No.2 Hold (Fore) To UV
07 Tr 10A
08 08 S
No.2 Hold (Aft)
08
09 09 S
No.3 Hold (Fore) One Touch
09 Connector Air/Calibration Gas
10 10 S
AMP Key
No.3 Hold (Aft) Flow Failure
10
11 11 S Gas Detector Head
No.4 Hold (Fore) Regulator with Filter
11
12 12 S
To Atmosphere Gas Inlet
No.4 Hold (Aft) FM
12 3 1
Sampling Pump HC Gas
13 13 S
Detector Head Flame Screen
Air Lock Space
13 2
Inside Gas Detection Alarm Panel

4.3.3 Gas DEtection System The analyser works on the principle that infrared light is absorbed by the LPG Procedure in the Event of a Gas Detection Alarm Sounding
gas. LPG vapours have a distinctive absorption band in the infrared spectrum,
Maker: Riken Keiki Co. Ltd therefore, if a sample of gas is compared against a reference sample of air, the a) Notify the cargo engineer or chief officer.
Model: RM-590 difference in output from an infrared sensor will be in proportion to the gas
concentration. b) One or more of the above will investigate.
Introduction If the gas concentration of any sample point reaches 30% (adjustable) LEL, c) Prohibit all normal entry to the space concerned until it has been
an audible alarm is sounded and a red warning indication appears on the declared safe.
There are two types of infrared gas detection systems used throughout the ship panel; additionally, a gas detection alarm is activated on the cargo monitoring
covering all of the cargo, cargo machinery and accommodation spaces. The system. d) If the alarm requires further investigation inform the Master.
two systems are:
The system also incorporates an internal, catalytic combustion type gas e) Ban smoking and hot work throughout the vessel.
• Sampling System, using NDIR head. detecting head inside the unit to detect flammable gas levels inside the panel.
• System of Catalytic Detection heads. Additionally, the cargo instrument room, in which the system is located, is f) Arrangements will then be made for local investigation of the
covered by another catalytic combustion type detecting head. alarm.
Sampling System WARNING g) Persons making the initial investigation must be in radio contact
Ensure that there is adequate ventilation in the cargo instrument room with the bridge.
The sampling system is situated in the Cargo Instrument Room located on
the upper deck, with a network of sampling pipes running to each monitoring when the cabinet is opened for calibration purposes or maintenance, and
point. A sample pump operates in a continuous sample/purge/sample mode, that no sources of ignition are present. WARNING
drawing gas samples from each point covered, before passing them over an Under no circumstances are local investigations to be carried out by a
infrared gas analyser. The pumping circuit incorporates a flow sensing device Catalytic Detection System single person. The space is to be considered extremely dangerous until
to annunciate any flow failure should the pump stop, or the sample pipes proven otherwise.
become blocked. An additional system of wall-mounted gas detection heads, working on a
catalytic combustion principle, is fitted to the vessel, which feeds directly to
The system has an output connection to the cargo monitoring system for alarm the alarm panel.
Subsequent Action
purposes.
This will include the following:
In these detectors a gas sample is introduced to the sensor preheated to
Solenoid valves are used to select each sampling point for analysis in a pre- an appropriate temperature so that its catalytic combustion is caused, and • Sound the general and fire alarm
programmed sampling sequence. Once the sampled gas has been passed over the changes in electrical resistance of a platinum filament, due to the heat
the sensor it is vented back to atmosphere, outside the accommodation via a • Make a PA announcement detailing the nature of the incident.
generated by combustion are detected on a Wheatstone bridge. This electric
flame screen. output is directly proportional to the concentration of combustible gas in air. • Check the space concerned using portable instruments from an
This system also has an adjustable warning and alarm facility linked to the external location.
The system draws samples from the locations listed below: cargo monitoring system. • If gas is detected during the external check, make arrangements
• Cargo motor room (port and starboard) for an enclosed space entry.
The location of these units is as follows:
• Cargo compressor room (port and starboard) • FULL ENCLOSED SPACE ENTRY procedure is to be followed.
• Cargo and engine control room Breathing apparatus will be required until the space has been
• No.1 hold (forward and aft)
• Officers’ smoking room confirmed gas free.
• Galley • Stop/Isolate electrical equipment in the area.
• General office • Isolate the source of the alarm.
• A deck entrance (port) • Provide additional ventilation in the space concerned
• Airlock space for cargo motor room
• A deck entrance (starboard) • Provision of a safe area for the crew which may entail altering
• Gas sampling panel (inside) the vessel’s course/speed.
• Cargo instrument room
• Further action will depend on the nature and severity of the
• Crew’s smoking room situation.

Illustration 4.3.3b Gas Sampling Alarm Panel

SCREEN SCREEN
RIKEN
RIKEN
FINE RIKEN KEIKI CARGO AREA [LIST] 2006/08/15 21:57:25 SAVER
GAS SAMPLING MODE GAS SAMPLING MODE

SAMPLING LINE DETECTING PANEL DC MAIN POWER SAMPLING LINE DETECTING PANEL DC MAIN POWER
SENSOR TROUBLE POWER DOWN DOWN AUTO MANUAL SENSOR TROUBLE POWER DOWN DOWN AUTO MANUAL
CONDITION CONDITION
LOCATION LPG GAS DENSITY [%LEL] ON UPPER DECK LOCATION LOCATION
PORT LPG FLOW TIME LPG FLOW TIME
0 20 40 60 80 100 %LEL FAIL SEC. %LEL FAIL SEC.
4 COMP. ROOM (P) 0 4
13 1 MOTOR ROOM (S) 0 120 9 No.3 HOLD (F) 0 120
0 20 40 60 80 100 2
PANEL INSIDE 0 RELIQ RELIQ
MOTOR
ROOM
COMPRESSOR
ROOM
2 MOTOR ROOM (P) 0 120 10 No.3 HOLD (A) 0 120
1 3 3 COMP. ROOM (S) 0 120 11 No.4 HOLD (F) 0 120
STBD 4 COMP. ROOM (P) 0 81 12 No.4 HOLD (A) 0 81

TANK
5 No.1 HOLD (F) 0 120 13 AIR LOCK SPACE 0 120

No.4 No.3 No.2 No.1
CARGO TANK CARGO TANK CARGO TANK CARGO TANK 6 No.1 HOLD (A) 0 120
12 11 10 9 8 7 6 5
7 No.2 HOLD (F) 0 120
8 No.2 HOLD (A) 0 120 PANEL INSIDE 0
CARGO AREA CARGO AREA ACCOMMODATION ALARM ALARM BUZZER CARGO AREA CARGO AREA ACCOMMODATION ALARM ALARM BUZZER
MAINTENANCE MAINTENANCE
VIEW LIST SPACE SUMMARY RESET STOP VIEW LIST SPACE SUMMARY RESET STOP
SCREEN SCREEN
RIKEN
RIKEN
PORT A DECK
MAINTENANCE MENU
LOCATION LPG GAS DENSITY [%LEL]
CARGO & ENGINE 0 20 40 60 80 100 5 CLEANING & MEASURING TIMER (SCANNING) SET CONFIRM
1 CONTROL ROOM 0
8 2
0 20 40 60 80 100
1 GAS ALARM LEVEL SET CONFIRM
2 OFF’S SMOKING ROOM 0 3
0 20 40 60 80 100 BRIGHTNESS LEVEL BRIGHT MEDIUM DIM
3 GALLEY 0
0 20 40 60 80 100 SYSTEM MENU [SERVICE PERSON ONLY] MENU
4 GENERAL OFFICE 0 4
6
0 20 40 60 80 100
5 A-DECK ENTRANCE (P) 0 STBD
BYPASS
UPPER DECK
0 20 40 60 80 100
6 A-DECK ENTRANCE (S) 0 GAS DETECTING PANEL SHUTDOWN (PANEL INSIDE GAS ALARM) NORMAL
0 20 40 60 80 100
7 CARGO INSTRUMENT ROOM 0 CARGO PART TOTAL GAS ALARM NORMAL
0 20 40 60 80 100
8 CREW’S SMOKING ROOM 0 ACCOMMODATION SPACE TOTAL GAS ALARM NORMAL
7
GAS DETECT SYSTEM TROUBLE ALARM NORMAL
ALARM BUZZER NORMAL
CARGO AREA CARGO AREA ACCOMMODATION ALARM ALARM BUZZER CARGO AREA CARGO AREA ACCOMMODATION ALARM ALARM BUZZER
MAINTENANCE MAINTENANCE
VIEW LIST SPACE SUMMARY RESET STOP VIEW LIST SPACE SUMMARY RESET STOP

4.3.4 Portable gas measuring instruments It does not measure other gases and should not be used for other purposes.
The following is a list of portable gas measuring instruments supplied to the RIKEN 415 (HC version)
vessel:
Note: The units listed below may be changed for different models at any time The RIKEN 415 is a device for inert gas testing and pre-entry confined space
as governed by the company requirements. testing, it measures:
• % lower explosive limit of butane
• % Volume of butane
Maker Model Description Sets
• % Volume of oxygen
RIKEN OX-625 O2, Detector 1
RIKEN RX-415 HC, O2, Detector 2 It does not measure other gases and should not be used for other purposes.
IM+M GX-2001 Personal HC, O2, H2S, CO4 Detector 4
RKI EAGLE Multi Gas Detector 2 RIKEN EAGLE (HC version)
DRÄGER CMS Remote System 9022750 1
The RIKEN EAGLE is a device for inert gas testing and pre-entry confined
space testing, it measures:
WARNING
• % Lower explosive limit of butane
The operator should be fully conversant with the operation and
limitations of each item of equipment, irrespective of make, before • % Volume of butane
using it. • % Volume of oxygen
• 0 -1,000 ppm hydrogen sulphide
RIKEN OX625
It does not measure other gases and should not be used for continuous personnel
The RIKEN OX625 is a device for pre-entry confined space testing, it protection whilst in a confined space.
measures:
• % Volume of oxygen DRÄGER CMS
It does not measure other gases and should not be used for other purposes. Consists of an analyser and gas specific chips. For further information refer to
the operating instructions of the chip to be used. Up to ten measurements can
RIKEN GX2001 be performed with each chip.
Designed for the short term measurement of various hazardous gases and
The RIKEN GX2001 is a device for pre-entry confined space testing and vapours in ambient air.
personnel entry into confined spaces, it measures:
• % lower explosive limit of methane Chips are carried for the following gases:
• ppm levels of hydrogen sulphide • Carbon dioxide 1,000 - 25,000pm
• ppm levels of carbon monoxide • Carbon monoxide 5 - 100ppm
• % Volume of oxygen • Benzene 0.2 - 10ppm
• Mercaptan 0.25 - 6ppm
• Hydrogen sulphide 20 - 500ppm

4.3.5 Loading Computer Monitoring and Planning Modes When the user changes from one mode to the other, the current loading
condition is stored temporarily. Depending on the mode in use, the loading
The loading computer is situated on a desktop in the cargo and engine control The program has two main running modes. The user can utilise both modes condition is saved either with the name Monitoring or Planning respectively.
room (CCR), along with a printer unit. The computer has an ullage input from simultaneously. The two modes are in fact two different loading conditions.
the tank gauging systems for the cargo, ballast and fuel oil tanks enabling the In this way, the ongoing cargo operation can be kept active and connected to When the program is started again, the loading condition last in use will be
computer to be used in on-line mode during loading or discharging. the online monitoring mode, while the next voyage is being planned in the read, and, if an old load condition is opened then default mode monitoring is
planning mode. on.
Software: Onboard-NAPA version for LPG
System producer: Onboard-NAPA Oy Ltd. Planning Hydrostatic Information
• Open a default loading condition, or rename an existing loading The fields at the bottom of all the primary menus contain the hydrostatic
Programme General condition information of the active loading condition. Every time the loading condition
• Choose the grades to be loaded is changed the hydrostatic values are immediately updated. The following
Onboard-NAPA is an advanced computer programme for the calculation of information is available:
ship loading, damage stability, analysis and ship performance prediction. All • Enter cargo quantities in tanks
calculations are based on a real 3D geometric model of the vessel created by • Mean Draft, Draft Forward, Draft Aft, calculated extreme
• Adjust with ballast if required draughts located at the draught marks.
the Naval Architectural Package (NAPA) and conforms to the requirements of
IMO Res.A749 and MARPOL 73/78. • Estimate the bunkers on departure/arrival • Trim is the difference of the draughts at the perpendiculars.
• Check the stores weights • Heel is the heeling angle in degrees.
There is an on-line link between the Onboard-NAPATM program and the Tank
Measuring System (TMS) which consists of two parts, the hardware interface • Check the stability and stresses • GMcorr is the total effect of free surface in the active loading
and the software to convert the protocol to obtain data from the TMS. • Check the direct damage results condition.
• Modify if required • GM is the metacentric heights.
The hardware interface is defined by the TMS manufacturer while the software
part of the interface, the on-line reading program, is a separate background • Save the condition • MBmax, SFmax are the maximum hogging and sagging
programme taking care of the communication with the TMS. Data is sent from bending moment and shear force relative to the SEA condition.
the TMS to the on-line reading program which converts it and sends it to the Where these forces exceed 100% they are displayed in red.
Monitoring
Onboard-NAPATM. • Dens is the current specific gravity of the sea water, which can
• Open the planned departure condition. be manually changed by typing a new value.
Starting the Programme • Choose the monitor tool. • Defl is the deflection of the hull obtained from the draft survey.
• Target values are the departure values for the loading A positive sign indicated hogging and a negative sign indicates
a) Power up the PC, monitor and printer. sagging.
condition.
b) The message ‘Press Ctrl-Alt-Delete to log on’ appears. • Choose the bookfolder ‘Standard Features’ anchor ‘Monitor
Tool’ >Areas to be viewed. File Menu
c) Press the keys Ctrl, Alt and Delete simultaneously. • Bookfolder ‘Standard Features’ anchor ‘Monitoring Areas’ The purpose of the file menu is to display all the loading conditions saved on
>Customise the areas. the hard disk. In the file menu it is possible to change the active loading condi-
d) Enter the correct user name and password as requested.
• Without saving the view it is only available until the loading tion or save the current condition. Loading conditions can also be deleted using
Once the log in has been successful the operating system is loaded and can be condition is changed. Saving the view is done by writing the this menu.
accessed by double clicking the Onboard-NAPA icon on the desktop. name of the profile in the editable drop down box, and pressing
the save button next to it.
• The user can set the anchor ‘Tanker Target Settings’
bookfolder ‘Standard Features’ personal alarm margin from the
tools>settings>cargo table>target.
• Connect the Onboard - NAPA to Online by selecting online/
offline.

Use of Onboard-NAPA when Loading New Cargo • Load Tool. Offers the operator the choice of overriding the Port Database
cargo presently in the selected tank or re-planning the whole In this table the operator can store information on ports the vessel may visit.
a) Start the programme, the last loading condition is displayed. cargo. It also allows the operator to select a running total, and a The following commands are used:
facility to choose the units this is displayed in.
b) Select File. From the drop down menu select an old condition • Name (Abbreviated port name e.g. ROT)
suitable as a base for the new one. Voyage Order • Description (Actual port name e.g. ROTTERDAM)
c) Use the OPEN command to make it active. With this menu the operator can plan how different cargo parcels are loaded • Max. Draft (Depth in fairway) /Not used for calculations
and unloaded during one voyage. Each line of the table is the voyage of one • Density (Dock water density) /Not used for calculations
d) From the drop down menu select SAVE AS, a dialog box will cargo parcel from the load port (Lport) to the discharge port (Dport). The line
can be edited with the fields displayed at the top of the window. Ports are • Remove port
appear. Type in the new condition’s name, then click SAVE and
save it. selected from drop down menus. When the grade is selected, the information • Add port
GradeDB is shown on the list. The operator must enter the cargo quantity in the
• The table is automatically saved by the command OK
e) Start loading. Use the SAVE command at no more than ten amount box. In the margin box the operator selects ±% deviation allowable.
minute intervals in order that the minimum amount of input is
lost should there be a problem. Load Tool
Information Copied from Grade Database
Once the operator has entered all cargo parcels in Voyage Order, loading is
Test conditions at intervals of not more than one month are used to check When a grade is selected from the drop down list the following information is
then planned using this module. With the menu area on the right of the screen
that the program is still operating correctly. The results on screen should be copied. All information can be edited on a voyage by voyage basis.
the operator selects the actions to be carried out in one port.
checked against test conditions supplied as hard copy from the manufacturers. • Table: (ASTM)
These checks must be recorded and kept for any statutory, port state or oil • Port: Operator enters port for cargo operation
• Reference density
company inspections the vessel may undergo. • Load: Operator selects parcel to load or discharge
• Reference temperature
• Action: Operator selects Load or Discharge
User Settings Menu • Coefficient of thermal expansion (CTE)
• Amount: Quantity of cargo involved
• Loading temperature
In this menu the user can modify several settings of the program. • Margin%: Margin of discrepancy allowed
• Actual Litre/weight or Volume Correction Factor (VCF)
• Unit: Bbls/tonnes etc
The settings are:
• Min: Selects minimum amount
Information to be Completed for Each Grade
• Float-tab. The vessel’s draught, deadweight and displacement
• Max: Selects maximum amount
can be expressed here in different modes. The user can also set • Voyage number
an alarm for overly high GM.
• Loading port (Can be chosen from drop down list) Reset Parcel
• Print. A default printer can be selected from a drop down menu.
SAVE FILES TO defines the path where the files are stored. • Discharging port (Can be chosen from drop down list) If the reset parcel function is selected, the whole parcel is removed from the
• Colour (A different colour can be selected for each grade) tanks and, for instance, can be relocated.
• Online. Default status can be on or off line.
• Files. The user can select where to store files. • Cargo number (Some companies use this to identify the cargo) The table to the left shows all of the tanks, one by one, that have been selected
• Alarms. Allows the alarms to be activated or de-activated. • Parcel from the graphical area to be used for a particular parcel. When the background
of the TOTAL box turns green, the amount of the parcel is within the selected
• Cargo Table. Allows the operator to select a source for • Amount of cargo to load margins. The Info column shows the operator how much, in per cent, the actual
readings, eg, radar gauges; a target value, eg, ullage and a target • Unit in which cargo is to be measured (Chosen from drop down amount differs from the nominal amount. When the operator is satisfied with
difference between actual and selected readings before an alarm list) the tanks to be used, he selects apply to confirm this.
is activated. It also allows the operator to select which columns
are displayed. There is also a facility to select between weights • Margin (± allowable discrepancy range)
The table to the right is an ACTION LIST that shows a summary of all the
in air or vacuum. parcels and how much will actually be loaded. A green dot in front of a parcel
• Cargo History. The operator can select the Vessel’s Experience indicates that the amount is within the margins selected. No dot appears if the
Factor, (VEF) in either SHIP/SHORE or SHORE/SHIP mode. operator accepts an amount outside these margins.
There is also an adjustable cut off setting, above which
percentage cargoes are excluded from the VEF calculation.

The use of the OPTIONS menu defines how tanks will be filled: Balance Mode Limits to Take into Account
• Equally: The parcel is loaded into selected tanks at an equal Balance allows the operator to balance the ship (heel, trim, draught, either one, • Bending Moments: Both limit, either the sea or harbour
filling percentage. or all of these at the same time) to certain given values. When the options have condition, or some other restriction given by the operator in the
been entered, the operator selects PREVIEW. The program then calculates BALANCE window.
• Priority: Cargo parcels are loaded to the tanks in the order they
the result and displays it on OPERATIONS and RESULT windows. On the
were selected. All tanks will be filled to the maximum filling • Shear Force: Both limit, either the sea or harbour condition, or
RESULT window the user sees the current floating position and the floating
level, but the last tank may remain slack. some other restriction given by the operator in the BALANCE
position after balancing. If the operator is satisfied with the result, APPLY is
• Priority WT: As for priority, but the last pair of wing tanks window.
selected and the tanks are modified, as shown on the OPERATIONS window.
selected will have the same filling percentage. The contents of this window can be printed by selecting PRINT
• Free: All tanks can be filled freely with any filling percentage at OPERATIONS. Load Stores Menu
all.
This function is used for updating, adding, deleting and modifying mass load
Balance Tool
components, also called stores.
Profiles • Balance with: Allows the operator on the Graphic area to select
Profiles can include many different customised tool layouts, these can be the tanks that may be used to achieve balance. The options are: OnboardNAPA has two main sets of stores:
selected from the drop-down menu. Profiles can be saved or deleted by Selected Tanks (Default), or different tank groups.
• Stores
entering or deleting from the profiles field. • Target: Is used to select the final floating position. Up to three
• Fixed stores
targets can be selected.
Floating Position Mode allows the operator to choose between:
• Print Operations: Prints the contents of the OPERATIONS
• Online: Draught readings are read remotely, and trim and heel Stores
window.
are calculated from these readings. The items in the stores, on the left side of the stores tables, are items that can be
• Calc: Draughts, trim and heel are calculated by Onboard-NAPA edited, ie, modified, added and deleted freely. The weight, centre of gravity and
Amount of Liquid to Use extension or length of a mass component are modified in the LOAD STORES
based on the current load condition.
• Free: Do not restrict the amount of liquid transferred, added or section using the EDIT WEIGHT tool as follows:
• User: Allows manual entry of draughts, heel and trim.
removed. • Click on NEW WEIGHT
• Keep Unchanged: Do not alter Displacement. • Click on ADD WEIGHT
Show Rates For: The drop down menu allows the operator to choose which
tanks are in the upper rates window. The options are: All tanks, Ballast, Bunker • Minimum: For the selected tanks or purpose, achieve balance • Select LOAD STORES>ADD WEIGHT
or Cargo and Ballast. with the minimum amount of transfer.
• Maximum: Find balance with the maximum number of A name, for the new component is entered, along with its weight, location and
Sort by time: This facility allows the operator to select tanks in order of their selections. This option is used when cargo will be used to dimensions.
completion time instead of alphabetically. achieve balance.
Location of a new mass component can also be given graphically with the
There are two windows for loading/discharging rates. In the upper window the • User Defined: The user to define the total change in
LOCATE option. After selecting the LOCATE option the operator may point
rates (m3/h), remaining time and completion time are displayed. In the lower displacement.
the location on any of the geographical windows.
window the same information is displayed for parcels. The completion times • Equal to: Defines the exact change in displacement.
are calculated with the formula: (Target volume minus current volume) divided
by the current rate. At present only m3/h calculations are available. • Less Than: Defines the maximum change. Fixed Stores
• More Than: Defines the minimum change in Displacement. The items in the fixed stores, table are locked for many changes, however,
The operator can set filling alarms for reaching target values (eg, ullage, mass and/or centre of gravity of these components can be changed indirectly
metric tonnes, bbls or m3) The are adjusted in TOOLS>SETTINGS>CARGO with the MODIFY FIXED STORES option.
TABLE>TARGET. The options are unit and value. When the difference
between the target value and current value is less than the chosen limit, the Typical stores that change, but are located in a known area can be modified
label of the tank/parcel starts blinking red/grey. The alarm can be turned off by using the EDIT WEIGHT tool. These stores could include for example, hotel
clicking the label below the bar. stores, provisions etc. The centre of gravity of such stores is fixed but the
weight can be changed.

Draught Survey Menu Functions Shear forces along the hull are shown under the SHEAR tab. Red curves show
the minimum and maximum shear force allowed. The light blue curve shows
The Draught Survey determines the difference between the Displacement • CALCULATE: Calculates all MARPOL damage the actual shear force along the hull.
calculated using the known draughts and Displacement calculated using the • PRINT: Prints list of all damage.
loading data input by the operator. The difference is called the Unknown The distributions of weight and displacement are shown under the WEIGHT
Deadweight, ie, Unknown_DWT. • SELECT CASES: Shows list of damage. tab. The red curve shows the displacement distribution and the light blue curve
• SUMMARY: Shows a short summary, in table format: Dominant shows the weight distribution.
To ensure the most accurate result, the draught survey should be performed criteria, required GM, status OK or not met.
while the vessel is in harbour or in calm water not under way. The STRENGTH tab shows all the strength results (bending, shear and weight)
• DETAILED RESULTS: Shows flotation, attained stability, and
in tabular format. The user can examine the strength values of any ‘X-Location’
distance to the nearest opening that can lead to progressive
in the hull by typing the location in metres or as a frame number in the fields
Draught Survey Procedure flooding.
on the top left corner.
• Main window: Tools->Draught Survey or • CRITERIA: Shows all criteria and attained values.
• Click on Draught Survey or • OPENINGS: Shows the five closest openings that can lead to
progressive flooding, their location and reserves in distance and
• F9 function key on the keyboard heeling.
• Update the tank contents in LOAD TANKS manually, or using • GZ-VALUES: Shows the GZ curve in a table format for every
the online link to the system. damage case.
• Update stores
• Reset the previous draught observations by clicking on CLEAR Strength and Stability Information
OBSERVED.
This is accessed by clicking on the results box on the left hand side of the main
• Reset the current UNKNOWN DEADWEIGHT in the loading
screen.
condition by clicking on RESET.
• Enter the current draught data by clicking on UPD from the Under the GZ-CURVE tab the operator can see the ship’s stability as a curve,
online button, or by manually entering the observed draughts in or as a text. The red curve is for GZ, and the green is for the area under the
their respective boxes. GZ-curve. The light blue line is for GMo.
• Check that the value of the new UNKNOWN DEADWEIGHT
is reasonable. The text area shows the basic SOLAS criteria in the required column. The
attained column has all the attained values of the respective criteria. The green
• Load the UNKNOWN DEADWEIGHT to the current loading bars show how good each particular criterion is in comparison to the required
condition by clicking on LOAD NEW. The result can be seen in value. If the attained value is less than required, the green bar disappears and
the FIXED STORES table in the LOAD STORES task. the attained field turns red.
• Close the dialogue by clicking on CLOSE.
Under the BENDING tab, bending moments along the hull length are shown.
Red curves show minimum allowed moment (sagging), and maximum allowed
Tanker Emergency Task/Direct Damage moment (hogging). The light blue curve shows the actual moment along the
hull.
This command is for calculating all possible MARPOL-damage combinations,
and makes a summary list of all those damages. If all damages are acceptable, The text area shows the maximum and minimum shear forces, and the
SUMMARY of RESULTS shows a green tab. If any damage is not fulfilling maximum hogging and sagging moments, as well as their locations. The
the criteria then a red tag appears. DAMAGED COMPARTMENTS shows maximum relative shear force and relative moments show how much the real
which spaces and compartments are damaged in SELECTED DAMAGE, that moment/force differs from those allowed. Because the allowed forces/moments
is highlighted on the list. vary along the hull, the maximum forces/moments are not necessarily on the
same location as the maximum relative force/moment.

Illustration 4.3.6a Remote Sounding and Draught Gauging System

Cargo and Ballast Console Key
Power Source
(110V AC 60Hz) Control Air
Electrical
* * * * * * * * * * (x 13) 4 ~ 20mA x 13
From Control Setting Pressure

Air System 350kPa
Air Vent
Pipe
Engine
Room
Draught Aft (x1) Draught Fore (x1)

Aft Peak No.4 WBT (P&S) No.3 WBT (P&S) No.2 WBT (P&S) No.1 WBT (P&S) Fore Deep WBT Fore Deep WBT
Tank (x1) Engine Room (x2) (x2) (x2) (x2) (x1) (x1)

4.3.6 Remote Sounding and Draught Gauging Illustration 4.3.6 b Pressure Principle At the same time a measuring depth pressure equal to the liquid level height
Systems Indicator
is produced within the purge pipe. This pressure is converted to an electrical
signal by a pressure transmitter and sent the cargo ballast console where it is
Supply Air displayed in the form of a digital read out.
Ballast Tank and Draught Gauging System Signal Line
Maker: Nakakita Seisakusho Co. Ltd. The air purge unit is situated on deck close to the space to be measured. The
Type: Air purge type tank level and draught gauge auto cut-off valve and the washable type orifice are embedded into each unit,
with a check valve for leakage testing of the signal line.
The ballast tanks listed below are each fitted with an electric-pneumatic type The purge/reading control selection unit is located in the cargo instrument
transmitter. room on the upper deck level.
• Fore peak water ballast tank
• Fore deep water ballast tank Operation
• No.1 water ballast tank (port and starboard)
a) Set the four way cock to STOP (gauge check), this is in order to
• No.2 water ballast tank (port and starboard) vent the indicator line to atmosphere and to check that the gauge
• No.3 water ballast tank (port and starboard) H P Y
is reading zero.
• No.4 water ballast tank (port and starboard) b) Rotate the four way cock to the BLOW OF SIGNAL PIPE, this
• Aft peak water ballast tank is in order to clear the signal line. Hold this position for a few
seconds.
The draught gauge level transmitters are also of the electric-pneumatic type Gas Liquid Phase
c) Rotate the four way cock to the STOP OFF position for a period
Purge Mouth Measuring Zero Point
and operate on the same principle as the tank level gauges. of no longer than 10 seconds.
P = H xY P: Measuring depth pressure
The forward sensor is located in the fore peak tank and the aft sensor located
in the engine room.
H =_P H: Liquid level height Note: A period in excess of ten seconds in the STOP OFF position may
Y
Y: Specific gravity of liquid render the indicator inaccurate due to the high pressure sweeping air being
The ballast and draught transmitter signals are linked into the AutroCARGO directed into the indicator.
2000 and then to the loading computer.
Air Purge Unit d) Rotate the four way cock to the SOUNDING position.
Operating Principle The air purge unit comprises of the following: From this read out, the trim and list correction figures should be used to gauge
• Orifice with cleaner the actual tank contents.
A small flow of air supplied from an orifice is discharged through the purge
• Automatic cut off valve
mouth at the tank bottom and ascends in the form of bubbles. At this time, the
pressure inside the purge pipe (P) becomes equal to the product of the liquid • Bellows
level to the purge mouth (H) and the specific gravity of the liquid in the tank • Spring
(γ). The pressure in the pipe, ie, the measuring depth pressure, is transferred to
the indicator in the control room by a signal for remote indication. • Filter
• Ball valve
This system consists of the air purge unit as the detector, the air supply
unit, which feeds the air, at a constant pressure to the air purge unit, and the • Stop valve
manometer for liquid level indication. There is also a transducer to convert the
pneumatic signal to an electrical signal. The constant pressure air supply passes through the filter and orifice to the
bellows unit. The air pressure overcomes the bellows and spring assembly,
pushing down the automatic cut-off valve and closing the inner valve.
A small quantity of air passes the cut-off valve and enters the purge pipe where
it is discharged via the purge mouth at the bottom of the tank.

Part 5: Fire Fighting Systems
5.1 Fire and Deck Wash System 5.4 CO2 Fire Extinguishing System
Illustrations Illustrations
5.1a Engine Room Fire Hydrant System 5.4a CO2 Fire Extinguishing System
5.1b Deck and Accommodation Fire Main System

5.2 Water Spray System
Illustrations
Illustrations
5.2a Water Spray System
5.2b Water Spray System from Engine Room 5.6 Water Deluge System
Illustrations
5.3 Dry Powder Fire Extinguishing System
Illustrations
5.3a Dry Powder Fire Extinguishing System on Deck
5.3b Dry Powder System Tank Units

Illustration 5.1a Engine Room Fire Hydrant System

Detail of Fire Control Room Distribution Manifold
To Water Deluge
To Water Deluge
for Liferaft
System for Lifeboat
Area (Port)
Embarkation
Route (Starboard) Fire Main to
Accommodation To Water Deluge
Areas To Water Deluge
System for Lifeboat
for Liferaft
To Upper Embarkation
Area (Starboard)
Deck Fire Main Route (Port)
Water Spray to
Upper Deck
Water Spray to
Accommodation Front
To
Swimming
Pool
Engine
Casing Fresh Water
Flushing Line Upper Deck
(Port)
Fire
217
Control
Room
Upper Deck
(Port)
214
2nd (Starboard) Ballast System
To Hydraulic Deck 215 Overboard
Pump Unit
Cooler 132VPH
214
(Port)
(Starboard) RM RO RO RO
Emergency 213 CCR W/H F/S Water Spray
Fire Pump 201 012 Pump
3rd Deck RM RO RO RO
*
(400m3/h) 202 014 NO (400m3/h
CCR W/H F/S
*
NO x 70mth)
208 (Port) PI
(Starboard) PI
CCR
PI
Mid Flat 209 PI
PI
CCR
PI No.1
CCR
*
CI No.2 CI CI
205 (Port) Valve Marked Thus:
(Starboard) No.2 Fire, Bilge and To Be Kept Open During
206 013 General Service 011 004 Unmanned Condition
Floor Pumps Of Engine Room
* *
(260/100m3/h
082VPH x 35/90mth) 081VPH 220
Direct
Weed Blow Bilge
Sea Chest Starboard Aft Suction
Below Plate Level
Key
Bilge Main Bilge Main
Fire Water
High
Sea Water Sea Chest
Low
Bilges 001VPH 002VPH Sea Chest
Instrumentation All Valves are Appended by ‘VPJ’

Unless Otherwise Stated

5.1 Fire and Deck wash System The fire, bilge and GS pumps are both permanently set for use on the fire and Procedure to Set Up the Fire, Bilge and General Service Pumps
deck wash system with the discharge and suction valves always being left open for Fire Main Duties
during normal operations.
Fire, Bilge and General Service Pumps
It has been assumed that the sea water suction crossover line is in operation
Maker: Teikoku Machinery Works Ltd This allows both pumps to be started from the following positions in the event and that each of the fire hydrant valves in the engine room, accommodation
No. of sets: 2 of an emergency. and on deck are closed.
Type: Vertical motor driven, centrifugal self-priming • Fire control station (start and stop)
Model: 200-2VSR-Am-NV-S • Bridge emergency console (start only) Note: When one of the fire, bilge and GS pumps is started, the fire main
Capacity: 260/100m3/h at 35/90mth will be pressurised and ready for immediate operation. If all of the fire main
• Locally at the pump (start and stop) outlets are closed however, there will be no flow of water through the pump
Rating: 70kW at 1,750 rpm
• Cargo control console (start and stop) which will result in a temperature rise and possible damage to the pump
casing. It is therefore usual to have at least one outlet or the hawse pipe
• Main switchboard group starter panels (start and stop) wash valve slightly open to ensure there is always a flow of water through
Emergency Fire Pump
the pump.
Maker: Teikoku Machinery Works Ltd The pumps can also be used to pump bilges via the bilge main which connects
No. of sets: 1 to all of the engine room bilge wells. This would only ever be used in an a) Ensure all valves to the other services are closed.
emergency situation, as the oily water separator would be bypassed and it is
Type: Centrifugal self-priming possible that water contaminated with oil could be discharged overboard. b) In the engine room set the fire, bilge and general service pumps
Model: 200-2VSR-Bm-NV-S
for supplying water to the fire main. This is the normal setting
Capacity: 400m3/h at 95mth CAUTION of the pump valves.
Rating: 160kW at 1,770 rpm Before any bilges are pumped overboard, it must be ensured that no
local or international anti-pollution regulations will be contravened Position Description Valve
except where the safety of the vessel or personnel is at risk. No.1 Fire, Bilge and General Service Pump
Introduction
Open Sea water suction valve 081VPH
Note: Under normal circumstances the bilge separator will be used for
The fire and deck wash system can supply sea water to the following: Closed Suction valve from the bilge main (locked 011VPJ
pumping engine room bilges overboard. However, in the event of large
closed with a breakable seal)
• The fire hydrants in the engine room quantities of water present in the engine room that may affect the safety
of the vessel and personnel on board, the fire, bilge and GS pumps may be Closed Suction valve from the forward port bilge well 004VPJ
• The fire hydrants on deck (locked closed with a breakable seal)
used.
• The fire hydrants in the accommodation block Open Discharge valve to the fire main 201VPJ
• The deck and accommodation sea water spray system The No.1 fire, bilge and GS pump has a direct bilge suction from the engine Closed Discharge valve to overboard 012VPJ
room port forward bilge well. In normal operations however, the bilge suction
• The sea water deluge system valves on each pump would be closed and locked with a breakable seal. Sea No.2 Fire, Bilge and General Service Pump
• Aft deck machinery hydraulic oil cooler suction for the pumps is taken from the main sea water crossover main that
Open Sea water suction valve 082VPH
connects to the high (starboard) and low (port) sea chests.
• Forward deck machinery hydraulic oil cooler Closed Suction valve from the bilge main (locked 013VPJ
closed with a breakable seal)
• The bosun’s store bilge and chain locker bilge eductor Note: It is extremely important that at no time should the bilge suction valves
Open Discharge valve to the fire main 202VPJ
• Water spray fire extinguishing nozzles for the chemical, oil and be left open when the pump discharge valves are open to the fire main. This
is because of the risk that oil contaminated water could be pumped onto a fire Closed Discharge valve to overboard 014VPJ
grease and paint stores
and the possibility that the pump could lose suction from a bilge well.
• Water spray fire extinguishing nozzles for the hydraulic pump Emergency Fire Pump
unit, serving the valve remote control system
Open Sea water suction valve
• Water spray fire extinguishing nozzles for the hydraulic pump Open Discharge valve to the fire main
unit, serving the rescue boat davit.
c) In the fire control station ensure that the discharge valve from
the engine room fire main system and the supply valve from the
emergency fire pump is open. Open the discharge valve to the
upper deck.

Illustration 5.1b Deck and Accommodation Fire Main System

Key NC NC
Bosun’s Store
H Hose Box For Accommodation
Fire and Wash Deck Water Water
B Weather Part (A Deck and Above) Spray Nozzle
Sea Water Hose Box For Weather Bosun’s Store Flat
H Hydraulic Pump Unit
(P) (S) B Part (Upper Deck) For Deck Machinery
H HR H From Bilge
B B Fresh Water
Eductor
Hose Rack
Hose Recess For Accommodation Store Flat
(P) (S) HR D Deck HR With Both Fresh Water and Sea
H H Water Hose Reels and Valves
H Near B B
B Swimming Deluge System
Pool HR C Deck
To Lifeboat (P)
Embarkation (S)
Route (P & S) H Detail of Fire Control Room Distribution Manifold
B H HR B Deck
B From
Chemical H (S)
Oil and Grease B Emergency
Store H HR To Water Deluge
Store (P) B A Deck Fire pump E To Water Deluge Fore Peak
Hydraulic Pump for Liferaft Water Ballast
D A System for Lifeboat
Unit For Steering G Area (Port) Tank
Gear F Embarkation
E Fire Control Route (Starboard)
Aft To
H NC Paint H H NC H H H Room Fire Main to
B Store B B B B Water Deluge
(P) (S) HR JD Upper Deck Accommodation To Water Deluge
(P) (S) for Liferaft
Areas System for Lifeboat
Fresh Water from Hydraulic Area Forward Deep Water
Local Fire Pump Unit For B C To Upper Embarkation
Hydraulic Pump Unit (Starboard) Ballast Tank
Extinguishing Rescue Boat Deck Fire Main Route (Port)
For Lifeboat Davit System Davit
Hydraulic Pump Unit Domestic To Engine

Fresh Room Water Spray to
For Aft Deck Machinery Fire
Hydraulic Water Upper Deck
Hydrants
Pump Unit Domestic Fresh Pressure
Water Pumps Tank F A D H J G
Cooler Water Spray to
To Accommodation Front
Emergency Overboard Water Spray
Fire Pump
202VPJ 201VPJ Pump
Hawse Pipe
**
(400m3/h) (400m3/h)
Fire, Bilge and
General Service Pumps
*
Engine Room (260/100m3/h)
*
220 Fresh Water
082VPH 081
VPH VPJ Flushing Line Upper Deck
Valve Marked Thus:
To Be Kept Open During
Unmanned Condition
* Sea
Chest
001VPH 002VPH
Sea
Chest
C
From
Spray Pump
From
B
Fire, Bilge
Sea Chest Of Engine Room Hydraulic Pump Unit
Fire Control and GS Pumps Cooler for Forward Hawse Pipe
Plan Box Upper Deck Deck Washing
(Port and Starboard)
Reliquefaction To Bilge Eductor

Compressor For Chain Locker
HB
Room and Bosun’s Store
HB
Reliquefaction
Motor Room
HB
HB
Engine NC
To Hold NC
Casing On Room
Hydraulic Pump Unit Bilge Eductor
Top
Room For Valve
Remote Control System HB HB HB
HB
Fire Main Fire Main
Fire Control NC NC
Room
A
HB HB

d) Start one of the fire, bilge and GS pumps from the one of the Intermediate valves in the fire main along the deck should be kept open at Operation
positions listed previously. all times to ensure that water will be available at all deck hydrants whenever
required. In the event of a class ‘A’ type fire proceed as follows:
e) Open the desired fire hydrant valves on the fire main after
connecting the fire hose. The bilge eductors in the bosun’s store are operated by water supplied from a) Raise the alarm and proceed to the nearest hose and reel set.
the fire main.
b) Open the fresh water valve and run out the hose reel towards the
Emergency Fire Pump The fire main must be maintained in an operational condition at all times and fire.
all hydrant valves must be closed so that pressure is available at the hydrants
The emergency fire pump is an electrically driven self-priming centrifugal as required. c) Open the nozzle valve and direct the fresh water spray towards
pump and is situated in the emergency fire pump recess in the steering gear
the base of the fire.
compartment. Its power supply is taken from the emergency switchboard and
it can be started and stopped locally at the pump, No.4 group starter panel in Paint Store, Oil/Grease Store and Chemical Store Sea Water
the steering gear room or remotely from the fire control station. Spray System
The emergency fire pump has its own sea suction chest with the suction In the event of a fire in either the paint store, oil/grease store or chemical store
valve and discharge valve always in the open position, so that the pump can the water spray system in that area can be applied as follows;
be started and supply water to the fire main immediately. The valves should,
however, be operated periodically to ensure that they are operational and free a) Raise the alarm.
to be closed should the need arise.
b) Close the doors and the fire dampers to the paint store,
There is a weed blow valve for the emergency fire pump sea chest located in oil/grease store and chemical store.
the engine room, starboard aft below the floor plate area.
c) Go to the fire control station and start a fire, bilge and GS pump
or the emergency fire pump if a pump has not all ready been
The Fire Main
started.
The fire main has outlets in the engine room, around the accommodation block
d) Return to the stores area and close the sea water supply line
and on the main deck forward and aft.
drain valve, when instructed open the valve to supply sea water
to the spray nozzles in the paint store, oil/grease store and oil/
Around the accommodation there are two hose boxes fitted outside on each
grease store.
deck, an additional hose is fitted near the swimming pool on C deck port side
of the engine casing. There are also 10 sets of hose boxes on the main deck as
indicated on the safety plan. Accommodation Fresh Water Fire Fighting System
The hydrant outlet valves should be operated at frequent intervals to ensure The fresh water fire fighting system consists of swing type hose reel and
that they will open satisfactorily should it be necessary in the event of an nozzle sets connected to the domestic fresh water and situated within the
emergency. accommodation. This allows fresh water to be quickly made available to
extinguish class ‘A’ type fires before they can develop.
Intermediate valves in the fire main along the deck should be kept open at
all times to ensure that water will be available at all deck hydrants whenever The hose reel and nozzle sets are located at the following locations:
required.
• Upper deck
Note: After use, the hose and nozzle unit must be properly stowed in the hose • A deck
box ready for future use. Any defects in the hose, nozzle, valve or system • B deck
must be reported immediately and rectified as soon as possible. Hose boxes
must never be left with components which are defective. • C deck
• D deck
• Navigating bridge deck

Illustration 5.2a Water Spray System

Key
Spray Line
Spray Nozzles
BP Booster Pump
Fuel Oil Liquid Gas Gas Liquid High Pressure Fuel Oil
To Hull Part Pipe Line Line Line Line Liquid Line Pipe
Water Spray
Upper Deck
Manifold
Fire
Drain Drain
Control
Room Drain
Cargo Tank Cargo Tank
Reliquefaction
Reliquefaction Compressor
Midship Section Room
Motor Room
LPG
Heater/
Vaporiser
Tank Deck
BP
BP
Engine No.4 No.3 No.2 No.1

Casing Pipe Pipe Pipe Pipe
Trunk Trunk Trunk Trunk
To Accommodation
From Fresh Water Line Forward
(For Water Spray Line Washing) Bulkhead
From Fire, Bilge and GS Pump

(In Engine Room)
To Fire Main
System
Fire Control Room

5.2 Water Spray System • LPG heater, vaporiser and booster pump room exterior Procedure for Supplying Sea Water to the Water Spray System
bulkheads using the Water Spray Pump
Water Spray Pump • LPG deck holding tank
It is assumed that the sea water main suction valves 001VPH and 002VPH at
Maker: Teikoku Machinery Works Ltd the sea water valve chest(s) are open to provide sea water suction.
The water spray pump provides a dedicated supply of water to the deck water
No. of sets: 1 spray system. The pump suction valve 220VPJ and the discharge valve, together
Type: Centrifugal self-priming with the discharge valves to the deck water spray system and accommodation a) Ensure all valves to the other services are closed.
Model: 250-2VSR-Bm NV-S water spray system are normally open. After the deck water spray discharge
3 valve, there is a line drain valve on deck which is normally locked closed. This b) All intermediate isolating valves along the water spray system
Capacity: 410m /h at 70mth
valve is opened after the system has been operated in order to drain the water on the deck must be open.
Rating: 125kW at 1,755 rpm spray system.
c) Set up the valves as shown in the following table:
Fire, Bilge and General Service Pumps The water spray pump may also be used for supplying the deck fire main system
by opening the cross-connecting valve in the fire control station. Conversely, Position Description Valve
Maker: Teikoku Machinery Works Ltd the water spray system can also be supplied by the fire, bilge and general Open Water spray pump suction valve 220VPJ
No. of sets: 2 service pumps or the emergency fire pump via the same cross-connecting valve Open Water spray pump discharge valve at the manifold
Type: Vertical motor driven, centrifugal self-priming in the fire control station. in the fire control station
Model: 200-2VSR-Am-NV-S Closed Water spray line drain valve (locked)
The water spray pump and fire, bilge and GS pumps may be operated from:
Capacity: 260/100m3/h at 35/90mth As Required Deck system water spray line valve
Rating: 70kW at 1,750 rpm • Fire control station (start and stop)
As Required Accommodation front system water spray line
• Bridge emergency console (start only) valve
Emergency Fire Pump • Locally (start and stop) Closed Crossover valve from the fire main system
Maker: Teikoku Machinery Works Ltd • Cargo control console (start and stop) d) Start the pump from the one of the positions listed previously.
No. of sets: 1 • Main switchboard group starter panels (start and stop)
Type: Centrifugal self-priming The water spray system is now in use and delivering water to all the spray
nozzles either onto the deck area(s) or the accommodation front, or both.
Model: 200-2VSR-Bm-NV-S Emergency Fire Pump
Rating: 160kW at 1,770 rpm The emergency fire pump is an electrically driven self-priming centrifugal
pump and is situated in the emergency fire pump recess in the steering gear
Introduction it can be started and stopped locally at the pump, at No.4 group starter panel in
the steering gear room or remotely from the fire control station.
The water spray pump and the fire, bilge and general service pumps are located
in the engine room and all take suction from the main sea water crossover The emergency fire pump has its own sea suction chest with the suction and
pipe. Either the high or low sea chest must be open to this suction main at all discharge valves always in the open position, in order that the pump can be
times. started and supply water to the fire main immediately. The valves should,
however, be operated periodically to ensure that they are operational and free
The water spray pump supplies sea water to the spray nozzles at the following to be closed should the need arise.
locations:
• The cargo manifolds In the fire control station a fresh water rinsing line is connected to the water
spray system after the water spray pump discharge valve and before the
• Accommodation exterior bulkheads isolation valves to the water spray system. This allows the water spray pipe
• The top of each cargo tank pipe trunk system to be rinsed through with fresh water, thus removing corrosive sea
water. The rinsing water comes from the fresh water hydrophore system.
• Reliquefaction motor room exterior bulkheads
• Reliquefaction compressor room exterior bulkheads

Illustration 5.2b Water Spray System from Engine Room

To Water Deluge
To Water Deluge
for Liferaft
System for Lifeboat
Area (Port)
Embarkation
System for Lifeboat
for Liferaft
Area (Starboard)
Water Spray to
Upper Deck
Water Spray to
Accommodation Front
To
Swimming
Pool
Engine
Casing Fresh Water
(Port)
Fire
217
Control
Room
Upper Deck
(Port)
214
Pump Unit
Cooler 132VPH
214
(Port)
*
(400m3/h) 202 014 NO (400m3/h
CCR W/H F/S
*
NO x 70mth)
208 (Port) PI
(Starboard) PI
CCR
PI
Mid Flat 209 PI
PI
CCR
PI No.1
CCR
*
CI No.2 CI CI
* *
(260/100m3/h
082VPH x 35/90mth) 081VPH 220
Direct
Weed Blow Bilge
Below Plate Level
Key
Fire Water
High
Sea Water Sea Chest
Low


Procedure for Supplying Sea Water to the Water Spray System Procedure for Supplying Sea Water to the Water Spray System
using the Fire, Bilge and General Service Pumps using the Emergency Fire Pump
a) Ensure all valves to the other services are closed. a) Ensure all valves to the other services are closed.
b) Set the fire, bilge and general service pumps for supplying water b) Set the emergency fire pump valves as shown in the following
to the fire main. This is the normal setting of the pump valves. table.
Position Description Valve Position Description Valve

No.1 Fire, Bilge and General Service Pump Normally Emergency fire pump sea water suction valve
Open Sea water suction valve 081VPH open
Closed Suction valve from the bilge main 011VPJ Normally Emergency fire pump discharge valve to the fire
Closed Suction valve from the forward port bilge well 004VPJ open main
Open Discharge valve to the fire main 201VPJ
c) In the fire control station set the valves as shown in the following
Closed Discharge valve to overboard 012VPJ table.
No.2 Fire, Bilge and General Service Pump Position Description Valve
Open Sea water suction valve 082VPH Open Discharge valve to the fire main on the manifold
Closed Suction valve from the bilge main 013VPJ in the fire control station
Open Discharge valve to the fire main 202VPJ Open Crossover valve between water spray pump and
Closed Discharge valve to overboard 014VPJ fire, bilge and general service pumps (normally
closed)
c) In the fire control station set the valves as shown in the following Open Discharge valves to the water spray system
table.
d) Start the emergency fire pump from the one of the positions
Position Description Valve listed earlier.
Open Discharge valve from engine room fire main
system
Open Crossover valve between water spray pump and
fire, bilge and general service pumps (normally
closed)
Open Discharge valves to the water spray system
d) Start one of the bilge, fire and general service pumps from the
one of the positions listed earlier.

Illustration 5.3a Dry Powder Fire Extinguishing System on Deck
Upper Deck
Port Monitor
Hose Hose
Cabinet Cabinet
Hose
6 2 1
Hose Cabinet
Cabinet
Hose Hose Hose
9 7 Hose 4 3
Cabinet 5 Cabinet Cabinet
Cabinet
Hose
8
Cabinet
Crossover Connection
No.2
No.1
Starboard Monitor
Dry Powder Dry Powder

Tank Unit Tank Unit
Upper Deck Overview
Key
Dry Powder

5.3 Dry Powder Fire Extinguishing System The dry powder storage tank is pressurised by the N2 gas and the tank pressure Emergency Operation Methods for the Dry Powder System
operates a pressure switch, which in turn opens a shuttle valve, to divert N2 gas
Maker: Unitor ASA through the control valve to open the main discharge valve on the dry powder 1. If a tank runs out of dry powder, or the N2 gas cylinders are empty, the tank
tank. on the other side can be connected as follows:
No. of sets: 2
(No.2 forward of the starboard manifold, forward The remote release control cabinets are at the following locations: a) Open the crossover valve cabinet door where the release N2 gas
compartment of the deck store) cylinder is located.
• Cargo control room on A deck for the port and starboard
No.1 aft of the starboard cargo manifold, aft of the manifold monitors
compressor house) b) Open the screw down discharge valve on the release N2 gas
• Fire control station on the upper deck for the port and starboard cylinder.
Type: Sodium bicarbonate agents - nitrogen propellant manifold monitors
Tank capacities: No.1 tank containing 1,000kg c) Pull down the valve lever which open the ball valve on the N2
• Locally at each manifold monitor
No.2 tank containing 1,500kg gas discharge pipeline.
Nitrogen cylinders: No.1 tank - 3 sets, each 50 litres at 200 bar • Main deck forward and aft for the hose cabinets - 9 sets
No.2 tank - 6 sets, each 50 litres at 200 bar
The crossover valves on both systems will now be open and the other dry
Minimum discharge time: 45 seconds with all monitors and hoses in use Note: Before commencing cargo operations, direct the monitor towards the
powder unit will now discharge to the monitors on the side that has the empty
Monitors: 1 set each - port and starboard cargo manifold to be used and open the valve under the monitor. Close the
tank.
valve under the monitor on the other cargo manifold.
Monitor capacities: 14kg/sec
Hand hoses: 9 sets - 4 forward, 5 aft of the cargo manifold In addition there is a crossover line between No.1 and 2 tank units. In the case Note: Close the outlet valve on the empty tank to prevent powder being
Hand hose capacities: 3.5kg/sec of a unit failure it is possible to discharge the other unit by opening the valve discharged into the empty tank.
in the crossover valve box, the crossover release boxes are located close to the
remote release control cabinets in the CCR and fire control room. 2. If the remote systems fail the units can be manually operated. The nitrogen
Introduction cylinder release valves can be opened by using the emergency manual handles
and each dry powder valve has a lever to allow manual operation.
The dry powder fire extinguishing system consists of two systems, situated
Procedure for Operating the Monitor Dry Powder System
on the under deck on the starboard side. No.1 is positioned aft of the cargo from the Cargo Control Room or the Fire Control Station Note: If the powder is not released when the pressure in the tank has reached
compressor house and supplies the port side manifold monitor and No. 3, 4 and 13 bar, manually open the discharge valve on the tank.
9 hand hose cabinets. No.2 is positioned at the forward end of the deck store a) Open the ball valve at the monitor; this must always be open
and supplies the starboard side manifold monitor and No. 1, 2, 5, 6, 7 and 8 during cargo loading or discharge.
Procedure for Manual (Emergency) Operation of the Dry
hand hose cabinets.
b) Open the release cabinet door where the release N2 gas cylinder Powder System
The monitors are situated at the port and starboard side of the cargo manifold is located.
a) Using a manual release handle, which is located near the N2 gas
and the hand hose cabinets are strategically situated to cover the cargo deck
c) Open the screw down discharge valve on the release N2 gas cylinders, open the top release valve of the N2 gas cylinders.
area.
cylinder.
b) Manually open the relevant sector discharge valve on the
Each system consists of a tank containing sodium bicarbonate and a rack
d) Pull down one of the two valve levers which open the ball distribution manifold.
of cylinders containing N2 gas under pressure. The system is operated by
releasing the N2 gas into the tank which forces the mixture of powder and N2 valves on the N2 gas discharge pipeline. One ball valve is the
main valve and the other is the spare which is opened should the c) Operate a dry powder monitor or hose nozzle as required.
gas through the pipelines to the monitor and hose cabinets.
main valve fail to open the N2 gas cylinders.
The discharge valves on the N2 gas cylinders are designed to be opened Note: In the event that the system fails to discharge the dry powder, open
manually or by the N2 gas pressure from the remote release control cabinet The N2 gas is now released and it opens the manual ball valve from the dry another N2 gas cylinder at a different operating location or nozzle hose
bottles. Each cabinet contains one N2 gas cylinder containing 2.68 litres powder storage tank to the monitor and the discharge valve from the dry cabinet. Allow up to 4 minutes for the dry powder to issue from the nozzle.
pressurised to 150 bar. powder tank.
Each hose cabinet contains an N2 gas cylinder containing 2.68 litres pressurised The system is now in operation.
to 150 bar, which is released to activate the N2 gas cylinder's discharge valve
and the selection valve on the dry powder supply pipe to the hose cabinet.

Illustration 5.3b Dry Powder System Tank Units

Fire Station (Upper Deck) Cargo Control Room (Deck A)
Starboard Monitor Remote Release Crossover Crossover Remote Release Port Monitor
Release Cabinet Station For Both Valve Actuation Valve Actuation Station For Both Release Cabinet
For Monitor Monitors Box Box Monitors For Monitor
Port Port
Starboard Starboard
Hose Station A-8 Hose Station A-7 Hose Station A-6 Hose Station A-5 Hose Station A-2 Hose Station A-1 Hose Station A-3 Hose Station A-4 Hose Station A-9
Key
CO2
Nitrogen
Dry Powder
Upper Deck Upper Deck

Dry Chemical Dry Chemical
Powder Room Powder Room
6 Nitrogen Cylinders 3 Nitrogen Cylinders
(Each 50 Litres/200bar) (Each 50 Litres/200bar)
No.2 Dry Powder No.1 Dry Powder

Tank Unit (1,500kg) Tank Unit (1,000kg)
(Dry Powder 1,710 Litres) (Dry Powder 1,190 Litres)

Procedure for Operating the Dry Powder Hose System
a) Open the cabinet door at one of the hose stations.
b) Take out the full length of the hose.
c) Open the screw down discharge valve on the release N2 gas

cylinder.
d) Pull down the handle which opens the ball valve on the N2 gas
discharge pipeline. N2 gas will be released and open the N2 gas
cylinders which will pressurise the dry powder storage tank.
Release of the N2 gas to the dry powder storage tank also opens
the dry powder discharge valve to the hose.
e) Operate the pistol nozzle when the hose is pressurised and direct
dry powder as required.
Note: It is important that the operator is standing in a well supported position

as there will be a high recoil when the nozzle is opened due to the gas
pressure in the system.
Procedure to Clean the System After Use
The system should be cleaned immediately after use by blowing through the
pipelines with compressed air.
a) Close the handle in the release station or hose station.
b) Using a manual release handle, which is located near the N2 gas

cylinders, close the top valve of the N2 gas cylinders.
c) Wait until all N2 gas is released from the dry powder tank.
d) Manually close the dry power storage tank main discharge

valve.
e) Connect an air hose from the ship’s general service air system
to the system flushing connection and blow air through the
system.
f) When only air comes out of the monitors or the hose nozzles
shut off the air supply, disconnect the air hose and return all
valves to their normal position
g) Recharge/replace the N2 gas cylinders at the next opportunity.
h) Replenish the dry chemical agent in the dry powder tank.

Illustration 5.4a CO2 Fire Extinguishing System

Reliquefaction Reliquefaction
Fire Control Station on Upper Deck Motor Room Compressor Room
Valve Release Cabinets
1 1 Instruction Plate
Engine Compressor Motor 2 Supply Cabinet (2 x 2.68 Litres CO2)
Room Room Room 16 15 16 15
3 3 3 From From 3 Valve Release Cabinet
4 General Service 17 General Service 17 4 Alarm Relay Box
2 Air System Air System
5 Plate With Four (4) Manual Handles
Alarm on Entrance Door
Relay Box
6 Double Non-Return Valve
7 Time Delay Cylinder (30-40 Seconds)
8 Racks For CO2 Cylinders
1
Reliquefaction Reliquefaction 9 Shore/Air Connection
Engine Compressor Motor B Deck
6 10 Relief Valve (126 bar)
Room
3 Room 3 3 Room
A Deck 11 Booster Valve
5
2 18 12 Ball Valve For Power Cylinder
M 13 Power Cylinder
14 Ventilation/Slow Release Valve
Upper Deck 15 Explosion-Proof Red Ceiling Light
Engine 16 Solenoid Valve
7 M 18 Workshop
Store 17 Air Typhon
7 18 M 18 Motor Siren With Red Lamp
8
PI 10
7
11
Engine Room
12
9
To
13
Outside of
CO2 Room 2nd Deck
M 18
14
Purifier Room Key

18 M CO2 Line
M
3rd Deck Compressed Air
18
Axial Discharge
Nozzles
18 M 18 M CO2 Cylinder (45kg)
Assembly with Pressure
Mid Flat Operated Valve
18 CO2 Cylinders for the

Refliquefaction Compressor
Room

CO2 Bottle Room CO2 Bottle Room Refliquefaction Motor Room
B Deck A Deck 18 M
Lower Floor

5.4 Co2 Fire extinguishing System Central Bank CO2 System The engine room valve release cabinet door will initiate an audible and visual
The central bank CO2 system consists of 179 cylinders each containing 45.4kg alarm in the following areas:
Maker: Unitor ASA of CO2 located in the CO2 room, which is situated on the port side of the engine • Purifier room and main switchboard room
Type: High pressure casing on the A and B decks.
• Store and workshop
Capacity : 179 cylinders each containing 45.4kg
These cylinders are connected to discharge nozzles within the protected space • 3rd deck near the generators
via cylinder manifolds and distribution pipework. • Lower floor
Introduction
A pressure gauge and pressure switch are fitted to the main CO2 manifold. • Upper deck
WARNING • 2nd deck near incinerator
The system is designed to discharge the required number of cylinders into
DANGER OF ASPHYXIATION the protected space at the same time. Each protected space requires a certain • Middle flat - 2 sets
Re-entry to a CO2 flooded area should not be made until the area has number of cylinders to give a 40% concentration of CO2. The total number
been thoroughly ventilated. of cylinders is determined by the largest protected compartment and this The reliquefaction valve release cabinet doors will stop the following:
is the high and low voltage switchboard and transformer room, which also • Reliquefaction compressor room exhaust fans - 2 sets
WARNING incorporates the engine control room.
Due to the hazard of electrostatic shock during gas release, the gas • Reliquefaction motor room supply fans - 2 sets
bottles must not be touched. When the release system is activated for a particular protected space, only the
required number of cylinders for that space are released. A flameproof ceiling light and air typhoon alarm is also activated in each
room.
Depending upon the application, CO2 is normally employed at levels of
between 30% and 45% by volume to produce an oxygen deficiency and thus Protected Space No of Cylinders
extinguish a fire. This level of oxygen deficiency is not sufficient to sustain Required Valve Release Cabinet
life. Fixed high pressure CO2 fire extinguishing systems are therefore designed Engine room 179 CO2 valve release cabinets are located in the following places:
to include safeguards which prevent the automatic or accidental release of CO2 Reliquefaction compressor room 18
whilst the protected area that is occupied. • CO2 room
Reliquefaction motor room 7
• Fire control room
CO2 is an asphyxiant, but not toxic and it does not produce decomposite
products in a fire situation. It has to be appreciated that if any of the cylinders are released to protect a The system is operated by a supply of CO2 separate from the main fire
space then there is no longer sufficient capacity to provide protection for the extinguishing CO2. It is stored in small pilot cylinders installed within the
The CO2 cylinders are fitted with a safety device called a bursting disc which high voltage and low voltage switchboard and transformer room thus efforts supply cabinet. The pilot cylinders are connected to the main pilot system
will relieve excess pressures caused by high temperatures. To avoid these discs must be made to have the CO2 cylinders replenished at the next port. pipework via two isolation valves installed within the valve release cabinet.
bursting, it is recommended that the cylinders are located in areas where the
ambient temperature will not exceed 45°C. Alarms and Trips One isolation valve is connected via small bore pilot gas pipework to the
cylinder bank to open the cylinders after a time delay of approximately 30 to
The engine room valve release cabinet door will stop the following: 40 seconds, the other is connected via a separate pilot gas line to open the line
Note: Some gaseous extinguishing agents may cause low temperature burns
when in contact with the skin. In such cases the affected area should be • Main engine auxiliary blowers - 2 sets distribution valve to the protected spaces. The pilot cylinder operating valves
thoroughly irrigated with clean water and afterwards dressed by a trained are positioned so that the valve release cabinet door cannot be closed with the
• Engine room ventilation fans - 4 sets
first aid person. valves in the open position. It is also arranged that the valve release cabinet
• Purifier room exhaust fan door will operate the switches when in the open position, to initiate audible
• Sludge oil incinerator and visual alarms.
System Description
• Inert gas generator combustion fan A time delay CO2 cylinder unit is located in the pilot CO2 pipeline to the main
Areas Protected
• Composite boiler control panel storage bottles. This unit allows for a time delay of about 30 to 40 seconds
The central bank CO2 system installed in the ship protects the following between the opening of the distribution valve to the protected area and the
areas: • Workshop machinery air conditioning unit release operation of the cylinder valves. This delay offers time for personnel
• Engine room • Electrical workshop air conditioning unit in the protected spaces to evacuate the area after the CO2 release alarm has
sounded.
• Reliquefaction compressor room
• Reliquefaction motor room A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
pressure.

Illustration 5.4a CO2 Fire Extinguishing System

Fire Control Station on Upper Deck Motor Room Compressor Room
1 1 Instruction Plate
Engine Compressor Motor 2 Supply Cabinet (2 x 2.68 Litres CO2)
Room Room Room 16 15 16 15
3 3 3 From From 3 Valve Release Cabinet
4 General Service 17 General Service 17 4 Alarm Relay Box
2 Air System Air System
5 Plate With Four (4) Manual Handles
Alarm on Entrance Door
Relay Box
6 Double Non-Return Valve
7 Time Delay Cylinder (30-40 Seconds)
8 Racks For CO2 Cylinders
1
Reliquefaction Reliquefaction 9 Shore/Air Connection
Engine Compressor Motor B Deck
6 10 Relief Valve (126 bar)
Room
3 Room 3 3 Room
A Deck 11 Booster Valve
5
2 18 12 Ball Valve For Power Cylinder
M 13 Power Cylinder
14 Ventilation/Slow Release Valve
Upper Deck 15 Explosion-Proof Red Ceiling Light
Engine 16 Solenoid Valve
7 M 18 Workshop
Store 17 Air Typhon
7 18 M 18 Motor Siren With Red Lamp
8
PI 10
7
11
Engine Room
12
9
To
13
Outside of
CO2 Room 2nd Deck
M 18
14
Purifier Room Key

18 M CO2 Line
M
3rd Deck Compressed Air
18
Axial Discharge
Nozzles
18 M 18 M CO2 Cylinder (45kg)
Assembly with Pressure
Mid Flat Operated Valve

Refliquefaction Compressor
Room

CO2 Bottle Room CO2 Bottle Room Refliquefaction Motor Room
B Deck A Deck 18 M
Lower Floor

Operating Procedure from the Fire Control Station Manual Operating Procedure from the CO2 Room
a) On discovering a fire in a protected space, shut down the Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
machinery in that space together with fuel supplies, if any, protected compartment then these must be opened manually. The main line
and ventilating systems. Close all doors, ventilators and other valve to the protected compartment must also be operated manually. The CO2
openings having first ensured that all personnel have been cylinders for each protected compartment are grouped together. The illustration
evacuated. above clearly indicates which cylinders are assigned to the reliquefaction
motor and compressor rooms, in order that only those cylinders must be
b) Conduct a muster of all personnel ensuring that everyone is manually opened for those protected compartments. All of the cylinders would
accounted for. The gas must not be released until any missing be released for the engine room compartment.
persons are accounted for and are known not to be in the
protected space where CO2 is to be released. The procedure for opening the main cylinders is as below; these should be
opened by operation of the manual release lever on top of each CO2 cylinder
c) Open the valve release cabinet door for the compartment where as follows:
the fire is located. Upon opening the door an audible alarm will
sound and the ventilation fans will stop. Pull downwards the a) Open the distribution line valve leading to the protected space.
two handles on the isolation valves.
b) Remove the manual release handles from their mounting
d) Obtain the key for the supply cabinet from inside the valve positions, they are placed on the inside of the entrance door (on
release cabinet. B and C deck entrances) into the room.
e) Open the supply cabinet door and open the valve on one of the c) Insert the end of the handle into the hole in the release lever.
pilot CO2 cylinders. Pull the handle back as far as possible in order to operate the
release mechanism for at least two cylinders. This operation on
f) Pilot CO2 will open the required number of cylinders for the two cylinders will allow their contents to pressurise the main
protected space and will also open the main ball valve. The gas line. Manually open the booster valve, this operation will allow
is released to the protected space after the time delay period. a portion of the main line pressure up through the booster valve
and onto the control operation line and therefore activate the
g) Go to the CO2 room and check that the discharge valve for the remaining cylinders without any further manual intervention.
selected area has opened and the correct number of cylinders
have been released. If not open by hand. d) If necessary manually open each cylinder until the specified
number have been discharged.
h) After 10 minutes, close the pilot cylinder hand wheel valve.
For the cargo spaces under manual operation conditions, the required amount
i) When the pilot pressure gauge within the control box is zero, of cylinders must only be manually discharged into any of the protected cargo
close both pilot isolation valves. compartments, the booster valve MUST NOT be used.
Note: Allow time for structural cooling before opening the space and
ventilating the CO2 gas.
WARNING
Do not enter a CO2 flooded space without using breathing apparatus.

Illustration 5.5a Fire Detection System
D Deck C Deck A Deck

Manual Call Point (FAS)
X6 S
Flame Detector (FAFM) - 3rd Deck only
X1
FAAMD FAZB 1 UNIT
Optical Smoke Detector (FAO) 1 UNIT 1 UNIT
Navigation Deck C Deck B Deck Upper Deck
Thermal Detector (FAT)
S Fire Alarm Sub Panel (FASP)

X20 X23 X1 X2 X7
2 UNITS 2 UNITS
M Main Fire Alarm Panel (FAMP)
D Deck B Deck A Deck No.2 Deck
FM Main Fire Alarm Bell (FABL)
FAAMD FAAMD FAZB
FAAM Address Module (Exposed) FM M
2 UNITS 1 UNIT 1 UNIT FAAMD
X7 X1
FAAMD Address Module (Exposed) 1 UNIT
X19
(DC24V) 2 UNITS X22 X7
X2 No.3 Deck
5 UNITS X 32 6 UNITS
FAZB I.S. Barrier For Optical Smoke C Deck A Deck Upper Deck
Detector (Exposed)
No.1 Loop No.2 Loop No.3 Loop
FATM Isolation Timer X4
Middle Flat
Remote Annunciator Panel Detail (Sub Panel)
A Deck
Key
Main Power 100V AC-220V 50/60Hz
Engine X4
X4 Casing Electrical Signal
2 UNITS
Emergency Power 24V DC Floor
Instrumentation
Upper Deck
POWER FIRE PRE-ALARM TEST TROUBLE DISABLE No.4 Loop
To Remote Annunciator
FATM
X7
LAMP TEST/ EMERGENCY 1 UNIT 1 UNIT
ACKNOWLEDGE
LED DIMMER FIRE ALARM
No.2 Deck A Deck
Fire Alarm Main Panel Detail Fire Alarm Main Panel (Upper Deck) Reliquifaction Emergency Generator Room
Room
FIRE ALARM PANEL X5 X1
2 UNITS 1 UNIT
No.3 Deck 1 UNIT 2 UNITS 2 UNITS Upper Deck

MAIN EMERGENCY FIRE PRE-ALARM TEST TROUBLE DISABLE
POWER POWER
X2 X4 X3
POWER POWER X2 Bosun Reliquefaction
1 UNIT Store Motor Room
Printer Middle Flat Main Deck - Upper Deck No.2 Deck

ACKNOWLEDGE
1 2 3 Alarm
Cargo Instrument Room Steering Gear Room
LAMP TEST/
LED DIMMER Detector Detector Detector
4 5 6
Circuit Circuit Circuit FAAM FAAMD FAZB
X2 X5
EMERGENCY 1 UNIT 1 UNIT 2 UNITS 2 UNITS 2 UNITS
7 8 9
FIRE ALARM Loop1 Loop7 Loop5
Loop2 Loop6 Floor Upper Deck No.3 Deck
ESC ENTER RESET Loop3 Spare
0 Loop4 Loop8

5.5 Fire Detection System • The type of detector in operation • Right arrow - used to move the types of events shown on the
LCD display in the right direction.
• The device message
Maker: Nohmi Bosai Ltd. • Up arrow - used to move the LCD display forward.
• The date, time and zone number of the fire detector
Type: FAC 513/553
• Down arrow - used to move the LCD display backwards.
Main control panel type: FAC 513-P8
2. LED display for:
Sub-alarm panel type: FIR 563 The Right and Left arrows can be used to change the types displayed as
Main power: 220V single phase • AC power supply (green) - turns off when on emergency power follows:
supply.
Emergency power: 24V DC Fire > Input Module > Disable > Trouble
• Emergency power (green) - turns off when on main power
supply.
5. Control pushbuttons for the following:
Introduction • Fire alarm (red) - flickers when the panel receives a fire alarm
• Acknowledge - used to stop the alarm sound when the audible
signal and is lit continuously when the ACKNOWLEDGE
The fire detection and alarm system is an analogue addressable seven zone alarm is emitted. It can also be used to move the LCD display
pushbutton is pressed. The audible fire alarm is instantly
system. Addressable means that in the event of a fire alarm being raised, when the audible alarm is not emitted.
activated.
the system will locate the zone and the individual detector that triggered the • Lamp Test/LED Dimmer - used to test all the LEDs on the panel.
alarm. The LED on the detector head that triggered the alarm will flash on • Pre-alarm (red) - flickers when a preset level of smoke density
The brightness of the LEDs can be adjusted by continuously
activation. or temperature is detected, but has not reached the fire level.
pressing the pushbutton for 2 seconds or longer.
This function is valid only for analogue detectors. The audible
The fire detection system includes the main fire alarm and operating panel fire alarm is instantly activated. • Emergency Fire Alarm - By pressing continuously for 2 seconds
fitted in the fire control station on the upper deck, with fire and smoke or longer, all the output signals set in advance are transmitted. It
detectors, alarm bells and manual call points connected to the system in loop Note: The fire alarm panel is automatically returned to the normal supervisory is cancelled by pressing the ACKNOWLEDGE pushbutton.
configurations. Additionally, there is a sub-alarm panel on the bridge. condition when the smoke or temperature level falls to below the pre-alarm • Reset - used to return the system to normal. When pressed,
level. operations such as ‘detector resetting’, ‘module resetting’ etc are
The system is supplied from the 220V AC feeder panel, which is supplied from implemented and the system returns to the normal condition.
the main switchboard, with an automatic changeover connection to the 24V
• Test (yellow) - lights during a testing operation.
DC battery charge/discharge panel. There is also an output to the voyage data 6. Printer - The event log data recorded is printed out by the printer. Press the
recorder. • Trouble (yellow) - flickers when the panel receives a trouble ESC pushbutton to cancel or interrupt the printing operation.
signal and is lit continuously when the ACKNOWLEDGE
There are a wide range of fire detectors and sensors fitted to suit different pushbutton is pressed. The audible fire alarm is emitted
requirements and conditions, such as smoke, heat and flames, watertight and intermittently. Fire Alarm Control Sub-Panel - Wheelhouse
non-watertight proof detectors. The detectors in the hazardous zones, i.e., • Disable (yellow) - is lit continuously when any local equipment The fire alarm control sub-panel has an LED display which contains:
reliquefaction rooms, battery room and paint store are all fed via a zener barrier is disabled, or when interlocking with other equipment is • AC power supply (green)
relay unit. disabled.
• Fire alarm (red)
Manual call points, short circuit isolators and timers are connected to the • Pre-alarm (red)
loops where required. A fault in the system or a false alarm is detected 3. LCD control pushbuttons for the following:
immediately, since the function of the detectors and other installed loop units • Numerical pushbuttons (10 sets) - used for selecting an item or • Test (yellow)
are automatically and continuously tested. for entering a number. • Trouble (yellow)
• ESC pushbutton - used to cancel an entry or return the screen to • Disable (yellow)
Fire Alarm Control Panels the previous display when using the LCD menu.
Main Fire Alarm Control Panel - Fire Control Station • ENTER pushbutton - used to open an LCD menu to decide the The fire alarm sub-panel also has the following control pushbuttons:
contents of the entry.
The main fire alarm control panel contains: • Acknowledge
4. Arrows (pushbuttons) which can also be used to change the contents of the • Lamp test/LED dimmer
1. LCD display which indicates:
entry when using the LCD menu: • Emergency fire alarm
• State (event) and address of the detector
• Left arrow - used to move the types of events shown on the LCD
• The order and total number of fire alarms display in the left direction.

Illustration 5.5a Fire Detection System
D Deck C Deck A Deck

Manual Call Point (FAS)
X6 S
Flame Detector (FAFM) - 3rd Deck only
X1
FAAMD FAZB 1 UNIT
Optical Smoke Detector (FAO) 1 UNIT 1 UNIT
Navigation Deck C Deck B Deck Upper Deck
Thermal Detector (FAT)
S Fire Alarm Sub Panel (FASP)

X20 X23 X1 X2 X7
2 UNITS 2 UNITS
M Main Fire Alarm Panel (FAMP)
D Deck B Deck A Deck No.2 Deck
FM Main Fire Alarm Bell (FABL)
FAAMD FAAMD FAZB
FAAM Address Module (Exposed) FM M
2 UNITS 1 UNIT 1 UNIT FAAMD
X7 X1
FAAMD Address Module (Exposed) 1 UNIT
X19
(DC24V) 2 UNITS X22 X7
X2 No.3 Deck
5 UNITS X 32 6 UNITS
FAZB I.S. Barrier For Optical Smoke C Deck A Deck Upper Deck
Detector (Exposed)
FATM Isolation Timer X4
Middle Flat
Remote Annunciator Panel Detail (Sub Panel)
A Deck
Key
Main Power 100V AC-220V 50/60Hz
Engine X4
X4 Casing Electrical Signal
2 UNITS
Emergency Power 24V DC Floor
Instrumentation
Upper Deck
POWER FIRE PRE-ALARM TEST TROUBLE DISABLE No.4 Loop
To Remote Annunciator
FATM
X7
LAMP TEST/ EMERGENCY 1 UNIT 1 UNIT
ACKNOWLEDGE
LED DIMMER FIRE ALARM
No.2 Deck A Deck
Fire Alarm Main Panel Detail Fire Alarm Main Panel (Upper Deck) Reliquifaction Emergency Generator Room
Room
FIRE ALARM PANEL X5 X1
2 UNITS 1 UNIT
No.3 Deck 1 UNIT 2 UNITS 2 UNITS Upper Deck

POWER POWER
X2 X4 X3
POWER POWER X2 Bosun Reliquefaction
1 UNIT Store Motor Room
Printer Middle Flat Main Deck - Upper Deck No.2 Deck

ACKNOWLEDGE
1 2 3 Alarm
Cargo Instrument Room Steering Gear Room
LAMP TEST/
LED DIMMER Detector Detector Detector
4 5 6
Circuit Circuit Circuit FAAM FAAMD FAZB
X2 X5
EMERGENCY 1 UNIT 1 UNIT 2 UNITS 2 UNITS 2 UNITS
7 8 9
FIRE ALARM Loop1 Loop7 Loop5
Loop2 Loop6 Floor Upper Deck No.3 Deck
ESC ENTER RESET Loop3 Spare
0 Loop4 Loop8

Detectors If the intensity of smoke or heat continues to rise to the fire alarm set point, False Alarms
There are three types of detectors used: the fire alarm LED is activated and starts flickering, the LCD display indicates
FIRE, the location and total number of the alarmed detectors, together with the When a fire alarm is raised the first action is to ensure that the assessment party
1. Heat detector - used in the engine room workshop, galley, order of alarming and time/date. The interlock with other equipment, such as is directed to the zone which is indicating a fire, only after positive verification
provisions rooms, officers’ and crew’s laundry and drying alarm bells are also activated. that the alarm is false should the officer of the watch cancel the alarm.
rooms. It operates when the ambient temperature rises above
a specific value, resulting in a thermistor resistance decreasing Note: The fire doors are released manually by operating the release switch a) After verification that the alarm is false, press the
with temperature and generating a voltage. located on the group panel adjacent to the bridge remote annunciator. ACKNOWLEDGE pushbutton.
2. Optical smoke detector (analogue) - used in non hazardous
areas of the engine room and accommodation. Intrinsically a) Press the GENERAL/FIRE alarm pushbutton on the group b) Press the RESET button to return the detector heads to their
safe (conventional) types are used in hazardous areas, such as panel, not the remote annunciator, to raise the alarm throughout normal surveillance mode.
in the reliquefaction machinery rooms and the bosun’s store. the ship. This allows the alarms to be stopped to make PA
They both operate by converting the scattering of light into an announcements.
Other Alarm Modes and Functions
electrical current. They are sensitive to a small amount of smoke
generated in the initial stage of a fire. Note: The alarm bells, if activated by the fire detection unit or the fire
Note: The fire alarm panel has a password to ensure that only authorised
3. Infrared flame detector - a single unit placed above the main alarm pushbutton on the bridge remote annunciator panel can ONLY BE
operators can access and operate the following system.
engine turbocharger. CANCELLED from the main control panel in the Fire Control Room.
To silence the fire alarms after the fire has been confirmed and the fire fighting LCD Menu
Fire Monitoring Procedure team begins tackling the fire, proceed as follows: The Menu list appears on the LCD display by pressing the ENTER pushbutton.
The list includes the following, which can be accessed by pressing the
a) Ensure that the main power and emergency switches are in the b) Press the ACKNOWLEDGE pushbutton, the buzzer on the appropriate number on the numerical pushbutton:
ON position. control panel will stop and the fire LED turns to continuous
lighting. • Pushbutton 1 - Event Log Menu - Press pushbutton 1 again to
b) Confirm that the Main Power LED is lit and all other LEDs are identify the events that took place on the fire alarm panel. Press
off. pushbutton 2 to print the event log.
Note: It is possible to activate the alarm sound again by pressing the
Emergency Fire Alarm pushbutton continuously for 2 seconds or longer. • Pushbutton 2 - Data List Menu - Press pushbutton 1 again to
c) Confirm that the LCD display shows ‘System Normal’, time/ execute the data display for various sections of the system. Press
date and the standby message is set to the data configuration. pushbutton 2 to print the data. Press pushbutton 3 to display
Fire Alarm System Reset Procedure the interlocking operations. Press pushbutton 4 to print the
Fire Alarm Procedure interlocking operations.
To reset the fire detection system after the fire has been extinguished, proceed
as follows: • Pushbutton 3 - Sensor Monitor - Used to check the level of
When a fire detector is activated, initially as the intensity of smoke or heat rises, smoke and heat that analogue detectors detect.
it activates the Alarm Verification mode in the fire alarm panel as follows:
a) If the alarm was activated by a detector, press the RESET button • Pushbutton 4 - Status - Used to set the date/time on the LCD
• The audible alarm is emitted momentarily on the control panel. display and to set the tests and the alarm verification time of the
• Alarm Verification Mode is indicated on the LCD display for a fire alarm panel.
preset time (1 - 60 seconds) b) If the alarm was activated manually, go to the alarm pushbutton
• Pushbutton 5 - Program - Used for executing the Auto Program,
and press the pushbutton in, it should then spring back to the
• When the Alarm Verification Mode time is exceeded the LCD disabling various equipment, changing the alarm level of
original position; on the control panel press the RESET button.
display changes to the Alarm Confirmation Mode analogue detectors, remote actuation of local equipment and
event log clear etc. Press the ESC pushbutton to end the
c) Ensure that the main power and emergency switches are in the
This allows the fire to be investigated at an early stage. operation.
ON position and all other switches are in the normal position
and that all disable functions are returned to the enable mode,
If the alarm panel does not receive any operation signal during the Alarm ie, general alarm and buzzer. Fault Alarm (Trouble)
Confirmation mode, the fire alarm panel returns to the normal supervisory
condition. The Trouble LED will flicker and an audible alarm will sound. The LCD
display will indicate the description of the fault, including location, detector
etc. Once the problem has been rectified, press the RESET pushbutton to return
the system to normal.

THE HIERARCHICAL STRUCTURE OF THE LCD MENU Proceedure to Isolate a Detector or Loop j) Press ENTER to set
1. Event Log 1. Event Log
Where it is necessary to isolate a detector or loop for maintenance purposes Once the work in the area has been completed the same procedure is followed
2. Event Print within the area covered and avoid an alarm situation the following procedure to recactivate the detector or loop, selecting 2, the disable OFF, to reactivate.
2. Data List 1. Read Data should be carried out from the main unit in the fire control room.
1. Device
2. Threshold a) Press the ENTER key, this will bring up the menu list. Trouble Disable
3. Event Print
b) Select 5 this will display the program menu. Where there is a defective head this function can be used to automatically
4. Zone disable the head.
5. System c) Enter the password (000000).
The same procedure as for isolating is carried out up to procedure d). 4 is then
2. Print Data 1. Device
d) Press ENTER. selected to bring up the trouble disable menu.
2. Threshold
3. Event Print e) Select 3, this will display: Trouble * Disable

4. Zone Disable = 1 = ON * 2 = OFF
Det. * Disable ENTER to set
5. System
1. Device Set
3. Read Interlock Data 1. Zone 2. Loop Set
2. Cross
Selecting 1 or 2 will disable or enable the defective head.
4. Print Interlock Data 1. Zone
3. Sensor Monitor 2. Cross f) Select 1 for the device setting.
4. Status 1. Date/Time Change 1. Standard Walktest
2. Test 2. Silent Walktest Device *Det. Disable

3. Verify Change 3. Alarm
L1-01 * Analog Smoke Detector
Disable = 1 = ON * 2 = OFF
4. Failure Test
ENTER to set
5 Program 1. Auto Program 1. Auto Program Start
2. Memory Clear
g) Input the detector head number from the list and select 1 to
2. Disable 1. All
disable of 2 to enable if already in the disable mode.
2. Module
3. BELL h) Press ENTER to set
4. Output Where the entire loop is to be disabled follow the procedure a~ e then select
5. Printer 2 for Loop Set.
6. Buzzer
Loop *Det. Disable
6. NET
Loop 1
3. DeL Disable 1. Device Disable = 1 = ON * 2 = OFF
4. Trouble Disable 2. Loop ENTER to set
5. Theshold
6. Activated i) Input the detector head number from the list and select 1 to
7. Event log Clear
disable of 2 to enable if already in the disable mode.

Illustration 5.6a Water Deluge System

Pipe Layout of Deluge System
Accommodation Area Upper Deck
Navigation Bridge Deck
D Deck
C Deck
B Deck
A Deck
Upper Deck
Typical Deluge Protective Pattern
Accommodation Area B Deck Accommodation Area C Deck Accommodation Area D Deck

5.6 Water deluge System • Aft side of the engine casing block at C deck level, through to Procedure for Supplying Sea Water to the Water Deluge
the lifeboat. System using the Emergency Fire Pump
Emergency Fire Pump • Davit launched liferaft areas on the upper deck, port and
starboard. a) Ensure all valves to the other services are closed.
Maker: Teikoku Machinery Works Ltd
No. of sets: 1 The water deluge system can be supplied by either the water spray pump, the b) Set the emergency fire pump valves as shown in the following
Type: Centrifugal self-priming fire, bilge and general service pumps via the engine room fire main discharge table.
Model: 200-2VSR-Bm-NV-S line, or the emergency fire pump. The illustration 5.6b on the next page
illustrates the section valves that would be open in the fire control station in Position Description Valve
order to allow the crossover of the discharge from the water spray system into Normally Sea water suction valve
Rating: 160kW at 1,770 rpm the water deluge system. open
Normally Discharge valve to the fire main
Fire, Bilge and General Service Pumps The water spray pump and the fire, bilge and general service pumps are located
open
in the engine room and all take suction from the main sea water crossover
Maker: Teikoku Machinery Works Ltd pipe. Either the high or low sea chest must be open to this suction main at all
c) In the fire control station set the valves as shown in the following
No. of sets: 2 times.
table.
Type: Vertical motor driven, centrifugal self-priming
The water spray pump and fire, bilge and GS pumps may be operated from:
Model: 200-2VSR-Am-NV-S Position Description Valve
Capacity: 260/100m3/h at 35/90mth • Fire control station (start and stop)
Open Discharge valve to the fire main manifold
Rating: 70kW at 1,750 rpm • Bridge emergency console (start only) Closed Water deluge system supply valves to the liferafts
• Locally (start and stop) (port and starboard)
Water Spray Pump • Cargo control console (start and stop) Open Water deluge system supply valves to B, C and D
decks (normally closed)
Maker: Teikoku Machinery Works Ltd • Main switchboard group starter panels (start and stop) Open Crossover from the water spray pump onto the fire
No. of sets: 1 main/deluge manifold
Type: Centrifugal self-priming Emergency Fire Pump
Model: 250-2VSR-Bm NV-S d) Start the emergency fire pump from the one of the positions
Capacity:
3
410m /h at 70mth The emergency fire pump is an electrically driven self-priming centrifugal listed previously.
Rating: 125kW at 1,755 rpm pump and is situated in the emergency fire pump recess in the steering gear
it can be started and stopped locally at the pump, No.4 group starter panel in
Introduction the steering gear room or remotely from the fire control station.
The emergency fire pump supplies the deluge system to protect personnel The emergency fire pump has its own sea suction chest with the suction
when making an emergency escape from the accommodation to the lifeboat or valve and discharge valve always in the open position, so that the pump can
the liferafts. be started and supply water to the fire main immediately. The valves should,
however, be operated periodically to ensure that they are operational and free
It is designed to provide protection from the effects of heat, smoke and toxic to be closed should the need arise.
gases. The system supplies sea water to the spray nozzles at the following
locations on both the port and starboard side: There is a weed blow valve for the emergency fire pump sea chest located in
the engine room, starboard aft below the floor plate area.
• Exit doors of the accommodation block on B, C and D decks,
through to the stairway at the forward side of the engine casing
block.
• Forward side of the engine casing block, through to the stairway
on the aft side of the engine casing block at C deck level.

Illustration 5.6b Water Deluge System from Engine Room

To Water Deluge
To Water Deluge
for Liferaft
System for Lifeboat
Area (Port)
Embarkation
System for Lifeboat
for Liferaft
Area (Starboard)
Water Spray to
Upper Deck
Water Spray to
Accommodation Front
To
Swimming
Pool
Engine
Casing Fresh Water
(Port)
Fire
217
Control
Room
Upper Deck
(Port)
214
Pump Unit
Cooler 132VPH
214
(Port)
*
(400m3/h) 202 014 NO (400m3/h
CCR W/H F/S
*
NO x 70mth)
208 (Port) PI
(Starboard) PI
CCR
PI
Mid Flat 209 PI
PI
CCR
PI No.1
CCR
*
CI No.2 CI CI
* *
(260/100m3/h
082VPH x 35/90mth) 081VPH 220
Direct
Weed Blow Bilge
Below Plate Level
Key
Fire Water
High
Sea Water Sea Chest
Low


Part 6: Emergency Procedures
6.1 LPG liquid Leakage into hold spaces
Illustrations
6.1a Educting LPG from Hold
6.3 Ship to Ship Transfer
6.3.2 Pre-Mooring Preparations
6.3.3 Mooring
6.3.5 Unmooring
6.4 LPG Jettison
Illustrations
6.4a LPG Jettison Pipe
6.5 Vent Mast on Fire

Illustration 6.1a Educting LPG from Hold
KEY
Drive LPG
No.2 Vent No.1 Vent

Educted LPG Riser Riser
J202 J102
J205 J105 J105
No.2 No.1
Hold Hold
No.2 Cargo Tank No.1 Cargo Tank
L202 L102
C204 C104
C202 C102
L204 L104
G203 C203 G103 C103
C209 C109
L253 L153
To LPG L205 L105
Heater/Vaporiser C210 C110
G202 G102
C205 C105
L203 L103
No.2 Hold L201 C206 No.1 Hold L101 C106
Bilge Well Bilge Well
L206 C201 L106 C101
L251 L151
G101
L516 L252 L152
To Nos.3 and 4 Tanks
Hold Liquid Line
L614 L612
L613 L611 Liquid Line Liquid Line
To / From
Manifold Vapour Line Vapour Line
Compressor
House Condensate Line Condensate Line
Vapour Relief Line
L610 L608
L609 L607 Liquid Line Vapour Relief Line
from Deck Tank
Vapour Line
Condensate Line

6.1 LPG Liquid Leakage to into the hold b) Swing and connect the spool pieces on No.1 eductor drive and r) When the cargo tank has been completely discharged, it should
exhaust lines. be warmed up and gas freed. The tank and hold should be
A failure in the cargo tank structure major enough to allow LPG liquid into aerated and an inspection carried out to determine the cause of
the hold will, be indicated by one or more of the following depending on the c) Confirm the spool piece to No.2 tank on the hold liquid line is the leakage in accordance with the company QA proceedures
severity of the failure: in position. for tank entry.
• Gas alarms in the hold at 30% LEL
d) Open the hold liquid line drain to No.2 cargo tank, L206.
• High pressure alarm in the hold
• Lifting of hold relief valves e) Confirm the drain valves L106, L306 and L406 are closed.
• Low temperature alarms at the hold bilge well f) Confirm the drain line to the LPG heater and vaporiser, L516 is
• Level alarm in the hold bilge well closed.
g) Open the eductor discharge valve L152.

Liquid leakage into an hold space could develop slowly over a period of days
or hours, or may develop suddenly if a major failure of the structure occurs. h) Open the eductor drive valve L153.
LPG liquid in the hold can be removed by the hold drainage system. i) Open the manual bulkhead levelling valve L142.
Hold Drainage System using the Eductor j) Open the starboard filling valve L102 and open the starboard
pump discharge valve L103, 10%. Start No.1 starboard pump
Each of the hold spaces is fitted with an eductor system for draining the space on full recirculation.
of LPG to another cargo tank, this is in addition the water eductor system as
per section 2.9 k) Once the pump has settled, slowly close in on the filling valve
L102 to cool down the ship’s lines and shore cargo arms.
Eductor Details l) Check the vessel’s pipeline system to ensure that there is no
Maker: Niikura Kogyo Co. Ltd leakage and that liquid is only going to the desired places.
Model: Kscs-ER-50
m) Monitor the cargo tank pressures and ensure that the pressure
Driving capacity: 35 m3/h (LPG) fall is not too rapid.
Discharge head: 30 metres
Suction capacity: 15m3/h (LPG) n) When the lines are fully cooled, open the pump discharge valve
L103 and adjust the filling valve L102 to supply sufficient drive
to the eductor.
Procedure for Educting LPG from a Hold Space
o) Open the eductor supply valve L151 to drive the eductor.
The contents of the breached cargo tank are used for the eductor driving
medium. The tank can be discharged ashore or if space is available to another p) The hold space is empty of liquid LPG when the bilge float
tank. alarm goes out of alarm.
One cargo pump is used to supply the eductor drive. Using No.1 cargo tank as q) If the IG plant has not been put into action prior to this, the space
an example set the cargo system up to discharge from No.1 tank to shore as per should be purged as per section 3.2.3 until the hydrocarbon
sections 3.5.2 or 3.5.3. content is less than 2% and the dew point less than -25°C.
The contents of No.1 hold are to be discharged to No.2 cargo tank as follows:
a) Prepare the IG plant ready to supply IG to the hold space.

6.2 Fire and emergency breakaway

All terminals have their own requirements regarding when it is unsafe for
a vessel to remain alongside a terminal. These are normally outlined in the
terminal handbook.
In case of a fire or emergency developing, either on board or ashore the

following basic procedures will be followed:
a) All cargo operations will be stopped and emergency signals

sounded as per the terminal’s requirements (as detailed in the
ship/shore checklist). Ship’s personnel should move away from
the manifold areas immediately.
b) Ship and shore emergency procedures will be put into

operation.
c) The ESD system will be activated, from ashore or ship.
d) In the event of fire, the IMO water spray system on ship/shore

will be activated.
e) Fire parties will attempt to deal with the situation.
f) The vessel will prepare for departure from the berth.
g) Liaise with shore personnel to arrange for pilot and tugs and
additional support.
h) A standby tug, if available, could assist with fire fighting/

movement of the vessel from the berth.
i) The vessel would either move away from the berth to a safe
area, under its own power with assistance of a standby tug or
with additional tugs/pilot summoned from shore.
j) The owners/charterers and other interested parties would be

informed of the situation.

6.3 ship to ship transfer 6.3.2 Pre-Mooring Preparations Safety Precautions
This section is intended to complement the ICS Tanker Safety Guide, (Liquefied Prior to mooring, the organisers of the transfer should notify the local • Fire main tested and kept under pressure
Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied Gases) and should authorities of their intentions and obtain any necessary permits. • Water spray system tested and ready
be supplemented by the Company’s own instructions and orders.
The two vessels should liaise with each other and exchange details of the ships, • Two additional fire hoses connected near the manifold and
which side is to be used for mooring, the number of fairleads and bitts and their ready for use
6.3.1 General safety
distance from the bow and stern of the ship to be used for mooring. • Dry powder system ready
The Master, or other person in overall control of the operation, should be • All access doors to the accommodation to be kept closed at
clearly established before the operation commences and the actual transfer Information should also be exchanged on:
all times during transfer
should be carried out in accordance with the wishes of the receiving ship. • The size and class of manifold flanges to be used.
• No smoking
The means of communication should also be well established before transfer and • The anticipated maximum height differential of the manifolds
• Impressed current cathodic protection system, if fitted, to be
both ships must be in direct contact with each other during the whole operation. for determining the hose length required.
switched off at least three hours before transfer
Radiotelephone contact should be established on VHF Channel 16 and • The type of hoses required and their supports to ensure that
thereafter on a mutually agreed working channel. Approach, mooring, transfer • First aid equipment etc. to be ready for use
their allowable bending radius is not exceeded.
and unmooring should not be attempted until fully effective communications
are established. Fenders should be positioned according to an agreed plan, taking into
The weather conditions should be taken into consideration, as that will consideration the type and size of both ships, the weather conditions and the
determine the type and number of fenders to be used and the type of mooring type of mooring that is to take place.
Should there be a breakdown in communications for whatever reason, either on
procedure to be used. Both Masters should be in agreement that conditions are
approach, or during transfer, the operation should immediately be suspended.
suitable for berthing and cargo transfer before the operation takes place.
CAUTION All equipment to be used should be thoroughly prepared and tested, and all
The ignition of gas vapours may be possible by direct or induced radio safety equipment should be checked and be ready for use if required.
frequency energy and no radio transmissions, other than at very high
frequency, should take place during transfer operations. Arrangements
should be made with an appropriate coast station for blind transmissions Cargo Equipment to be Tested
which would allow reception of urgent messages.
• Ventilation of compressor room and the control room to be
fully operational
• Gas detection systems to be correctly set, tested and
operating
• Emergency shut down system to be tested and ready for
use
• Pressure and temperature control units to be operational
• Cargo tanks to be cooled, as necessary
• Manifolds to be securely blanked
• Cargo hose reducers to be ready in place
• Hose purging equipment to be acceptable

6.3.3 Mooring 6.3.4 Transfer Operations
The most successful method of berthing is with both ships underway. One Transfer can begin when the two Masters have ensured that all the pre-transfer
ship, preferably the larger, maintains steerage way on a constant heading as checks and precautions have been completed and agreed them. Both ships
requested by the manoeuvring ship, usually with the wind and sea dead ahead. should be prepared to disconnect and unmoor at short notice should anything
The manoeuvring ship then comes alongside. go wrong.
Successful operations have taken place with one ship at anchor in fine weather During transfer, ballast operations should be performed in order to keep the
conditions, and this is not too difficult if there is an appreciable current and trim and list of both vessels constant. Listing of either vessel should be avoided
a steady wind from the same direction. If not, then tug assistance may be except for proper tank draining. Checks should also be kept on the weather,
necessary. traffic in the area and that all safety equipment is still in a state of readiness.
Mooring should be rapid and efficient and can be achieved by good planning Transfer can take place whilst the two vessels are at anchor. This is the most
by the Masters of both ships. common method. Transfer can also take place whilst the two vessels are under
way, though this depends on there being adequate sea room, traffic conditions
In general, the following points should be noted. and the availability of large diameter, high absorption fenders.
• The wind and sea should be ahead or nearly ahead.
Under Way Transfer
• The angle of approach should not be excessive.
After completion of mooring, the constant heading ship maintains steerage
The two ships should make parallel contact at the same speed with no astern way and the manoeuvring ship adjusts its engine speed and rudder angle to
movement being necessary. minimise the towing load on the moorings. The course and speed should be
agreed by the two Masters and this should result in the minimum movement
The manoeuvring ship should position her manifold in line with that of the between the two ships. The Master of the constant heading ship is responsible
constant heading ship and match the speed as nearly as possible. for the navigation and safety of the two vessels.
Contact is then made by the manoeuvring ship, reducing the distance between
Drifting Transfer
the two ships by rudder movements, until contact is made by the primary
fenders. This should only be attempted in ideal conditions.
Note: Masters should be prepared to abort if necessary. The international Completion of Transfer
regulations for preventing collisions at sea must be complied with.
After transfer has been completed and before unmooring, all hoses should be
purged, manifolds securely blanked and the relevant authorities informed that
On completion of mooring, the constant heading ship will proceed to an
transfer is complete.
anchoring position previously agreed. The manoeuvring ship will have its
engines stopped and rudder amidships, or angled towards the constant heading
ship. The constant heading ship should use the anchor on the opposite side to
6.3.5 Unmooring
that on which the other ship is berthed.
This procedure will be carried out, under normal conditions, at anchor, though
if both Masters agree, unmooring can take place under way.
From the time that the manoeuvring ship is all fast alongside, to the time
the constant heading ship is anchored, the constant heading ship assumes
Before unmooring begins, obstructions from the adjacent sides of both ships
responsibility for the navigation of the two ships.
should be cleared and the sequence and timing of the event be agreed by both
ships, and commenced 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 which 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.

6.4 LPG Jettison Illustration 6.4a LPG Jettison Pipe
There are occasions where it is necessary to jettison cargo from a cargo tank,
where the vessel has to change grades and when the use of the deck tank is not
possible, i.e. prior to dry dock where the vessel has be completely empty.
Jettisoning of cargo from a particular cargo tank to the sea. This is carried out
using a single main cargo pump, discharging LPG through a portable nozzle
fitted at the ship’s manifold. The jettison pipe is stored on the deck forward of
the compressor house. 150 4000
As jettisoning of LPG will create hazardous conditions:

Portable Davit
• All relevant fire fighting equipment must be manned and Pressure Gauge Box
maintained in a state of readiness during the entire operation.
Pressure Gauge
• All accommodation and other openings and all vent fans must
be secured.
• The NO SMOKING rule must be rigidly enforced.
• A water curtain rigged to be rigged on the side of the jettison to
protect the ship’s structure. 260
130
The portable nozzle is 5 metres long and together with the required reducer Drip
DripTray
Tray
connected extends 1.5 meters from the ship's side. If desired, an additional Main Deck
46
manifold spool piece could be bolted between the ship’s manifold and the
jettison pipe in order to extend the nozzle an additional half metre away
from the ship’s side.
Weather conditions, and the heading and speed of the vessel relative to the
wind, must be considered so that the jettisoned liquid and resultant vapour
cloud will be carried away from the vessel. In addition, if possible, avoid
blanketing the vapour with exhaust gases from the funnel.
The discharge rate must be limited to the capacity of one cargo pump only
and, if necessary, reduced to allow acceptable dispersal within the limits of the
prevailing weather conditions.
WARNING
Too rapid a flow of LPG will result in rapid phase transfer (RPT) when
the liquid hits the sea water. Violent increase in gas vapour as liquid hits
the sea water, producing a very cold cloud of vapour which does not
dissipate readily from the immediate vicinity of the vessel.

6.5 Vent mast on Fire Note: There are only ten bottles, so if two do not extinguish the fire other
actions may need to be considered.
It is possible that occasionally one of the three LPG vent masts will light off
when the ship is travelling through a thunder and lightning storm.
e) If that does not extinguish the flame:
The possible causes of the fire are: • Insert a 1mm thick blank flange into the outlet flange of
• Cargo tank pressure above 28kPa can result in one or more of the cargo tank relief valve that is suspected of leaking and
the cargo tank safety valves temporarily lifting off their seats reopen the nitrogen fire smothering valve.
due to the surging motion of the ship in extremely rough sea • If that does not extinguish the fire, remove the blank flange
conditions from the first tank relief valve and place it in the outlet flange
• Leaking cargo tank safety valve of the other tank relief valve protecting the tank. Reopen the
fire smothering valve on the vent mast. If that extinguishes
the flame, leave the fire smothering valve partially open to
The fire should be extinguished but there is not any real danger to the ship that mast and remove the 1mm thick blank from the outlet
or its personnel while the fire is burning because all of the LPG vent masts flange on the cargo relief valve.
incorporate the following safety features:
• Hood is located 12.3 metres above the deck
• Hood is fitted with a regulatory body approved flame screen to
prevent any flame from passing across the screen and down into
the vent mast
• A nitrogen fire smothering valve is piped to each LPG vent
mast
Corrective Action to Extinguish the Fire on the top of the LPG

Vent Mast
CAUTION
This is a demand system and should only be operated when required.
a) In the nitrogen storage locker, located at the aft end of the

compressor house, port side, open ONE bottle. This will
pressurise the nitrogen main on deck.
b) The pressure regulator in the store should indicate an inlet

pressure of 200 bar and an outlet pressure of 3 bar.
c) Manually open the nitrogen fire smothering valve piped to the

LPG vent mast that has the flame.
d) Check that the tank relief valves are properly seated.
e) If this does not extinguish the fire, close the first bottle and open
a second.

LPG Tanker BRITISH COUNCILLOR IMO 9307762 - Cargo Systems Operating Manual

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LPG Tanker BRITISH COUNCILLOR IMO 9307762 - Cargo Systems Operating Manual

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Document Title: Cargo Systems Operating Manual Revision: Issue 1

Document Front Matter: British Councillor Date: June 2007

Cargo systems Operating Manual Part 2: Systems Description Illustrations

2.4.1a Inert Gas System in Engine Room 2.9.1 System Description

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 1 of 10

Document Front Matter: British Councillor Date: June 2007

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 2 of 10

Document Front Matter: British Councillor Date: June 2007

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 3 of 10

Document Front Matter: British Councillor Date: June 2007

Issue and Update Control This manual was produced by:

• Documents conform to a standard format; The Technical Director

• Updates are issued to all registered holders of documents; E-Mail: manuals@wmtmarine.com

• Sections are removed from circulation when obsolete.

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 4 of 10

Document Front Matter: British Councillor Date: June 2007

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 5 of 10

Document Front Matter: British Councillor Date: June 2007

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 6 of 10

Document Front Matter: British Councillor Date: June 2007

Item Issue 1 Issue 2 Issue 3

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Document Front Matter: British Councillor Date: June 2007

Cargo Symbols and Colour Scheme

Gate Valve With Bonnet Type Air Pipe

Wax Type Temperature 3-Way Direct Type Rotary (Gear, Screw,

Marine Diesel Oil

M Electric Motor Operated S

Hydraulic Oil Driven Bilges

Diaphragm Operated Valve Bonnet Type Air Pipe Refrigerant Gas

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 8 of 10

Document Front Matter: British Councillor Date: June 2007

Electrical and Instrumentation Symbols

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Document Front Matter: British Councillor Date: June 2007

Issue: 1 - June 2007 IMO No. 9307762 Front Matter - Page 10 of 10

1.1 Principal Particulars 1.2 Cargo Data Sheets

1.1.1 Principal Particulars 1.2a/b Propane Data Sheet

1.1.3 General Arrangement 1.2e/f LPG Data Sheet

1.1.4 Tanks and Capacity Plan 1.2g/h Methanol Data Sheet

Illustrations 1.3 Mollier Diagrams

1.1.3a General Arrangement - Main Deck Illustrations

Document Section 1: British Councillor Date: June 2007

1.1 Principal Data 1.1.2 Dimensions Cargo Tanks

Operator: BP Shipping Ltd.

Yard: Mitsubishi Heavy Industries Co. Ltd.

Issue: 1 - June 2007 IMO No. 9307762 Section 1.1.1 - Page 1 of 1

Document Section 1: British Councillor Date: June 2007

1.1.2 princilpal particulars of cargo Equipment For Reliquefaction Capacity: 300m3/h

Issue: 1 - June 2007 IMO No. 9307762 Section 1.1.2 - Page 1 of 3

Document Section 1: British Councillor Date: June 2007

Issue: 1 - June 2007 IMO No. 9307762 Section 1.1.2 - Page 2 of 3

Document Section 1: British Councillor Date: June 2007

Maker: Fukui Seisakusho Inert Gas System Refrigeration Plant

Inert Gas Composition and Specification

Issue: 1 - June 2007 IMO No. 9307762 Section 1.1.2 - Page 3 of 3

Document Section 1: British Councillor Date: June 2007

1.1.3 general arrangement

Illustration 1.1.3a General Arrangement

2nd Water Water

Engine Mid Flat

Length Overall 230.00m

Issue: 1 - June 2007 IMO No. 9307762 Section 1.1.3 - Page 1 of 3

Document Section 1: British Councillor Date: June 2007