LNGC Methane Princess - Imo 9253715 - Cargo-Operating-Manual

GOLAR
LNG
LIMITED
Cargo Operating Manual
GOLAR LNG LIMITED (H2215)

GOLAR LNG LIMITED Cargo Operating Manual
Issue and Update Control ....................................................................................................................................................... 3G 4.2.6 Vent Line .........................................................................................................................................................82G

Cargo Machinery Symbols and Colour Scheme ................................................................................................................... 7G 4.2.7 Inerting/Aeration Line.....................................................................................................................................82G
4.3 Cargo Pumps ..............................................................................................................................................................84G
Part 1 Design Concept of the Vessel..................................................................................................................................... 11G 4.3.1 Main Cargo Pumps..........................................................................................................................................86G
1.1 Principal Particulars................................................................................................................................................... 11G 4.3.2 Stripping/Spray Pumps....................................................................................................................................88G
1.1.1 Principal Particulars of the Ship ..................................................................................................................... 11G 4.3.3 Emergency Cargo Pump..................................................................................................................................90G
1.1.2 Principal Particulars of Cargo Machinery....................................................................................................... 12G 4.4 Cargo Compressors ....................................................................................................................................................92G
1.1.3 General Arrangement ...................................................................................................................................... 13G 4.4.1 HD Compressors .............................................................................................................................................92G
1.1.4 Tanks and Capacity Plan ................................................................................................................................. 14G 4.4.2 LD Compressors .............................................................................................................................................96G
1.2 Rules and Regulations ............................................................................................................................................... 16G 4.5 Boil-Off/Warm Up Heater........................................................................................................................................100G
1.3 Design Concept of the Cargo System ........................................................................................................................ 19G 4.6 LNG Vaporizer.........................................................................................................................................................102G
1.3.1 Cargo Containment System Principle ............................................................................................................. 19G 4.7 Forcing Vaporizer.....................................................................................................................................................104G
1.3.2 Membrane Cargo Containment....................................................................................................................... 21G 4.8 Vacuum Pumps.........................................................................................................................................................106G
1.3.3 Deterioration or Failure .................................................................................................................................. 26G 4.9 Custody Transfer System .........................................................................................................................................108G
1.4 Hazardous Areas and Gas Dangerous Zone............................................................................................................... 28G 4.9.1 Custody Transfer System ..............................................................................................................................108G
4.9.2 HSH Float Level Gauge ................................................................................................................................ 114G
Part 2 Properties of LNG ...................................................................................................................................................... 31G 4.9.3 Trim-List Indicator ........................................................................................................................................ 116G
2.1 Physical Properties, Composition and Characteristics of LNG ................................................................................. 31G 4.10 Nitrogen Production System .................................................................................................................................. 118G
2.2 Characteristics of LNG .............................................................................................................................................. 34G 4.10.1 Nitrogen Production Plant........................................................................................................................... 118G
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures ............................................................................ 34G 4.11 Inert Gas and Dry Air Generator ............................................................................................................................120G
2.2.2 Supplementary Characteristics........................................................................................................................ 35G 4.12 Fixed Gas Detection System ..................................................................................................................................122G
2.2.3 Properties of Nitrogen and Inert Gas .............................................................................................................. 36G 4.13 Cargo & Ballast Valve Control & Em’cy Shut Down System ...............................................................................124G
2.2.4 Avoidance of Cold Shock to Metal ................................................................................................................. 38G 4.13.1 Cargo and Ballast Control System ..............................................................................................................124G
2.3 Health Hazards .......................................................................................................................................................... 39G 4.13.2 Emergency Shutdown and Cargo Tank Protection Scheme ........................................................................128G
4.13.3 Ship Shore Link ..........................................................................................................................................130G
Part 3 Integrated Automation System (IAS) ....................................................................................................................... 43G 4.13.4 Mooring Load Monitoring System..............................................................................................................134G
3.1 General ...................................................................................................................................................................... 43G 4.14 Relief Systems .......................................................................................................................................................136G
3.2 Integrated Automation System (IAS) ........................................................................................................................ 45G 4.14.1 Cargo Tank Relief Valves............................................................................................................................136G
3.2.1 IAS Overview ................................................................................................................................................. 45G 4.14.2 Primary and Secondary Insulation Space Relief Valves..............................................................................136G
3.2.2 IAS Cargo Common Function ........................................................................................................................ 47G 4.14.3 Line Relief Valves .......................................................................................................................................136G
3.2.3 IAS GUS OPERATION.................................................................................................................................. 48G 4.15 Ballast Level and Draft Indicating System ............................................................................................................138G
3.2.4 Custom Display Layout .................................................................................................................................. 48G 4.15.1 Ballast Piping ..............................................................................................................................................138G
3.2.5 Window Operation.......................................................................................................................................... 49G
3.2.6 IAS Mimics..................................................................................................................................................... 52G Part 5 Cargo Auxiliary and Deck System ..........................................................................................................................144G
3.2.7 Use of Ope Index, Guide and Flow Mimics ................................................................................................... 55G 5.1 Temperature Monitoring System..............................................................................................................................144G
3.3 IAS Specification....................................................................................................................................................... 56G 5.2 Primary and Secondary Insulation Space Nitrogen Pressurization and Control System..........................................146G
3.3.1 Common Specification ................................................................................................................................... 56G 5.3 Cofferdam Heating System ......................................................................................................................................148G
3.3.2 Sequence Specification ................................................................................................................................... 58G 5.3.1 Glycol Water Heater......................................................................................................................................148G
3.3.3 Gas Management System................................................................................................................................ 70G 5.3.2 Cofferdam Heating System ...........................................................................................................................150G
5.3.3 Hull Ventilation .............................................................................................................................................152G
Part 4 Cargo and Ballast System.......................................................................................................................................... 80G 5.4 Fire Fighting System................................................................................................................................................154G
4.1 Cargo Containment System ....................................................................................................................................... 80G 5.4.1 Fire and Wash Deck System..........................................................................................................................154G
4.2 Cargo Piping System ................................................................................................................................................. 81G 5.4.2 Water Spray System ......................................................................................................................................156G
4.2.1 Liquid Line ..................................................................................................................................................... 81G 5.4.3 Dry Powder System ......................................................................................................................................158G
4.2.2 Vapour Line..................................................................................................................................................... 81G 5.4.4 CO2 System ...................................................................................................................................................162G
4.2.3 Spray Line....................................................................................................................................................... 82G 5.4.5 Fire Detection System ...................................................................................................................................166G
4.2.4 Gas Line (One Tank Operation)...................................................................................................................... 82G 5.5 Auxiliary F.W. Cooling System................................................................................................................................169G
4.2.5 Fuel Gas Line.................................................................................................................................................. 82G
1 Index
Part 6 Cargo Operations ..................................................................................................................................................... 172G 7.7.5 Unmooring ....................................................................................................................................................250G

6.1 Primary and Secondary Insulation Space Pressurising ............................................................................................ 172G 7.8 Jettisoning of Cargo .................................................................................................................................................250G
6.1.1 Insulation Space Inerting .............................................................................................................................. 172G
6.1.2 In Service Tests ............................................................................................................................................. 172G
6.2 Post Dry Dock Operation......................................................................................................................................... 176G
6.2.1 Initial Insulation Space Inerting.................................................................................................................... 176G
6.2.2 Drying Tanks................................................................................................................................................. 180G
6.2.3 Operating Procedure for Inerting Tanks........................................................................................................ 182G
6.2.4 Gas Filling Cargo Tanks ............................................................................................................................... 184G
6.2.5 Cooling Down Cargo Tanks.......................................................................................................................... 188G
6.3 Ballast Passage ........................................................................................................................................................ 190G
6.3.1 Operations - Cooling Down Tanks Prior to Arrival. ..................................................................................... 192G
6.3.2 Spraying During Ballast Voyage, Single Tank .............................................................................................. 194G
6.3.3 Ballast Exchange........................................................................................................................................... 195G
6.4 Loading.................................................................................................................................................................... 198G
6.4.1 Preparations for Loading .............................................................................................................................. 198G
6.4.2 Cargo Lines Cool Down ............................................................................................................................... 198G
6.4.3 To Load Cargo with Vapour Return to Shore Via HD Compressor .............................................................. 200G
6.4.4 Nitrogen Setting Up During Loading............................................................................................................ 206G
6.4.5 De-Ballasting ................................................................................................................................................ 208G
6.5 Loaded Voyage with Boil-Off Gas Burning............................................................................................................. 210G
6.5.1 Loaded Voyage with Normal Boil-Off Gas Burning..................................................................................... 210G
6.5.2 Loaded Voyage with Forced Boil-Off Gas Burning...................................................................................... 212G
6.6 Discharging with Gas Return from Shore................................................................................................................ 214G
6.6.1 Preparations for Unloading ........................................................................................................................... 214G
6.6.2 Liquid Line and Arm Cooldown before Discharging.................................................................................... 216G
6.6.3 Discharging................................................................................................................................................... 218G
6.6.4 Ballasting ...................................................................................................................................................... 222G
6.7 Pre-Dry Dock Operations ........................................................................................................................................ 224G
6.7.1 Stripping and Line Draining ......................................................................................................................... 224G
6.7.2 Tank Warm Up .............................................................................................................................................. 226G
6.7.3 Inerting.......................................................................................................................................................... 228G
6.7.4 Aeration ........................................................................................................................................................ 230G
Part 7 Emergency Procedures ............................................................................................................................................ 234G

7.1 Vapour Leakage ....................................................................................................................................................... 234G
7.2 Liquid Leakage ........................................................................................................................................................ 236G
7.3 Water Leakage to Barrier ......................................................................................................................................... 238G
7.4 Fire and Emergency Breakaway .............................................................................................................................. 238G
7.5 Emergency Cargo Pump Installation ....................................................................................................................... 240G
7.6 One Tank Operation................................................................................................................................................. 242G
7.6.1 Warm Up (No.3 Tank)................................................................................................................................... 242G
7.6.2 Inerting One Tank Operation ........................................................................................................................ 244G
7.6.3 Aeration ........................................................................................................................................................ 246G
7.6.4 Drying/Inerting One Tank Operation ............................................................................................................ 248G
7.7 Ship to Ship Transfer ............................................................................................................................................... 249G
7.7.1 General Safety .............................................................................................................................................. 249G
7.7.2 Pre-Mooring Preparations............................................................................................................................. 249G
7.7.3 Mooring ........................................................................................................................................................ 249G
7.7.4 Transfer Operations....................................................................................................................................... 250G
2 Index
Issue and Update Control Issue 1 Issue 2 Issue 3 Issue 4

List of Contents August, 2003
This manual was produced by: Issues and Updates August, 2003
List of Symbols August, 2003
Illustration Colour Scheme August, 2003
PENTATECH CO., LTD.
For any new issue or update contact:
Text
1.1 August, 2003
3F, Ansan Business Incubator
1.1.1 August, 2003
932, Wongok-Dong, Danwon-Gu,
1.1.2 August, 2003
Ansan-Si, Gyeonggi-Do, Korea
1.1.3 August, 2003
1.1.4 August, 2003
E-Mail: company@pentatech.co.kr 1.2 August, 2003
1.3 August, 2003
1.3.1 August, 2003
1.3.2 August, 2003
1.3.3 August, 2003
1.4 August, 2003
Illustrations
1.1.3a August, 2003
1.3.1a August, 2003
1.3.2a August, 2003
1.3.2b August, 2003
1.3.2c August, 2003
1.3.2d August, 2003
1.3.3a August, 2003
1.4a August, 2003
Text
2.1 August, 2003
2.2 August, 2003
2.2.1 August, 2003
2.2.2 August, 2003
2.2.3 August, 2003
2.2.4 August, 2003
2.3 August, 2003
Illustrations
2.2a August, 2003
2.2.4b August, 2003
Text
3.1 August, 2003
3.2 August, 2003
3.2.1 August, 2003
3.2.2 August, 2003
3.2.3 August, 2003
3.2.4 August, 2003
3.2.5 August, 2003
3.2.6 August, 2003
3.2.7 August, 2003
3 Issue and Update Control

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

3.3 August, 2003 Illustrations
3.3.1 August, 2003 4.2a August, 2003
3.3.2 August, 2003 4.3.1a August, 2003
3.3.3 August, 2003 4.3.2a August, 2003
4.3.3a August, 2003
Illustrations August, 2003 4.4.1a August, 2003
3.2.1a August, 2003 4.4.2a August, 2003
3.2.1b August, 2003 4.5a August, 2003
3.2.1c August, 2003 4.6a August, 2003
4.7a August, 2003
Text 4.8a August, 2003
4.1 August, 2003 4.9.1a August, 2003
4.2 August, 2003 4.9.2a August, 2003
4.2.1 August, 2003 4.10a August, 2003
4.2.2 August, 2003 4.11a August, 2003
4.2.3 August, 2003 4.12a August, 2003
4.2.4 August, 2003 4.13.1a August, 2003
4.2.5 August, 2003 4.13.1b August, 2003
4.2.6 August, 2003 4.13.2a August, 2003
4.2.7 August, 2003 4.13.3a August, 2003
4.3 August, 2003 4.13.3b August, 2003
4.3.1 August, 2003 4.13.4a August, 2003
4.3.2 August, 2003 4.14a August, 2003
4.3.3 August, 2003 4.14.1a August, 2003
4.4 August, 2003 4.14.2a August, 2003
4.4.1 August, 2003 4.14.3a August, 2003
4.4.2 August, 2003 4.15.1a August, 2003
4.5 August, 2003
4.6 August, 2003 Text
4.7 August, 2003 5.1 August, 2003
4.8 August, 2003 5.2 August, 2003
4.9 August, 2003 5.3 August, 2003
4.9.1 August, 2003 5.3.1 August, 2003
4.9.2 August, 2003 5.3.2 August, 2003
4.9.3 August, 2003 5.3.3 August, 2003
4.10 August, 2003 5.4 August, 2003
4.10.1 August, 2003 5.4.1 August, 2003
4.11 August, 2003 5.4.2 August, 2003
4.12 August, 2003 5.4.3 August, 2003
4.13 August, 2003 5.4.4 August, 2003
4.13.1 August, 2003 5.4.5 August, 2003
4.13.2 August, 2003 5.5 August, 2003
4.13.3 August, 2003
4.13.4 August, 2003 Illustrations
4.14 August, 2003 5.1a August, 2003
4.14.1 August, 2003 5.2a August, 2003
4.14.2 August, 2003
5.3.1a August, 2003
4.14.3 August, 2003
5.3.2a August, 2003
4.15 August, 2003
4.15.1 August, 2003 5.3.2b August, 2003
5.3.3a August, 2003

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

5.4.1a August, 2003 6.3.1a August, 2003
6.3.2a August, 2003
5.4.2a August, 2003
6.4.2a August, 2003
5.4.3a August, 2003
6.4.3a August, 2003
5.4.4a August, 2003
6.4.4a August, 2003
5.4.4b August, 2003 6.4.5a August, 2003
5.5a August, 2003 6.5.1a August, 2003
6.5.2a August, 2003
Text 6.6.1a August, 2003
6.1 August, 2003 6.6.2a August, 2003
6.1.1 August, 2003 6.6.3a August, 2003
6.1.2 August, 2003 6.6.4a August, 2003
6.2 August, 2003 6.7.1a August, 2003
6.2.1 August, 2003 6.7.2a August, 2003
6.2.2 August, 2003 6.7.3a August, 2003
6.2.3 August, 2003 6.7.4a August, 2003
6.2.4 August, 2003
6.2.5 August, 2003 Text
6.3 August, 2003 7.1 August, 2003
6.3.1 August, 2003 7.2 August, 2003
6.3.2 August, 2003 7.3 August, 2003
6.3.3 August, 2003 7.4 August, 2003
6.4 August, 2003 7.5 August, 2003
6.4.1 August, 2003 7.6 August, 2003
6.4.2 August, 2003 7.6.1 August, 2003
6.4.3 August, 2003 7.6.2 August, 2003
6.4.4 August, 2003 7.6.3 August, 2003
6.4.5 August, 2003 7.6.4 August, 2003
6.5 August, 2003 7.7 August, 2003
6.5.1 August, 2003 7.7.1 August, 2003
6.5.2 August, 2003 7.7.2 August, 2003
6.6 August, 2003 7.7.3 August, 2003
6.6.1 August, 2003 7.7.4 August, 2003
6.6.2 August, 2003 7.7.5 August, 2003
6.6.3 August, 2003 7.8 August, 2003
6.6.4 August, 2003
6.7 August, 2003 Illustrations
6.7.1 August, 2003 7.2a August, 2003
6.7.2 August, 2003 7.3a August, 2003
6.7.3 August, 2003 7.5a August, 2003
6.7.4 August, 2003 7.6.1a August, 2003
7.6.2a August, 2003
Illustrations 7.6.3a August, 2003
6.1.1a August, 2003 7.6.4a August, 2003
6.2.1a August, 2003
6.2.1b August, 2003
6.2.2a August, 2003
6.2.3a August, 2003
6.2.4a August, 2003
6.2.4b August, 2003
6.2.5a August, 2003

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

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

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

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

N2 LINE RGB (255, 89, 0)
FLOW CONT. BALL FLOAT CHECK TEMP. CONROL 2-WAY WAX HAND PUMP
FLOW CONT. 2-WAY DISC/DIAPHRAGM TEMP. CONTROL 2-WAY PNEU. SOUNDING CAP DK PIECE SCREW PUMP
IG LINE RGB (74, 74, 74)
TEMP. CONTROL 3-WAY WAX SOUNDING CAP SELF CLOS'G MONO PUMP
GLOBE (STR./ANG)
WEIGHT PEDAL WITH SELF CLOS'G COCK
GLOBE SDNR (STR./ANG) TEMP. CONTROL 3-WAY ROTARY PISTON FILLING CAP PISTON PUMP LO LINE RGB (255, 218, 0)
S
SOLENOID 2-WAY (STR.) TEMP. CONTROL 2-WAY ROTARY PISTON MUD BOX (ANG./STR.) VISC. CONTROLLER
FO LINE RGB (0, 0, 0)

TEMP. CONTROL 3-WAY ROTARY PISTON
GATE NON-RISING ROSE BOX F.W FOUNTAIN
WITH HANDLE
H REM. HYD. B ' FLY WAFER PISTON WITH

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

MAGNETIC 2-WAY (STR./ANG) WATER SEAL GATE COLLER PLATE TYPE
WS
LEVEL GAUGE
(DIAL FLOAT/FLOAT) TYPE
H
WATER SEAL REM. ELEC. B ' FLY WATER OR MAKER SUPPLY
MAGNETIC 3-WAY
WS
WITH HANDLE
F.W LINE RGB (0, 0, 255)
NON-RETURN FLAP BELL MOUTH STEAM TRACING AND INSULATION
LEVEL GAUGE WITH VALVE
NON-RETURN SWING
(DIAL TYPE)
INSULATION
HYD. OIL LINE RGB (255, 0, 168)
BLANK FLANGE
NON-RETURN LIFT (STR./ANG)

BOSS AND PLUG SIGHT GLASS HYD. OIL PIPE
DO LINE RGB (255, 135,0)
NON-RETURN BALL WITHOUT SPRING DRESSER COUPLING STRAINER Y-TYPE CONTROL AIR PIPE
NEEDLE STR. SLEEVE COUPLING

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

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

ABBREVIATION DESCRIPTION COOL COOL, COOLING FWD FORWARD REF REFRIGERATION TYPE
ABP AFTER BOTTOM PORT COUNT COUNT, COUNTER FWE FINISHED WITH ENGINE REG REGENERATION TYPE
ABS AFTER BOTTOM STBD CP CONTROL PANEL GACP GENERATOR AUTO CONTROL PANEL STM STEAM
ACM AFTER CENTRAL MIDDLE CSBD CARGO SWITCHBOARD GEN GENERATOR RESV RESVERSE
ALS AFTER LOWER STBD CSL CONSOLE GMS GAS MANAGEMENT SYSTEM RIO REMOTE IO
AUS AFTER UPPER STBD CSW COOLING SEA WATER GRAV GRAVITY RM ROOM
AC AIR CONDITIONER CTS CUSTODY TRANSFER SYSTEM GRP GROUP RPB REMOTE PUSH BUTTON
ABNOR ABNORMAL CUR CURRENT GS GENERAL SERVICE RPM REVOLUTIONS PER MINUTE
ABS ABSOLUTE CW COOLING WATER GUS GLOBAL USER STATION RTN RETURN
ACB AIR CIRCUIT BREAKER CYL CYLINDER GVNOR GOVERNOR RVI ROTOR VIBRATION INDICATION
ACC AUTOMATIC COMBUSTION CONTROL DBTK DOUBLE BOTTOM LD LOW DUTY S STARBOARD
ACCOM ACCOMMODATION DB DISTRIBUTION BOARD LDO LIGHT DIESEL OIL S/D SCHEMATIC DIAGRAM
ACCU ACCUMULATOR DAMP DAMPER LIQ LIQUID S/S SHIP SIDE
ACK ACKNOWLEDGE DEARTR DEAERATOR LL LOW-LOW S/T STERN TUBE
ACT ACTIVATE DEL DELIVERY LO LUBRICATION OIL SAH STEAM AIR HEATER
ADJ ADJUSTING DET DETECTOR / DETECTION LP LOW PRESSURE SAL SALINITY
ADV ADVANCE DG DIESEL GENERATOR LPSG LOW PRESSURE STEAM GENERATOR SB SOOT BLOWER
AE AUXILIARY ENGINE DIFF DIFFERENTIAL LPT LOW PRESS TURBINE SC SEA CHEST
AFT AFT DIS DISCHARGE LSC LOW SEA CHEST SCRUB SCRUBBER
AHD AHEAD DISCON DISCONNECT LTG LIGHTING SDC STEAM DUMP CONTROL
AHU AIR HANDLING UNIT FCL FWD CENTRAL LOWER LVL LEVEL SEC SECONDARY
ALM ALARM FCU FWD CENTRAL UPPER LWR LOWER SEL SELECT
AMP AMPERE FLP FWD LOWER PORT M/COND MAIN CONDENSER SEP SEPARATOR
APT AFT PEAK TANK FUP FWD UPPER PORT M/LOADER MANUAL LOADER SEQ SEQUENCE
AST ASTERN F/VPR FORCING VAPOURIZER M/WHEEL MAIN WHEEL SERV SERVICE
ATM ATMOSPHERE FCV FLOW CONTROL VALVE MAN MANUAL SETTL SETTLING
ATOM ATOMISING FDB FOREWARD DEEP BALLAST MANI MANIFOLD SG STEERING GEAR
AUTO AUTOMATIC FDF FORCED DRAFT FAN MANOUVR MANOUVERING SHTR SUPERHEATED STEAM HEATER
AUX AUXILIARY FDWC FEED WATER CONTROL MB MAIN BOILER SIN PH SINGLE PHASE
AVAIL AVAILABLE FE FLAME EYE MFWPT MAIN FEED WATER PUMP TURBINE SOL SOLENOID
CLK CLOCK FG FUEL GAS MG MASTER GAS SP SPACE
CLR COOLER FO FUEL OIL MGPS MARINE GROWTH PREVENTING SYSTEM SPR SPRAY
CMR CARGO MOTOR ROOM FOSCLE FORECASTLE MID MIDDLE ST START
CNR CORNER FORC FORCING MSBD MAIN SWITCHBOARD STBY STAND BY
CO2 CARBON DIOXIDE FPT FORWARD PEAK TANK MT MAIN TURBINE STC STEAM TEMPERATURE CONTROL
COFF COFFERDAM FREQ FREQUENCY MV MANOEUVERED VALUE STOR STORAGE
COMMON COMMON F-ST FOLLOW AUTO START N2 NITROGEN STR STARTER
COMP COMPRESSOR FUNC FUNCTION NAV NAVIGATION STRIP STRIPPING
COND CONDENSATE / CONDENSER FW FRESH WATER NOR NORMAL SUC SUCTION
CONDITY CONDUCTIVITY FWC FRESH WATER CONTROL NOZL NOZZLE SUPP SUPPLY
CONT CONTROL EDSHTR EXTERNAL DESUPERHEATED O/C OPEN/CLOSE SV SOLENOID VALVE
BC BOTTOM CENTRAL EDUCT DEUCTOR REGUL REGULATOR SVB SOLENOID VALVE BOX
B/ATOM BURNER AUTOMIZING EER ELECTRIC EQUIPMENT ROOM INJECT INJECTIION SW SEA WATER
B/L BALLAST / LADEN ECONM EXHAUST GAS ECONOMIZER INSPT INSPECTION SWBD SWITCHBOARD
BOSUN ST BOSUN STORE EHQ EMERGENCY HEADQUARTER INSUL INSULATION SYNC SYNCHRONIZE
B/THR BOW THRUSTER ELEV ELEVATOR INTERM INTERMEDIATE SYS SYSTEM
BALL BALLAST EMCY EMERGENCY INTLK INTERLOCK T/C TURBOCHARGER
BATT BATTERY EMR ELECTRIC MOTOR ROOM IR INFRA-RED TC THERMOCOUPLE
BGB BOILER GAUGE BOARD ENG ENGINE ISO ISOLATING TCV TEMPERATURE CONTROL VALVE
BH TK BILGE HOLDING TANK ENGAGED ENGAGED L/VPR LNG VAPOURIZER TEMP TEMPERATURE
BHD BULKHEAD EQP EQUIPMENT LCV LEVEL CONTROL VALVE TG TURBO GENERATOR
BLK BLOCK ER ENGINE ROOM O2 OXYGEN THR THRUSTER
BLR BOILER ESBD EMERGENCY SWITHBOARD OMD OIL MIST DETECTOR TK TANK
BLWR BLOWER ESD EMERGENCY SHUT DOWN OP OPEN TOPP UP TOPPING UP
BMS BURNER MANAGEMENT SYSTEM ESDS EMERGENCY SHUT DOWN SYSTEM OUT OUTLET TRP TRIP
BNR BURNER EXH EXHAUST OVBD OVERBOARD TPS TANK PROTECTION SYSTEM
BO/WU BOIL-OFF / WARM-UP EXP EXPANSION OVFL OVERFLOW TRANS TRANSMITTER / TRANSFER
BOG BOIL OFF GAS EXT EXTENSION OVLD OVERLOAD TRBL TROUBLE
BRG BEARING EXTR EXTRACTOR OVRD OVERRIDE TURN GEAR TURNING GEAR
BW BILGE WELL GW GLYCOL WATER OW SEP OILY WATER SEPARATOR UPP UPPER
BWC BRIDGE WING CONSOLE H HIGH PORT PORT UPS UNINTERRUPTED POWER SUPPLY
BZ BUZZER HAND HANDLE / HANDLING P/WAY PASSAGE WAY V VOLTAGE
CAB CABINET HD HIGH DUTY PB PUSH BUTTON V/F VOLTAGE / FREQUENCY
CCC CARGO CONTROL ROOM CONSOLE HDR HEADER PCV PRESSURE CONTROL VALVE VAC VACUUM
CCR CARGO CONTROL ROOM HFO HEAVY FUEL OIL PD PIPE DUCT VAP VAPOUR
CENT CENTRAL / CENTRIFUGAL HH HIGH-HIGH PIST PISTON VIB VIBRATION
CFW COOLING FRESH WATER HP HIGH-PRESSURE PKG PACKAGE VISC VISCOSITY
CIRC CIRCULATING HPM HIGH-PREFORMANCE RPOCESS MANAGER PNEUM PNEUMATIC VL VERY LOW
CL CLOSE HPT HIGH PRESSURE TURBINE PNL PANEL VPR VAPOURIZER
DK DECK HSC HIGH SEA CHEST POS POSITION VRC VALVE REMOTE CONTROL
DO DIESEL OIL HTR HEATER PP PUMP VV VALVE
DP DIFFERENTIAL PRESS HYD HYDRAULIC PPTW PUMP TOWER WTR WATER
DRK W DRINKING WATER IAS INTEGRATED AUTOMATION SYSTEM PRES PRESSURE WH WHEELHOUSE
DRN DRAIN IG INERT GAS PRI PRIMARY / PRIMING WHC WHEELHOUSE CONSOLE
DRV DRIVE, DRIVING IGG INERT GAS GENERATOR PROV PROVISION WIND WINDING
DRY DRYER IGV INLET GUIDE VANE PRP PROVISION REFRIGERATION PLANT WO WASTE OIL
DSHTR DESUPERHEATED SYSTEM HEATER IN INLET PSU POWER SUPPLY UNIT WS WORKSHOP
DW DISTILLED WATER INCIN INCINERATOR PURIF PURIFIER WU WARM UP
ECC ENGINE CONTROL ROOM CONSOLE INCOM INCOMMING PWR POWER
ECCR ENGINE CONTROL CONSOLE ROOM IND INDICATION RECIRC RECIRCULATING
EDR ELECTRIC DISTRIBUTING PANEL ROOM INH INHIBIT REDUC REDUCTION
8 Abbreviation
Part 1
Design Concept of the Vessel
Part 1 Design Concept of the Vessel Main Turbine LNG unloading

Maker Kawasaki Before unloading, the lines shall be cooled down by LNG with anyone of the
1.1 Principal Particulars Type UA-306 spray pumps.
Output MCR 36,000 PS (88 RPM)
1.1.1 Principal Particulars of the Ship NCR 32,400 PS (85 RPM) The full cargoes of LNG shall be discharged through three liquid arms in less
Steam Pressure 60 bar than 12 hours (including slow starting / pump down) under maximum back
Shipbuilder Daewoo Shipbuilding and Marine Engineering Co., Ltd. Steam Temperature 510ºC pressure of 4.2 bar of LNG at the manifold discharge flange (after ship
Okpo Shipyard strainers :60/20 mesh) at the half cargo level in the tank with cargo specific
Republic Korea Main Boiler gravity of 0.50 and conical strainer on line (simultaneous operation of eight
Yard Number 2215 Maker Mitsubishi Heavy Industries Ltd. main cargo pumps and without stripping), with vapor connection to shore.
Ship Name METHANE PRINCESS No. of Sets 2
Year Built 2002 Model 56/48 (MB-4B-NS) During unloading, vapor shall be returned from the shore to cargo tanks to
Delivered 2003 Max. Evaporation 56,000 kg/h maintain the tank pressure.
Nationality UK Nor. Evaporation 49,000 kg/h
Port of Registration London Steam Condition 60 bar/510ºC Cargo vapor shall be generated by the LNG vaporizer when the cargo vapor
Call Sign MCDN3 from shore is not available or the tank pressure decreases below normal
Inmarsat-C I.D. 423576010 PRIX pressure (106 kPa) during unloading.
Type of Cargo LNG Steering Gear
Type of Ship Segregated Ballast LNG Carrier Maker Tong Myung H.I. After completion of unloading, liquid cargo in lines shall be drained to the
Stem Bulbous Bow and Raked Stem Korea cargo tanks and blown with nitrogen gas from shore or from the vessel via
Stern Transom Type FE21-350-T050 temporary connection.
Navigation Foreign Going Four Ram Electric Hydraulic
Classification Det Norske Veritas, +1A1, Tanker for Liquefied Gas, Isolation System Automatic Isolation LNG loading
Ship type 2G (-163°C, 500 kg/m3, 0.25 bar) System Capacity 2,400 liters Before loading, the lines shall be cooled down by LNG with anyone of the
NAUTICUS(Newbuilding), EO, W1-OC, LCS(SID) Diameter of Rudder Stock 610 mm spray pumps.
(tiller)
Working Pressure (max) 206 kg/cm2 The full cargoes of LNG shall be loaded through the liquid arms in less than 12
Length Overall 277.0 m Rudder Angle Speed 65° in 28 seconds hours (including slow starting / topping off) under a back pressure not
Length Between Perpendiculars 266.0 m Rudder Angle Limit Switch 46° exceeding 2.3 bar at the manifold presentation flange, employing two(2) liquid
Breadth Moulded 43.4 m Rudder Angle Mechanical arms and including the use of 20/60 mesh strainers, with pre-cooled cargo tanks
Depth Moulded 26.0 m Stops 47° and vapor connection to shore.
Design Draught 11.4 m
Scantling Draught 12.1 m Main Pump During loading, the vapor displaced by the liquid shall be sent back to shore
Cargo Tank Capacity 138,158.476 m3 Type LV-500-410R10 with or without the operation of high duty compressors depending on the shore
Ballast Draft 9.4 m Delivery 340 liter/minute facility.
Cargo Tank Safety Valve 25 kPa
Insulation Safety Valve 1 kPa Main Motor After completion of loading, liquid cargo in lines shall be drained to the cargo
Output 100 kW at 1,200 rpm tanks and blown with nitrogen gas from shore or vessel via temporary
Designed Speed 19.5 knots Capacity 440V, 3Ph, 60Hz connection.
Fuel Oil Consumption per day 168.0 tonnes per day.
Manning Design Complement 1 Captain

1 Chief Engineer
7 Senior officer including one (1) Owner
7 Junior officer including one (1) pilot and
two (2) spares
3 Petty officer
15 Crew
6 Suez crew/repairer
11 Part 1 Design Concept of the Vessel

1.1.2 Principal Particulars of Cargo Machinery Mist Separator Secondary Insulation Spaces
Type: Cryostar VMS-10/12-1000 Type: Fukui 6” x 6”
Main Cargo Pumps Capacity: 7,708 kg/h Capacity: 2,146 Nm3/h
Type; Ebara 12EC-24 No. of sets: 1 Set Pressure: 1 kPa
Capacity: Rated at 1,700 m3/h x 155 mLc No. of sets: 8
No. of sets: 8 (2 per cargo tank) Vacuum Pumps
Type: MPR industries P100 SV
Spray/Stripping Pumps Capacity: 1,250 m3/h
Type: Ebara 2EC-092 No. of sets: 2
Capacity: Rated at 50 m3/h x 135 mLc
No. of sets: 4 (1 per cargo tank) Glycol Heaters
Steam Heater
Emergency Cargo Pumps Type: BEU 323-1880
Type: Ebara 8ECR-12 Capacity: 805 kg/h
Capacity: Rated at 550 m3/h x 155 mLc Heating: Steam at 8 bar.g
No. of sets: 1 No. of sets: 2
HD. Compressor Electric Heater

Type: Cryostar CM 400/55 Type: BRAE 400
Capacity: 35,000 m3/h Capacity: 80 kW
No. of sets: 2 Heating: Electric
No. of sets: 1
LD. Compressor
Type: Cryostar CM 300/45 Nitrogen Generator
Capacity: 8,500 m3/h Type: Air Products Nitrogen Generator
No. of sets: 2 Capacity: 120 Nm3/h at 97%N2
No. of sets: 2
LNG Vaporizer
Type: Cryostar 66-UT-38/34-5.9 Inert Gas Generator
Capacity: 26,150 kg/h Type: Smit Gln14,000-0.25BUFD
Heating: Steam at 8 bar.g Capacity: Inert Gas 14,000 Nm3/h
No. of sets: 1 Dry Air 14,000 Nm3/h
No. of sets: 1
Forcing Vaporizer
Type: Cryostar 34-UT-25/21-3.6 Tank Safety Valve
Capacity: 7,090 kg/h Cargo Tank
Heating: Steam at 8 bar.g Type: Fukui 10” x 12”
No. of sets: 1 Capacity: 27,700 Nm3/h
Set Pressure: 25 kPa
Boil-off / Warm-up Heaters No. of sets: 8
Type: Cryostar 34-UT-38/34-3.6
Capacity: 17,570 kg/h Primary Insulation Spaces
Heating: Steam at 8 bar.g Type: Fukui 6” x 6”
No. of sets: 2 Capacity: 2,146 Nm3/h
Set Pressure: 1 kPa
No. of sets: 8

1.1.3 General Arrangement

1.1.4 Tanks and Capacity Plan
Cargo Tanks (expected volume) Fresh Water Tanks S.G.=1.000
Location Capacities Center of Gravity Max. Capacities Center of Gravity

Location Max.
Compartment Frame F.S.M. Compartment Frame F.S.M.
Volume Volume L.C.G. From V.C.G. Above 4
Number m Number Volume Weight m
4
3
100% (m )
3
98% (m ) Mid (Mid) B.L. (Mid) 3 L.C.G. (m) V.C.G. (m)
100% (m ) 100% (Tons)
No. 1 Cargo Tank 121-133 21963.434 21524.165 78.66 16.22 69286 Distilled W. Tk(P) 7-15 253.7 253.7 -124.13 18.72 278
No. 2 Cargo Tank 104-120 40457.304 39648.158 38.61 16.46 198254 Distilled W. Tk(S) 7-15 253.7 253.7 -124.13 18.72 278
No. 3 Cargo Tank 87-103 40452.053 39643.012 -8.99 16.46 198254 Fresh Water Tk(P) A.E-7 246.0 246.0 -131.57 18.99 182
No. 4 Cargo Tank 72-86 35285.685 34579.971 -53.79 16.46 172858 Fresh Water Tk(S) A.E-7 246.0 246.0 -131.57 18.99 182
Total 138158.476 135395.306 Total 999.4 999.4
Fuel Oil Tanks S.G.=0.990
Ballast Water Tanks S.G.=1.025 Location Capacities Center of Gravity Max.

Compartment Frame F.S.M.
Number Volume Weight 98% m
4
Location Capacities Center of Gravity Max. 3 L.C.G. (m) V.C.G. (m)

100% (m ) (Tons)
Volume Weight 4
Number 3 L.C.G. (m) V.C.G. (m) m HFO.Deep Tk(C) 138-157 3533.9 3428.6 110.14 12.81 2854
100% (m ) 100% (Tons)
No. 2 E/R HFO.Tk(P) 48- 71 1009.7 976.6 -83.59 16.59 104
F.P.TK 164-F.E 1355.9 1389.8 129.41 10.86 1428 No. 1 E/R HFO.Tk(S) 48- 71 1009.7 976.6 -83.59 16.59 104
FWD Deep WB.Tk(P) 134-157 1575.6 1615.0 108.38 12.01 961 No. 2 HFO.Sett.Tk(P) 48- 60 225.6 218.9 -89.80 19.57 11
FWD Deep WB.Tk(S) 134-157 1575.6 1615.0 108.38 12.01 961 No. 1 HFO.Sett.Tk(S) 48- 60 225.6 218.9 -89.80 19.57 11
No. 1 WB.Tk(P) 120-134 5877.8 6024.8 81.95 12.85 9449
No. 1 WB.Tk(S) 120-134 5877.8 6024.7 81.95 12.85 9449 Total 6004.5 5825.6
No. 2 WB.Tk(P) 103-120 5798.0 5942.9 36.88 8.67 26257
No. 2 WB.Tk(S) 103-120 5798.0 5942.9 36.88 8.67 26257
No. 3 WB.Tk(P) 86-103 5914.2 6062.0 -10.40 8.54 27777 Diesel Oil Tanks S.G.=0.900
No. 3 WB.Tk(S) 86-103 5914.2 6062.0 -10.40 8.54 27777
No. 4 WB.Tk(P) 71-86 4885.4 5007.6 -54.41 9.00 20957 Location Capacities Center of Gravity Max.
No. 4 WB.Tk(S) 71-86 4885.4 5007.6 -54.41 9.00 20957 Number Volume Weight 98% m
4
3 L.C.G. (m) V.C.G. (m)
E/R WB.Tk(P) 48-71 897.9 920.3 -85.34 15.05 170 100% (m ) (Tons)
E/R WB.Tk(S) 48-71 897.9 920.3 -85.34 15.05 170 DO. Stor. Tk(P) 40-47 332.7 293.4 -98.15 16.30 115
AP. Tk A.E-15 1157.9 1186.8 -127.24 13.50 17228 DO. Serv. Tk(P) 44-47 37.7 33.2 -96.60 23.72 6
LDO. Stor. Tk(P) 40-47 131.3 115.8 -98.66 23.68 85
Total 52411.6 53721.7
Total 501.7 442.4

Lubricating Oil Tanks S.G.=0.900 Miscellaneous Tanks
Location Capacities Center of Gravity Max. Location Capacities Center of Gravity Max.
Compartment Frame F.S.M. Compartment Frame F.S.M.
Volume Weight 98% 4 Volume Weight 4
Number 3 L.C.G. (m) V.C.G. (m) m Number 3 3 L.C.G. (m) V.C.G. (m) m
100% (m ) (Tons) 100% (m ) 100% (m )
Main LO. Grav. Tk(S) 32-36 33.6 29.6 -105.80 17.97 1 No. 1 Cargo(Pri. Barrier) 121-133 1083.4 1083.4 78.20 16.16
Main LO. Sett. Tk(S) 36-40 51.3 45.2 -102.60 17.97 3 No. 2 Cargo(Pri. Barrier) 104-120 1604.2 1604.2 38.60 16.30
No. 1 Main LO. Stor. Tk(S) 44-47 30.9 27.2 -96.60 22.86 13 No. 3 Cargo(Pri. Barrier) 87-103 1604.2 1604.2 -9.00 16.30
No. 2 Main LO. Stor. Tk(S) 40-44 29.0 25.5 -99.06 22.86 12 No. 4 Cargo(Pri. Barrier) 72-86 1455.0 1455.0 -53.80 16.30
D/G LO. Stor. Tk(S) 40-42 12.2 10.8 -100.20 22.86 1 No. 1 Cargo(2nd Barrier) 121-133 1463.9 1463.9 78.07 16.11
D/G LO. Sett. Tk(S) 38-40 12.2 10.8 -101.80 22.86 1 No. 2 Cargo(2nd Barrier) 104-120 2224.3 2224.3 38.60 16.29
T/G LO. Stor. Tk(S) 36-40 16.7 14.8 -102.60 22.86 1 No. 3 Cargo(2nd Barrier) 87-103 2224.3 2224.3 -9.00 16.29
T/G LO. Sett. Tk(S) 36-38 12.2 10.8 -103.40 22.86 1 No. 4 Cargo(2nd Barrier) 72-86 2020.2 2020.2 -53.80 16.30
Main LO. Sump Tk(C) 29-37 68.1 60.1 -106.34 2.11 124 No.1 Cofferdam 133-134 1240.9 1240.9 98.78 15.74
No.2 Cofferdam 120-121 2834.3 2834.3 62.40 17.04
Total 266.2 234.8
No.3 Cofferdam 103-104 2834.3 2834.3 14.80 17.04
No.4 Cofferdam 86-87 2834.3 2834.3 -32.80 17.04
No.5 Cofferdam 71-72 2774.2 2774.2 -74.78 17.04
Miscellaneous Tanks
No.1 Trunk Deck Space 121-133 738.2 738.2 76.19 31.99
Capacities Center of Gravity No.2 Trunk Deck Space 104-120 1744.2 1744.2 38.60 31.98
Location Max.
Compartment Frame F.S.M. No.3 Trunk Deck Space 87-103 1744.2 1744.2 -9.00 31.98
Volume Weight 100% 4
Number 3 3 L.C.G. (m) V.C.G. (m) m No.4 Trunk Deck Space 72-86 1526.2 1526.2 -53.80 31.98
100% (m ) (m )
Bilge Holding Tk(C) 15-26 110.8 110.8 -115.86 1.77 124

Total 31950.3 31950.3
HFO. Overf. Tk(P) 58-65 64.3 64.3 -83.80 1.20 52
S/T C.W. Tk(C) 6-15 51.2 51.2 -112.99 3.69 8
Oily Bilge Tk(C) 26-28 31.9 31.9 -111.39 1.82 65
S/T LO. Sump Tk(C) 21-23 4.1 4.1 -115.40 2.80 4
FO. Drain Tk(S) 54-56 5.8 5.8 -89.00 1.20 0
FO. Sludge Tk(S) 38-40 3.1 3.1 -101.80 10.17 1
LO. Sludge Tk(S) 38-40 5.0 5.0 -101.79 10.16 7
Total 276.2 276.2

1.2 Rules and Regulations Gas Carriers built between 1977 and 1986 (the GC code) ‘Liquefied gas’ is changed from the Codes definition of ‘a product having a
The regulations covering gas carriers built after 1977 but before 1st July 1986 is vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a product
Since the introduction of liquefied gas carriers into the shipping field, it was the ‘Code for the Construction and Equipment of Ships Carrying Liquefied having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change in the
recognised that there was a need for an International code for the carriage of Gases in Bulk’ known as the Gas Carrier Code or GC Code and adopted under definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The change in
liquefied gases in bulk. Assembly resolution A328 (IX). the Reid vapour pressure includes the ‘certain other substances’ referred to in
Since 1975 the MSC has approved four sets of amendments to the GC Code, the para. 1.2 of the Code, but does not include any product in IMO’s Chemical Code
At the beginning of the 1970’s The Marine Safety Committee (MSC) of the latest in June 1993. except ethylene, which is presently listed in the Code and the Chemical Code.
International Maritime Organization (IMO), known then as the International The change in the Reid vapour pressure was proposed by the U.S. delegation to
Consultative Maritime Organization (IMCO), started work on a Gas Carrier Gas Carriers built before 1977 (the Existing Ship Code) the IMO but the change was not adopted, although there was apparently no
Code with the participation of the major country delegations representing Gas objection to it. The change, however, does not effect the list of regulated cargoes.
Carrier owners, the International Association of Classification Societies, the The regulations covering gas carriers built before 1977 are contained in the
United States Coast Guard and several other International associations. ‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised Such arrangements should provide for the return of leakage to the cargo tanks.
under Assembly Resolution A 329 (IX). Its content is similar to the GC code,
The result of this work was the ‘Code for the Construction and Equipment of though less extensive. Chapter 4 of the Code includes a provision for the evaluation of the insulation
Ships Carrying Liquefied Gases in Bulk’ introduced under Assembly Resolution and hull steel assuming, for the purpose of design calculations, that the cargo
A328 (IX) in November 1975. The Existing Ship Code was completed in 1976 and remains as an IMO tank and secondary barrier, if installed, are at the design temperature and the
Recommendation for all gas carriers in this fleet of ships. ambient outside air and sea design temperatures as follows:
This was the first code developed by IMO having direct applicability to Gas
Carriers. The IGC Code requires that a Certificate (International Certificate of Fitness for General Worldwide
the Carriage of Liquefied Gases in Bulk) must be issued to all new gas carriers.
The intention was to provide ‘a standard for the safe bulk carriage of liquefied The certificate should comply to a proforma, as set out in ‘Model Form’ attached Still Air: +5°C (41°F)
gases (and certain other substances) by sea by prescribing design and as an Appendix to the Code and should be available on board all new gas carriers. Sea Water: 0°C (32°F)
constructional features of ships and their equipment, so as to minimise risks to
ships, their crew and the environment’. The basic philosophy behind the code is summarised in the International Code Chapter 4 also provides that each administration may set higher or lower ambient
for the Construction and Equipment of ships Carrying Liquefied Gases in Bulk design temperatures. This document proposed the following temperatures :
The GC Code has been adopted by most countries interested by the transport of which is readily available on board in the ship’s library.
liquefied gases by sea, as well as all Classification Societies, and is now part of Any Waters in the World, except Alaskan Waters
SOLAS. Preamble
Most of the provisions in the IMO Code are covered by the Classification Air (at 5 knots): -18°C (0°F)
The USCG have added some extra requirements to the GC Code for ships Society’s rules and regulations, however, attention must be drawn to the fact that Still sea water: 0°C (32°F)
trading in the USA waters. it contains requirements that are not within the scope of classification as defined
in the Society’s rules, for example, Chapter 2 Ship Survival Capability, Chapter Alaskan Waters
The applicability of the code is as follows : 14 Personnel Protection and Chapter 18 Operating Requirements.
Air (at 5 knots): -29°C (–20°F)
Gas Carriers built after June 1986 (the IGC Code) However, where the Societies are authorised to issue the International Certificate Still sea water: - 2°C (28°F)
The Code which applies to new gas carriers (built after June 1986) is the of fitness, these requirements, together with any amendments or interpretations
“International Code for the Construction and Equipment of Ships carrying adopted by the appropriate National Authority, will be applied where applicable.
Liquefied Gases in Bulk” known as the IGC code.
Since the IMO recommendations defer some matters to the discretion of each
At its forty-eighth session (June 1983), the Maritime Safety Committee (MSC) administration, and in other matters are not specific enough for Coast Guard
of the International Maritime Organization (IMO) adopted far-reaching regulatory purpose, several major changes have been introduced from the code in
amendments to the International Convention for the Safety of Life at the proposed Coast Guard rules. These changes are discussed in the following
Sea(SOLAS), 1974, by resolution MSC.6(48). paragraphs.
The new 1993 edition of the IGC Code incorporates amendments adopted by the
MSC at its sixty-first session (Dec. 1992) by resolution MSC.30(61). These
amendments will enter into force on 1 July 1994 once the procedures for
acceptance have been fulfilled.

The proposed regulations specify enhanced grades of steel for crack arresting 5) Requirements for the initial and periodic inspections and tests of the n) ILO codes of practice, Safety and Health in Dock Work, 1977 as
purposes in the deck stringer, sheer strake and bilge strake. The minimum cargo containment system, cargo and process piping, and hull heating amended in 1979.
acceptable grade for the deck stringer and the sheer strake is Grade E or an and cold spots.
equivalent steel that is specially approved by the Commandant. The minimum o) OCIMF "Recommendations on Equipment for the Towing of Disabled
acceptable grades for the bilge strake are Grade D, or Grade E or an equivalent The proposed Coast Guard regulations and the Classification Society’s rules Tankers, September 1981".
steel that is specially approved by the Commandant. have cross references showing the corresponding IMO code numbers to allow
identification of the required paragraph. p) OCIMF "Standardization of Manifold for Refrigerated Liquefied Gas
The proposed allowable stresses for membrane, semi-membrane, and Carriers (LNG)".
independent tank type ‘A’ are the same as the allowable stresses for these tanks The latest version of the following regulations and rules (edition and
in the Code. However, for independent tank types ‘B’ and ‘C’, stress factors are amendments thereto compulsory as of the date of signing the contract). q) OCIMF "Mooring Equipment Guidelines, 1997(Compliance with the
not the same as the stress factor for these tanks in the Code. Guidelines shall be as specified in Group 4 of Building Specification)
a) Rules and regulations of the country of registry.
In the Code, the stress factors listed for independent tank types B and C are the r) OCIMF "Recommendations for Equipment Employed in the Mooring
minimum factors that may be used in calculation. The stress factors proposed in b) Maritime rules and regulations of the loading/discharging port of ships at Single Point Moorings, 1993".
these regulations meet Section VIII of the ASME Code, 1974, and are greater
than the minimum listed in the Code and must be used in independent tank type c) International Convention on Loadlines, 1966 s) OCIMF "Ship to Ship Transfer Guide (Liquefied Gases)".
B and C calculations for vessels to which the regulations apply.
d) International Convention for the Safety of Life at Sea, 1974 with t) SIGTTO "Recommendations and Guidelines for Linked Ship/Shore
The Code allows pressure and temperature control of cargoes by venting cargo Protocol of 1978 and Amendments of 1981, 1983, 1988, 1989, 1990, Emergency Shutdown of Liquefied Gas Cargo Transfer".
vapours to the atmosphere when the vessel is at sea and in port if accepted by 1991, 1992, 1994, 1995 and 1996 and 1988 GMDSS Amendments
receiving administration. It is proposed to prohibit normal venting of cargo into including International Code for the Construction and Equipment of u) SIGTTO "Recommendations for the Installation of Cargo Strainers".
the atmosphere in many ports. Ships Carrying Liquefied Gases in Bulk (IGC-code)
v) IMO Resolution A708(17) "Navigation Bridge Visibility and Function".
The Code requires the cargo system to be designed to withstand the full vapour e) International Convention for the Prevention of Pollution from Ships,
pressure of the cargo under conditions of the upper ambient design temperature, 1973 (Annex I, IV, V & VI(Regulation 12, 13 and 16)) as modified by w) IMO Resolution A.686(17) "Code on Alarms and indicators"
or have other means to maintain the cargo tank pressure below the maximum the Protocol 1978 (herein called 'MARPOL 73/78')
allowable relief valve setting (MARVS) of the tank. These regulations propose x) International Electro-technical Commission (IEC) publication 92
that when the cargo carried is a liquefied gas, the cargo tank pressure must be f) Convention on the International Regulations for Preventing Collisions "Electrical Installation in Ships".
maintained below the design vapour pressure indefinitely, the pressure on the at Sea, 1972 and Amendments 1981, 1987 and 1989 as amended.
LNG tank would be maintained below the design pressure for a period of not less y) IMO Publication No.978 "Performance Standards for Navigational
than 21 days. Cargo tank pressure may be maintained below the design pressure g) International Convention on Tonnage Measurement of Ships, 1969 as Equipment (1997 edition)".
by several methods including refrigeration systems, burning boil-off in waste amended by IMO Resolution A493(XII) and A494(XII).
heat or catalytic furnaces, using boil-off as fuel, or a combination of these z) Rules of Navigation of the Suez Canal Authority including
methods. Using the boil-off as a fuel for propulsion is limited to a vessel carrying h) International Telecommunication Union (ITU) Radio Regulation, 1982 Regulations for the Measurement of Tonnage.
LNG. with annex and revisions (1983 and 1987).
aa) IMO Resolution A.330(IX) “Amendment to the recommendation
Note ! i) IMO Resolution A 343(IX) “Recommendation on method of measuring on safe access to and working in large tanks to include large
LPG boil-off is not allowed as fuel for propulsion as LPG vapours are heavier noise levels at listening posts” as amended. water ballast tank”.
than air.
j) IMO Resolution A468(XII) “Code on Noise Levels Onboard Ships”. bb) IMO Stand 8861 – Engine room ventilation.
The proposed regulations also include the following:
k) USGG for Foreign Flag vessels operating in the navigable waters of the cc) IMPA Recommendation for Pilot Ladder.
1) Transfer requirements for vinyl chloride. United States including pollution prevention except Alaskan waters
(CFR Title 33-Navigation and Navigable Waters, Part 155, 156, 159 dd) Council Directive 96/98/EC on Marine Equipment as amended
2) Loading requirements for methyl acetylene propadiene mixture. and 164 and CFR Title 46-Shipping, Part 154). by Commission Directive 98/85/EC for MED Certification.
3) Additional operating requirements. l) ISO draft proposal No.6954 “Guidelines for overall evaluation of ee) Maritime Traffic Safety Law of Japan (Minimum applicable for
vibration in Merchant Ships, 1984”. foreign Flag Vessel to visit Japanese Seaway).
4) Requirements for inspection or re-inspection of US flag vessels at
intervals that are the same as for vessels inspected under Subchapter m) ILO convention concerning Crew Accommodation on board ships, ff) SIGTTO “Guidelines for the Alleviation of excessive Surge
D. Inspection for certification would be required every 2 years and No.92 and 133. Pressure on ESD, 1987”.
reinspection would be required between the 10th and 14th month
following issuance of a Certificate of Inspection. gg) SIGTTO “Guidelines for the Installation of the Pressure Relief
Devices, 1999”.

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

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

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

Liquid Dome Primary Barrier(INVAR : 0.7mm)
Vapor Dome
Discharge Line
Filling Line
Tripod Mast
Cargo Pumps
Ballast Tanks Pipe Duct
Spray/Stripping Pump
INVAR : Fe-36% Nickel Alloy

1.3.2 Membrane Cargo Containment With this system, the membranes are directly connected to the inner hull so that
any membrane tension is directly and uniformly taken by the ship’s structure
The plywood boxes forming the secondary insulation are laid on the ship’s inner (refer to illustrations 1.3.2b and 1.3.2c).
hull through the transition of a hard epoxy bearing product deposited on the box
in the shape of ropes by means of an automatic depositing machine. These ropes In the secondary and primary insulation spaces respectively, the gaps between
are of adjustable thickness and compensate for the flatness defects of the inner the secondary boxes and the primary boxes are insulated with a combination of
hull. The boxes are held in position by stainless steel coupler rods anchored to rigid insulating materials and glasswool.
the inner hull through their welded sockets. To absorb the ship’s hull
deformation, each coupler is fitted with an elastic coupling made up of several Cargo Tank Outfitting
spring washers tightened down on the setting plates for secondary boxes by
securing nuts (refer to Illustration 1.3.2a). The number of spring washers used A vapour dome is located near the geometrical centre of each cargo tank ceiling.
depends on the location of the box. Boxes on the ballast boundaries have a Each vapour dome is provided with:
higher number of spring washers (5) because the hull deformation has the largest
effect on this area. 1) A vapour supply/return line to supply vapour to the tank when
discharging, vent vapour from the tank whilst loading and also vent
A continuous invar tongue is held in slots running along the whole length of each the boil-off when the tank contains cargo.
secondary box cover. The secondary membrane strakes are resistance seam
welded with the continuous tongues in between. 2) Spray line arrangement for cooldown purposes.
The primary boxes are secured in position by collar studs. The collar studs are 3) Two pressure/vacuum relief valves set at 25 kPa. and –1 kPa.
screwed into setting (clamp) plates for collar studs linked to the setting plate for vacuum, venting to the nearest vent mast riser.
secondary boxes by two securing screws. A plywood bridge is installed between
the two setting plates to limit any thermal conduction through the box fixations. 4) Pick-up for pressure sensors.
To allow some flexibility, each collar stud is fitted with an elastic coupling, 5) Liquid line safety valves exhaust.
similar to those on the secondary boxes.
In addition, each cargo tank has a liquid dome located near the ship’s center line
Each collar stud is fitted with a single spring washer and tightened down on the at the aft part of the tank. The liquid dome supports a tripod mast made of
setting plate for primary boxes by securing nuts. stainless steel (304 L), suspended from the liquid dome and held in position at
the bottom of the tank by a sliding bearing to allow for thermal expansion or
The primary insulation boxes have lipped invar tongues stapled along slots contraction depending on the tank environment. The tripod mast consists of the
running lengthwise. Continuous invar tongues are positioned in the lip of the main discharging pipes and emergency pump well, in the form of a three-legged
fixed tongues on the boxes. The primary membrane strakes are resistance seam trellis structure and is used to support the tank access ladder and other piping and
welded with these tongues in between. instrumentation equipment.
Each primary and secondary membrane strake terminates on an invar angle The instrumentation includes temperature and level sensors, independent high
structure, 1.5 mm thick, fitted around the perimeter of each transverse bulkhead level alarm sensors and cargo pump electric cables. The two main cargo pumps
and welded to it. Due to their superposition, the secondary and primary are mounted on the base plate of the tripod mast, while the stripping/spray pump
membranes cross each other in both ways, forming a square tube. This is is mounted on the pump tower support. An emergency pump column, float gauge
prefabricated to allow an easier erection process and attached to the double hull column and the filling line are also located in the liquid dome.
by 4 anchoring bars.
The four cargo tanks are connected with each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen mains
supplying the primary and secondary insulation spaces, and other services
directly associated with the cargo system, are also located on the trunk deck
together with the fire main and deck spray main.

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

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

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

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

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

Anchoring Bars Anchoring Bars

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

1.3.3 Deterioration or Failure If a cold spot is detected either by the inner hull temperature measurement
system, or by visual inspection, the extent and location of the ice formation
The insulation system is designed to maintain the boil-off losses from the cargo should be recorded. Small local cold spots are not critical and, provided a
at an acceptable level, and to protect the inner hull steel from the effect of close watch and record are kept as a check against further deterioration and
excessively low temperature. If the insulation efficiency should deteriorate for spreading of the ice formation, no further action is required. If the cold spot is
any reason, the effect may be a lowering of the inner hull steel temperature, i.e. extensive, or tending to spread rapidly, salt water spraying should be carried
a cold spot and an increase in boil-off from the affected tank. Increased boil-off out. In the unlikely event that this remedy is insufficient and it is considered
gas may be vented to the atmosphere via No.1 vent mast. The inner hull steel unsafe to delay discharge of cargo until arrival at the discharge port, the final
temperature must, however, be maintained within acceptable limits to prevent recourse will be to jettison the cargo via a spool piece fitted at the cargo
possible brittle fracture. liquid manifold, using a single main cargo pump.
Thermocouples are distributed over the surface of the inner hull, but unless a
cold spot occurs immediately adjacent to a sensor, these can only serve as a
general indication of steel temperature. To date, the only reliable way of
detecting cold spots is by frequent visual inspections of the ballast spaces on Illustration 1.3.3a Hull Steel Grades
the loaded voyage.
The grade of steel required for the inner hull of the vessel is governed by the
minimum temperature this steel will reach at minimum ambient temperature, A
assuming that the primary barrier has failed, so that the LNG is in contact with
the secondary membrane. E
A A
E E
With sea and air temperatures of 0°C and failure of the primary barrier, the E E
minimum temperature of the inner hull steel will be about –8°C. For these
conditions, Classification Societies require a steel grade distribution as shown
in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are in
grade ‘E’ steel, and the remaining longitudinal steelwork grade ‘DH’, both
grades having a minimum operating temperature of –10°C. The transverse
watertight bulkheads between cargo tanks are of grade ‘A’ with glycol water
heating system.
A DH DH A
In addition to failure of the membrane, local cold spots can occur due to failure
of the insulation.
While the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
DH
below 0°C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice.
D
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of D
A
sufficient capacity to maintain the inner hull steel temperature at 0°C under the
Watertight Bulkhead Duct Keel
worst conditions. Between Cargo Tanks
Minimum Operating Temp and maximum plate thickness

Grade A -5 15mm
Grade E -30 40mm
Grade D -20 20mm
Grade EH -30 40mm
A A
Grade DH -30 20mm

Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

1.4 Hazardous Areas and Gas Dangerous Zone
(See Illustration 1.4a)
Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas:
Gas dangerous spaces or zones, are zones on the open deck within 3.0 m of any
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and
entrances and ventilation openings to the cargo compressor house. They also
include the open deck over the cargo area and 3 m forward and aft of the cargo
area on the open deck up to a height of 2.4 m above the weather deck, and a zone
within 2.4 m of the outer space of the cargo containment system where such
spaces are exposed to the weather.
The entire cargo piping system and cargo tanks are also considered gas
dangerous.
In addition to the above zones, the Code defines other gas-dangerous spaces.
The area around the air swept trunking, in which the gas fuel line to the engine
room is situated, is not considered a gas dangerous zone under the above Code.
All electrical equipment used in these zones, whether a fixed installation or

portable, is certified ‘safe type equipment’. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurized enclosure type
equipment. Exceptions to this requirement apply when the zones have been
certified gas free, e.g. during refit.

Part 2
Properties of LNG
Part 2 Properties of LNG The composition of the LNG is changed by this boil-off because the lighter Table 2.1b Composition of LNG
components, having lower boiling points at atmospheric pressure, vapourize first.
2.1 Physical Properties, Composition and Characteristics of Therefore the discharged LNG has a lower percentage content of nitrogen and Ras Laffan Das Islands Standard
LNG methane than the LNG as loaded, and a slightly higher percentage of ethane,
Methane CH4 90.28% 84.5% 89.63%
propane and butane, due to methane and nitrogen boiling off in preference to the
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear heavier gases. Ethane C2H6 6.33% 12.9% 6.32%
colourless and odourless liquid; this LNG is usually transported and stored at a Propane n-C3H8 2.49% 1.5% 2.16%
temperature very close to its boiling point at atmospheric pressure The flammability range of methane in air (21% oxygen) is approximately 5.3 to
Butane n-C4H10 0.49% 0.5% 1.20%
(approximately –160°C). 14% (by volume). To reduce this range, the air is diluted with nitrogen until the
oxygen content is reduced to 2% prior to loading after dry dock. In theory, an iso-Butane i-C4H10 0.00% 0.00% 0.00%
The actual LNG composition of each loading terminal such as Qatar and Oman explosion cannot occur if the O2 content of the mixture is below 13% regardless Pentane n-C5H12 0.02% 0.00% 0.00%
will vary depending on its source and on the liquefaction process, but the main of the percentage of methane, but for practical safety reasons, purging is
iso-Pentane i-C5H12 0.00% 0.00% 0.00%
constituent will always be methane; other constituents will be small percentages continued until the O2 content is below 2%. This safety aspect is explained in
detail later in this section. Nitrogen N2 0.41% 0.6% 0.69%
of heavier hydrocarbons, e.g. ethane, propane, butane, pentane, and possibly a
small percentage of nitrogen. Average Mol. Weight 17.88 18.56 18.12
The boil-off vapour from LNG is lighter than air at vapour temperatures above - Boiling Pointat Atmospheric Pressure -160.8 -161.0 -160.9
A typical composition of LNG is given in Table 2.1b, and the physical properties 110°C or higher depending on LNG composition (See Illustration 2.2.2a),
Density kg/m3 461.8 456.8 459.4
of the major constituent gases are given in Table 2.1a. therefore when vapour is vented to atmosphere, the vapour will tend to rise
above the vent outlet and will be rapidly dispersed. When cold vapour is mixed Higher Specific Energy kJ/kg 54,414 54,031 54,090
For most engineering calculations (e.g. piping pressure losses) it can be assumed with ambient air the vapour-air mixture will appear as a readily visible white
that the physical properties of pure methane represent those of LNG. However, cloud due to the condensation of the moisture in the air. It is normally safe to * Trinidad Terminal : Similar with pure methane
for custody transfer purposes when accurate calculation of the heating value and assume that the flammable range of vapour-air mixture does not extend
density is required, the specific properties based on actual component analysis significantly beyond the perimeter of the white cloud.
must be used.
The auto-ignition temperature of methane, i.e. the lowest temperature to which
During a normal sea voyage, heat is transferred to the LNG cargo through the the gas needs to be heated to cause self-sustained combustion without ignition by
cargo tank insulation, causing vapourization of part of the cargo, i.e. boil-off. a spark or flame, is 595°C.
Table 2.1c Properties of Methane
Boiling point at 1 bar absolute -161.5°C

Table 2.1a Physical Properties of LNG
Liquid density at boiling point 426.0 kg/m3
Methane Ethane Propane Butane Pentane Nitrogen Vapour SG at 15୅ and 1 bar absolute 0.554
CH4 C2H6 C3H8 C4H10 C5H12 N2 Gas volume/liquid volume ratio at -161.5୅ at 1 bar absolute 619
Molecular Weight 16.042 30.068 44.094 58.120 72.150 28.016 Flammable limits in air by volume 5.3 to 14%
Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196°C Auto-ignition temperature 595°C
Liquid Density at Boiling Point Kg/m3 426.0 544.1 580.7 601.8 610.2 808.6 Higher Specific Energy (Gross Heating Value) at 15୅ 5550 kJ/kg
Vapour SG at 15°C and 1 bar absolute 0.554 1.046 1.540 2.07 2.49 0.97 Critical temperature -82.5°C
Gas volume/liquid volume Ratio at Boiling Point and 1 bar Critical pressure 43 bar a
619 413 311 311 205 649
absolute
Non-
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable
Auto – Ignition Temperature °C 595 510 510/583 510/583
Gross Heating Value at 15°C normal- 49,530 49,069
kJ/kg 55550 51,916 50367
Iso - 49,404 48,944
Vaporization Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
31 Part 2 Properties of LNG

Variation of Boiling Point of

Methane with Pressure
See Fig 2.1d Variation of Boiling Point of Methane with Pressure.

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

Fig 2.1e Boiling Point of Methane with Pressure
Fig 2.1d Variation of Boiling Point of Methane with Pressure

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

2.2 Characteristics of LNG Note !

In this example point X, representing changing composition, passes through the
2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.
The ship must be operated in such a way that a flammable mixture of methane
and air is avoided at all times. The relationship between gas/air composition and Applying this to the process of inerting a cargo tank prior to cool down, assume
flammability for all possible mixtures of methane, air and nitrogen is shown on that the tank is initially full of air at point B. Nitrogen is added until the oxygen
the diagram above. content is reduced to 13% at point G. The addition of methane will cause the
mixture composition to change along the line GDC which, it will be noted, does
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane not pass through the flammable zone, but is tangential to it at point D. If the
present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen oxygen content is reduced further, before the addition of methane, to any point
(79% nitrogen) at point B. The latter point represents the composition of between 0% and 13%, that is, between points A and G, the change in
atmospheric air. composition with the addition of methane will not pass through the flammable
zone.
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane Theoretically, therefore, it is only necessary to add nitrogen to air when inerting
(0% nitrogen) at point C. until the oxygen content is reduced to 13%. However, the oxygen content is
reduced to 2% during inerting because, in practice, complete mixing of air and
Any single point on the diagram within the triangle ABC represents a mixture of nitrogen may not occur.
all three components, methane, oxygen and nitrogen, each present in specific
proportion of the total volume. The proportions of the three components When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a
represented by a single point can be read off the diagram. similar procedure is followed. Assume that nitrogen is added to the tank
For example, at point D: containing methane at point C until the methane content is reduced to about 14%
at point H. As air is added, the mixture composition will change along line HDB,
Methane: 6.0% (read on axis A-C) which, as before, is tangential at D to the flammable zone, but does not pass
Oxygen: 12.2% (read on axis A-B) through it. For the same reasons as when inerting from a tank containing air,
Nitrogen: 81.8% (remainder) when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 5% because complete mixing of
The diagram consists of three major sectors: methane and nitrogen may not occur in practice.
1. The Flammable Zone Area EDF. Any mixture whose composition is The procedures for avoiding flammable mixtures in cargo tanks and piping are
represented by a point which lies within this area is flammable. summarised as follows:
2. Area HDFC. Any mixture whose composition is represented by a 1. Tanks and piping containing air are to be inerted with nitrogen before
point which lies within this area is capable of forming a flammable admitting methane until all sampling points indicate 5% or less
mixture when mixed with air, but contains too much methane to oxygen content;
ignite.
2. Tanks and piping containing methane are to be inerted with nitrogen
3. Area ABEDH. Any mixture whose composition is represented by a before admitting air until all sampling points indicate 5% methane.
point which lies within this area is not capable of forming a
flammable mixture when mixed with air. It should be noted that some portable instruments for measuring methane content
are based on oxidising the sample over a heated platinum wire and measuring the
Using the Diagram increased temperature from this combustion. This type of analyzer will not work
Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to with methane-nitrogen mixtures that do not contain oxygen. For this reason,
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of special portable instruments of the infrared type have been developed and
composition Y is mixed with a methane-nitrogen mixture of composition Z, the supplied to the ship for this purpose.
composition of the resulting mixture will, at all times, be represented by point X,
which will move from Y to Z as increasing quantities of mixture Z are added.

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

2.2.3 Properties of Nitrogen and Inert Gas Hazards

Warning
Nitrogen Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
Nitrogen is used for the pressurization of the insulation spaces, for purging of
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas At liquid state, its low temperature will damage living tissue and any spillage of
compressors. It is produced either by the vapourization of liquid nitrogen liquid nitrogen on the ship’s deck will result in failure as for LNG.
supplied from shore, or by generators whose principle is based on hollow fibre
membranes to separate air into nitrogen and oxygen. Inert Gas
Physical Properties of Nitrogen Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
and compressors in order to prevent an air/CH4 mixture prior to aeration post
Nitrogen is the most common gas in nature since it represents 79% in volume of warm up, before refit or repairs and prior to the gassing up operation post refit
the atmospheric air. before cooling down. Inert gas is produced on board using an inert gas generator
supplied by SMIT, which produces inert gas at 14,000 m3/h with a –45ÛC dew
At room temperature, nitrogen is a colourless and odourless gas. Its density is point burning low sulphur content gas oil. This plant can also produce dry air at
near that of air, 1.25 kg/m3 under the standard conditions. 14,000 m3/h and –45ÛC dew point (see section 4.11 for more details).
When liquefied, the temperature is –196°C under atmospheric pressure, density The inert gas composition is as follows:
of 810 kg/m3 and a vapourization heat of 199 kJ/kg.
Oxygen: < 0.5% in vol.
Properties of Nitrogen
Carbon dioxide: < 14% in vol.
Molecular weight: 28.016
Carbon monoxide: < 100 ppm by vol.
Boiling point at 1 bar absolute: –196ଇ
Sulphur oxides (SOx): < 2 ppm by vol.
Liquid SG at boiling point: 1.81
Nitrogen oxides (NOx): < 65 ppm by vol.
Vapour SG at 15ଇ and 1 bar absolute: 0.97
Nitrogen: balance
Gas volume/liquid volume ratio at –196ଇ: 695
Dew point: < -45ÛC
Flammable limits: Non
Soot: complete absence
Dew point of 100% pure N2 : Below –80ଇ
The inert gas is slightly denser than air: 1.35 kg/m3 abt at 0ÛC.
Chemical Properties
Warning
Nitrogen is considered as an inert gas; it is non flammable and without chemical Due to its low oxygen content, inert gas is an asphyxiant.
affinity. However, at high temperatures, it can be combined with other gases and
metals.

Illustration 2.2.3a Temperature and Steel Grades
+20.4 -19.4
LNG On Secondary Barrier Grade A Steel Grade Selection LNG On Secondary Barrier Grade A Steel Grade Selection
-22.8 Grade E Grade A -20.8 Grade E Grade A
Insulation Thickness Insulation Thickness
Secondary = 300 mm Grade E Grade A Secondary = 300 mm Grade E Grade A
-27.1 -23.3
+ Primary = 230 mm + Primary = 230 mm

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

-15.9 Cofferdam With LNG Cargo Grade E
Heating Temperature = -163୅
Heating Temperature = -163୅
Dimensioning case for Grade E Dimensioning case for Grade E
heating system and Grade A -16 heating system and Grade A
full redundancy
full redundancy
ie 2 x 100% capacity
For Inner Hull
-15.8 ie 2 x 100% capacity -14
Air Temperature = -18୅
-60.8 Grade D -53 Grade D
-19.1
Cofferdam Cofferdam Sea Water Temperature = 0୅
Without Heating -64.0
Without Heating -55 Wind Speed = 5 Knots
Grade D Grade D
-5.2 -3
-6.9
Grade B Grade A -4.0
Grade B Grade A
0 Grade B 0 Grade B
-1.6 Grade B -9 Grade B
-3.3 Grade B -1.9 Grade B
Grade D Grade D
0
Grade A Grade A
୅ Air Temperature Inside Compartment ୅ Air Temperature Inside Compartment
୅ Inner Hull Steel Plating Temperature ୅ Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures Double Hull & Compartment Temperatures
& Steel Grade Selection in way of Tanks No. 2, 3, 4 & Steel Grade Selection in way of Tanks No. 1

2.2.4 Avoidance of Cold Shock to Metal During any type of cargo transfer, and particularly whilst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
Structural steels suffer brittle fracture at low temperatures. Such failures can be developed.
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material, the energy In the event of a spillage or leakage, water spray should be directed at the spillage
necessary to propagate a crack will be insufficient to sustain it when it runs into to disperse and evaporate the liquid and to protect the steelwork. The leak must be
sufficiently tough material. stopped, suspending cargo operations if necessary.
Plain carbon structural steels have a brittle to ductile behavior transition which In the event of a major leakage or spillage, the cargo operations must be stopped
occurs generally in the range –50°C to +30°C. This, unfortunately, precludes immediately, the general alarm sounded and the emergency deck water spray
their use as LNG materials (carriage temperature -162°C). The effect is usually system put into operation (refer to section 5.4.2).
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.2.4b, is typical for plain carbon
steels.
For this reason, materials which do not show such sharp transition from ductile Illustration 2.2.4a Structural Steel Ductile to Brittle Transition Curve
to brittle fracture as the temperature is lowered, have found obvious application
for use in cryogenic situations in general and particularly in liquid methane
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel,
9% nickel steel and some aluminium alloys such as 5083 alloy. Brittle Fracture transition Ductile
All of these materials behave in a ductile manner at –162°C, so that the chance fracture range (mixed fracture fracture
appearance)
of an unstable brittle fracture propagating, even if the materials were overloaded,
is negligible.
In order to avoid brittle fracture occurring, measures must be taken to ensure that
LNG and liquid nitrogen do not come into contact with the steel structure of the
For a typical mild steel:
vessel. In addition, various equipment is provided to deal with any leakages
T1 might be -30;
which may occur. T2 might be +15'C
Although this depends
The manifold areas are equipped with a stainless steel drip tray, which collects Notched on composition, heat
bar test treatment etc. the curve
any spillage and drains it overboard. The ship, in way of the manifolds, is Energy can shift to left or right.
provided with a water curtain which is supplied by the deck fire main. The fire absorbed
main must always be pressurized and the manifold water curtain in operation
when undertaking any cargo operation. Additionally, fire hoses must be laid out
to each liquid dome to deal with any small leakages which may develop at valves
and flanges. Permanent drip trays are fitted underneath the items most likely to
cause problems and portable drip trays are provided for any other needs.
T1 T2

2.3 Health Hazards REACTIVITY DATA METHANE

FORMULA CH4 METHANE
U.N. NUMBER 1972/1971 “fire damp” AIR No reaction.
FAMILY Hydrocarbon “marsh gas”
THE MAIN HAZARD WATER
APPEARANCE Colourless LNG No reaction. Insoluble. May freeze to form ice or hydrates.
(Fresh/Salt)
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 ON DO NOT DELAY. Treat patient gently. Remove contaminated clothing. Immerse frostbitten area
SKIN in warm water until thawed. Obtain medical advice/assistance.
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose NORMAL
INHALED resuscitation. CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
CONDITIONS
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and VAPOUR
SPILLAGE SHIP TYPE 2G. Flammable.
prevent brittle fracture. Inform Port Authorities of any major spill. DETECTION
PHYSICAL DATA MATERIALS OF CONSTRUCTION
BOILING POINT UNSUITABLE SUITABLE

RELATIVE
@ ATMOSPHERIC -161.5°C 0.554 Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.
VAPOUR DENSITY
PRESSURE
VAPOUR PRESSURE
See graphs MOLECULAR WEIGHT 16.04
kg/cm2 (A)
SPECIFIC GRAVITY 0.42 ENTHALPY (kcal/kg) 7.0

Liquid
@ -165°C
Vapour
130.2 @ -165°C
SPECIAL REQUIREMENTS
68.2 @ -100°C 140.5 @ -100°C
COEFFICIENT OF LATENT HEAT OF

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

NITROGEN
FORMULA N2
U.N. NUMBER 2040
FAMILY Noble Gas THE MAIN HAZARD
APPEARANCE Colourless
ODOUR Odourless REACTIVITY DATA METHANE
EMERGENCY PROCEDURES
AIR No reaction.
FIRE Non-flammable. Cool area near cargo tanks with water spray in the event of fire near to them. WATER
No reaction. Insoluble.
(Fresh/Salt)
LIQUID DO NOT DELAY. Flood eye gently with clean sea/fresh water. Force eye open if necessary.
IN EYE Continue washing for 15 minutes. Seek medical advice/assistance.
OTHER
LIQUID ON DO NOT DELAY. Handle patient gently. Remove contaminated clothing. Immerse frostbitten area LIQUIDS/ No reactions.
SKIN in warm water until thawed. Obtain medical advice/assistance. GASES
VAPOUR Remove victim to fresh air. If breathing has stopped, or is weak/irregular, give mouth-to-mouth/nose
INHALED resuscitation.
Stop the flow. Avoid contact with liquid or vapour. Flood with large amounts of water to disperse spill and
SPILLAGE
prevent brittle fracture. Inform Port Authorities of any major spillage..
CONDITIONS OF CARRIAGE
PHYSICAL DATA
NORMAL
CARRIAGE Fully refrigerated. GAUGING Closed, indirect.
BOILING POINT CONDITIONS
RELATIVE
@ ATMOSPHERIC -195.8°C 0.967
VAPOUR DENSITY VAPOUR
PRESSURE SHIP TYPE 3G. Oxygen analyzer required.
DETECTION
VAPOUR PRESSURE 2 @ -190°C
2 MOLECULAR WEIGHT 28.01
kg/cm (A) 10 @ -170°C
Liquid Vapour
SPECIFIC GRAVITY 0.9 ENTHALPY (kcal/kg) 7.33 @ -196°C 54.7 @ -195°C
34.7 @ -150°C 52.0 @ -150°C
MATERIALS OF CONSTRUCTION
COEFFICIENT OF LATENT HEAT OF 47.5 @ -196°C
0.005 @ -198°C
CUBIC EXPANSION VAPOURIZATION (kcal/kg) 17.3 @ -150°C
UNSUITABLE SUITABLE
Mild steel. Stainless steel, aluminium, 9 or 36% nickel steel, copper.

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

Part 3
Integrated Automation System (IAS)
Illustration 3.2.1a IAS Overview
42 Part 3 Integrated Automation System

Part 3 Integrated Automation System (IAS) 2) All emergency shutdown (ESD), cargo tank protection, and machinery 1) Dedicated Printers:
trip and safety systems are totally independent from the IAS. For each of the Cargo and Machinery System operator station.
3.1 General - One Data Logging printer
3) The following independent systems are interfaced with the Cargo - One Alarm Printer
1. The ship’s Integrated Automation System (IAS) has been designed, System for date gathering, calculation and monitoring purposes:
programmed and installed by Korea-Honeywell, using the Honeywell - Loading Computer 2) Colour Hard Copier:
distributed control system (DCS) developed from the Honeywell TPS. - Custody Transfer System Each one(1) colour hard copier for cargo and machinery system is
- Shipboard Management System provided. It can be used to obtain hard copy colour prints of current
2. Two entirely separate Systems have been provided within the IAS for screen displays from the VDUs of either the Cargo or Machinery
cargo/ballast operations (referred to as the Cargo System) and for 9. Machinery System Operator stations.
machinery/electric generation plant operations (referred to as the
Machinery System). Certain other, independent, control systems are 1) This System is capable of control and Monitoring of the main 12. One(1) IAS operator station is provided in wheel house for monitoring
interfaced with the Cargo or Machinery Systems, see paras 8-(3) and 9-(4). propulsion plant and Engine Room auxiliaries, and of the electric purpose for both cargo and machinery system.
generating plant system.
3. A fundamental principle of the IAS is that departures of machinery and
auxiliary systems from normal operating parameters are automatically 2) In addition, the system is capable of control and monitoring of
monitored and alarmed by exception. If all controls and machinery are specified control valves, eg. desuperheaters, main Turbine lubricating
operating normally, the operator must access the system for information. oil, cooling water, etc. However, auxiliary pump Standby/Auto
selection can be carried out through this system, but controlled by
4. The grouping of alarms allows easy access for identification, action and Hyundai motor automatic controllers within the starters.
recovery from an alarm condition.
3) Electrical power management is carried out using a Hyundai Terasaki
5. As even momentary interruption of electrical power supply (100V ac), to GAS5 system, which is stand-alone at the Main Switchboard but
the IAS could cause failure of the IAS, a dedicated Uninterruptible Power interfaced with the main IAS control system for operation and
Supply (UPS) system is installed for bumpless power supplying to monitoring.
designated IAS operator station.
4) The following independent systems are interfaced with the Machinery
6. A extension VDU network by receptacles for portable VDU/Keyboard or System, with their own dedicated microprocessor /programmable logic
Machinery Systems at the Following positions: controllers and separate power supplies from the UPS system:
- Engineer’s Cabins “6” - Main Boiler System
- Officer’s Cabins “4” - Ship Performance Monitoring System
- Captain Day Room “1” - Main Turbine System
- Ship Office “1”
10. CCR (Cargo Control Room) and ECR (Engine Control Room)
7. Extension alarm panels are also installed in the Wheelhouse, Engineer’s
Cabins “6”, Officers’ Cabins “4”, Captain Day Room “1” and Public This ship is provided with a Cargo Control Room on Accommodation “C”
Spaces “6”. Deck and a Engine Control Room on engine room 1st deck. Normal control
of all Cargo operations is carried out from CCR and normal control of all
8. Cargo System machinery operations is carried out from ECR.
1) This system is capable of control and monitoring of the cargo and 11. The printers and colour hard copier associated with the Cargo and
ballast auxiliaries and valves. In addition, automatic sequence control Machinery Operator station are all located on the CCR and ECR consoles
logic programs are provided for each cargo/ballast operation. Displays respectively as follows;
available are composed of overviews, operational graphics,
monitoring graphics, operational guidance graphics and alarm displays.

Illustration 3.2.1b IAS Hardware Configuration Illustration 3.2.1c IAS Network Configuration
W/H
VDU
Cargo Control Room • LCN : Local Control Network (Drop Type)

LCN • UCN : Universal Control Network (Drop Type)
GUS : Global User Station (for VDU)
• OMRON Network : Ring Type
CCR
• Ethernet , DeviceNet
VDU VDU
LCN
UCN(O)
Electric Equipment Room CARGO MACH SERIAL BOILER
HM HM : History Module
NIM : Network Interface Module
High Performance AM AM : Application Module
Process Module : HPM HPM HPM LCN : Local Control Network LCN(O)
NIM LCN
Universal Control Network : UCN For Cargo Device Net

(for Extension Alarm)
ECR
Engine Control Room BOILER GAUGE BOARD

Ethernet
(for Extension VDU) OMRON NETWORK
UCN NIM
For Machinery
HPM HPM HPM
VDU

3.2 Integrated Automation System (IAS) Global User Station (GUS) x System Files of all types, load images, and other data required
anytime modules are reloaded or personalities are changed.
3.2.1 IAS Overview Global User Station (GUS) is the powerful and intuitive human interface to the x Checkpoint data for maintaining up-to-date device settings in the
Honeywell TotalPlant£ Solution (TPS) event a device is taken out of service.
Maker : Honeywell Korea Global User Station (GUS) supports dynamic, three-dimensional-looking x On-process maintenance information and analysis.
Type : TPS TM System displays that help operators react quickly and safely to changing and safely to
changing situations. These realistic graphics operate in Window environment, All process analogue values that the operator wants to store are recorded
General so operators can not only navigate easily between displays, they can invoke automatically on the HM for 999 hours. The operator can call up any stored
new displays or other applications directly by clicking a button, or selecting data on the group trend display.
The integrated automation system (IAS) is based on the honeywell korea system, from a list.
which is a distributed control system (DCS) developed from the Honeywell GUS is designed to support the full complement of typical operator functions, Extension VDU Server (Remote GUS)
TPSTM. including:
As implemented on this ship, the IAS system controls and monitors almost all The Global User Station (GUS) Remote Displays package provides remote
systems and equipment on board. The functions of the IAS are as follows: x Monitoring and controlling continuous and discrete processes using access to LCN data from up to four GUS Clients (GCs) through a single GUS
standard displays and custom displays Server (GS). The set of computers consisting of a single GUS Server and its
x Annunciating and handling process, sequence, and system alarms and associated GUS Clients is called a GUS Remote Cluster (GRC). Displays are
System monitoring
operator messages run in the GUS Clients.
System control manipulation and operation The GUS Server supports a common Area Data Base for a GUS Remote
x Displaying files
Alarm handling, summary and acceptance x Printing reports, logs, and journals Cluster, All the computers in the remote cluster are capable of the following:
Data logging and trending x Displaying and printing process histories, trends, and averages
x Monitoring and changing status of system equipment in the control x Use the same alarm list
Data interface to other system x Use the same button configuration
room and near the process area.
Control of the extension alarm system x Loading other system modules with operating software and databases x Follow the same GUS Display Search path
Operation planning and control x Invoking third-party applications to perform specific tasks x Use the same group definitions
x Etc.
Control of the extension VDU system
A GUS with a single CRT is called Single GUS and has a membran type
keyboard on the console for operating the IAS and a QWERTY keyboard in a Application Module (AM)
System Architecture
drawer of the console.
The Application Module (AM) is one of the modules on the Local Control
The IAS system consists of: Network (LCN). It features a full complement of control algorithms /
A GUS with a dual CRT is called Dual-GUS and has a membrane type
keyboard on the console for operating the IAS and a QWERTY keyboard in a calculations. The Control Language that executes in the Application Module
Local Control Network (LCN) makes it easy to develop custom point processing and special algorithms. The
drawer of the console for engineering work.
Application Module provides full cascade functionality between an AM point
The backbone of the IAS is a communication network known as the Local 2(two) sets of the Dual GUS are located in the cargo control room(CCR) to and any process data point resident in modules on different LCNs.
Control Network (LCN) which is always configured as redundant in IAS for handle the cargo system including the cargo machinery. 1(one) set of the Single
performing without degradation of large database. The LCN can be extended to GUS is located in the wheelhouse to monitor the engine room machinery. In the The major role of the Application Module in the IAS as follows.
support remotely located operating system by use of fiber optic cables and wheelhouse GUS, it is possible for operators to monitor the cargo system
LCNEs. It uses proprietary token-passing protocol that operate at 5-million bits without changing the operating area and to listen alarm sounding of the cargo
x Programming for Unit Alarm Extension
per second Either of two redundant LCN cables are automatically switched at system with changing the operating area from machinery to cargo.
predetermined time interval to active and backup for protecting data loose x Programming for System Alarm Extension
caused by one cable error. 2(two) sets of the Dual GUS are located in the engine control room(ECR) to x Programming for Alarm Master Node Control
handle the engine room machinery system and to only monitor the boiler
system. Universal Control Network (UCN) & Network Interface Module (NIM)
To perform functions described above the following LCN modules are
connected to the LCN. History Module (HM)
UCN is a high-speed, high-security process network. Its peer-to-peer
x Human Interface : Global User Station (GUS) The history module (HM) is a redundant hard disk unit with 2*1.8Gb capacity, communication capability allows for easy sharing of process data among the
x Program Image and Data storage / analysis : History Module (HM) makes possible storage of, and quick access to, large quantities of data: High-Performance Process Manager.
x Advanced programming for unit alarm extension : Application Module This network supports real-time communication between the UCN process
(AM) x History of process alarms, operator changes, operator messages, connected devices and LCN devices such as GUS(Global User Station),
x Interface to process network : Universal Control Network (UCN) system status changes, system errors, and system maintenance HM(History Module) via the NIM(Network Interface Module) In addition,
recommendations; also continuous process history to support logs
The UCN can be extended to support remotely located operating system by use
and trends.
of fiber optic cables and UCNEs.

The UCN cables are arranged Primary and backup, One cable is the primary I/O scan rates are completely independent of I/O quantity, controller loading, Operator Keyboard & Engineering Keyboard
and the other is the backup. The TPS system periodically switches cables to processing, and alarming. This partitioning of processing requirements allows
make sure both are working. If a cable fail or the error rate become excessive, more efficient use of control processor capability and future integration of Operator Keyboard has three panels that provide the user with ability to view
the associated module / gateway automatically switches to the backup cable. additional I/O Processor types. the programmable buttons via the button configuration.
Also NIM(network Interface Module) has redundancy function. The Operator keyboard includes.
The NIM has functions as below. The following I/O Processors (IOPs) are available for the HPM:
- Provides for orderly data access between the LCN and UCN devices. user configurable keys for the process monitoring and
- Analog Input - High Level (16 points) for 4~20 mA 80 button pad
controls
- Channel UCN events to the LCN for alarming
- Analog Output (16 points) for 4 ~ 20 mA
Synchronizes LCN and UCN time.
- Digital Input (32 points) this keyboard with data entry, editing, and function keys
Full travel keyboard
- Digital Input Sequence Of Events (32 points) for fast alarm and optional trackball
High-Performance Process Manager (HPM)
function
includes 6 user configurable keys to invoke standard
- Digital Output (32 points) Operator control panel
display
The High-Performance Process Manager (HPM) is Honeywell’s leading TPS
- Low Level Multiplexer (32 points) for RTD sensor
Control and data acquisition device for industrial process applications. It
- Pulse Input (8 points)
represents the most powerful, cost-effective controller Honeywell has offered
- Serial Interface (32 points) for RS-485 communication The keyboard design has been driven by analysis of operator use.
to date.
The HPM offers highly flexible I/O functions for both data monitoring and Dedicated keys facilitate the following operator functions, as well as others:
control. Powerful control functions, including regulatory, logic, and sequencing Up to 40 of the above I/O processors can be selected in any mix for one HPM. - Directly call up information about the status of the TPS™ System
control, are provided for continuous, batch, sequencing, and hybrid applications. Redundant Analog Output is used. components, including the operator's own console.
- Directly call up process displays at several levels of detail.
These are located inside of the HPM cabinets, which is supplied by Honeywell Any mix of the above I/O processors can be selected for a HPM controller. - Move between different displays at the same level detail.
Korea, in the electric equipment room (EER) and engine control room (ECR). The High Performance Process Manager Module (HPMM) provides a variety - Select items on a particular display to be manipulated.
of control tools that can be customized to address a wide range of process - Control the process at the point level.
automation needs.
- Alphabetic/Numeric Data entry by the operator or Engineer keyboards
Functions, from I/O scanning through regulatory and logic control to more
advanced control, are easily implemented through the HPMM. Included are a
sophisticated regulatory control algorithm set, fully integrated interlock logic Engineer’s Keyboard is located inside the drawer of the console.
functions, and an advanced process engineer-oriented Control Language
(CL/HPM). <Operator Keyboard>
All I/O values are converted to engineering units by the I/O Processors and are
made available for both communications and further control processing by the
High Performance Process Manager Module.
The High Performance Process Manager Module (HPMM) provides a variety
of control tools that can be customized to address a wide range of process
automation needs.
The following control functions are available for the HPMM;
- Regulatory PV Point
- Regulatory Control Point <Engineering Keyboard>
- Digital Composite Point
- Logic Point
- Process Module Point
- Array Point
- Flag Point
- Numeric Point
I/O Processors, in conjunction with Field Termination Assemblies (FTAs),
- Timer Point
perform input and output scanning, and processing on all field I/O. I/O
processing is performed separately from control processing functions so that - Device Control Point

3.2.2 IAS Cargo Common Function In case of, PV < SP – DeadBand Hydraulic Open / Close Valve Control
Pulse Width of Open Request[sec] = K* (SP – PV)
Hydraulic Throttling Valve Position Control In case of, PV > SP + DeadBand An operator can manipulate a hydraulic valve using the tile(s) marked open or
Pulse Width of Close Request[set] = K* (PV – SP) close displayed on the screen by placing the curser over the desired tile and
An operator can manipulate a hydraulic throttling valve to any position using clicking accordingly.
the position proportional (POSPROP) control viewed on the screen. The Where, DeadBand is set to 2% and K is Gain [sec/%] to be set by an operator.
A digital output signal will be sent to the valve solenoid and the desired action
desired valve position is entered into the prompt command using percentage will be performed.
values. The valve will travel to the requested position when the command is
DEADBAND
confirmed. SP
OPEN
SP
CLOSE
Position PV
Controller
OP
P
Scan Time
T
P
T 0.02 sec / 1 push 0.1 sec / 1 push
Pump Start / Stop Control
When the operator changes the control to MANUAL, the open / close solenoid START
controlling the valve can be energized using the commands on the keyboard at
STOP
the selected user station. If an operator changes the control mode to ‘MAN’, the open/close solenoid
valve will be energized, the valve can then be operated manually using the key
board.
An operator can start and stop a pump or motor using the tile(s) marked start or
stop displayed on the screen by placing the curser over the desired tile and
clicking accordingly.
A digital output command will be sent to the corresponding section of the

group starter panel and the desired action will be performed.

3.2.3 IAS GUS OPERATION < Left CRT >

Display Title Zone
Operators can access two types of display resources in GUS: standard displays
and custom displays. GUS has been configured as a complete set of standard
operating displays, which are available to the operator through the Native
Window function. Standard displays range from system overviews, to the most
detailed view of a data point. With the new Display Builder, GUS users can
also create efficient custom displays that represent parts of process. Process Graphic
Dual GUS in the IAS has 1 native window and 2 custom displays for the left
and right monitors.
Standard displays in the native window divide into three major categories :
Plant Process displays, TPS System displays, and System Function displays.
Change Zone
x Monitor and control continuous and

discontinuous processes
Overview Display x Change process parameters, Display Title Zone
Plant
Group Display control models, and sequences- < Right CRT >
Process
Detail Display execution state modes
displays
Alarm Summary Display x Monitor process trends
The display title zone divides into several part as follows:
x Handle process alarms, sequence
alarms, and operator messages
Previous Page Button
x Observe the status of LCN

modules, UCN, HPM.
x Reassign areas, units, and
TPS
peripherals
System System Status Display
x Load databases of LCN modules
displays When the operator clicks on this tile with the trackball or the finger touch
and process-connected devices
x Handle system alarms screen the previous custom display (page) will be displayed and activated in the
x Initiate open-ended check process graphic zone. For example. If C12 is displayed and the operator clicks
this tile, page C11 is called up and displayed.
x Organizational Summaries
Next Page Button
System x Reporting Functions
Function Point Summary Display x Overview and Group Edit
displays Functions The operator if required can hide the native window display.
x System Functions On the custom display the operator can monitor and control each point
displayed on the overview.
For the IAS, all custom displays go into two large 1024 x 768 size windows 3.2.4 Custom Display Layout When the operator clicks on this tile with the trackball or finger touch screen
and Native Window for alarm summary, Group Tend, Operation Group and There are three zones in a custom display. the next custom display screen (page) just listed will be displayed and activated
System Status Display goes to center of the left GUS CRT. The two large The upper side is the display title zone. The middle is the process graphic zone in the process graphic zone. For example if C12 is displayed and the operator
windows is designated as “always on top,” and Native Window display can in this zone the operators can monitor the process values and alarm. clicks on this tile, page C13 is called up and displayed, if there is no display
possibly obscure the left CRT’s custom display. But the Native Window The bottom side is the change zone where the operator can manipulate the (page C13) the next file name C14 will appear.
Display can be hidden by the operator if required. related equipment.

The Related Display and Group Display Call-up Button Process Graphic Zone ‘MAN’ mode, an operator can only change the OP valves when “MAN” is
selected. It is impossible to change SP or OP at ‘CAS’ mode.
PV Process Variable
SP Set Point Variable
OP Output Variable
The related display call-up button is composed of 6sets of display call-up tiles
Clear
If the operator clicks one of the above illustrated tiles, the related display
appears on the screen.
When the display appears on the screen the operator can then click on a If the operator clicks this tile, the change zone area will be cleared from the
selected item in the blue text display. The related group display will then be screen.
activated.
3.2.5 Window Operation
Display File Name Listed in the GUS Hard Disc Drive
Operator can monitor the process value and the present status of the local Monitoring System Status
equipment using this process graphic.
The operator can monitor the following in the native window by pressing
Change Zone ‘SYST STAT’ key on the operator keyboard :
Above is an example of the custom display saved in the GUS hard disc drive.
The Description of the Custom Display

The change zone contains the following things. LCN Device Status like as GUS, NIM, HM,AM Status
LCN and UCN Cable Status
Tag Name & Point Description UCN Device Status like as HPM, IO Processor
This is the description about the ‘C02’ custom display. <System Status Monitoring>
Indication of the Ship’s Time

The tag name zone has target so that an operator can go to the point detail
display on the native window.
Point Mode Attribute & Point Mode

Ship’s time synchronized by ship’s chronometer is displayed.
The Alarm Window

If the point mode “operator” is selected then the operator can control this point.
If the point mode “Auto” is selected the pre-configured sequence program or
logic will control the selected point.
The above display shows the last two (latest) process alarms
The red coloured priority setting will continue blinking until the operator MAN, AUTO and CAS mode are available in the point mode.
accepts or acknowledges the alarm.
PV, SP and OP It is possible to start-up and shutdown each LCN device at this display.
To acknowledge the alarm, operator must select the alarm display window by
trackball or finger on the custom display and press ‘ACK’ key on the operator HPM Status Display
keyboard.
This alarm display also has a scroll up/down facility, this can be achieved by From this display the operator can monitor the status of the I/O cards and the
pressing the scroll down or up buttons, in this case the previous 10 process If a controller is selected, PV, SP and OP are displayed in the change zone. USC display. The start up or shutdown of the HPM processor can also be
alarms can be viewed.. And it is possible for an operator to change SP at point ‘AUTO’ mode. At performed using this display.

LCN Cable Diagnostic Display Group Trend Display

It is possible for the operator to see the present value and trend of the selected
point on the group trend display.
The group trend display allows the operator to display historical trends at ‘HM’
mode for any or all of the 8 points in a given Operating Group Display. Trends
can be displayed with the following time bases: 1 min., 2 min., 5 min., 10 min.,
20 min., 1 hour, 2 hours, 8 hours, 16 hours, 24 hours, 48 hours, and 96 hours. 1
min, 2 min, 5 min, 10 min time selection is available at ‘RT’ mode, ‘RT’ means
the real time. Trends can be scrolled in the time.
Point Detail Display
The operator can move to the LCN cable diagnostic display by touching or
clicking the ‘LCN DIAG’ on the ‘System Status Display’.
On this display, the operator can monitor the LCN/UCN device performance,
for example checking each device CPU load, memory load.
Group Display
It is possible for the operator to do the following in this display:
x SP / PV / OP control and monitoring
Using this display the operator can monitor which LCN device has This is a standard 8-point group display.
x Point Alarm Set Point monitoring and change
malfunctioned it can also be determined which LCN cable has failed.
x Point Alarm status monitoring
Overview
x Point parameter change such as P.I.D gain values and alarm priority
System Performance Monitoring
etc.
The overview custom display provides a summery of an area of the process
- Point parameter change requires the operator to enter a password,
system at its highest level.
these changes can also be achieved using the access key.
This single page display can consist of 36 fixed and equal sized display groups.
Each group allows the operator to view the overview information

Each group contains a single page display that shows the values of the primary
operating parameters in both numeric and graphic forms.
For one group up to eight data points are provided. Each point’s descriptive
information is also shown on this display.
There are 400 groups available for one area.
On this group display, the operator, after selecting the desired point, can also
press TREND on the operator KEY BOARD the point trend information will
then be displayed on the screen.
TREND
The operator can go to the ‘System Performance Monitoring’ display by
touching or clicking the ‘PERFMENU’ on the ‘LCN Cable Diagnostic Display’.

UCN Diagnostic Display the following procedures are required.
a) Select the equipment to be controlled by clicking on its related tile. The

change zone area will now be displayed.
The indication dot will blink adjacent to the equipment that has been
selected by the operator. This will be displayed in the changed zone. To
avoid confusion the blinking indication dot will confirm the equipment
that is to be controlled.
The operator can now control the equipment selected by using the prompt
command tiles displayed on the screen.
b) If the operator wants to control a hydraulic throttling valve on the custom

display the following procedure will be required.
Select the valve to be controlled by clicking on its related tile. The change First of all, select the pneumatic control valve by clicking the related area on
zone area will now be displayed. The indication dot will blink adjacent to the above customer graphic.
This display can be called up by pressing ‘DETAIL STATUS’ on the HPM the equipment that has been selected by the operator. This will be
Status Display. displayed in the changed zone. To avoid confusion the blinking indication Then the change zone area will be displayed.
From this display the operator/engineer can determine what device has generated dot will confirm the equipment that is to be controlled. If the operator want to manipulate the pneumatic control valve automatically,
any errors or failed. select the point mode button and change to ‘AUTO’. After point mode changes
The operator can control the selected point in the change zone area by to ‘AUTO’, click ‘SP’ button and key in sp value into the text input box.
clicking the appropriate tile the operator can perform point mode change,
Set point change and direct output manipulation If the operator want to manipulate the pneumatic control valve manually, select
the point mode button and change to ‘MAN’. After point mode changes to
‘MAN’, click ‘OP’ button and key in op value into the text input box.
Custom Display Operation

In case of general PID control, if the operator want to manipulate the pneumatic
It is possible for the operator to manipulate the selected equipment using the
control valve following the insulation pressure, following procedure required If the operator start or stop the ballast pump, press the direct call up key on the
local mode on the custom graphic display.
By selecting items from this display, their status can be altered. Pumps can be operator keyboard to call up the related customer graphic, ‘C08’ and click the
started and stopped at remote control positions. Stand-by status can also be ballast pump, then change zone area is displayed so that the operator can order to
altered. the starter. In the change zone area, click ‘OP’ button and select ‘START’ in the
Valves can be manually or automatically opened and closed. list box to start the ballast pump.
If the operator wants to open or close a hydraulic valve on the custom display Then one pulse is send to the starter panel from the IAS FTA

3.2.6 IAS Mimics
NAME TITLE ASSOCIATED GRAPHIC NAME TITLE ASSOCIATED GRAPHIC
C01 CARGO SYSTEM OVERVIEW C02 C03 C04 C05 C19 C29 C29 GLYCOL WATER SYSTEM C01 C19 G155 G156 G157
C02 MANIFOLD PIPING C01 C03 C05 C10 G12 G21 C29_1 C29 C30
C03 NO.1/2 CARGO TANK & PIPING C01 C04 C05 C10 G31 G41 C30 N2 PRESS CONTROL SYSTEM C05 C19 C30_1 G23 G144 G145
C04 NO.3/4 CARGO TANK & PIPING C01 C03 C05 C10 G32 G42 C30_1 N2 GENERATOR SYSTEM C30
C05 CARGO COMPRESSOR ROOM C01 C11 C12 C13 G51 G53 C31 OPE. PLAN -LOAD/UNLOAD C34 C36 C45 C62 C46
C06 BALLAST SYSTEM OVERVIEW C07 C08 C09 G61 G69 G76 C32 OPE. PLAN - BALLAST C34 C46 C85
C07 BALLAST TANK & PIPING C06 C08 C10 G61 G69 G76 C33 OPE. PLAN - DEBALLAST C34 C45 C86
C08 BALLAST PUMP & PIPING C06 C07 C09 C10 G85 G87 C34 V/V FAIL LIST FOR SEQ. C36 C46 C59 C31 C32 C33
C09 FIRE & BILGE PIPING C06 C07 C08 C38 G92 G93 C35 SYSTEM OPERATION C89
C10 HYD PWR UNIT/ESDS/TPS C02 C03 C04 C05 C07 C08 C36 OPERATION INDEX C47 C45 C46 C32 C33 C57
C11 H/D COMPRESSOR C05 C53 C70 C73 G103 G113 C37 FRESH WATER COOLING SYSTEM C08
C12 BO / WU HEATER C05 C27 G119 G120 G121 C38 BILGE / WATER DETECTION C09
C13 LNG/FORCING VAPORIZER C05 C27 C30 G131 G132 C39
C14 CARGO VENT CONTROL C03 C04 C27 G35 G130 C40
C15 IGG UNIT C01 C30 C61 C66 G27 G151 C41 GMS SET POINT C13 C27 C58 C60
C16 MOTOR RUN HOUR - 1 M63 M64 M65 C42 LINE UP1 - AROUND TANK C43 C19 C20
C17 C43 LINE UP2 - LIQ. MANI/HEAD C44
C18 FIRE & GAS DETECTION / CO2 SYSTEM C09 C44 LINE UP3 - VAPOR/GAS C45 C46
C18 CARGO FIRE/GAS DETECTION C45 OPE. FLOW - LOADING C49 C50 C42 C51 C48 C52 C53 C36
C19 NO.1 CARGO TANK / BARR MONITOR C01 C20 C21 C22 C29 C30 C46 OPE. FLOW - UNLOADING C49 C50 C42 C51 C54 C55 C56 C36
C20 NO.2 CARGO TANK / BARR MONITOR C01 C19 C21 C22 C29 C30 C47 OPE. FLOW - GMS C41 C58 C27 C36
C21 NO.3 CARGO TANK / BARR MONITOR C01 C19 C20 C22 C29 C30 C48 LINE FLOW - LOADING C01 C42 C43 C44 C45
C22 NO.4 CARGO TANK / BARR MONITOR C01 C19 C20 C21 C29 C30 C49 OPE. GUIDE - LOAD/UNLOAD1 C09 C10 C45 C01 C16 C46 C70
C23 LOADING MONITOR C01 C11 C36 C45 C52 G33 C50 OPE. GUIDE - LOAD/UNLOAD2 C02 C45 C46 C62
C24 UNLOADING MONITOR C01 C36 C46 C55 G31 G32 C51 OPE. GUIDE - LOAD/UNLOAD3 C02 C45 C46
C25 BALLASTING MONITOR C06 C32 C36 C85 G76 G81 C52 OPE. GUIDE - LOADING1 C02 C11 C45
C26 DEBALLASTING MONITOR C06 C33 C36 C86 G76 G81 C53 OPE. GUIDE - LOADING2 C11 C45
C27 GMS MONITOR C41 C47 C58 G54 C54 LINE FLOW - UNLOADING C01 C42 C43 C44 C46
C28 CARGO TANK C/D CONTOL C59 C63 C72 C73 C55 OPE. GUIDE - UNLOADING1 C24 C46

NAME TITLE ASSOCIATED GRAPHIC NAME TITLE ASSOCIATED GRAPHIC
C56 OPE. GUIDE - UNLOADING2 C24 C59 C46 C85 OPE. GUIDE - BALLAST START C61 C65 C66
C57 OPE. GUIDE - LINE COOLDOWN C59 C36 C86 OPE. GUIDE - DEBALLAST START C08
C58 OPE. GUIDE - GMS C05 C47 C59 C28 C87
C59 OPE. GUIDE - S PUMP START C34 C56 C57 C58 C88
C60 C89 ALARM REPOSE C35
C61 OPE. FLOW - INERT A/D C68 C42 C67 C82 C36 C91 TRIP BLOCK SET
C62 OPE. FLOW - GAS FILLING C70 C50 C42 C43 C44 C69 C71 C36 C100 FLOWMETER DISPLAY
C63 OPE. FLOW - INITIAL C/D C42 C43 C44 C72 C73 C36
C64 OPE. FLOW - WARM UP C75 C42 C43 C44 C74 C76 C77 C36
C65 OPE. FLOW - INERT B/D C79 C42 C43 C44 C78 C82 C36
C66 OPE. FLOW - AERATION C81 C42 C43 C44 C80 C82 C36
C67 LINE FLOW - INERT A/D C01 C42 C43 C44 C61
C68 OPE. GUIDE - INERT A/D C10 C30 C15 C01 C61
C69 LINE FLOW - GAS FILLING C01 C42 C43 C44 C62
C70 OPE. GUIDE - GAS FILLING1 C49 C13 C11 C02 C01 C62
C71 OPE. GUIDE - GAS FILLING2 C13 C11 C62
C72 LINE FLOW - INITIAL C/D C01 C42 C43 C44 C63
C73 OPE. GUIDE - INITIAL C/D C28 C11 C30 C63
C74 LINE FLOW - WARM UP C01 C42 C43 C44 C64
C75 OPE. GUIDE - WARM UP1 C10 C16 C01 C64
C76 OPE. GUIDE - WARM UP2 C01 C19 C64
C77 OPE. GUIDE - WARM UP3 C01 C19 C64
C78 LINE FLOW - INERT B/D C01 C42 C43 C44 C65
C79 OPE. GUIDE - INERT B/D C10 C30 C01 C15 C65
C80 LINE FLOW - AERATION C01 C42 C43 C44 C66
C81 OPE. GUIDE - AERATION C10 C30 C15 C01 C66
C82 OPE. GUIDE - INERT/AERATION1 C02 C13 C83
C83 OPE. GUIDE - INERT/AERATION2 C03 C04 C05 C84
C84 OPE. GUIDE - INERT/AERATION3 C03 C04 C05 C85

GOLAR LNG LIMITED GOLAR LNG LIMITED
GOLAR LNG LIMITED GOLAR LNG LIMITED

3.2.7 Use of Ope Index, Guide and Flow Mimics The Operator uses the change zone boxes to select Control Group (VAP HDR
PRESS CONT). Exit from the monitor to the Ope. Guid C58 using the change
The cargo system part of the IAS is configured so that the user is provided with zone boxes.
guidance in executing most operations. The IAS has pre-programmed mimics
which allow the user to: 12. The operation is terminated by touching the LOADING (finish)
box
Select an operation from the Operation Index (Ope. Index Mimic C36)
13. The Laden voyage is less complex and may be operated in the
Select an Operation Plan (Ope. Plan) from mimic C36 same way by touching the SHIP MODE: LADEN box
Select the Operation Flow (Ope.Flow). This mimic shows in algorithm For cargo operations in-service and out-of-service, line-ups are used. These can
form, the sequence of processes within an operation be used to check the setting of the valves used in the operation. The line-up
screen indicates the valve required and valve actual positions with Blue
Select the Operation Monitor for the operation. This is a mimic which representing open and White for closed. For correct operation, both should be set
shows the process variables, allows control and using the change zone, to the same colour.
allows setpoints to be monitored and varied.
! Caution
The following explains how the user follows through this process in the control The correct valve settings are given in the detailed operations in Part 6. In some
of the Gas Management System: cases, particularly for out-of-service operations, valves and other line devices not
controlled via the IAS are used, also settings may be part open. Therefore the
1. Select the Operation Index (Ope. Index Mimic C36) procedures given in Part 6 should be followed together with the sequences from
the IAS.
2. Select the Operation Plan (Ope. Plan) from C36 by touching the
C41/C80 items
3. Select the Operation Flow (Ope. Flow) C47
4. Select UNLOADING or LOADING as appropriate (In this

example Ballast voyage is used)
5. Touch the SHIP MODE: BALLAST box to initiate the sequence
6. Follow the sequence, touching the box to select the Ope. Plan
7. Check through the Ope. Plan C41 and action accordingly. It is

necessary to set GMS control via C41
8. If in the Laden mode in this case start the Gas compressor via C58,
9. The Intentional curve sets the pre-programmed pressure control via

C60. Changes can be made from experience and conditions
10. The Ope. Guid C58 is displayed when the chime alerts the operator
11. Monitor this sequence throughout by the GMS Monitor C27 until
the end of the loaded passage,

3.3 IAS Specification (3) Controller Mode ii) OR

The controller has the operation modes as follows.
3.3.1 Common Specification
A
Mode Set-point (SP) Output PID
Mode vy C
The following specifications are adopted to the functions described in this Attribute Manipulation Manipulation Control
B
document unless otherwise specified.
Operator MAN By Operator By Operator Inactive
1. General jGdGhGGvyGGi
*1
(1) Platform for Function Program Not Available By Operator Inactive
P-MAN
Most of functions are accomplished in the High Performance Process
Operator AUTO By Operator Not Available Active iii) NOT
Manager (HPM), but some of functions are processed by the other
hardware, the relays, monitor switch, etc. *2
Program By Program Not Available Active A B
P-AUTO
(2) I/O Processor Fail
Operator CAS By Prior Controller Not Available Active
B = NOT(A)
a) Input Processor Fail
The HPM has the following input processors.
*1 P-MAN : PROGRAM MANUAL
HLAI : High Level Analog Input
*2 P-AUTO : PROGRAM AUTO iv) FLIP FLOP
LLMUX : Low Level Multiplexer
DI : Digital Input
DISOE : Digital Input Sequence of Events A
(4) ON-OFF Valve/Motor (Pump-Fan) Mode S
PI : Pulse Input C
B R
The functions are processed by use of input points in the above processor. Mode Output Manipulation
B = NOT(A)
If the processor fails, the system alarm is activated, the related function dose
not process until the processor recovers. MAN BY OPERATOR A B C
*1 OFF OFF NOT CHANGED

b) Output Processor Fail BY PROGRAM
P-MAN ON OFF ON
The HPM has the following output processors.
OFF ON OFF
AO : Analog Output
DO : Digital Output When IAS program manipulates “output”, IAS changes the mode to “P- ON ON OFF
MAN”.
The functions are processed by use of output points in the above processors. When IAS program manipulates “Set-Point”, IAS changes the mode to v) PULSE
If the processor fails, the system alarm is activated, the output signal comes to; “P-AUTO”.
Less than 0% (4 mA) : in case of AO (5) Used Symbol A B

OFF (Contact Open) : in case of DO The following symbols are used for the diagram.
T SEC
c) Bad PV a) Logic Symbol
If the sensor comes abnormal, the analog input value comes to the “Bad
PV” with the “Bad PV” alarm (refer to “IAS General Specification”) i) AND A
In this case, the related function does not process until the sensor
recovers. B
T SEC
A
AND C
B
jGdGhGGhukGGi

vi) ON DELAY TIMER ཛ SELECTOR
D CONDITION N
A B A
T SEC Y
A
C
B
A
B
If condition A is true, then sequence goes Y else sequence goes N.
T SEC x When D is true, C status changed to B status.

x When D is not true, C status changed to A status.
vii) OFF DELAY TIMER

ཛྷ Data Point
A B TAG NAME * I/O Processor Type : In case of I/O Point

Algorithm Type : In case of Regulatory PV
T SEC
POINT TYPE
or Regulatory Control
*
ཝ Flow Chart
B
T SEC START
Sequence start step or

viii) SWITCH
Sequence terminated step or
Common sequence part start step or
C Common sequence part terminated step
A B
x When C is true and contact close, B status is changed to A status. PRE-SET POSITION
x When C is not true and contact open, B status is not reflected DISCHARGE VALVE
from A status.
Sequence manipulates device or
Sequence set parameter or
Sequence set mode or
Wait setting time

3.3.2 Sequence Specification *1 ① Strip pump start sequence (8) Chime

(It is possible to start the sequence at any mode.) When the sequence goes to some status, the chime is activated for a
1. Sequence Common Specification ② F/V start/stop guidance caution or guidance to the operator. The chime is sounded for 10secs.
③ H/D compressor start/stop guidance
(1) Operation from schematic display ④ Unloading sequence (9) Setting on the schematic display “V/V FAIL LIST FOR SEQ.”
⑤ Ballast tank suction valve sequence If the operator excepts the valve from the automatic sequence, the
Schematic display for automatic sequence ⑥ Ballast pump sequence operator can set on the schematic display “V/V FAIL LIST FOR SEQ.”
*2 H/D compressor system mode is fixed at MAN.
Applied Automatic *3 During one or more of related sequence is running, this mode can When the sequence detects the valve which is selected on the schematic
Schematic display Operation Sequence not be deselected. display “V/V FAIL LIST FOR SEQ.”, the sequence is interrupted.
*1 *4 These mode can not be selected, during the H/D comp is running or
OPE. INDEX Operation mode ➀④⑤⑥ compressor controller mode is auto. (10) Alarm of valve
selecting *5 During a mode is selected, the other mode can not be selected.
GMS SET POINT Pre-set value setting ➁ *6 During a mode is selected and sequence is running, this mode can a) ON-OFF valve
not be deselected. The following alarms are applied.
OPE.PLAN Pre-set value setting ③④ - Uncommanded Change Alarm (UNC Alarm)
(LOAD/UNLOAD) Note !
OPE.PLAN Pre-set value setting ⑤⑥ ⑤ sequence is always running, other sequence is activated from operator When the valve status is changed without manipulation from IAS, this
(BALLAST) request. Only “YES” permit to start the sequence. alarm is activated.
OPE.PLAN DEBALLAST Pre-set value setting ⑤⑥ - Feed Back ALARM (FB Alarm)
(3) Sequence start/stop switch, auto/man switch If the valve status is not changed after manipulation from IAS, this
V/V FAIL LIST FOR SEQ Fail valve selecting ➀④⑤⑥ The sequence start/stop switch, auto/man switch has a permit condition alarm is activated.
for start and change request.
The permit condition is a mode selection according to the Table . b) Position Control Valve
*1 ① Strip pump start sequence The deviation alarm is applied.
➁ F/V start/stop guidance (4) Manipulation of device
③ H/D compressor start/stop guidance When the sequence manipulates the device, the sequence changes the
④ Unloading sequence mode attribute of device from operator to program.
⑤ Ballast tank suction valve sequence When the manipulation of device is completed, the sequence changes the
⑥ Ballast pump sequence mode attribute of device for program to operator.
(2) Mode selection (5) Interruption of sequence

Operation mode is provided for the automatic sequence control. If the sequence detects the abnormal conditions, the automatic sequence
is interrupted.
Operation Mode and Automatic Sequence start permit condition
*1 Abnormal condition.
Available Automatic Sequence
Item Operation mode - The sequence stop request is activated before the sequence is
① ② ③ ④ ⑤ ⑥ completed.
*6 GMS - Each sequence abnormal condition. (AI abnormal, valve abnormal,
Strip
No selection pump abnormal, etc.)
Loading YES
*3
Unloading *2 YES (6) Sequence abnormal stop processing
*4
Inert, After Dock *2 If the sequence detect abnormal condition, the sequence is terminated
Cargo Inert, Gas Purging YES with alarm annunciation.
Operation Cool Down YES At this time sequence accomplishes the following function and plant
*5 *4
Warm Up *2 condition is kept as it is.
*4
Inert before Dock *2
*4
Aeration *2 - Raising sequence abnormal stop alarm for 10 sec.
No selection YES - Setting controller mode attribute to “OPERATOR”.
*3
Ballast/ Ballasting YES YES - Initializing sequence.
*3
Deballast Deballasting YES YES
*5
No selection (7) Termination of the sequence
After the sequence is completed, the sequence start request is turned off.

(11) Common processing for manipulating the device from sequence
< Pump processing> <Position control valve>
w|twGz{hy{ w|twGz{vw m|ssGvwlu m|ssGjsvzl
START START START START
Y N Y
CLOSE LIMIT IS "CLOSE" *3
LOCATION IS REMOTE LOCATION IS REMOTE Y
V/V POSITION>=98%
N
N
Y N
POSITION CONTROLLER MODE
SEQUENCE ABNORMAL STOP STOP PUMP P-AUTO *2
PROCESSING P-AUTO
POSITION CONTROLLER SP
0%
RUN PUMP TIMER START
POSITION CONTROLLER SP
100%
N
CLOSE LIMIT IS "CLOSE"
Y
TIMER START PUMP IS STOP N Y
V/V POSITION >=98% Y

TIMER TIME UP N AUTO
Y
PUMP IS RUN 5MIN
Y POSITION CONTROLLER MODE

N N
AUTO N
WAIT 5 SECS
Y TIMER TIME UP N
5MIN SEQUENCE ABNORMAL STOP
PROCESSING
END END
END END

<ON/OFF valve>
wylTzl{Gwvzp{pvu ylk|jlGwvzp{pvu
vwlu jsvzl
START START
START START
PRE-SET POSITION - D <= Y Y

VALVE POSITION
VALVE POSITION
<= REDUCE POSITION +D *3
<= PRE-SET POSITION + D *3
OPEN VALVE CLOSE VALVE
N N
POSITION CONTROLLER MODE POSITION CONTROLLER MODE

P-AUTO *2 P-AUTO *2
N N
VALVE IS OPEN VALVE IS CLOSE
POSITION CONTROLLER SP POSITION CONTROLLER SP Y Y

PRE-SET POSITION REDUCE POSITION
END END
N PRE-SET POSITION - D <= Y N Y

VALVE POSITION
VALVE POSITION
<= REDUCE POSITION +D *3
<= PRE-SET POSITION +D *3
POSITION CONTROLLER MODE POSITION CONTROLLER MODE

AUTO AUTO
END END
*1 : Refer to Schematic Display Section.

*2 : P-AUTO : Program Auto
When controller mode is P-AUTO, The set point can be set by sequence Program only.
*3 : This value must be set under the following condition.
Ddead band of position controller. (2%)

2. Strip Pump Start sequence

SCHEMATIC INDICATION
STRIP PUMP START SEQUENCE ABNORMAL STOP CONDITION INDICATION CASE I CASE II CASE III
RED AND GREEN AND

OFF
START BLINK STEADY
NOT 1
F/V START
1 2
REQUEST
NOT 2
NOT 3
F/V STOP 3 4
SEQ START/STOP N REQUEST
NOT 4
SWITCH = START
PRE-CAUTION NOT 5
Y OF 5 6
TANK PRESS NOT 6
*A1 LOW
PRE-SET POSITION · ESDS

DISCHARGE VALVE · No.1~4 TK PROTECTION
· CARGO TK LEVEL <= LOWLOW
· CARGO TK LEVEL >=HIGH INDICATION
STRIP RETURN V/V SP · CTS ABNORMAL
100 % · SEQUENCE STOP REQUEST RED AND
· DISCHARGE VALVE FAIL LIST BLINK OFF
· DISCHARGE VALVE DEV ALARM
· STRIP PUMP RETURN V/V FAIL LIST
RUN STRIP PUMP · STRIP RETURN VALVE FAIL LIST
· STRIP RETURN VALVE DEV ALARM OTHER
CHIME
· STRIP PUMP AMMETTER BAD PV 7 NOT 7
RESET
· STRIP HEADER PRESS BAD PV
WAIT 5 SECS · DISCHARGE V POSITON BAD PV
· STRIP RETURN V POSITION BAD PV
SET PRESET VALUE OF PUMP · SAME AS THE *A1 MARK

LOAD TO STRIP PUMP LOAD · PUMP STOP
CONTROLLER
SET PRESET VALUE OF STRIP

HDR PRESS TO STRIP HDR
PRESS CONTROLLER
START CONTROL*1
ACTIVATE CHIME(10 SECS)
SEQ START/STOP
SWITCH="STOP"
END
*1 DISCHARGE V/V POSITION CONTROLLER MODE : CAS

STRIP PUMP LOAD CONTROLLER MODE : AUTO
STRIP RETURN V/V POSITION CONTROLLER MODE : CAS
STRIP HDR PRESS CONTROLLER MODE : AUTO
This sequence is applied to each strip pump and shown.

3. F/V Start/Stop Guidance
This sequence is shown.
1. F/V START REQ
FORC VPR LIQ SUPPLY V

(CLOSE : OFF)
<VVFV013>
START REQ *1
SHAFT REV HI
S START CHIME
<RITX101> MONITOR
<HSCHIME2>
R
20SEC
SP+b *2 CHIME RESET REQ <HSTKPCMR_REQ> 7
VAPOR HDR PRESS LOW F/V START REQ OCCUR

CHIME RESET SW
<PICALGH018> MONITOR <HSFVST_REQ> 1
<HSTKPCM_RST>
RED AND BLINK
NO.1 BLR FG MODE
<XLBI275> F/V START REQ CONFIRM
<HSFVST_CFM> 2
NO.2 BLR FG MODE GREEN STEADY
<XLBI475>
2. F/V STOP REQ
FORC VPR LIQ SUPPLY V

(OPEN : ON)
S STOP CHIME
<VVFV013>
STOP REQ *1 <HSCHIME2>
R
LOW 20SEC CHIME RESET REQ <HSTKPCMR_REQ> 7
SHAFT REV
<RITX101> MONITOR
F/V STOP REQ OCCUR
CHIME RESET SW <HSFVSP_REQ> 3
<HSTKPCM_RST> RED AND BLINK
F/V STOP REQ CONFIRM

<HSFVSP_CFM> 4
*1 *2 GREEN STEADY
LADEN MODE(LADEN : OFF)
<HSVOYAGE_MD>
START REQ = LADEN PRE-SET <RIMTFVLDST_SP> LADEN MODE(LADEN :OFF) <HSVOYAGE_MD>
STOP REQ = START REQ-a SP = PRCGH018_LD.SP+b
BALLAST MODE (BALLAST : ON) BALLAST MODE (BALLAST : ON) <HSVOYAGE_MD>

<HSVOYAGE_MD> SP = PRCGH018_BL.SP+b
START REQ = BALLAST PRE-SET <RIMTFVBLST_SP>
STOP REQ = START REQ-a b :PRESET VALUE(kPa) <PIFVPSP_B>
a :BIAS OF STOP REQUEST(RPM) <RIMTFVSP_B>
3. PRE-CAUTION OF TANK PRESS LOW
VAP HDR PRESS LADEN

<PRCGH018_LD> LADEN 3.5 kPa
LOW
S START CHIME <HSCHIME2>
MONITOR
BALLAST R
VAP HDR PRESS BALLAST DEAD BAND 0.5kPa CHIME RESET REQ
7
<PRCGH018_BL> <HSTKPCMR_REQ>
CHIME RESET SW TK PRS LOW OCCURE <XATKPAL>

<HSTKPCM_RST> RED BLINK 5
LADEN/BALLAST
TK PRS LOW CONFIRM
(BALLAST : ON)
<HSTKPAL_CFM> 6
<HSVOYAGE_MD>
GREEN STEADY

4. H/D compressor start/stop guidance

(4) Compressor stop request
(1) System mode setting
LESS THAN 5 kPa
LOADING MODE
LADEN VAPOR HEADER PRESS LOW
(SELECT:ON)
<PRCGH018_LD> MONITOR
<HSLOAD_MD>
INERT GAS PURGING MODE SYSTEM MODE
(SELECT:ON) (AUTO:ON)
ACTIVATE CHIME (10SEC)
<HSGASUP_MD> <HSHDFC_MD>
<HSCHIME2>
COOL DOWN MODE
(SELECT:ON) NO.1 COMPRESSOR
<HSCOOL_MD> (RUN:ON)
<CPHD001> CONTROLLER MODE SET CONTROL
NO SELECTION
(Refer To Section 4-6)
(NO SELECT:ON) NO.2 COMPRESSOR
AUTO/MAN SWITCH (RUN:ON)
MAN (MAN) <COPHD022>
<HSHDFC_MD>
(5) Abnormal condition monitoring
(2) 1st compressor start request
<PIHDST_SP> LADEN VAPOR HEADER PRESSURE BAD PV

GREATER THAN 15 kPa <PRCGH018_LD>
LADEN VAPOR HEADER PRESS NO.n IGV POSITION FEED BACK BAD PV
HIGH
<ZIHD015_01, ZIHD036_01>
NO.n COMPRESSOR SUCTION FLOW BAD PV ABNORMAL ALARM (10SEC)
SYSTEM MODE <DPIHD013, DPIHD034> <XAHD019_A, XAHD040_A>
(AUTO:ON) 1ST COMPRESSOR START NO.n COMPRESSOR SUCTION PRESS BAD PV
<HSHDFC_MD> REQUEST INDICATION <PIALHD003, PIALHD024>
CONTROLLER MODE SET CONTROL
<HSHD1ST_REQ> (Refer To Section 4-6)
NO.n COMPRESSOR SUCTION TEMP BAD PV
NO.1 COMPRESSOR
<TIHD010, TIHD031>
(RUN:ON)
GREATER THAN 5%
<CPHD001> ACTIVATE CHIME(10SEC) NO.n IGV POSITION FEED BACK
<HSCHIME2> <ZIHD015_01, ZIHD036_01> DEV
NO.2 COMPRESSOR MONITOR
(RUN:ON) NO.n IGV CONTROLLER OUTPUT
<FRCHD013, FRCHD034> 60SEC
<CPHD022>
FRCHD013, FRCHD034 MODE
(MAN:ON>
(3) 2nd compressor start request
AUTO/MAN SWITCH
MAN (MAN)
<PIHDST_SP> <HSHDFC_MD>
n:1,2
GREATER THAN 18 kPa
LADEN VAPOR HEADER PRESS HIGH
SYSTEM MODE
(AUTO:ON)
ACTIVATE CHIME(10SEC)
<HSHDFC_MD>
<HSCHIME2>
NO.1 COMPRESSOR
(RUN:ON)
<CPHD001>
NO.2 COMPRESSOR
(RUN:ON)
<CPHD022>

(6) Controller mode and output setting
This logic is applied to each compressor and shown.
n CONTROLLER CURRENT MODE

CONTROLLER PAST MODE
<FRCHD013, FRCHD034>
n COMPRESSOR STOP REQ

FROM *1
(STOP REQ : ON)
LESS THAN 5kPa
LADEN VAPOR HEADER PRESS LOW
ABNORMAL CONDITION
FROM *2
n CONTROLLER PAST MODE (ABNORMAL : ON)
<FRCHD013, FRCHD034> OFF
n CONTROLLER MAN OP 0% *3
<FRCHD013, FRCHD034> ON OFF
n CONTROLLER MAN *3
<FRCHD013, FRCHD034> ON
1SEC
n COMPRESSOR *1
(RUN : ON)
n SURGE CONTROL VALVE *2

(CLOSE : ON)
SYSTEM MODE
(AUTO : ON)
<HSHDFC_MD>
ON
n CONTROLLER AUTO ON
<FRCHD013, FRCHD034>
OFF
OFF ONE-SHOT
n CONTROLLER MAN
<FRCHD013, FRCHD034> RUN
n CONTROLLER MODE SET
n CONTROLLER OUTPUT SET
n CONTROLLER MAN *3 <FRCHD013, FRCHD034>
<FRCHD013, FRCHD034> STOP
ONE-SHOT
n COMPRESSOR *1
(STOP : ON)
No. 1 No. 2 *3 In this case, operator can not : COMMAND

n:No.1 TO 2
*1 CPHD001 CPHD022 manipulate the output of their controller. : INPUT
*2 ZLLHD014_03 ZLLHD035_03

5. Unloading Sequence
UNLOADING SEQUENCE ABNORMAL STOP CONDITION

This sequence is applied to each cargo pump and shown.
Note ! 1
8step/4step selection from the schematic display is not allowed during one or more sequence is running.

WAIT (5SEC) ·SAME AS *A1 MARK
·SAME AS *A2 MARK
5 START ·PUMP STOP
PER-SET VALUE OF PUMP

LOAD TO
PUMP LOAD CONTROLLER
SEQ START/STOP N
SWITCH = "START"
Y DISCHARGE VALVE POSITION

OPERATION MODE IS N
CONTROLLER MODE:CAS
SELECTED
Y
SEQ START/STOP
SWITCH STOP LOAD CONTROLLER MODE:AUTO
N
Y
OWN CARGO PUMP IS RUNNING ½ESDS CARGO PUMP START FUNCTION
½NO.1~4 TK PROTECTION(OR) IS COMPLETED
½SEQUENCE STOP REQUEST
N ½CARGO PUMP AMMETER
BAD PV
2 ½CARGO PUMP DISCH VALVE *A1
Y ANOTHER CARGO PUMP POSITION BAD PV
START FUNCTION IN SAME
ACTIVATE CHIME (10SEC)
½CARGO PUMP DISCH VALVE N
TK IS RUNNING POSITION DEV ALARM
½CARGO PUMP DISCH VALVE
N
V FAIL LIST
ANOTHER CARGO PUMP IN N
SET PRE-SET VALUE OF SAME TK IS RUNNING
· CARGO TK FILL V POSITION
CARGO PUMP DISCHARGE
Y VALVE BAD PV
POSITION TO CONTROLLER · CARGO TK FILL V POSITION Y
*A2
DEV ALARM
(MODE:P-AUTO) · CARGO TK FILL V POSITION
V FAIL LIST 8 STEP OR 4 STEP
ANOTHER CARGO PUMP IS N
SAME TK IS RUNNING 4STEP 4STEP
8STEP 8 STEP OR 4 STEP
Y · SAME AS *A1 MARK
FULL OPEN FILLING VALVE · SAME AS *A2 MARK 8STEP
· CARGO TK LEVEL <= LOW
SEQ START/STOP
RUN PUMP SWITCH STOP
1 5


4
2 ½SAME AS *A1 MARK
·SAME AS *A1 MARK ½SAME AS *A2 MARK
·SAME AS *A2 MARK ½PUMP STOP
·PUMP STOP
DISCHARGE START
DISCHARGE START NOT COMPLETED OPE. FINISH CHECK Y
CONDITION CHECK NO ·CARGO TK LIQ ISO V FILLING V POSITION<=2%
FILLING V POSITION>=95% POSITION BAD PV AND
AND ·CARGO TK LIQ ISO V LIQ ISO V POSITION>=50%
LIQ ISO V POSITION<=2% DEV ALARM *A3
·CARGO TK LIQ ISO V
4 FAIL LIST N
COMPLETED
Y
ANOTHER CARGO PUMP IN N
ANOTHER CARGO PUMP N SAME TK IS RUNNING
IN SAME TK IS RUNNING Y
Y
8STEP OR 4STEP
8 STEP OR 4STEP
8 STEP 4 STEP
8STEP OR 4STEP
8 STEP 4 STEP
8STEP OR 4STEP
8 STEP 4 STEP
8 STEP 4 STEP
SEQUENCE ABNORMAL
STOP PROCESSING
*1 DISCHARGE OPERATION START ·FIL V <95% OR ISO.V>2%
AND *A4
FULL FIL V >2% OR ISO.V<50%
3 OPEN
3
LIQ ISO
VALVE ·SAME AS *A1 MARK 3
·SAME AS *A2 MARK
FULL ·SAME AS *A3 MARK
CLOSE TIME
(SEC)
FULL
OPEN
FILL
VALVE
FULL
CLOSE TIME
(SEC)
A B
5sec 35sec
C
60sec
*1 THE SET-POINT OF POSITION CONTROLLER IS SET ACCORDING TO

THIS DIAGRAM (MODE:P-AUTO)

6. Ballast and Deballast

(1) Ballast tank suction/filling valve sequence

3 This sequence is applied to each following portion and shown.
½SAME AS *A1 MARK x Fwd
½PUMP STOP x Middle Fore
½CTS ABNORMAL
N Y x Middle Aft
STOP LEVEL>=L0 *2
STRIPPING x Aft
USE *3 z{vwGQZ Note !
N N When the automatic control sequence detects the abnormal condition,
TK LEVEL<=L0 *2 + D1 *4 TK LEVEL<=
STOP LEVEL + D2 *5 The abnormal state tank is skipped the sequence.
Y
Y
BALLAST TANK SUCTION/FILLING VALVE SEQUENCE ABNORMAL STOP CONDITION
5 START
½SAME AS *A1 MARK

½PUMP STOP
SEQ START/STOP N
LOAD CONTROLLER SWITCH = "START"
MODE:MAN
Y
OPERATION MODE IS N
SELECTED
REDUCE POSITON
DISCHARGE VALVE SEQ START/STOP
Y SWITCH STOP
PRE-SET POSITION
WAIT(60SEC) TK SUC/FILL VALVE
½SEQUENCE STOP REQUEST
½TANK LEVEL BAD PV
½TANK SUC.FILL V
ACTIVATE CHIME(10SEC) DEV ALARM *A1
3 ½TANK SUC/FILL V
STOP PUMP ½SAME AS *A1 MARK POSITION BAD PV
BALLAST DEBALLAST
½TANK SUC/FILL V
V FAIL LIST
BALLAST OR DEBALLAST
FULL CLOSE LEVEL>=LEVEL HH N LEVEL<=LEVEL LL N

DISCHARGE VALVE AND AND
HH ONE-SHOT OFF LL ONE-SHOT OFF
Y Y
ON:LL ONE-SHOT
ON:HH ONE-SHOT
u REDUCE POSITION
PUMP STOP FULL CLOSE TK SUC/FILL VALVE
TK SUC/FILL VALVE
WAIT( SEC)
LEVEL H<=LEVEL
<=LEVEL HH u FULL CLOSE POSTION
SEQ START/STOP
ANDY TK SUC/FILL VALVE
SWITCH STOP H ONE-SHOT OFF
Y
ON:H ONE-SHOT LEVEL LL<=LEVEL

5 <=LEVEL L u
AND
L ONE-SHOT OFF
PRE-SET POSITION
*2 L0:STRIPPING START LEVEL TK SUC/FILL VALVE
*3 PUMP STOP LEVEL DECIDES WHETHER A PUMP IS "STOP PUMP" OR ON:L ONE-SHOT
"STRIPPING PUMP"
*4 D :STRIPPING LEVEL BIAS
PRE-SET POSITION
*5 D :STOP LEVEL BIAS
TK SUC/FILL VALVE

(2) Ballast pump sequence

BALLAST TANK SUCTION/FILLING VALVE SEQUENCE ABNORMAL STOP CONDITION
This sequence is applied to each pump and shown.
1 a) The order of ballast pump

3 ½SAME AS *A1 MARK The order of ballast pump is supplied as follows.
ALL VALVES ARE CLOSED

N (Ballast mode)
Y
NO.1 PUMP 1ST PUMP SET
(SET:ON) <HSBPP1_1ST> S
SEQ START/STOP
SWITCH STOP 1
R
OFF : HH ONE-SHOT
: H ONE-SHOT NO.2 PUMP 1ST PUMP SET
: L ONE-SHOT (SET:ON) <HSBPP2_1ST> S
: LL ONE-SHOT
R 2
2 NO.3 PUMP 1ST PUMP SET

(SET:ON) <HSBPP3_1ST> S
R 3
NO.1 PUMP 2ND PUMP SET

(SET:ON) <HSBPP1_2ND> S
R 4

R 5

R 6
BALLAST MODE SELECT

(SELECT:ON) <XLBAL_MD>
NO.1~3 BALLAST PUMP

SEQ RUN<HSBPP1S_ST OR
HSBPP2S_ST OR HSBPP3S_ST>
(RUN:ON)

(Deballast mode)

(SET:ON) <HSDBPP1_1ST> S X
uvUXGw|twGXz{Gw|twGzlslj{lk
R 7
Ozlslj{avuP
^ csiwwXXz{SskiwwXXz{e
(SET:ON) <HSDBPP2_1ST> S
R 8 Y
uvUYGw|twGXz{Gw|twGzlslj{lk
Ozlslj{avuPG
NO.3 PUMP 1ST PUMP SET _ csiwwYXz{SskiwwYXz{e
(SET:ON) <HSDBPP3_1ST> S
R 9
Z
uvUZGw|twGXz{Gw|twGzlslj{lk
Ozlslj{avuP
` csiwwZXz{SskiwwZXz{e

(SET:ON) <HSDBPP1_2ND> S [
uvUXGw|twGYukGw|twGzlslj{lk
R 10 Ozlslj{avuP
XW csiwwXYukSskiwwXYuke

(SET:ON) <HSDBPP2_2ND> S
\
R 11 uvUYGw|twGYukGw|twGzlslj{lk
Ozlslj{avuP
XX csiwwYYukSskiwwYYuke
(SET:ON) <HSDBPP3_2ND> S
R 12 ]
uvUZGw|twGYukGw|twGzlslj{lk
Ozlslj{avuP
DEBALLAST MODE SELECT XY csiwwZYukSskiwwZYuke
(SELECT:ON) <XLDBAL_MD>
NO.1~3 BALLAST PUMP

SEQ RUN<HSBPP1S_ST OR
HSBPP2S_ST OR HSBPP3S_ST>
(RUN:ON)

3.3.3 Gas Management System The L/D compressor control is composed of the following controller.
L/D Compressor Capacity Controller
General Description Tank Protection Controller (LADEN)
Tank Protection Controller (BALLAST)
Heat transfer to the liquid cargo from the insulation spaces and the cargo tanks
will cause the liquid to boil and vapour to be formed. This is termed the cargo The Control diagram is shown on the Fig.3-3-1
tank boil-off and it must be removed in order to maintain equilibrium within the The tank protection override condition is show on the Fig.3-3-2.
tanks at the designed operating pressure. The volume of boil-off is also increased
on passage due to the energy dissipated by the agitation of the cargo caused by
the motion of the ship.
Gas normally taken from the vapour header, is compressed using the L.D
compressor and is then heated in the boil-off/warm-up heater before being
delivered to the boilers.
Control System
The gas management system is integrated into the IAS system. It covers:
LD compressor control
Tank pressure control
Vent mast control
Forcing vaporizer control
Steam dump control (via the boiler ACC)
The GMS controls the LD compressor control system to maintain gas flow to the
boilers. When the tank’s pressure falls to a set point, the LD compressor will
maintain a pressure above the set point automatically. Tank pressure is
controlled by the tank’s pressure control system in order to generate the amount
of gas which maintains the tank’s pressure at the set point by matching the fuel
gas requirement from the boilers with the available gas in the tanks. If Fuel
Mode is fuel gas, then if the boiler’s requirement exceeds the gas output in the
tanks, the forcing vaporizer is used. In Dual Fuel mode, the shortage is made up
by using additional fuel oil. Any tank over pressure is controlled by the vent
mast control or the steam dump control system, depending on the boiler’s
demand.
The operator will select Laden or Ballast mode via the IAS Schematic C27.
L.D Compressor Control

The L.D compressor’s capacity control is dependent on the boiler fuel gas
control valve position and the vapour header pressure. The compressor capacity
is controlled by split range control - adjustment of inlet guide vanes position and
motor speed.
There are three PID controllers within the LD compressor control system:
Fig. 3-3-1 L/D Compressor Control
PID 1 set point is boiler fuel gas valve position
PID 2 and 3 set point is cargo tank pressure
PID2 and 3 are available for ballast and loaded mode respectively in dual fuel
mode. Outputs are selected automatically from the GMS.

Cargo Tank Pressure Control by Forcing Vaporizer

<XLBI274> 1 BLR FUEL MODE FO *
The system monitors the vapour header pressure in absolute and gauge mode and controls. The operator must first select the
correct voyage mode in which the controllers should operate on the IAS Schematic C41 as follows;
<XLBI346> 1 BLR FUEL MODE DUAL Mode Voyage Pressure Sensor Cargo Tank Pressure Control
Condition Mode Selection Mode
1 Laden Absolute Absolute control for Laden

CARGO TANK
<XLBI474> 2 BLR FUEL MODE FO * PROTECTION ACTIVE
2 Laden Gauge Gauge control for Laden
3 Ballast Gauge Gauge control for Ballast
<XLBI546> 2 BLR FUEL MODE DUAL
The sensors will calculate the appropriate data for the controllers to operate.
<PIALGH018_C> VAPOUR HEADER PRESS.
LOW
MONITOR
Two controllers provide control, one each for laden and ballast voyage. The output controls the forcing vaporizer to
70 kPa
<FICLD15> L/D COMP CAPACITY CONT MODE
maintain flow to the boiler.
(AUTO=ON)
Mode Selection
* Boiler stop condition is included in BLR FO MODE
(1) Voyage Mode
Fig. 3-3-2 Tank Protection Condition The voyage mode selection is furnished in the IAS and used for some controls
IAS CABINET
CCR CONSOLE
Master Gas Valve Control IAS
HPM
The Master gas Valve control is shown as follows. BALLAST
<XCMX006>
FOR CONTROL AND

INDICATION
S
(BALLAST : ON)
<HSVOYAGE_MD>
<XLEG091_07> HPM START UP
R
(ONE-SHOT)
M/GAS CONTROL POSITION “IAS”
<XSMX006_01>
<XLEG091_04> <XSMX006_02>
AND
<XSMX007_01>
M/GAS CONTROL POSITION
“CHANGE OVER" LADEN <XSMX007_02>
<XCMX007>
<VVEG091ACK>
M/GAS CONTROL POSITION

“IAS ACK" MASTER GAS V/V
<HSEG091>
<VVEG091> AND OPEN
M/GAS CONTROL V/V

OPEN/CLOSE
<HSEG091_01> MASTER GAS V/V TO
AND CLOSE MACHINERY
SYSTEM
A CONTACT
TO (BALLAST : ON)
BOILER ACC
CCR CONSOLE IAS INDICATION TO MACHINERY SYSTEM TO BOILER ACC

SWITCH LAMP <HSVOYAGE_MD> A CONTACT A CONTACT
BALLAST BALLAST BALLAST ON ON
LADEN LADEN LADEN OFF OFF

(2) BOG Disposal Mode

The selection for BOG disposal mode is furnished in the IAS and used for some controls.
IAS
CCR CONSOLE
IAS CABINET
CCR CONSOLE IAS INDICATION TO BOILER ACC DUMP
<XCMX008> *1 FOR CONTROL AND

SWITCH *1 LAMP <HSVOYAGE_MD> A CONTACT S INDICATION
(DUMP : ON)
R <HSDUMP_MD>
DUMP DUMP DUMP ON <XSMX008_01>
NON NON NON ON TO BOILER ACC

A CONTACT
(DUMP : ON)
FOR INDICATION
VENT VENT *2 VENT *2 ON NON *2 (NON : ON)
<XCMX009> <HSNON_MD>
*1: When dump mode is selected, Vent mode cannot select.

HPM
When Vent mode is selected, Dump mode cannot select. START-UP
(ONE-SHOT)
Non mode can select at any mode.
<XSMX009_01>
(“ VENT <-> NON <-> DUMP ”)
VENT <XSMX010_01>
*2 : When one of following condition is activated, the mode changes to Non mode. S
*2 FOR CONTROLS AND
<XCMX010> INDICATION
HPM Start-up (ONE-SHOT) R
(VENT : ON)
<HSVENT_MD>
Telegraph Astern (ASTERN : ON)
Vent Inhibit from W/H (INHIBIT : ON)
*1
TELEGRAPH ASTERN <XCMX010_05>
(ASTERN : ON)
<XCMX010_06>
IA S VENT INHIBIT FROM W/H
(INHIBIT : ON)
 <XSMX010_04>

<PIC G H 020> VENT INHIBIT TO W/H
PV PV
PV
LAD EN <FILD BO G P>% LAD EN BA LLAST

SP P ID SP P ID SP P ID
FI <FILD BO G > E U
[D IR E C T] [D IR EC T] [D IR EC T ]
(A BS) (G AU G E) (G AU G E)
ES TIM ATE D
BO G
<PR C G H 018_B L>
<PR C G H 020_LD > <PR C G H 018_LD >
X1 X1
X2 X2
<FIBLBO G P> %
X1 <FIBLBO G > E U
*1 *1 X2
BO G
X1 X2
*1
G A U GE
ABS ABS /G AU G E
S ELEC T O R
(AB S:ON )
<H SVAP PR S_S EL>
X1 X2
LA D EN BA LLAST
LAD EN /BA LLAST
SELE C TIO N F R OM C C R
(BA LLAST :O N )
*2 C O N T .PV >= <H SVO YA GE _M D >
C ON T.S P+1[kPa(A)] S
*1 : W H EN T H E R ELAT ED C ON T R O LLER IS SE LEC TE D ,
*2 C O N T .PV >= R TH E SW IT C H C H AN G E O V ER T O T H E P ID C O N TR O LLER .
C O N T .SP -1[kPa(A)] LAG *2 : C U R R EN T SE LEC TE D C O N T R OL LER
DUMP MODE FROM CCR 1
(D U M P : O N ) 1 + TS : SET F R O M S C H EM AT IC D IS PLAY
<H SD U M P_M D >
TO
<XC M X012>
BO ILE R
AC C
T O F OR C IN G V APO R IZER
F LO W C O N TR O L
G AU G E AB S VA PO R H EA D ER
Fig.3-1 TANK PRESSURE CONTRO L/BO ILER DUM P

Vent Mast Control Vent Mast

Vent control valve CG106 is controlled from the IAS and has four control levels
as follows: (1) Vent Control
The vent control diagram is shown on the Fig. 3-3-1.
Cargo tank protection The IAS controls the vapor header pressure by manipulating the vent control valve.
The 3(three) control levels are applied to this control as follows.
Manual vent inhibit
A. Tank Protection Vent Control.
B. Vent Inhibit.
Vent control at ‘Vent Mode’
C. Vent Control at “VENT” mode.
Manual vent The order of the control priority is ; A>B>C
In the cargo tank protection mode, the vent control valve CG106 will open to full When the vent control valve is under the above controls, the mode of position controller is set to P-AUTO.
flow (100% capacity) when a pressure on the vapour header exceeds the set
value PVH1. The valve will stay in this mode until the pressure registered on the When all of the above controls are not activated, Operator can manipulate the vent control valve by
vapour header drops below PVH2, at which point the valve will close. In the entering setpoint value of throttling valve controller (Inching control).
cargo tank protection mode, the manual vent inhibit and vent control at ‘Vent
Mode’ is disabled and manual operation of the vent valve is not available.
In the manual vent inhibit mode, the vent valve will stay closed while the engine
IA S
telegraph is in astern or if in the wheel house the vent inhibit order is in
operation. In this mode the manual operation of the vent mast valve is not T A N K P R E S S C O N T R O L (R E F E R T O S E C T IO N 3 -3 -1 ) 
available. The cargo tank protection mode will override the manual vent inhibit. 
< PR C G H 01 8_B L> < PR C G H 018_LD > 
In the vent mode, the IAS controls the opening of the vent control valve, CG106, SP GUADE CONT.
P ID
PV SP G U AD E C O N T.
P I D
PV SP ABS C O NT.
P ID
PV
< D IR E C T > < D IR E C T > < D IR E C T >
according to the vapour header pressure while BOG is being routed to the engine
room for burning in the boilers. In this mode the manual operation of the vent
mast valve is not available. G AUG E A B S (A B S :O N ) * : P o sitio n C on trol P o in t
<H S V AP PS _S E L> R e fe r to S ec tio n 2 -6
In the manual vent mode (inching control), this is to be operated during pre-dry BALLAST L A D E N (B A L L A S T :O N )
< H SV O Y A G E _M D >
G AUG E A B S (A B S :O N )
docking and post-dry dock voyage. The operator will manually set the opening < H S VA PP R S _S EL >
(position %) of the vent control valve from the operator’s screen on the IAS. B A LLA S T L A D E N (B A L L A S T :O N )
IN C H IN G C O N T R O L
F R O M D IS P L A Y
< H SV O Y A G E _M D > (O P E N IN G % S E T B Y O P E R A T O R )
MANUAL
VENT
VEN T C O N TR O L A T VEN T M O D E
PV
OUT VENT OFF
O P E N (O U T = 1 0 0 % ) C O N D IT IO N
...P V > S P + 1 k P a (A ) VENT MODE
SP C L O S E (0 U T = 0 % ) C O N D IT IO N FR O M C C R
...P V < S P (IN C A S E O F L A D E N M O D E ) 0% (V E N T : O N )
...P V < S P - 1 k P a (A ) (IN C A S E O F B A L L A S T M O D E ) <H S VE N T_M D >
C o n tro lle r m o d e fix e d to P -A U T O
<XC M X010_03> V E N T IN H IB IT
O FF F R O M W /H
E N G IN E T E L E G R A P H (IN H IB IT : O N )
"IN H IB IT " A T O N <XC M X010_02>
T A N K P R O T E C T IO N V E N T C O N T R O L ASTERN
(A S T E R N :O N )
O P E N (O U T = 1 0 0 % ) C O N D IT IO N OUT
...P V > P V H H k P a O FF
ACT
C L O S E (O U T = 0 % ) C O N D IT IO N "A C T " A T O P E N
...P V 
N O T E : P V H H & P V H I a re p re d e te rm in e d v a lu e
PVHH > PVHI < VR C G H 032> PO SPRO P
A C O N TA C T C LO S E : O N < ZC G H 0 32_01>
D u rin g P V = P V H H ~ P V H I, C o n tro lle r m o d e is P -A U T O
SP = 100%
D u rin g P V le s s e q u a l th a n P V H I, C o n tro lle r m o d e is
P -A U T O , S P = 0 % (O N E -S H O T ) P O S IT O N
< Z IC G H 0 3 2 _ 0 2 >
VENT
MAST
ABS G UAG E
VENT CONTRO L
VAPOR HEADER VALVE
(C G 1 0 6 )

Boil-Off/Warm-Up Gas Heaters FO Boost Up Order
Via the IAS, the outlet temperature of the BOG through the boil-off/warm-up heaters is monitored, with the temperature at The IAS outputs the FO Boost up order to the BMS in case of the BO/WU heater trip.
the outlet from the heater being regulated by the heater inlet valve and heater bypass valve. Manual operation of the control This function is done by the H/W relay logic shown.
valves is not available under control from the IAS, although the manual operation of the PID controller set point.
Under boil-off heater trip conditions the IAS will automatically close the heater inlet valve and open the bypass valve. Both
valves will be locked in this mode until the trip condition is recovered. The boiler controller will receive a signal from the IAS CABINET
IAS of the heater trip and order a change over to F.O. burning only.
HPM
NO.1 BO/WU HTR
ABNORMAL
IA S (NORMAL CLOSE) <XABW005>
FOR
SP * D uring abnorm al condition,
ALARM
T he m o de is fixed to M A N and the ou tpu t is set to 0%
O FF
PV P ID
[R EV E R S E ] NO.1 BO/WU INLET V/V
CLOSE LIMIT SWITCH <HSBW007_01> FOR
< TR C BW 004>
< TR C BW 012> ON
(CLOSE:ON) INDICATION
IN IN
(20m A )100% (20m A)100%

0%
<XABW013>
50 50
NO.2 BO/WU HTR FOR
(4m A ) 0
0 25 50 100%
(4m A ) 0
0 25 50 100%
ABNORMAL ALARM
O U T (D IR E C T ) O U T (R E V ER SE )
(NORMAL CLOSE)
<X A B W 00 5>
<X A B W 01 3>
<ZLLBW015_03> FOR
NO.2 BO/WU HTR INLET V/V INDICATION
< TIC A H LB W 004 > < TC B W 004_0 1> < TC BW 004_0 2>
< TIC A H LB W 012 > < TC B W 012_0 1> (IN LE T) < TC BW 004_0 2> (B Y -P AS S ) CLOSE LIMIT SWITCH
(CLOSE:ON)
B CONTACT
(BOOST UP:OFF)
FO BOOST UP ORDER TO BMS
(B CONTACT BOOST UP : OFF) <XSBW017>
B O /W U H E A T ER
ABNORMAL
N o.n B O /W U H E A T ER (O PE N A T A B N O R )
N O TE
n =1, 2

Forcing Vaporizer
During ballast or laden voyages, cargo tank pressure in fuel gas mode can be
maintained by forcing vaporizer control. Two PID controllers are provided for
ballast or loaded voyage mode.
The IAS controls stripping/spray pump load by motor current, pressure of

IAS
stripping/spray header by tank return valve (CS104, CS204, CS304 or CS404). <PR C G H 018_BL> <PR C G H020_LD >
PV
SP G A UG E C TL PV SP G A U G E C O N T. PV SP AB S C O N T. PV
P ID P ID P ID
The cargo tank temperature can be maintained by adjusting of spray rate (CS105, <D IR ECT> <D IR ECT> <D IRE C T>
2.0 kPa
LO W S
<XC M X014> BO ILER
CS205, CS305 or CS405), if cooldown operation is required.
M O N ITO R
OUT R
BM S
G AU G E A BS 2.5 kP a
H IG H
M O NITO R
The IAS monitors the BOG flow rate and outlet temperature from the forcing B ALLAS T LA D EN
vaporizer and sets the control valves on the forcing vaporizer accordingly. LAG N O .1 C AR G O T ANK
1 STR IP PU M P(R UN :O N )
BOILER GAS 1+Ts M O DE CO N TR O L
FLO W <FIM X011> P1 P2 OF N O .2 C AR G O T ANK
There are three modes at which the forcing vaporizer is operated: P1 - P 2 F LO W C ON TR O LLER STR IP PU M P(R UN :O N )
BO ILER (R EFER T O F ig.3-2-1)
N O .3 C AR G O T ANK
ACC <XC M X012> AN D STR IP PU M P(R UN :O N )
Manual mode EXC ESS BO G N O .4 C AR G O T ANK
DUMP TEM P C O NT RO LLER
(R EFER T O F ig.3-2-2) STR IP PU M P(R UN :O N )
Sequence manual mode <FR CFV006>

C AS
<TR C FV003>
PV FLO W C O NT. SP PV TE MP CO N T. SP
P ID LO W LIMIT P ID
Sequence cascade mode <R EV ER S E>
<FIFV 006M IN P>%

<DIR EC T>
<FIFV 006M IN >
In manual mode, the control parameters are set locally by the operator for BOG <FIC FV 006> <FC FV006_01> <TIC AH LFV003> <TC FV003_01>
flow and temperature.
FLO W
C OM PEN SATIO N
FO R C IN G VA PO R IZE R
The pressure and the temperature of the BOG on the forcing vaporizer outlet is P LIQ U ID S UP PLY V ALVE .
(O PE N :O N )
measured and controlled. The forcing vaporizer control diagram is. TO LO W D U TY D EM ISTER
FOR C IN G
C OM PR ESSOR VAPOR IZER
ST RIP H EADER
(1) Forcing Vaporizer Outlet Flow Control
A BS GAUGE
VAPO R H EAD ER
a) Set-point of Flow Controller

The set-point of the flow controller is set as the required vaporized flow.
Required vaporized flow = Boiler Gas flow – Available Gas flow

(Flow Cont.SP) (Boiler Demand)
The available gas flow is calculated as the result of the tank pressure control
b) Flow Controller Mode Control

The IAS manipulates the mode and the output of the flow controller
according to the plant condition.
This control diagram is shown.

(2) Forcing Vaporizer Outlet Temperature Control
(a) Set-point of Temperature Controller

The set-point of the flow controller is set by the operator.
(b) Temperature Controller Mode Control

The IAS manipulates the mode and the output of the temperature controller according to the plant condition.
This control diagram is shown.
TEMP CONT.
FLOW CONT. MAN MODE
MAN MODE (MAN:ON)
(MAN:ON) <TRCFV003>
<FRCFV006>
F/V LIQ SUPPLY VALVE F/V LIQ SUPPLY VALVE

OPEN LIMIT SW
(OPEN:ON) OPEN LIMIT SW
<ZLHFV013_02> (OPEN:ON)
<ZLHFV013_02>
NO.1 TK STRIP
PUMP FLOW CONT.
(RUN:ON) MODE=MAN NO.1 TK STRIP
<RLCS001_03> OP=10% TEMP CONT.
PUMP
ONE-SHOT MODE=MAN
(RUN:ON)
NO.2 TK SPRAY OP=10%
PUMP <RLCS001_03>
(RUN:ON) ONE-SHOT
<RLCS004_03>
NO.2 TK SPRAY
PUMP
(RUN:ON)
<RLCS004_03>
NO.3 TK SPRAY
PUMP
(RUN:ON)
<RLCS007_03> S
FLOW CONT. NO.3 TK SPRAY
NO.4 TK SPRAY R 5 sec MODE=CAS
PUMP PUMP
(RUN:ON) ONE-SHOT
(RUN:ON)
<RLCS010_03>
<RLCS007_03>
S
TEMP.CONT.
NO.4 TK SPRAY R 5 sec MODE=AUTO
PUMP
(RUN:ON) ONE-SHOT
<RLCS010_03>
* When the mode of the flow controller is “MAN”, the above logic does not manipulate the controller.
* When the mode of the flow controller is “CAS”, the set-point is provided from the tank pressure control.
* When the mode of the flow controller transit to “CAS”, the output is hold for 5 seconds and then switched to * When the mode of the temperature controller is “MAN”, the above logic does not manipulate the controller.
“CAS”. * When the mode of the temperature controller transit to “AUTO”, the output is hold for 5 seconds and then switched to
“AUTO”.

Stripping / Spray Pump Control & Spray Header press Control
• Stripping / Spray Pump Control

• Spray Header Press. Control
Primary Controller
Operator Pressure
Controller Primary Controller
Load
Operator
P Controller
CAS CAS
Operator Operator
AUTO Secondary AUTO Secondary
Controller Controller
Position Position
Controller Controller
wU
P P
T T
m
Load
Calculation
Stripping / Spray Pump

Part 4
Cargo and Ballast System
CL406
FROM E/R
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
Illustration 4.2a Cargo Piping System
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
No.1 HIGH DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
GOLAR LNG LIMITED
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
CG701 CG001 CG801
79
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202
CS211
STRIPPING/SPRAY MAIN
CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
STRIPPING LINE
LNG LIQUID LINE
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102
Part 4 Cargo and Ballast System

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

4.2 Cargo Piping System The Inert Gas and Dry-Air System (section 4.11), located in the Engine Room, is 4.2.1 Liquid Line
used to supply inert gas or dry air to the cargo tanks via piping which connects
Description with the main cargo system through a double, non-return valve to avoid gas The system comprises a 600\450A butt welded, cryogenic stainless steel pipeline
returning to the engine room. connecting each of the four cargo tanks to the loading/discharge manifolds at the
The cargo piping system is illustrated in a simplified perspective drawing ship’s side by means of a common line.
showing only the principal features of the system. All of the cargo piping is welded to reduce the possibility of joint leakage.
Flanged connections are electrically bonded by means of straps provided At each tank liquid dome there is a manifold which connects to the loading and
Liquid cargo is loaded and discharged via the two crossover lines at midships between flanges to ensure that differences in potential, due to static electricity discharge lines from the tank to allow for the loading and discharge of cargo.
and is delivered to and from each cargo tank liquid dome via the liquid header between cargo and other deck piping, tanks, valves and other equipment, are
which runs fore and aft along the trunk deck. Each crossover line at midships avoided. This manifold on the liquid dome connects to the tank discharge lines from the
separates into two loading/discharging connections, port and starboard, making a port and starboard cargo pumps, the loading line, emergency pump well and
total of four loading/discharge connections on each side of the ship. Both liquid and vapour systems have been designed in such a way that expansion spray line
and contraction are absorbed in the piping configuration. This is done by means
The cargo tank vapour domes are maintained in communication with each other of expansion loops and bellows on liquid and vapour piping respectively. No.2 and 3 tanks also have the facility to fill the discharge line prior to start of
by the vapour header running fore and aft along the trunk deck. The vapour main cargo pumps to prevent pressure surge.
also has a cross connection at the midship manifold for use in regulating tank Fixed and sliding pipe supports and guides are provided to ensure that pipe
pressures when loading and discharging. stresses are kept within acceptable limits. At certain points along the liquid line, blank flanges and sample points are fitted
to facilitate inerting and aeration of system during refit.
When loading, the vapour header and crossover, together with the HD All sections of liquid piping that can be isolated, and thus possibly trapping
compressors, are used to return the displaced gas from the tanks back to the liquid between closed valves, are provided with safety valves which relieve All sections of the liquid line outside the cargo tanks are insulated with a rigid
shore installation. When discharging, the vapour header is used in conjunction excess pressure to the nearest vapour dome. This is a safety measure, although polyurethane foam, covered with a moulded GRP cover to act as a tough water
with either the vapour crossover, or a vaporizer, to supply gas to the tanks to normal working practice is to allow any remaining liquid to warm up and boil off and vapour tight barrier
replace the outgoing liquid cargo. before closing any such valves.
4.2.2 Vapour Line
The stripping/spray line can be connected to the liquid crossover lines and can be All major valves such as the midships manifold (port and starboard) valves, also
used to drain or to cool down each cargo tank, and also to spray during called ESD Manifold Valves, and individual tank loading and discharge valves, The system comprises a 700\600\500\350A cryogenic stainless steel pipeline
discharging if the return vapour is insufficient. are remotely power operated from the IAS, so that all normal cargo operations connecting each of the four cargo tanks by means of a common line to the ship
can be carried out from the Cargo Control Room(CCR). side vapour manifold, the compressor room and the forward vent mast.
The vapour header and stripping/spray headers are both connected to the vapour
dome of each tank. The vapour domes also house the tank safety valves, pressure When an ESD is activated, the manifold valves are closed, discontinuing loading The line to the cargo compressor room allows for the vapour to be used in the
pick up and three sample points. The spray line on each tank consists of two or unloading operations. following manner:
spray assemblies inside the tank at the top to distribute the incoming liquid into
several spray nozzles in order to assist in evaporation and thus achieve a better A non-return valve is fitted at the discharge flange of each cargo pump. A 6 mm Sent ashore during cargo loading by means of the HD compressors in order to
cool down rate. hole is drilled in the valve disc to allow the tank discharge lines to drain down control pressure in the cargo tanks.
and be gas freed. Non-return valves are also fitted at the discharge flange of the
The stripping/spray, liquid and vapour headers have branches to and from the compressors. The spray/stripping and emergency cargo pump discharge lines During ballast/loaded voyages the boil-off gas is sent to the engine room via
cargo auxiliary’s room with connections to the compressors, heaters and have non-return valves located directly after the hydraulically operated discharge the LD compressors and heater for use as fuel in the boilers.
vaporizer for various auxiliary functions. Removable bends are supplied for valves.
fitting where necessary to allow cross-connection between the various pipework During repair periods the gas to be vapourised and used to purge-dry the cargo
for infrequent uses such as preparing for dry dock and recommissioning after dry A small 6 mm diameter spray nozzle is also fitted at the top of each cargo pump tanks.
dock. discharge line inside the tank to cool down the pump tower leg in order to
maintain a cold temperature through the complete discharge. The line to the forward riser acts as a safety valve to all tanks and is used to
The vapour header connects the vapour domes to each other for the venting of control the tank pressure during normal operations.
boil off gas, which discharges to atmosphere through vent mast riser No.1. The Note !
vapour main also directs the boil-off gas to the engine room for gas burning, via Electrical bonding by means of straps is provided between bolted flanges. At certain points along the vapour line, blank flanges and sample points are fitted
the LD compressors and boil-off/warm-up gas heaters. Whenever a section of pipe or piece of equipment is unbolted, the bonding straps to facilitate inerting and aeration of system during refit.
MUST be replaced when the flanged joint is re-made.
All sections of the vapour line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water
and vapour tight barrier.

4.2.3 Spray Line 4.2.5 Fuel Gas Line
The system comprises a 80/65A butt welded, cryogenic stainless steel pipeline During transportation of LNG at sea, gas vapour is produced due to the transfer
connecting the spray pump in each of the four cargo tanks to the stripping/spray of heat from the outside sea and air, through the tank insulation; also energy is
header and serves the following functions by supplying LNG to: absorbed from the cargo motion due to the vessel’s movement.
Spray rails in each tank, used for tank cool down and gas generation Under normal power conditions, the boil-off gas is used as a means of fuel in the
Main liquid line, used for cooling down lines prior to cargo operations ship’s boilers.
Priming of discharge lines in No.2 and 3 cargo tanks to prevent line
surge when starting main cargo pumps The gas vapour is taken from the vapour header and passed through the mist
Supply of LNG or LN2 to vaporizers for gas generation to compressors separator, then on into the LD Compressors. It then passes through the boil-off
and heaters /warm up heater before going to the ship’s boilers where it is burnt as fuel.
At certain points along the spray line, blank flanges and sample points are fitted 4.2.6 Vent Line
to facilitate inerting and aeration of system during refit.
During normal operations the pressure in the tanks is controlled by the use of the
All sections of the spray line outside the cargo tanks are insulated with a rigid boil-off gas in the boilers as fuel, or controlled via the forward vent mast and the
polyurethane foam covered with a moulded GRP cover to act as a tough water common vapour line.
Each cargo tank is also fitted with an independent means of venting, comprising
4.2.4 Gas Line (One Tank Operation) of two 250A lines exiting the tank top into their own pilot operated relief valve.
From here the gas passes through a 300A and/or 450A line into a vent mast
The system comprises a 300A pipeline which can be connected to the vapour where it is vented to atmosphere.
line and the forward vent mast for use when ‘One Tank Operation’ is required.
All vent mast are protected by the N2 purge fire smothering system.
The use of this line enables a single tank to be isolated and repair work carried
out without having to warm up and inert the whole vessel. At certain points along the vent line, sample points are fitted to facilitate inerting
and aeration of system during refit.
Connection to each individual tank is by means of a spool piece between the
200A blank flanges situated at each vapour dome on the vapour and gas header. Sections of the vent line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water
During single tank operations it is possible to connect to the Inert Gas Generator
by means of a spool piece. 4.2.7 Inerting/Aeration Line
At certain points along the gas header, blank flanges and sample points are fitted The system comprises of a 450 mm flanged line which supplies inert gas/dry air
to facilitate inerting and aeration of system during refit. to the cargo tanks and pipelines for inerting and drying during refit periods.
The inert gas/dry air is supplied from the inert gas plant situated in the engine
room.
The line is connected to the gas header and the liquid header by means of a spool
piece.
By selective use of the spool pieces and flexible hoses it is possible to

inert/aerate all or a single cargo tank.

Illustration 4.3.1a Main Pumps
Liquid : LNG Pump Charteristic Curve

Rated Flow : 1700 m3/h
Rated Head : 155m
Main Cargo Pump
Electrical Cable Specific Gravity : 0.5
Impeller Trim : 625mm
220 550
Pump Discharge Head
200 500
Shaft Power at 0.5 SG
180 450
Miniumu Continouous
160 Flow (557m/h) 400
Junction Box H
Cooling/Lubricating Filter
140 350
120 Maximum Flow 300

Lifting Eyebolt Head(m), Efficiency (%)
(2040 m3/h)
and Power (kW)
NPSHR/Pump Down x 100(m) 100 250
Efficiency
80 200
60 150
Upper Bearing
40 100
NPSHR
20 50
Pump Down
0 0
Stator 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
Flow (m3/h)
Representative Motor Performance Data (Calculated)

522.2kW/700HP/440V/60Hz/Y500
Rotor 1000 100 1800
Speed (RPM) Effciency (%)
900 90 1799
Power Factor (%)
Lower Bearing
800 80 1798
700 70 1797
600 60 1796
Automatic Thrust
Ppwer Input (kW) Efficiency (%)
Balancing Device and and
Shaft Speed
500 50 1795 (RPM)
Current (amps) Power Factor (%)
Impeller Current (amps)
400 40 1794
300 30 1793
200 20 1792
Input Power(kW)
Pump Inlet
100 10 1791
0 0 1790
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700
Shaft Power Out (kw)

4.3 Cargo Pumps Starting Procedure for the Main Cargo Pumps Starting Procedure for the Stripping/Spray Pumps
General Description a) Check to confirm that no pumps are in starting phase. a) Select the mimic display for the stripping/spray pump’s operation.
The ship is fitted with submerged, electric, single-stage (the stripping/spray b) Select the cargo mimics display. b) Choose the pump discharge valve symbol for the pump to be started.
pumps are two-stage), centrifugal cargo pumps manufactured by Ebara The following information appears on the bottom right hand corner
c) Choose the discharge valve symbol for the pump to be started. of the screen in the ‘change zone’.
Cryodynamics. They are installed at the bottom of each tank.
The following information appears on the lower side of the screen in the change Valve’s reference
Two sizes of pump, main cargo and stripping/spray pumps are installed as fixed zone. % OPEN
units, i.e. two main cargo pumps and one stripping/spray pump per tank. % CLOSE
Valve’s reference
In addition, provision is made at each tank to introduce an emergency cargo % OPEN c) Open the discharge valve to 25% (maximum). If the valve position
pump in case of total cargo pump failure. One emergency pump is available on % CLOSE does not correspond to the request, a time-out (valve failed) alarm is
each ship. displayed.
d) Open the discharge valve to 25% (maximum). If the valve position
Operation does not correspond to the request, a time-out (valve failed) alarm d) Choose the pump symbol for starting the pump. The following
is displayed. The valve will change to the line process colour. information appears on the lower side of the screen in the ‘change
The cargo pumps are started and stopped from the Cargo Control Room (CCR) zone’.
mainly via the IAS Schematic display C03 and C04. e) Choose the pump symbol for starting the pump. The following Pump’s reference
And the associated Group displays. These are also accessed through the loading information appears on the lower side of the screen in the ‘change START
and unloading plans and monitor Schematic Displays. They will also be zone’. STOP
automatically stopped in the event of various shut down trips being activated Pump’s reference Valve’s reference
both in relation to the cargo system and the pumps themselves. START OPEN
STOP STOP
Each cargo pump electric motor is protected from: Valve’s reference CLOSE
Overload (over current) OPEN
STOP e) Start the associated stripping/spray pump.
Low-current (no load operation) CLOSE
Imbalance between phases (single-phasing)
Start the associated main cargo pump. Once the pump has started (the pump
Too long starting. symbol changes from ‘White’ stop to run ‘Green’) open the discharge valve
gradually from the operator station via the incremental button, to give the
Under normal circumstances, the cargo pumps are direct on-line started. required flow-rate.
The power supply to the cargo pump motors is made available via cargo The discharge pressure and pump motor amps are monitored and adjusted to
switchboards which are arranged in two independent sections that are normally ensure the most efficient operation as indicated on the pump performance graph,
operated as coupled, via bus-tie connection, or independently. No.1 cargo with due regard being taken of the head of liquid on the pump discharge flange.
switchboard supplies the No.1 pumps in all four tanks, while No.2 cargo
switchboard supplies the No.2 cargo pumps. The manifold On-Off valves are controlled from the mimic screen, the states of
which are indicated from limit switches.
Each of the cargo switchboards can be supplied by either, or both, of the main
switchboards. Note !
The starting duration is 7 seconds for each pump.
Due to high electrical load imposed on the cargo switchboards by the running of
main cargo pumps, there is a limitation on the number of pumps that can be run
depending on the electrical power management system (start block).
The pumps should be started individually and sequentially, as required, with the
pump discharge valve open (approximately 5%).

Illustration 4.3.1a Main Pumps
Liquid : LNG Pump Charteristic Curve

Rated Head : 155m
Main Cargo Pump
Electrical Cable Specific Gravity : 0.5
Impeller Trim : 625mm
220 550
Pump Discharge Head
200 500
Shaft Power at 0.5 SG
180 450
Miniumu Continouous
160 Flow (557m/h) 400
Junction Box H
140 350
120 Maximum Flow 300

Lifting Eyebolt Head(m), Efficiency (%)
(2040 m3/h)
and Power (kW)
NPSHR/Pump Down x 100(m) 100 250
Efficiency
80 200
60 150
Upper Bearing
40 100
NPSHR
20 50
Pump Down
0 0
Stator 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200
Flow (m3/h)

522.2kW/700HP/440V/60Hz/Y500
Rotor 1000 100 1800
Speed (RPM) Effciency (%)
900 90 1799
Power Factor (%)
Lower Bearing
800 80 1798
700 70 1797
600 60 1796
Automatic Thrust
Ppwer Input (kW) Efficiency (%)
Balancing Device and and
Shaft Speed
500 50 1795 (RPM)
Current (amps) Power Factor (%)
Impeller Current (amps)
400 40 1794
300 30 1793
200 20 1792
Input Power(kW)
Pump Inlet
100 10 1791
0 0 1790
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700
Shaft Power Out (kw)

4.3.1 Main Cargo Pumps The cargo pumps will be automatically stopped should any of the following Restart of pumps in normal operation is restricted depending on the liquid level
(See Illustration 4.3.1a) occur: above the submerged electric motor. Pumps may not be restarted with tank liquid
level below 900 mm.
Specification 1) Cargo tank pressure below, or equal to, primary insulation space
pressure plus 0.5 kPa (ESDS: Cargo Tank Protection). 1) Normal start-up
Manufacturer: Ebara International Corporation - 1st restart : minimum 5 minutes after shut down
Pump model: 12EC-24 2) Vapour header pressure below or equal to atmospheric pressure plus - 2nd restart : 15 minutes after 1st restart
Number of stages: 1 0.3 kPa. - 3rd restart : 15 minutes after 2nd restart
Operating temperature: -163°C No more than 4 restarts within one hour
Capacity rated flow: 1,700 m3/h 3) Extreme high level in cargo tank (99% volume).
Rated head: 155 m 2) Emergency start-up
Power rated: 448.4 kW (Motor rated at 522.2 kW) 4) Activation of emergency shut down trip: For liquid level below motor centerline (approximately 1.5 m liquid in
Efficiency: 80.8% (10 push buttons and 12 fusible elements) (ESDS: Stage 1) tank), restart after 30 minutes and not more than 2 restarts within one
Rotational speed: 1,780 rpm hour,
Minimum starting level: 0.89 m 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
down (ESDS: Stage 1). Note !
Each main cargo pump is rated to discharge 1,700 m3/h at 155 m head of LNG. In case of a sustained locked rotor start, attempt to restart only after 30 minutes
For optimum discharge results, bulk discharge will be carried out with 8 pumps 6) Motor single-phasing. and with no more than 2 restarts total.
running in parallel.
7) Low motor current. Quantities of cargo remaining in tanks after stripping refer to chapt. 6.6.3
The pump discharge valves will be throttled to ensure optimum performance as discharging.
indicated by the pump performance graph. 8) High motor current (electrical overload).
During the course of discharge, changes in flow rate and tank levels will alter 9) Low discharge pressure with time delay at starting.
these readings and the discharge valve will have to be readjusted accordingly.
10) Cargo Control Room stop.
Under normal conditions it should be possible to maintain the full discharge rate
until the tank level approaches approximately 2.3 m, at which time the pump will 11) Activation of ESDS stage 2.
start to cavitate and lose suction as indicated by fluctuations in the discharge
pressure and ammeter readings. 12) Cargo tank level low.
The discharge valves should be throttled to stabilise conditions and one pump ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the
stopped if necessary. The remaining pump should be progressively throttled in to tank(s) in question.
maintain suction and to prevent the operation of the low discharge pressure trip,
until a level of approximately 0.37 m is reached. Note !
An insulation test of all pumps is to be carried out after leaving the loading port
By trimming the vessel 1 meter or more by the stern, it should be possible to in order to establish that all pumps are operational and to allow time for the
reduce the amount of liquid remaining in the tanks before the pumps are stopped. installation of the emergency cargo pump should it be necessary. Disconnect the
Adjust the trim carefully at the end of discharging cargo to give an even keel for insulation monitor at terminal 6 before carrying out this test.
gauging.
Note !
The cargo pumps may be run in closed circuit on their own tanks by opening the Pump should not be started or operated against closed discharge valve due to
loading valve. This may be required if the discharge is temporarily halted when potential damage which may result due to insufficient cooling and lubrication for
the tanks are at low level, thereby avoiding the problems of restarting with low motor and bearing and excessive vibration levels associated with zero flow
level and low discharge pressure. conditions.
The pump shall be tested before arrival discharge port on calm sea condition, and
during loading when the tank level is about 4~5 m subject to terminal’s
acceptance.

Illustration 4.3.2a Stripping/Spray Pumps
Electrical Cable
Liquid : LNG Pump Characteristic Curve
Specific Gravity : 0.5
Lifting Eyebolt
Stripping / Spray Pump
Rated Head : 135m
Lifting Eyebolt Pump Discharge
Impeller Trim : 209m
200 2.0
180
Minimum Cont. Shaft Power at 0.5SG 1.8
Head Flow (16.0m3/h)
160 1.6
Maximum
Junction Box Flow(60.0m3/h) 1.4
140
Head (m), Efficiency (%) 120 1.2
& Power (kW)
NPSH/Pump Down x 100(m) 100 1.0
80 0.8
Efficiency 0.6
60
NPSHR
40 0.4
Upper Bearing
Rotor Pumpdown
20 0.2
0 0
Stator
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
Flow (m3/h)

22.4 Kw / 30HP / 440V / 60HZ / Y250
Automatic Thrust 100 3600

Lower Bearing Balancing Device
90
Efficiency (%) 3590
Upper Impeller Speed (RPM)
Power Factor (%)
80 3580
70 3570
60 3560
Power Input(kW), Current(Ampps),
Lower Impeller 50 3550 Shaft Speed (rpm)
Efficency(%)
and Power Factor(%) Current (Amperes)
40 3540
Pump Inlet
30 kW Input (kW) 3530
20 3520
Inlet Filter
10 3510
0 0
0 5 10 15 20 25 30
Shaft Power Output(kW)

4.3.2 Stripping/Spray Pumps 3) Extreme high level in cargo tank (99% volume).
(See Illustration 4.3.2a)
4) Activation of Emergency Shut Down System trip:
Specification (10 push-buttons and 12 fusible elements) (ESDS: Stage 1).
Manufacturer: Ebara International Corporation 5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-
Pump model: 2EC-092 down (ESDS: Stage 1).
Number of stages: 2
Operating temperature: -163°C 6) Motor single-phasing.
Capacity rated flow: 50 m3/h
Rated head: 135 m 7) Low motor current.
Power rated: 16.9 kW (Motor rated at 22.4 kW)
Efficiency: 54.4% 8) High motor current (Electrical overload).
Rotational speed: 3,560 rpm
9) Low discharge pressure with time delay at starting.
A stripping/spray pump is installed in each tank for cooling purposes and for
forced vaporization of LNG. It is rated at 50 m3/h at 135 m head of LNG. 10) Cargo Control Room stop.
The pumps are started and stopped from the CCR via the IAS. In an emergency 11) Activation of ESDS stage 2.
all pumps will be stopped by activation of the Emergency Shut Down System
trip. 12) Cargo tank level low low.
The instances when these pumps can be used are: Note !

An insulation resistance test of all pumps is to be carried out after leaving the
1) To cool down the liquid header prior to discharging. loading port in order to establish that all pumps are operational and to allow time
for the installation of the emergency cargo pump should it be necessary.
2) To cool the cargo tank during ballast voyage prior to arrival at the
loading terminal by discharging LNG to the spray rails in the tanks. Restart of pumps in normal operation are restricted depending on the liquid level
above the submerged electric motor. Pumps may not be restarted with tank liquid
3) To pump LNG from the tanks to the forcing vaporizer or LNG level below 300 mm.
Vaporizer (emergency case) when forced vaporization of LNG in the
boilers is required. 3) Normal start-up
- 1st restart : minimum 5 minutes after shut down
4) To enable each cargo tank to be stripped as dry as possible for - 2nd restart : 15 minutes after 1st restart
reasons such as technical stop involving cargo tank entry. - 3rd restart : 15 minutes after 2nd restart
No more than 4 restarts within one hour
Whenever possible the stripping/spray pump should be started early enough to
avoid possible starting problems due to very low tank levels (about 0.5 m 4) Emergency start-up
minimum). For liquid level below motor centerline (approximately 0.56 m liquid in
tank), restart after 30 minutes and not more than 2 restarts within one
The stripping/spray pumps will be stopped automatically should any of the hour.
following occur:
Note !
1) Cargo tank pressure below or equal to primary insulation space In case of a sustained locked rotor start, attempt to restart only after 30 minutes
pressure plus 0.5 kPa (ESDS: Cargo tank protection). and with no more than 2 restarts total.
2) Vapour header pressure below or equal to atmospheric pressure plus Quantities of cargo remaining in tanks after stripping refer to chapt. 6.6.3
0.3 kPa (ESDS: Stage 1). discharging.

Illustration 4.3.3a Emergency Cargo Pump
Liquid
Specific Gravity
:
:
LNG
0.5
Pump Characteristic Curve
Rated Flow
Rated Head
:
:
50 m3/h
135m
Emergency Pump
Impeller Trim : 209m
200 2.00
Head
175 1.75
Minimum Cont.
Flow (196m3/h)
150 1.50
Shaft Power at 0.5SG
125 1.25
Head(m), Power(kW)
Maximum Flow
& NPSH /
(660m3/h)
Efficiency(%) Pumpdown (m)
100 1.00
Top Bearing
75 NPSHR 0.75
Shaft
Efficiency
50 0.50
25 0.25
Pumpdown
0 0.00
Rotor
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
Flow (m3/h)
Stator

223.8kW / 300HP / 440V / 60HZ / Y400
500 100 3600

Power Factor(%)
450 90 3590
Efficiency(%)
400 80 3580
Lower Bearing Speed (RPM) Current (Ampere)
350 70 3570
Power Input (kW) 300 60 Efficiency (%) 3560

Automatic Thrust
Balancing Device and and Shafr Speed (RPM)
Current (amps) 250 50 Power Factor (%) 3550
200 40 3540
Input Power (kW)
Impeller 150 30 3530
100 20 3520
50 10 3510
Pump Inlet 0
0 0
0 50 100 150 200 250 300
Shaft Power Ouptput (kW)

4.3.3 Emergency Cargo Pump Restart of pumps in normal operation is restricted depending on the liquid level
(See Illustration 4.3.3a, See Procedure 7.4 for details of Installation) above the submerged electric motor. Pumps may not be restarted with tank liquid
level below 800 mm.
Specification
Manufacturer: Ebara International Corporation 5) Normal start-up
Pump model: 8ECR-12 - 1st restart : minimum 5 minutes after shut down
Number of stages: 1 - 2nd restart : 15 minutes after 1st restart
Operating temperature: -163°C - 3rd restart : 15 minutes after 2nd restart
Capacity rated flow: 550 m3/h No more than 4 restarts within one hour
Rated head: 155 m
Power rated: 171 kW (Motor rated at 223.8 kW) 6) Emergency start-up
Efficiency: 67.8% For liquid level below motor centerline (approximately 1.6 m liquid in
Rotational speed: 3,560 rpm tank), restart after 30 minutes and not more than two (2) restarts within
Minimum starting level: 0.86 m one hour.
Each cargo tank is equipped with an emergency pump well or column. Note !
In case of a sustained locked rotor start, attempt to restart only after 30 minutes
This pump well has a foot valve which is held in the closed position by highly and with no more than 2 restarts total.
loaded springs.
Should a failure of either one or both main cargo pumps in one tank require the
use of the emergency pump, the emergency pump is lowered into the emergency
pump well after the well has been purged with nitrogen.
The weight of the emergency pump overcomes the compression of the springs to
open the foot valve.
A small flow of nitrogen should be maintained whilst the pump is being installed.
(See section 7.5 Emergency Cargo Pump Installation)
Note !
Before undertaking this operation it is important to reduce the tank pressure to
near to atmospheric pressure and to keep it at this level throughout the entire
operation.
Electrical connections are made to the fixed junction box which is located
adjacent to each pump well.
A dedicated starter is available with one circuit breaker which is placed in No.1
cargo switchboard. This starter supplies all 4 fixed junction boxes.
All safety devices are transferred to the emergency pump when the circuit
breaker is engaged, as they are the same for the main cargo pumps.
Note !
An insulation test of all pumps is to be carried out after leaving the loading port
in order to establish that all pumps are operational and to allow time for the
installation of the emergency cargo pump should it be necessary.

Illustration 4.4.1a HD Compressor
VENT
POWER ON
PSLL PSL
11 11 PI PSLL PSLL PSL TSHH L L EMS
8B 8A 8C 8C 10
PT
EMERGENCY POWER ON EMERGENCY
8
D STOP STOP
PCV
11 5
TE TE TE L L L
PI
8 9A 9F
SEAL GAS FI
11 COMPRESSOR READY TO START READY TO START
RUNNING COMPRESSOR AUX. L.O. PUMP
GEAR BOX
PCVٞ
3
PI 5
PCV
INSTRUMENT AIR 8
DRTD
SURGE CONTROL
ZI PDI FI FIC FI
11 B BULKHEAD
3A 1 3 1 SEAL
PI TI PT PT TE TE
2 2 2 2 2A 2B
E-MOTOR
C C
S A TI
PROCESS GAS OUT 8
OIL FILTER
I/P FT
FY 1
1 PI TI
BULKHEAD
1 1
ZSL V CV PDI PDI PDT

F PSV 7A 7B 7
1 6A 6A 6A
1
PROCESS GAS IN OP
Compressor Set :
6A 6 bar 1.5
FE IGV
1 A MAIN
OIL PUMP V DVٞ COMPRESSOR ROOM
PSV
6B 6B 6
MOTOR ROOM
YE AUX.
OIL
9 L.O. OP
F CV COOLER V LOCKED
PUMP 6B
5C FILL V 6B 6F OPEN
DV 6C
TE
1 B
1
LSL LOCKED
OPEN EM
5
6
TCV
LG 6
ZSL
3 5
START STOP
TSH
PCV L.O. PUMP L.O. PUMP
ZE 5 TI
3C ZI OIL TANK
3 5A HSH HSH EMLH OIL PUMP TI
3
6 6 RUNNING 6A
TSL
5 TI
P
PI
H
TCV
5 5
DAC
3 F F WATER
PCV
3B HIC ZS HS 5A 5B IN
3 3 3 EMY
L/R 6 WATER
PI
OUT
AUX. READY TO AUX. L.O. PUMP
DV L.O. PUMP START AUX. OVERLOAD
5 RUNNING L.O. PUMP
HY
PCV 3
3A I/P
REMOTE REMOTE
REMOTE CONTROL SIGNAL START STOP
4-20mA STEAM INLET STEAM OUTLET

4.4 Cargo Compressors Compressor Systems The L.O. system feeds the following:
Journal bearing on both sides of the high-speed shaft
4.4.1 HD Compressors Seal Gas System
Journal bearing on the driven end of the low speed shaft
Two high duty (HD) compressors, installed in the compressor room on deck, are The seal gas system is provided to prevent LO. mist from entering the process
Integral thrust and journal bearing on the non-driven end of low speed
provided for handling gaseous fluids, LNG vapour and various mixtures of LNG stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox
vapour, inert gas or air during the cooling down, cargo operation and tank and into the LO. system. Seal gas is nitrogen produced by the nitrogen generators shaft
treatments. on board.
Sprayers for the gear wheels
Two low duty (LD) compressors, installed in the compressor room on deck, are The seal gas is injected into the carbon ring with back-up labyrinth type seals HD compressors’ bulkhead seals
provided for handling the LNG vapour for the boiler produced by the natural boil between the gearbox shaft bearing and the compressor wheel.
off and forced vaporization, which is used as fuel. Surge Control System
The system is maintained by a pressure control valve where seal gas pressure is
The HD and LD compressors are driven by electric motors, installed in an always higher than the suction pressure (usually adjusted at 30 kPa). An automatic surge control system is provided to ensure that the compressor
electric motor room segregated from the compressor room by a gas tight flow rate does not fall below the designed minimum during start-up and steady
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal. Seal gas entering the gearbox from the shaft seals is returned to the LO. sump, state operation. Below this rate, the gas flow will not be stable and the
separated from the oil and vented to atmosphere through No.4 vent mast. compressor will be liable to surge, causing shaft vibration which may result in
HD Compressors damage to the compressor.
Manufacturer: Cryostar After a period of more than 8 days of non-operation, the unit must be purged
Model: CM 400/55 - HD with dry and warm nitrogen. As long as the seal gas system is operated, the All the HD compressors are equipped with an automatic surge control system
Type: Centrifugal. Single stage. Fixed speed machine can be left in the stand-by mode for extended periods of time. which consists of:
with adjustable guide vanes.
Volume flow: 35,000 m3/h A flow transmitter
LO. System
Inlet pressure: 106 kPa Suction and discharge pressure transmitter
Outlet pressure: 196 kPa LO. in the system is stored in a vented 400 liters LO. sump. An integrated steam
Inlet temperature: -140°C immersion heater with thermostatic temperature control valve is fitted in the A ratio station
Shaft speed: 11,200 rpm sump to maintain a constant positive temperature and avoid condensation when An anti-surge controller
Motor speed: 3,580 rpm the compressors are stopped. The heater will automatically switch off at 25°C
Rated motor power: 1000 kW LO temperature. The auxiliary LO. pump dose not operate below 15°C. A surge control valve on the gas stream
Inlet guide vanes setting: -30 to +80 deg
Efficiency: 80% LO. is supplied from the sump through separate suction strainer screens and one On the basis of a preset ratio between the gas flow and compressor differential
of the 2 LO. pumps. The discharge from the pumps is through check valves to a pressure signals, the anti-surge controller produces a signal which modulates a
The compressors are operated locally or from the IAS in CCR. The following common LO. supply line feeding the gearbox, bearings and bulkhead seal. The compressor surge control valve.
conditions trip the compressors: main operational pump is driven by the high speed shaft gear. Upon failure of the
driven pump, the standby electric motor driven auxiliary pump is energised Inlet Guide Vanes
Safeties in ESDS and Tank protection system :
immediately. The standby electric motor driven auxiliary pump is also used
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0.5 kPa during start up of the compressors. The LO. passes through a fresh water cooled To achieve the required gas flow, the compressors have inlet guide vanes fitted
oil cooler and a 3-way temperature control valve, to maintain the LO. inlet at the suction end.
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 kPa
temperature at approximately 35°C. The oil supply to the bearings is fed via a 25
Differential pressure: vapour header/atmospheric pressure = 0.3 kPa micron duplex filter. The vanes are operated by pneumatic actuators which receive control signals
from the flow controller.
Differential pressure: vapour header / primary pressure header = 0 kPa
The duplex filter has to be switched, as soon as the pressure drop reached 2 bar
Tank No.1, 2, 3 or 4 - extreme high liquid level (99% volume) differential pressure and the clogged filter cartridge has to be replaced or Rotation of the vanes is possible through its full range of travel of -30° to +80°.
cleaned. The position is indicated both locally and in the IAS (Range 0 to 100%).
Electric power failure and other trip signal from ESDS.
Ventilation flow failure in the electric motor room A pressure control valve regulates the oil flow to the bearings. Excess oil is
bypassed and discharged to the sump. Pump relief valves act as back up and are
Safeties on local control system (oil temperature, oil pressure, discharge gas set at 800 kPa.
temperature, seal gas pressure and shart vibration)

Illustration 4.4.1a HD Compressor
VENT
POWER ON
PSLL PSL
8B 8A 8C 8C 10
PT
8
D STOP STOP
PCV
11 5
TE TE TE L L L
PI
8 9A 9F
SEAL GAS FI
GEAR BOX
PCVٞ
3
PI 5
PCV
INSTRUMENT AIR 8
DRTD
SURGE CONTROL
ZI PDI FI FIC FI
11 B BULKHEAD
3A 1 3 1 SEAL
PI TI PT PT TE TE
2 2 2 2 2A 2B
E-MOTOR
C C
S A TI
PROCESS GAS OUT 8
OIL FILTER
I/P FT
FY 1
1 PI TI
BULKHEAD
1 1

F PSV 7A 7B 7
1 6A 6A 6A
1
PROCESS GAS IN OP
Compressor Set :
6A 6 bar 1.5
FE IGV
1 A MAIN
PSV
6B 6B 6
MOTOR ROOM
YE AUX.
OIL
9 L.O. OP
PUMP 6B
DV 6C
TE
1 B
1
LSL LOCKED
OPEN EM
5
6
TCV
LG 6
ZSL
3 5
START STOP
TSH
ZE 5 TI
3C ZI OIL TANK
3
6 6 RUNNING 6A
TSL
5 TI
P
PI
H
TCV
5 5
DAC
3 F F WATER
PCV
3 3 3 EMY
L/R 6 WATER
PI
OUT
5 RUNNING L.O. PUMP
HY
PCV 3
3A I/P
REMOTE REMOTE

Operating Procedures HD Alarm and Trip Settings

To prepare for running of HD Compressors
Normal Operation Instrument range Action
No. Item Tag. No. Set Point Signal
a) Check the LO. level in the sump tank. Condition Setting Range H, HH, L, LL Type
0 to 200 kPa
b) Start the LO. heater about 30 minutes (depending on ambient 1 Suction Gas Pressure PT1 6 kPa - - - 4 to 20 mA
-2.5 to +20 kPa
temperature) prior to the expected compressor start up.
0 to 200 kPa
2 Discharge Gas Pressure PT2 96 kPa - - - 4 to 20 mA
Note ! 0 to +110 kPa
The sump heater will automatically switch on when the LO. temperature falls to 3 Suction Gas Temperature TT1 -140 to +20 -200 to +200 - - - 4 to 20 mA
15°C and will switch off at 25°C. The LO. temperature should be kept between 4 Discharge Gas Temperature TSHH2A -112 -200 to +200 HH T +100 4 to 20 mA
approximately 40°C to 50°C in normal operations. Do not operate the auxiliary
5 Discharge Gas Temperature TSH2B -112 -200 to +200 H A +90 4 to 20 mA
LO.pump at temperatures below 15°C.
6 IGV Start Position ZSL3 - - - - - Contact
c) Open the compressor suction and discharge valves. 7 Surge Valve Position ZSH/ZSL1 - - - - - Contact
0 to 62 kPa
8 Process Gas Flow FT1 35,000 m3/h - - - 4 to 20 mA
d) Open the seal gas supply manual valve. 0 to +6.1 kPa
YT9 - - - 4 to 20 mA
e) Run the auxiliary LO. pump to warm up the gearbox and bearings
9 Vibration YE9 YSH9 5 to 20 mm 0 to 100 mm H A 40 mm Contact
about 15 -30 minutes prior to compressor start up.
YSHH9 HH T 45 mm Contact
Check the LO. system for leaks.
10 Oil Filter Differential Press. PDSH7 0.5 bar 01. to 10.3 bar H A 2.5 bar Contact
f) Open the fresh water cooling inlet and outlet for the LO. cooler. 11 Oil Tank Level LSL5 64 mm 66 mm L A, I1 -5 mm Contact
12 Oil Heater Temperature TCV5 55°C 0 to +60 - - 40°C
g) Open the instrument air supply to the control panel. TSL5 L A, I1 25°C Contact
13 Temperature in Oil Tank 55°C 20 to +90
TSH5 H A 60°C Contact
h) Ensure that the IGV position is set at 0% (start position).
TT8 - - - 4 to 20 mA
Temperature Oil System
i) Press the compressor reset button and check that all alarms/trip lamps 14 TSL8 -42°C 0 to +100 L A, I2 20°C Contact
(Gear Box)
are off and the if ready to start lamp is on. TSH8 H A 55°C Contact
15 Temperature Bulkhead Oil TSHH2A -60°C 20 to +90 HH T 80°C Contact
j) Switch on power to the control cabinet. 16 Bearing Temperature TE9A TSHH9A -65°C 0 to +100 HH T 75°C Contact
TT9F - - - 4 to 20 mA
k) At least two alternators should be coupled to the main switchboard to 17 Bearing Temperature TE9F 65°C 0 to +100
have sufficient power available at the cargo switchboards. TSL9F L A, I2 15°C Contact
PT8 - - - 4 to 20 mA
18 Lub.Oil Pressure (Gear Box) 2 bar 0 to 10 bar
l) When stopping the compressor, leave the auxiliary LO. and seal gas PSL8A L A 1 bar Contact
until compressor is warm (approximately 1 hour). 19 Lub.Oil Pressure (Gear Box) PSLL8A 2 bar 0.1 to 10.3 bar LL T 0.8 bar Contact
20 Lub.Oil Pressure (Bulkhead) PSL8C 2 bar 0.1 to 10.3 bar L A 0.4 bar Contact
! Caution
21 Lub.Oil Pressure (Bulkhead) PSLL8C 2 bar 0.1 to 10.3 bar LL T 0.2 Contact
A maximum of 2 consecutive starts is allowed. 180 minutes must be allowed for
cool down of the soft start compensation transformer before a further start 22 Seal Gas Control Valve PCV11 - - - - 24 kPa Contact
attempt. 23 Seal Gas Pressure PSL11 30 kPa 3 to 124 kPa L A,I1,I2 20 kPa Contact
24 Seal Gas Pressure PSLL11 30 kPa 3 to 124 kPa LL T 15 kPa Contact
min.+80°
25 IGV Position ZT3 - - - - 4 to 20 mA
max.-30°
T: Trip, A: Alarm
I1: Start-up Interlock LO. Pump
I2: Start-up Interlock Machine

Illustration 4.4.2a LD Compressor
VENT
POWER ON
PSLL PSL
8B 8A 8C 8C 10
PT
8
D STOP STOP
PCV
11 5
TE TE TE L L L
PI
8 9A 9F
SEAL GAS FI
GEAR BOX
PCVٞ
3
PI 5
PCV
INSTRUMENT AIR 8
DRTD
SURGE CONTROL
ZI PDI FI FIC FI
11 B BULKHEAD
3A 1 3 1 SEAL
PI TI PT PT TE TE
2 2 2 2 2A 2B
E-MOTOR
C C
S A TI
PROCESS GAS OUT 8
OIL FILTER
I/P FT
FY 1
1 PI TI
BULKHEAD
1 1

F PSV 7A 7B 7
1 6A 6A 6A
1
PROCESS GAS IN OP
Compressor Set :
6A 6 bar 1.5
FE IGV
1 A MAIN
PSV
6B 6B 6
MOTOR ROOM
YE AUX.
OIL
9 L.O. OP
PUMP 6B
DV 6C
TE
1 B
1
LSL LOCKED
OPEN EM
5
6
TCV
LG 6
ZSL
3 5
START STOP
TSH
ZE 5 TI
3C ZI OIL TANK
3
6 6 RUNNING 6A
TSL
5 TI
P
PI
H
TCV
5 5
DAC
3 F F WATER
PCV
3 3 3 EMY
L/R 6 WATER
PI
OUT
5 RUNNING L.O. PUMP
HY
PCV 3
3A I/P
REMOTE REMOTE

4.4.2 LD Compressors LO. System On the basis of a preset ratio between the gas flow and compressor differential
LO. in the system is stored in a vented 400 liters LO. sump. An integrated steam pressure signals, the anti-surge controller produces a signal which modulates a
Manufacturer: Cryostar immersion heater with thermostatic temperature control valve is fitted in the surge control valve.
Model: CM 300/45-LD sump to maintain a constant positive temperature and avoid condensation when
Type: Centrifugal. Single stage. Variable speed the compressors are stopped. Inlet Guide Vanes
with adjustable guide vanes. To achieve the required gas flow, the compressors have inlet guide vanes fitted
Volume flow: 8,500 m3/h LO. is supplied from the sump through separate suction strainer screens and one at the suction end.
Inlet pressure: 106 kPa.A of the 2 LO. pumps. The discharge from the pumps is through check valves to a
Outlet pressure: 196 kPa.A common LO. supply line feeding the gearbox, bearings and bulkhead seal. The The vanes are operated by pneumatic actuators which receive control signals of
Inlet temperature: -60°C main operational pump is driven by the high speed shaft gear. Upon failure of the the fuel gas demand from the boilers.
Maximum shaft speed: 24,000 rpm driven pump, the standby electric motor driven auxiliary pump is energised
Variable shaft speed 24,000 – 12,000 rpm immediately. The standby electric motor driven auxiliary pump is also used to Rotation of the vanes is possible through an angle of 110°. The position is
Motor speed: 3,580 rpm start the compressors. indicated both locally and on the IAS in the CCR.
Rated motor power: 280 kW
Inlet guide valve setting: -30 to +80 deg The LO. passes through a sea water cooled oil cooler and a 3-way thermal Bulkhead Shaft Seals
bypass temperature control valve, to maintain the LO. inlet temperature at Each compressor shaft is equipped with a forced lubricated bulkhead shaft seal
The compressors are operated locally or from the IAS in CCR. approximately 35°C. The oil supply to the bearings is fed via a 25 micron duplex preventing any combustible gas from entering the electric motors room.
The following conditions trip the compressors: filter with an automatic continuous flow switch over valve.
Safeties in ESDS and Tank Protection System. The seals are of flexibox supply. They are fixed on the bulkhead and float on the
A pressure control valve regulates the oil flow to the bearings. Excess oil is shafts, supported by two ball bearings.
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0.5 kPa
bypassed and discharged to the sump. Pump relief valves act as back up and are
Tank No.1, 2, 3 or 4 - differential pressure: tank/primary space = 0 kPa set at 800 kPa. The LO. seal ensures tightness between the two bearings. The lubrication comes
from the main LO. circuit.
Differential pressure: vapour header/atmospheric pressure = 0.3 kPa
The LO. system feeds the following:
Differential pressure: vapour header/primary pressure header = 0 kPa Journal bearing on both sides of the high speed shaft Operating Procedures
To prepare the LD compressors for running:
Electric power failure and other trip signal from ESDS. Journal bearing on the driven end of the low speed shaft
Safeties in combustion control system of the boilers. Integral thrust and journal bearing on the non-driven end of the low a) Check the LO. level in the sump tank.
speed shaft
Safeties on local control system (oil temperature, oil pressure, discharge gas b) Start the LO. heater about 30 minutes (depending on ambient
Sprayers for the gear wheels
temperature, seal gas pressure and shaft vibration) temperature) prior to expected compressor start up.
LD compressors’ bulkhead seals
Compressor Sub Systems Note !
Surge Control System The temperature in LO Sump Tank is controlled by TCV5. The LO.
An automatic surge control system is provided to ensure that the compressor temperature should be kept between 40°C to 50°C in normal operations. Do
Seal Gas System
flow rate does not fall below the designed minimum. Below this rate, the gas not operate the auxiliary LO. pump at temperature below 15°C.
The seal gas system is provided to prevent LO. mist from entering the process
stream (compressed LNG vapour) and to avoid cold gas flow into the gearbox flow will not be stable and the compressor will be liable to surge, causing shaft
vibration which may result in damage to the compressor.
and into the LO. system. Seal gas is nitrogen produced by the nitrogen generators
on board.
All the LD compressors are equipped with an automatic surge control system
which consists of:
The seal gas is injected into the carbon ring with back-up labyrinth type seals
between the gearbox shaft bearing and the compressor wheel. A flow transmitter
A compressor differential pressure transmitter
The system is maintained by a pressure control valve where the seal gas pressure
is always higher than the suction pressure (usually adjusted at 30 kPa). A ratio station
An anti-surge controller
Seal gas entering the gearbox from the shaft seals is returned to the LO. sump,
A surge control valve on the gas stream
separated from the oil and vented to atmosphere through No.4 vent mast.

c) Open the compressor suction and discharge valves. LD Alarm and Trip Settings
d) Open the seal gas supply manual valve. Normal Operation Instrument range Action
No. Item Tag. No. Set Point Signal
Condition Setting Range H, HH, L, LL Type
e) Run the auxiliary LO. pump to warm up the gearbox and bearings
0 to 200 kPa
about 15 -30 minutes prior to compressor start up. 1 Suction Gas Pressure PT1 6 kPa - - - 4 to 20 mA
-2.5 to +20 kPa
Check the LO. system for leaks.
0 to 200 kPa
2 Discharge Gas Pressure PT2 96 kPa - - - 4 to 20 mA
f) Open the cooling water inlet and outlet LO. cooler (usually left 0 to +110 kPa
open). 3 Suction Gas Temperature TT1 -140 to +20 -200 to +200 - - - 4 to 20 mA
4 Discharge Gas Temperature TSHH2A -112 -200 to +200 HH T +100 4 to 20 mA
f) Open the instrument air supply to the control panel.
5 Discharge Gas Temperature TSH2B -112 -200 to +200 H A +90 4 to 20 mA
6 IGV Start Position ZSL3 - - - - - Contact
h) Switch on power to the control cabinet.
7 Surge Valve Position ZSH/ZSL1 - - - - - Contact
i) Switch on power to the variable speed controller. (Each LD 0 to 62 kPa
8 Process Gas Flow FT1 85,000 m3/h - - - 4 to 20 mA
compressor is supplied from a separate cargo switchboard i.e. Port 0 to +6.1 kPa
and Starboard). YT9 - - - 4 to 20 mA
9 Vibration YE9 YSH9 5 to 20 mm 0 to 100 mm H A 40 mm Contact
On the IAS in the CCR;
YSHH9 HH T 45 mm Contact
a) Set up the cargo piping system for the correct operation to be 10 Oil Filter Differential Press. PDSH7 0.5 bar 0.1 to 10.3 bar H A 2.5 bar Contact
carried out. 11 Oil Tank Level LSL5 64 mm 66 mm L A, I1 -5 mm Contact
12 Oil Heater Temperature TCV5 55°C 0 to +60 - - 40°C
b) Select the appropriate mimic on LD compressor for the correct TSL5 L A, I1 25°C Contact
operation. 13 Temperature in Oil Tank 55°C 20 to +90
TT8 - - - 4 to 20 mA
c) IGV (inlet guide vanes) must be set at 0% and motor speed
Temperature Oil System
adjusted to 50% before compressor can start. 14 TSL8 -42°C 0 to +100 L A, I2 20°C Contact
(Gear Box)
d) Message ‘Ready to start’ appears on the mimic display below the 15 Temperature Bulkhead Oil TSHH2A -60°C 20 to +90 HH T 80°C Contact
compressors when the safeties are clear. 16 Bearing Temperature TE9A TSHH9A -65°C 0 to +100 HH T 75°C Contact
TT9F - - - 4 to 20 mA
e) Start the compressor motor. 17 Bearing Temperature TE9F -65°C 0 to +100
TSL9F L A, I2 15°C Contact
f) Switch the compressor control to automatic mode. PT8 - - - 4 to 20 mA

18 Lub.Oil Pressure (Gear Box) 2 bar 0 to 10 bar
PSL8A L A 1 bar Contact
19 Lub.Oil Pressure (Gear Box) PSLL8A 2 bar 0.1 to 10.3 bar LL T 0.8 bar Contact
20 Lub.Oil Pressure (Bulkhead) PSL8C 2 bar 0.1 to 10.3 bar L A 0.4 bar Contact
21 Lub.Oil Pressure (Bulkhead) PSLL8C 2 bar 0.1 to 10.3 bar LL T 0.2 Contact
22 Seal Gas Control Valve PCV11 - - - - 25 kPa Contact
23 Seal Gas Pressure PSL11 30 kPa 3 to 124 kPa L A,I1,I2 20 kPa Contact
24 Seal Gas Pressure PSLL11 30 kPa 3 to 124 kPa LL T 15 kPa Contact
min.+80°
25 IGV Position ZT3 - - - - 4 to 20 mA
max.-30°
T: Trip, A: Alarm
I1: Start-up Interlock LO. Pump
I2: Start-up Interlock Machine

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

1
Ready to start LOP Aux.L.O.P Common Alarm
AND Ready to start
ͨ
Feedback Aux. L.O.P Running 2

(To M.C.P) Cont. System Trouble
Remote/Local in Local Pos
L.O.P Local Start Compressor Start

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

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

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

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

Illustration 4.5a Boil-Off/Warm Up Heater
PIT
2
P1 BOIL-OFF RATE (BOR)

3
Daily Boil-Off Rate : 0.15%
- 135,000 m3 X 0.15 / 100 = 202.5 m3
- 202.5 m3 X 425 kg/m3 = 86062.5 kg = 86.06 ton
TE TE
2A 2B
- 86062.5 kg X 0.6957%(Weight % of CH4 in BOG) = 59873.68 kg
TSHH
- Fuel Gas Consumption (at FG Only Mode) = 6,459 kg/h
CG520 - 59873.68 kg / 6459 kg/h = 9.27 h
CG525
GAS OUTLET
(WARM UP)
CG521
CG526
GAS OUTLET CD313
CD317 CD356
STEAM INLET
(FUEL GAS)
P1 HY LS
1 4.2 TE TE
2 LS 4A 4B
4.1
TSLL
4
ZS HS HIC
2 2 2 LI
4
CD312 CD310
CD316 CD311
STEAM OUT
2
D
SC310
SC314
D
TCV
2
CG517
CG519 DRAIN
CG522 S CG518
CG524
H CG523
GAS INLET
TCV
1
ZS
S 1
SV PCV
1 HS 1
1 P1
LNG VAPOUR HIC INSTRUMENT
1
AIR SUPPLY
STEAM HY
1

4.5 Boil-Off/Warm Up Heater h) In the CCR, set the controls for the heater to the ON position on e) In the CCR, set the controls for the boil-off heater on the IAS.
the IAS.
f) Open the control air supply to the boil-off gas heater controls.
General Description i) Open the instrument air supply to the controls for the heater.
g) Set the temperature and level controllers to the correct settings for
There are two steam-heated boil-off/warm up heaters located in the cargo j) Check the condensate level in the sight glass. gas burning of +30°C.
compressor room, which is situated on the starboard aft side of the trunk deck. k) Set the temperature and level controller to the correct settings for h) Monitor the gas vapour outlet and condensate temperatures.
the operation being undertaken (first stage: 0°C, second stage:
The heaters are of the shell and tube type. +80°C for warming up operation with LNG vapour, appr. 50°C for On completion of the operation
warming up and inerting operation with inert gas).
The heaters are used for the following functions: a) After the LD compressor has been shut down and the gas supply
l) Open the hydraulically operated gas inlet and manually operated
valve to the engine room shut, close the inlet valve to the heater
Heating the LNG vapour which is delivered by either of the HD compressors at outlet valves.
CG517(CG522).
the specified temperature for warming up the cargo tanks before gas freeing. m) Monitor the gas vapour outlet and condensate temperatures.
b) Shut the steam inlet valve SC313(SC317).
Heating inert gas supplied from inert gas generator for inerting operation and On completion of the operation. c) Open the steam side vent and open the drain valve when all the
warming up with inert gas. pressure is off the heater.
a) Switch the auto-control to manual.
Heating boil-off gas supplied to the main boilers or ventint to atmosphere via the
LD compressors (or free flow). b) Close the gas supply and outlet valve on the heater.
TAG NO. IAS DESCRIPTION
c) Close the steam supply valve to the heater when the temperature at
! Caution BW001 PIAHL No.1 BO/WU heater outlet pressure.
the heater outlet is above 0°C. High alarm : 95 kPa, Low alarm : 3 kPa.
When returning heated vapour to the cargo tanks, the temperature at the heater
outlet should not exceed +85°C, to avoid possible damage to the cargo piping d) Open the steam side vent, then open the drain when all the steam BW002 TIAL No.1 BO/WU heater cond. temp. Low
insulation and safety valves. has vented. Set point : 120ÛC
BW003 LAH No.1 BO/WU heater cond. level high
Specification: Controls and Settings
BW004 TICAHL No.1 BO/WU heater outlet temp.
High alarm : Set +10ÛC, Low alarm : Set-10ÛC
Manufacturer: Cryostar The gas outlet temperature is controlled by controllers CG518, CG523 on the
BW005 XA No.1 BO/WU heater common trip
Model: 34-UT-38/34-3.6 inlet and CG519, CG524 on the gas heater bypass lines respectively.
BW005.01 TALL No.1 BO/WU heater cond. temp. LL Trip
Type: Horizontal shell and tube heat Set point : 80ÛC
exchanger. The steam condensate from the heater is returned to the drains system via the
Rated capacity: 17,570 kg/h cargo steam drains cooler and cargo escape tank, the latter of which is fitted with BW005.02 LAHH No.1 BO/WU heater cond. level. HH Trip
Vapour inlet temperature: -140°C a gas detector sampling point. BW005.03 XA No.1 BO/WU heater manual trip
Vapour max outlet temperature: +80°C BW005.04 TAHH No.1 BO/WU heater outlet temp HH Trip
Boil-off Gas Heater Configuration Set point : 100ÛC
Operating Procedure in Warming Up Configuration BW009 PIAHL No.2 BO/WU heater outlet pressure.
The same procedure is followed for venting and warming through the heater as High alarm : 95 kPa, Low alarm : 3 kPa.
a) Open the shell side vent valve. described above, except that the temperature control is set for a gas outlet
BW010 TIAL No.2 BO/WU heater cond. temp. Low
temperature of approximately +30°C. Set point : 120ÛC
b) Open the shell side condensate valves and check the drains.
BW011 LAH No.2 BO/WU heater cond. level high
c) Crack open the manual steam supply valve SC313, 317 (ensure the The LNG lines will be set for using one of the LD compressors to deliver the gas
steam to deck is available and the isolating valve is open SC356). to one of the heaters. No.1 heater is the designated heater for this operation, BW012 TICAHL No.2 BO/WU heater outlet temp.
High alarm : Set +10ÛC, Low alarm : Set-10ÛC
although No.2 heater can be used by opening the cross connecting isolating valve
d) When all the air has been expelled from the shell, shut the vent valve. CG529. BW013 XA No.2 BO/WU heater common trip
e) When water has been drained from the shell, shut the drain valve. BW013.01 TALL No.2 BO/WU heater cond. temp. LL Trip
When the heater has been vented and warmed through, proceed as follows: Set point : 80ÛC
The temperatures and pressures for the venting and warming up of the heater BW013.02 LAHH No.2 BO/WU heater cond. level. HH Trip
should in approximately 30 minutes. a) Slowly open the manually operated steam inlet valve SC313(SC317).
BW013.03 XA No.2 BO/WU heater manual trip
b) Check the condensate level. BW013.04 TAHH No.2 BO/WU heater outlet temp HH Trip
f) Slowly open up the steam inlet valve. Set point : 100ÛC
c) Set the LNG vapour lines as detailed for the operation to be taken.
g) Set the LNG vapour lines as detailed for the operation and the heater
to be put in use. d) Open the vapour outlet valve CG520(CG525) and the vapour inlet
valve CG517(CG522).

Illustration 4.6a LNG Vaporizer
PIT
2
TE TE
2A 2B
P1
3
CG530
GAS OUTLET
PS
GAS OUTLET F1
TI TE1
SC309
STEAM INLET
GAS INLET GAS INLET
SC308
LS1
DRAIN
P1 HY LS
1 4.2 TE TE
2 4A 4B
LS
4.1
TSLL
4
ZS HS HIC
2 2 2 LI
4
SC307 CD309
STEAM OUT
2
D
SC305
D
TCV
2
CS501 CS503 CS502 DRAIN
S
H FC
LNG INLET
2
TCV
1
ZS
S 1
SV PCV
1 HS 1
LNG VAPOUR 1 P1
HIC INSTRUMENT
LNG LIQUID 1
AIR SUPPLY
STEAM HY
1

4.6 LNG Vaporizer 3) LN2 vaporization for inerting the cargo tank and insulation spaces. On completion of the operation.
General Description 4) Emergency forcing by manual operation: a) Shut liquid valve CS501.
(See Illustration 4.6a) The LNG vaporizer can function as the forcing vaporizer when the
forcing vaporizer has failed: b) Shut the steam supply valve SC309 when no LNG remains.
The LNG vaporizer is used for vaporizing LNG liquid, to provide gas when
displacing inert gas from the cargo tanks with LNG vapour and for maintaining Flow control: c) Open the steam side vent and then open the drain when all steam
the pressure in the tanks when LNG is being discharged and vapour is not When the fuel gas demand from boiler is way in excess of the has been vented.
supplied from shore, and also for initial inerting in the insulation spaces with N2. natural boil-off generation.
d) Keep the vapour side valve open to system until vaporizer reaches
Both LNG and forcing vaporizers are situated in the cargo compressor room. Note ! ambient temperature.
This operation is the normal procedure if the cargo tanks have been inerted with
Specification inert gas containing carbon dioxide. Control
Manufacturer: Cryostar Process control is on outlet temperature from vaporizer with high and low
Model: 65-UT-38/34-59 Operating Procedures temperature alarms. This is controlled on the TCV (temperature control valve)
Type: Shell and ‘U’ tube design Set the LNG pipelines as detailed for the operation about to be undertaken. CS503.
Heating medium: Saturated steam
Inlet temp of steam: 220°C LNG Vaporizer The steam condensate from the vaporizer is returned to the drains system via the
Maximum gas flow: 26,150 kg/h To prepare the LNG vaporizer for use. cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
Inlet LNG temperature: -163°C a gas detector sampling point.
Outlet gas temp: -140°C to +20°C a) Open the shell side vent valve.
The following alarms and trips are available:
Alarms are provided on the outlet gas temperature, high level and low b) Crack open the shell side drain valve. Check that the condensate
temperature of the condensate water. drain valves are open, SC307 and CD309. Tag No. IAS Description
LV007 TIAL Low condensate temperature alarm
The LNG vaporizer is used for the following operations: c) Crack open the steam supply manual valve SC308 (making sure Set point: + 120°C
steam to deck is available). LV010.01 TALL Low Low condensate temperature trip
1) Discharging cargo at the design rate without the availability of a Set point +80°C
vapour return from the shore. d) When all air is expelled from the shell, shut the vent valve. LV009 LAH High condensate level alarm
LV010.02 LAHH High high condensate level trip
If the shore is unable to supply vapour return, liquid LNG is fed to After about 30 minutes when pressures and temperatures have stabilised on the LV010.03 XA Local manual trip
the vaporizer by using one stripping pump or by bleeding from the vaporizer.
NP001.04 PCAHH Primary insulation space at initial inerting trip
liquid header. The vapour produced leaves the vaporizer at Set point: -5 kPa
approximately –140°C and is then supplied to cargo tanks through e) Slowly open fully the steam inlet manual valve (SC309).
GH019.1 PAH Vapor header pressure trip
the vapour header. Vapour pressure in the cargo tanks will Set point: 20 kPa
normally be maintained at 110 kPa abs. (minimum 104 kpa) during f) Open the instrument air supply to the vaporizer controls. FV010.03 LAH Mist separator high level trip
the whole discharge operation. Additional vapour is generated by
LV003 TICAHL LNG vaporizer outlet temp.
the tank sprayer rings, the LNG being supplied by the g) In the CCR, set the controls for the LNG vaporizer on the IAS High alarm : Set +20ÛC,
stripping/spray pump. mimic. Low alarm : Set -20ÛC
If the back pressure in the discharge piping to shore is not h) Fill up the vaporizer with liquid using manual control. Check all
sufficient to have a minimum of 300 kPa at the inlet to the flanges and joints for any signs of leakage.
vaporizer, a stripping/spray pump will be used to supply liquid to
the vaporizer. i) When vapour is produced, switch the control for liquid valve to
remote and automatic.
2) Purging of cargo tanks with vapour after inerting with inert gas and
prior to cool down. LNG is supplied from the shore to the ! Caution
vaporizer via the stripping/spray line. The vapour produced at the Thorough checks around the LNG vaporizer and associated flange connections
required temperature +20°C is then passed to the cargo tanks. must be conducted during the operation.

Illustration 4.7a Forcing Vaporizer
PIT
2
TE TE
2A 2B
P1
3
RE-EVAPORATOR
CG532
GAS OUTLET
PS
GAS OUTLET F1
TI TE1
SC304
STEAM INLET
GAS INLET GAS INLET
LS1
DRAIN
P1 HY LS
1 4.2 TE TE
2 4A 4B
LS
4.1
TSLL
4
ZS HS HIC
2 2 2 LI
4
SC303 CD308
STEAM OUT
2
D
SC301
D
TCV
2
CS504 CS506 CS505 DRAIN
S
H FC
LNG INLET
2
TCV
1
ZS
S 1
SV PCV
1 HS 1
LNG VAPOUR 1 P1
HIC INSTRUMENT
LNG LIQUID 1
AIR SUPPLY
STEAM HY
1

4.7 Forcing Vaporizer Mist Separator (Demister) On completion of operation.

A mist separator is used downstream of the forcing vaporizer to serve as a
General Description moisture separator and prevent any carry over of liquid to the LD compressors. a) Shut the liquid valve CS504.
Both vaporizer tubes are fitted with spiral wires to promote turbulence ensuring b) Shut the steam supply valve SC304 when no LNG remains.
The forcing vaporizer is used for vaporizing LNG liquid to provide gas for efficient heat transfer and production of superheated LNG vapour at the exit of
burning in the boilers to supplement the natural boil off. Both the LNG and the tube nests. c) Open steam side vent and then open the drain when all steam has
forcing vaporizers are situated in the cargo compressor room. been vented.
Specification
The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up Manufacturer: Cryostar d) Keep the vapour side valve open to the system until the vaporizer
to 105% MCR. Model: VMS-10/12-1000 reaches the ambient temperature.
Type: Shell with in / out nozzles and drain
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an Mass flow: 7,708 kg/h Control
automatic inlet feed valve which receives its signal from the Boilers Gas Service temperature: -40°C Process control is on the outlet temperature from the vaporizer with high and low
Management System. temperature alarms. This is controlled on the TCV (temperature control valve)
An alarm with trip is provided on the level of the drained LNG. CS506.
Specification
Manufacturer: Cryostar To Prepare the Forcing Vaporizer for Use The steam condensate from the vaporizer is returned to the drains system via the
Model: 34-UT-25/21-3.6 cargo steam drains cooler and cargo escape tank, the latter of which is fitted with
Mass flow: 7,090 kg/h a) Open the shell side vent valve. a gas detector sampling point.
Type: Shell and ‘U’ tube design
Heating medium: Saturated steam b) Crack open the shell side drain valve. Check that the condensate The following alarms and trips are available:
Inlet temp of steam: 170°C drain valves are open, SC303 and CD308.
Maximum gas flow: 7,090 kg/h Tag No. IAS Description
Inlet LNG temperature: -163°C c) Crack open the steam manual supply valve SC304 (making sure FV007 TIAL Low condensate temperature alarm
Set point: + 120°C
Outlet gas temp: -40°C that the steam to deck is available).
FV010.01 TALL Low Low condensate temperature trip
Set point: +80°C
Alarms are provided on the outlet gas temperature, high level and low d) When all air is expelled from shell, shut the vent valve. FV009 LAH High condensate level alarm
temperature of the condensate water. After about 30 minutes when pressures and temperatures have contact switch
stabilised on the vaporizer. FV010.02 LAHH High high condensate level trip
Forcing vaporizer is equipped with a temperature control system to obtain a FV010.03 LAH High mist separator cond. level trip
constant and stable discharge temperature for various ranges of operation. e) Slowly open fully the steam inlet manual valve. FV010.04 XA Local hand manual trip
GH019.1 PAH Vapour header pressure high trip
Set point: 20 kPa
The temperature of the gas produced is adjusted by spraying a certain amount of f) Open the instrument air supply to the vaporizer controls.
FV001 PAL Forcing vaporizer steam pressure low
bypassed liquid into the outlet side of the vaporizer through a temperature Set point: 5 bar
control valve and liquid injection nozzles. g) In the CCR, set the controls for the forcing vaporizer on the IAS FV012 TIAH Forcing vaporizer steam in temperature high
mimic. FV003 TICAHL LNG vaporizer outlet temp.
A re-evaporator is also used to ensure that accumulation of non-vaporized liquid High alarm : Set +20ÛC
Low alarm : Set -20ÛC
at the vaporizer discharge is avoided and that the output is at a stable temperature. h) Fill up the vaporizer with liquid using manual control. Check all
flanges and joints for any signs of leakage.
This is made possible by:
i) When vapour is produced, switch the control for the liquid valve to
1) Two knitted mesh filters inserted in the gas flow path to fractionate remote and automatic.
the droplets and create the necessary turbulence to break down the
small droplets injected into a fine fog of liquid gas and also to ! Caution
moisten the mesh wires acting as vaporizing surface. Thorough checks around the forcing vaporizer and the associated flange
connections must be conducted during operation.
2) Two conical baffles installed in the tube to allow eventually
accumulated liquid to be directed into the gas stream on the pipe
bottom.

Illustration 4.8a Vacuum Pumps
PI PSL
WATER OUTLET COLLECTOR 203 202
Flange S.O. JIS B2221 - ND50 ND50 LOOSE
SUPPLY
Primary Space
ND200 ND200
Secondary Space
21 TI
9
TI
109
ND100 ND100
ND25 ND20 ND25

FSL ND20 ND100 ND20 FSL ND20 ND100
1 101
TSL TI PI PI TI TSH TSL TI PI PI TI TSH

1 7 25 1 6 8 2 101 107 25 101 106 108 102
ND125 ND125 ND125 ND125 ND125 ND125
SOV PI SOV PI
1 7 101 107
ND25 ND20 ND20

1/2" ND25 1/2"
ND20 ND20
WATER INLET COLLECTOR

Flange S.O. JIS B2221 - ND50 UNIT 1 UNIT 2
ND50 ND50
ND150
14
LG FG FG LG FG FG
2 2 5 102 102 105 Vent Mast
FG FG FG FG
3 4 103 104
Oil tank with visible level Oil tank with visible level
LSL
101
TSH TSH
5 105
P100 M TR
6 P100 M TR
106
XA1 XA101

4.8 Vacuum Pumps Control and Alarm Settings Operating Procedures

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

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

4 Input for CTS Override indication
RELAYS
4 Relay Output 98.5% Override indication to IAS
4 Relay Output 98.5% alarm to IAS
CABLE DUCT
Alarm Panel INTRINSICALLY

SAFE INPUTS
4 Relay Output 99.0% Override indication to ESD
4x LEVEL GAUGE WITH OVERFILL ALARM SYSTEM
TANK NO. 1 PORT TANK NO. 1 ST.B. 4 Relay Output 99.0% Override alarm to ESD
PRESSURE TRANSMITTER
TANK NO. 2 PORT TANK NO. 2 ST.B.
Standby Ship's 24VDC

ACCEPT ALARM LAMP ON / OFF
CABLE DUCT
ALARMFLASH HOLD TEST
EARTH BAR
LOOP FAIL OMICRON SYST./POWER FAIL

TONSBERG - NORWAY
Mains Supply
2x Serial in terface to Workstation

DOME FLANGE SAAB SUPPLY
98.5% Interface
6x MAIN TEMP SENSORS/TANK 99% Interface
4x LEVEL ALARM DOT Alarm
SENSORS
6x SPARE TEMP SENSORS/TANK
Printer Laser CTS
Printer
Networked W/S UPS

21"
230V MAINS SUPPLY CABLE
YARD SUPPLY
+10%
230V -15%
Level Unit (LU) UPS
MAINS CABLE TO CONSUMERS

VERIFICATION PIN YARD SUPPLY
UPS
CABLE L=2m
Switch box UPS SAAB SUPPLY
Cable SAAB Supply

99.0% MOUNTING BRACKETS UPS
RS485 I/O-Box UPS
UPS
RS485 Relay Output System Failure
Field Bus RS485
98.5% 1x Serial Interface to IAS
RS485
Digital remote tank indicators
SAAB STILL PIPE A1 A2 RS485
1 2 3 4
UPS
SIOX A-A Cabinet
2x 6 TEMP/TANK SIOX BUS
A1 A2
UPS
THERMOWELL Ø32 MM(2x)
16 Realy Outputs for HH, H, L & LL level alarm

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

Ship's Master Clock ±24 VDC Puls input Yard Supply
Analog Inputs from Trim/List sensor. Yard Supply
ARRY FITTINGS FOR TEMPSENSORS

ATTENUATOR
EXTERNALLY MOUNTED TEMPERATURE

SENSOR FOR ZERO LEVEL

4.9 Custody Transfer System Make appropriate radar and physical measurements of still pipe assembly and Measure the distance to the Verification Pin using the radar gauge. This is the
note the ambient temperature. Enter relevant measures/constants to the gauge new correct value to put into the Verification Window for comparison at
4.9.1 Custody Transfer System and/or system database. future verifications.
A demonstration will be done of: Acceptance criteria:Maximum deviation from physical distance is 5mm
1. Introduction
y Log printing
y Independent alarms
y Alarms on Work Station 2) Movable echo
1.1. Specification y Relay outputs Verify the levels over the intended tank height at approximately 20, 40, 60,
Saab TankRadar type level gauge : r 5.0 mm y Manual input of Level/VP/Temp 80 and 100% of level using the Movable Echo. The movable echo is to be
Temperature measuring system : r 0.2 °C @ -165 °C ~ -145 °C y The interface with master clock input moved in both directions and a calculation of an average deviation for each
r 0.3 °C @ -145 °C ~ -120 °C y Serial I/F with IMS distance is to be made.
r 1.5 °C @ -120 °C ~ +50 °C y Digital indicator
Pressure measuring system : r 1.0 % of F.S. y Trim/List input Acceptance criteria : Maximum deviation is 5 mm, every time you subseque
Trim/list indicator : r 0.5 % of F.S. y The UPS ntly measure the distance to the verification pin using the radar gauge.
1.2. Supplier: 3. Measurements 3) Test cables

- Custody Transfer System : Saab Marine Electronics Each system has identified and calibrated Test Cables simulating an Apparent
The following measurements shall be made for each Gauge mounted on the Ullage corresponding to approximately 20% and 80% of intended full level
1.3. Verification of Accuracy: identified still pipe. Use the FDS - Field Data Sheet, instruction 9270001-XXX. of cargo tanks. Make measurements for each electronic box with both test
Also spare electronic box(es) shall be identified and measured, using any one cables in test mode using Verification Window in Workstation.
This procedure outlines the test activities before shipping a complete
of the identified Gauge/still pipe assemblies.
ship setup for a LNG vessel of Saab TankRadar G3 Tank Gauge for
liquefied gas. The system normally consists of: Acceptance criteria : Cable distance is to correspond within r 5 mm from
The ullage verification during the FAT and the installation verification calibrated values.
consist of several somewhat overlapping tests. Should certain restrictions,
y Workstation(s), one or more in redundant coupling
after installation, prevent using e.g. test by Movable Echo, such test may be
y Level Unit deleted after agreement with Sworn Surveyor, provided that the 4) Temperature verification
y I/O box, for communication interfaces corresponding test data from the FAT is available. Using calibrated precision resistors (on the temperature inputs), verify the
y Gauge(s), one for each tank, with integrated vapor pressure sensor and temperature readings according to IEC 60751° individually as well as the
temperature inputs average vapor and liquid temperatures. The precision resistors are related to
1) Verification pin three specific temperatures over the intended cargo temperature range (i.e.
y Still pipe(s), one for each tank, made as segments
Measure the physical location of the Verification Pin using the measuring for LNG –160qC, -100qC and 0qC). The temperature inputs of each
y Pt100 temperature sensors in steel mantled tubing of specified lengths tape and put the value in the Verification Window. Measure the Apparent electronic box will then be measured.
Ullage in test mode with Verification Window on the Workstation.
The Factory Acceptance Test (FAT) is to be supervised by a surveyor
Use relevant setting of temperature sensor data in Configure Window of the
appointed by the customer. The FAT and the initial shipyard verification
Acceptance criteria: Maximum deviation from physical distance is 5 mm. Workstation. Verification will be held for both main and spare sensors.
inspection, performed onboard after installation, accomplish the
necessary testing for issuing a certificate for Custody Transfer System,
Note ! Acceptance criteria : Maximum deviation from calibrator is 0.2qC @
CTS.
Due to the physical dimension of the verifier (1 mm dia steel wire) and its -160qC and 1.5qC @ -100qC and 0qC.
location near the antenna, the radar verification of the location of the
All distances are measured in ullage (distance from reference point to Verification Pin will be affected by higher order propagation modes and phase *
surface) during FAT. Industrial platinum resistance thermometer sensors
shifts, and the appearant echo may not represent the geometrical location of the
After installation onboard, distance between Saab reference point and Specifies requirements for industrial platinum resistance thermometer sensors
pin within an ideally required tolerance (± 5 mm or less). If the deviation is
ships reference point are defined. Tank Radar will then present Level suitable for all or parts of the temperature range –200 °C to +850 °C with two
more than 5 mm, the following (extra) verification step should be performed.
tolerance classes. It is primarily concerned with sheathed elements suitable for
with respect to “Surveyor” definitions.
immersion in the medium to be measured. Describes methods of test and
Locate the movable echo up to the Verification Pin location, remove the Pin,
suitable apparatus for some of the tests.
2. Preparations Measure the Apparent Ullage in test mode with Verification Window on the
Workstation.
5) Pressure verification
Identify the Gauge(s) with antennas and still pipes according to drawing
Using a pressure simulator/calibrator, verify the reading for three pressure
documentation. Acceptance criteria: Maximum deviation from physical distance is 5mm levels over the intended pressure range (i.e. for LNG 0.8, 1.1 and 1.4 Bar
Identify the thermal expansion coefficient of the still pipe.
(Replace verification pin and return to normal set-up) abs).
Verification will be held for both main and spare sensors
Identify the calibration tools (movable echo, measuring tape or laser, test cables,
.
pressure and temperature calibrators, temperature instrument etc.).

Acceptance criteria: Maximum deviation from calibrator is 0.5% of range The radar principle. The difference in frequency between the transmitted signal
(i.e. 3 mbar for LNG). and the reflected signal is directly proportional to the ullage. Distance from zero tank level to 100% volume 26756 mm
NO.1 & 4
Distance from 100% volume to tank dome flange 3066 mm
6) Measuring the R-distance Set Point of Independent High level Alarm Sensor Cargo TK
Tank dome flange to saab upper Ref point 380 mm
After the measuring with the movable echo, the distance from the zero-
point to the lowest flange is measured for each tank. The lowest still pipe 1) Tank Information Issued by SGS Distance from zero tank level to 100% volume 26756 mm
NO.2 & 3
section will be replaced with an echo plate. Read the radar distance to the 100.00% 99.00% 98.50% Distance from 100% volume to tank dome flange 3079 mm
Tank Cargo TK
plate. No.
Volume
Height
Volume
Height
Volume
Height Tank dome flange to saab upper Ref point 380 mm
@ -160 @ -160 @ -160
Extra length for bottom sensors 1000 mm
7) Final No. 1 21,963.434 26.735 21,743.800 26.167 21,633.982 25,902
Field data sheet originals shall be stored at Saab Rosemount Marine No. 2 40,457.304 26.716 40,052.731 26.278 39,850.444 26,066
Length of T1 99.5 % Level 26622 mm
Project Department after completed FAT.
No. 3 40,452.053 26.720 40,047.532 26.282 39,845.272 26,069 Length of T2 95 % Level 25418 mm
Non-Contact Gauging with Radar No. 4 35,285.685 26.731 37,932.828 26.292 34,756.400 26,079 Length of T3 80% Level 21405 mm
Total 138,158.476 136,776.891 136,086.098 Length of T4 50 % Level 13378 mm

The Transmitter emits radar waves towards the surface of the product.
The reflected signal is received and processed in the Electronic Box. The signal Length of T5 10 % Level 2676 mm
is then sent to the Level Unit for further processing and calculation of the ullage. Length of T6 Near Bottom 0.025 mm
2) Actual Measuring Length for Independent Sensors. Unit : mm
The frequency of the transmitted signal decreases over a time period. The No.1 No.2 No.3 No.4 x Temp sensors in inserted from top of tank and down in thermowell
Remark
incoming signal is compared with the outgoing signal. The difference between C. TK C. TK C. TK C. TK
x We assume that 0% volume is your reference
these two signals is a low-frequency-signal. Its frequency is directly proportional Tank Total Height to x Please confirm our calculation.
to the distance from the Transmitter to the surface of the product. This is called Flange end from Tank 29,812 29,800 29,806 29,803
the FMCW-method (Frequency Modulated Continuous Wave). Bottom Example : Length of sensor T1: 26622 mm
B: Extreme High Level Activation
Actual length will be (380 + 3066 / 3074) + (26756 – 26622)
3,645 3,522 3,524 3,511
Saab TankRadar uses its own advanced patented method to detect the surface (99.0 % in Volume) of ESDS
echo and measure the distance to the surface accurately. The signal is filtered in A: Very High Level Activation 1. Temp Sensor Length T5 3580 mm x4 pcs
3,910 3,734 3,737 3,724
a digitally controlled analog filter. First, a filter removes any echoes smaller than (98.5 % in Volume) of Alarm 2. Temp Sensor Length T4 4784 mm x4 pcs
a threshold value. Then a narrow filter is applied around the frequency
3. Temp Sensor Length T3 8797 mm x4 pcs
corresponding to the surface echo. The remaining frequency is compared with NO.1 & 4
LEVEL ALARM
the one calculated in the previous sweep, resulting in a very accurate signal with 4. Temp Sensor Length T2 16824 mm x4 pcs
SENSORS Cargo TK
a frequency of only a few hertz. With this method it is possible to achieve a very 5. Temp Sensor Length T1 27526 mm x4 pcs
high accuracy. It uses the calculating power very efficiently, focusing on reliable 6. Temp Sensor Length T01 31202 mm x2 pcs
and fast results.
Antenna
NO.2 & 3
Cargo TK
Rader 5. Temp Sensor Length T1 27539 mm x4 pcs
frequency
Transmitted Reflected 6. Temp Sensor Length T01 31215 mm x2 pcs
Difference in signal signal
frequency 99.0%
98.5%
T ra Re
nsm fle c
itte ted
ds s ig
ign nal
al
Time

Computer Cargo Record Sheets

CUSTODY TRANSFER MEASUREMENT DATA CUSTODY TRANSFER MEASUREMENT DATA
BEFORE LOADING AFTER LOADING
SHIPS NAME METHANE PRINCESS SHIPS NAME METHANE PRINCESS

DATE (DD/MM/YYYY) _DATE_ DATE (DD/MM/YYYY) _DATE_
TIME (HH:MM) _TIME_ TIME (HH:MM) _TIME_
PORT NAME _PORT_ PORT NAME _PORT_
VOYAGE/CARGO NO _VOYAGE_ VOYAGE/CARGO NO _VOYAGE_
CHIEF OFFICER _OFFICER_ CHIEF OFFICER _OFFICER_
TRIM (METRES) 0.00 M B/S TRIM (METRES) 0.00 M B/S
LIST (DEGREES) 0.00 M STBD LIST (DEGREES) 0.00 M STBD
AVERAGE TEMP. LIQUID 0.00 DEG.C AVERAGE TEMP. LIQUID 0.00 DEG.C
AVERAGE TEMP. VAPOUR 0.00 DEG.C AVERAGE TEMP. VAPOUR 0.00 DEG.C
AVERAGE PRESS. VAPOUR 0000 mBar.a AVERAGE PRESS. VAPOUR 0000 mBar.a
ATMOSPHERIC PRESSURE 0000 mBar.a ATMOSPHERIC PRESSURE 0000 mBar.a
CT 4 CT 3 CT 2 CT 1 CT 4 CT 3 CT 2 CT 1
LEVEL MEASUREMENTS (m) LEVEL MEASUREMENTS (m)
NO.1 0.000 0.000 0.000 0.000 NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000 NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000 NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000 NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000 NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000 AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000
TRIM CORRECTION (m) 0.000 0.000 0.000 0.000 TRIM CORRECTION (m) 0.000 0.000 0.000 0.000
LIST CORRECTION (m) 0.000 0.000 0.000 0.000 LIST CORRECTION (m) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000 CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000
TEMPERATURE (DEG.C.) TEMPERATURE (DEG.C.)

TOP 0.00 0.00 0.00 0.00 TOP 0.00 0.00 0.00 0.00
95% 0.00 0.00 0.00 0.00 95% 0.00 0.00 0.00 0.00
85% 0.00 0.00 0.00 0.00 85% 0.00 0.00 0.00 0.00
50% 0.00 0.00 0.00 0.00 50% 0.00 0.00 0.00 0.00
10% 0.00 0.00 0.00 0.00 10% 0.00 0.00 0.00 0.00
BOTTOM 0.00 0.00 0.00 0.00 BOTTOM 0.00 0.00 0.00 0.00
AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0 AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0 AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0 VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0
VOLUME (CUB.M) 0.000 0.000 0.000 0.000 VOLUME (CUB.M) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M) 0.000 (A) VOLUME SUMMED (CUB.M) 0.000 (B)
COMPANY NAME COMPANY NAME
SHIP'S MASTER ____________________________ ____________________________ SHIP'S MASTER ____________________________ ____________________________
BUYER(S) ____________________________ ____________________________ BUYER(S) ____________________________ ____________________________
SELLER(S) ____________________________ ____________________________ SELLER(S) ____________________________ ____________________________
SURVEYOR ____________________________ ____________________________ SURVEYOR ____________________________ ____________________________
CUSTOMS ____________________________ ____________________________ CUSTOMS ____________________________ ____________________________

CUSTODY TRANSFER MEASUREMENT DATA

CUSTODY TRANSFER MEASUREMENT DATA
AFTER UNLOADING
BEFORE UNLOADING
SHIPS NAME METHANE PRINCESS
SHIPS NAME METHANE PRINCESS DATE (DD/MM/YYYY) _DATE_
DATE (DD/MM/YYYY) _DATE_ TIME (HH:MM) _TIME_
TIME (HH:MM) _TIME_ PORT NAME _PORT_
PORT NAME _PORT_ VOYAGE/CARGO NO _VOYAGE_
VOYAGE/CARGO NO _VOYAGE_ CHIEF OFFICER _OFFICER_
CHIEF OFFICER _OFFICER_ TRIM (METRES) 0.00 M B/S
TRIM (METRES) 0.00 M B/S LIST (DEGREES) 0.00 M STBD
LIST (DEGREES) 0.00 M STBD AVERAGE TEMP. LIQUID 0.00 DEG.C
AVERAGE TEMP. LIQUID 0.00 DEG.C AVERAGE TEMP. VAPOUR 0.00 DEG.C
AVERAGE TEMP. VAPOUR 0.00 DEG.C AVERAGE PRESS. VAPOUR 0000 mBar.a
AVERAGE PRESS. VAPOUR 0000 mBar.a ATMOSPHERIC PRESSURE 0000 mBar.a
ATMOSPHERIC PRESSURE 0000 mBar.a
CT 4 CT 3 CT 2 CT 1
CT 4 CT 3 CT 2 CT 1
LEVEL MEASUREMENTS (m)
LEVEL MEASUREMENTS (m)
NO.1 0.000 0.000 0.000 0.000
NO.1 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000
NO.2 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000
NO.3 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000
NO.4 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000
NO.5 0.000 0.000 0.000 0.000
AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000
AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000
TRIM CORRECTION (m) 0.000 0.000 0.000 0.000

LIST CORRECTION (m) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000
TEMPERATURE (DEG.C.)
TEMPERATURE (DEG.C.)
TOP 0.00 0.00 0.00 0.00
TOP 0.00 0.00 0.00 0.00
95% 0.00 0.00 0.00 0.00
95% 0.00 0.00 0.00 0.00
85% 0.00 0.00 0.00 0.00
85% 0.00 0.00 0.00 0.00
50% 0.00 0.00 0.00 0.00
50% 0.00 0.00 0.00 0.00
10% 0.00 0.00 0.00 0.00
10% 0.00 0.00 0.00 0.00
BOTTOM 0.00 0.00 0.00 0.00
BOTTOM 0.00 0.00 0.00 0.00
AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0

AVG. VAPOUR TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C.) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0

VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0
VOLUME (CUB.M) 0.000 0.000 0.000 0.000

VOLUME (CUB.M) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M) 0.000 (B)
VOLUME SUMMED (CUB.M) 0.000 (A)
COMPANY NAME
COMPANY NAME
SHIP'S MASTER ____________________________ ____________________________
SHIP'S MASTER ____________________________ ____________________________
BUYER(S) ____________________________ ____________________________
BUYER(S) ____________________________ ____________________________
SELLER(S) ____________________________ ____________________________
SELLER(S) ____________________________ ____________________________
SURVEYOR ____________________________ ____________________________
SURVEYOR ____________________________ ____________________________
CUSTOMS ____________________________ ____________________________
CUSTOMS ____________________________ ____________________________

TRANSFER DOCUMENT OF UNLOADING

TRANSFER DOCUMENT OF LOADING SHIPS NAME METHANE PRINCESS
SHIPS NAME METHANE PRINCESS PORT NAME _PORT_
PORT NAME _PORT_ VOYAGE/CARGO NO _VOYAGE_
VOYAGE/CARGO NO _VOYAGE_ CHIEF OFFICER _OFFICER_
CHIEF OFFICER _OFFICER_ BEFORE UNLOADING
BEFORE LOADING DATE (DD/MM/YYYY) _DATE_
DATE (DD/MM/YYYY) _DATE_ TIME (HH:MM) _TIME_
TIME (HH:MM) _TIME_ TRIM (METRES) 0.00 M B/S
TRIM (METRES) 0.00 M B/S LIST (DEGREES) 0.00 M STBD
LIST (DEGREES) 0.00 M STBD AVERAGE TEMP. LIQUID 0.00 DEG.C
AVERAGE TEMP. LIQUID 0.00 DEG.C AVERAGE TEMP. VAPOUR 0.00 DEG.C
AVERAGE TEMP. VAPOUR 0.00 DEG.C AVERAGE PRESS. VAPOUR 0000 mBar.a
AVERAGE PRESS. VAPOUR 0000 mBar.a ATMOSPHERIC PRESSURE 0000 mBar.a
ATMOSPHERIC PRESSURE 0000 mBar.a
CT 4 CT 3 CT 2 CT 1
CT 4 CT 3 CT 2 CT 1 AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000
AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000 TRIM CORRECTION (m) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000 AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0 VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0 VOLUME (CUB.M) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M) 0.000 (A)
VOLUME (CUB.M) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M) 0.000 (A) AFTER UNLOADING
DATE (DD/MM/YYYY) _DATE_
AFTER LOADING TIME (HH:MM) _TIME_
DATE (DD/MM/YYYY) _DATE_ TRIM (METRES) 0.00 M B/S
TIME (HH:MM) _TIME_ LIST (DEGREES) 0.00 M STBD
TRIM (METRES) 0.00 M B/S AVERAGE TEMP. LIQUID 0.00 DEG.C
LIST (DEGREES) 0.00 M STBD AVERAGE TEMP. VAPOUR 0.00 DEG.C
AVERAGE TEMP. LIQUID 0.00 DEG.C AVERAGE PRESS. VAPOUR 0000 mBar.a
AVERAGE TEMP. VAPOUR 0.00 DEG.C ATMOSPHERIC PRESSURE 0000 mBar.a
AVERAGE PRESS. VAPOUR 0000 mBar.a
ATMOSPHERIC PRESSURE 0000 mBar.a CT 4 CT 3 CT 2 CT 1
CT 4 CT 3 CT 2 CT 1 AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000
AVERAGE LEVEL (m) 0.000 0.000 0.000 0.000 TRIM CORRECTION (m) 0.000 0.000 0.000 0.000
TRIM CORRECTION (m) 0.000 0.000 0.000 0.000 CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000
CORRECTED LEVEL (m) 0.000 0.000 0.000 0.000 AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. VAPOUR TEMP. (DEG.C) 0.0 0.0 0.0 0.0
AVG. LIQUID TEMP. (DEG.C) 0.0 0.0 0.0 0.0 VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0
VAPOUR PRESS. (mBar.a) 0.0 0.0 0.0 0.0 VOLUME (CUB.M) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M) 0.000 (B)
VOLUME (CUB.M) 0.000 0.000 0.000 0.000
VOLUME SUMMED (CUB.M) 0.000 (B) VOLUME UNLOADED (CUB.M) 0.000 (A-B)
VOLUME LOADED (CUB.M) 0.000 (B-A) COMPANY NAME
COMPANY NAME SHIP'S MASTER ____________________________ ____________________________

BUYER(S) ____________________________ ____________________________
SHIP'S MASTER ____________________________ ____________________________
SELLER(S) ____________________________ ____________________________
BUYER(S) ____________________________ ____________________________
SURVEYOR ____________________________ ____________________________
SELLER(S) ____________________________ ____________________________
CUSTOMS ____________________________ ____________________________
SURVEYOR ____________________________ ____________________________
CUSTOMS ____________________________ ____________________________

Illustration 4.9.2a HSH Float Level Gauge
LOCAL LEVEL INDICATOR
806 LEVEL GAUGE 806 LEVEL GAUGES

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

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

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

4.9.2 HSH Float Level Gauge Isolating Valve and Float Inspection Chamber Operation
(See Illustration 4.9.2a) A 200 mm gate valve, bolted to the top of the float well, allows the gauge head
to be isolated for maintenance. A stainless steel inspection chamber is mounted Gauging
The HSH float level measurement system is of conventional tanker type, but uses above the isolating valve to provide access to the float and for connection of
a stainless steel wire to compensate for temperature variations. special float recovery tools in the event of wire breakage. a) OPEN the gauge isolating valve fully, (normally left OPEN).
A gauge head, containing a mechanical indicator, a stainless steel wire tensioned Level Gauge Assembly b) Put the crank handle in the stored position, i.e. with the handle
by a tensator spring and a 140 mm diameter float attached to the lower end of the The level gauge assembly comprises a gauge head and float assembly. towards the gauge cover.
wire, is fitted to each liquid dome.
The level gauge incorporates a float assembly, clamped to an accurately c) Engage the hand crank and turn one (1) revolution clock-wise.
The shrinkage of the float in LNG is indicated in volume table and the minimum perforated wire manufactured from stainless steel, a viscous damper to control
level which can be read from the gauge is 145 mm. the rate of descent of the float to the cargo level, a crank for raising the float to d) Remove the hand crank when the float is released.
the storage position, a mechanical read-out and an intrinsically safe transmitter
! Caution for remote read-out. When the float has reached the highest point, the hand crank e) Float release is visible at the local read-out.
To reduce the risk of tape failure and wear on the gauging mechanism, the floats ships through the magnetic coupling and the measuring drum is automatically
should be fully stowed at all times, except when taking a sounding. Care should locked. Return the Gauge to the Stored Position.
be taken when stowing the float as excessive tension may cause wire breakage.
Remote Display System a) Put the crank to the cranking position, i.e. with the handle
To obtain the liquid level, the float is released from its stowage position using Apart from the gauge-mounted transmitters, the remote display system outwards.
the release lever and allowed to descend freely to the liquid surface. The tank comprises a display cabinet and a power supply rack, a translator rack and an
sounding may then be read from the meter. The HSH gauges are checked against input rack. Power supply unit is located in the Cargo Control Room console. b) Carefully raise the float by turning the crank slowly in a counter
the SAAB CTS during each alternate loading. Intrinsic safety circuit is installed in the Remote Level Indicator. clockwise direction,
General Level Transmission c) The magnetic coupling of hand crank and hoisting mechanism
Each tank is provided with an approved secondary level measurement system. The transmitter in the level gauge is supplied the remote level indicator with prevents over-winding.
This secondary system provides an alternative means of cargo level three separate level transmission signals. These signals are DC level pulses
measurement in the event of failure of the SAAB measurement system. The HSH generated by three inductive proximity switches in the level gauge, and are d) When the float has reached the highest point, the hand crank slips
‘806 Level Gauges’ is based on float gauges fitted to each cargo tank, the gauge amplified and buffered in the remote indicator. through the magnetic coupling.
heads incorporating local mechanical read-outs and electronic transmitters to
provide remote level indication. Cargo tank levels measured by the HSH system The three conditioned logic signals are then fed into a programmable logic e) At the highest point of the float, the measuring drum is
are displayed on remote level indicator fitted on the Cargo Control Room device which generates an up or down pulse on its output for every mm level automatically locked.
console.. change of the gauge float.
f) Check the local read-out level.
System Components A bi-directional digital counter memory is controlled by these up and down
The HSH system comprises a level gauge assembly for each cargo tank and pulses and the actual counter value is directly proportional to the liquid level in g) Hand crank must be removed.
electronic equipment. The level gauge assembly is mounted on an assembly the cargo tank.
comprising a float well, isolating valve and inspection chamber.
Float Well
The float well comprises a 200 mm-diameter tube installed vertically within the
cargo pump tower. The upper end of the float well penetrates the top of the tank
dome where it terminates in a flange. The lower end extends to within 75 mm of
the bottom of the tank where it is closed by a perforated plate. The lower end of
the float well is provided with a bolted inspection cover. Expansion is allowed
for by a sliding connection just below the dome penetration. To avoid level
errors caused by the ‘still well’ effect, there is a 25 mm diameter hole spaced
every 150 mm below the sliding connection.

! Caution Recovery Procedure for Float Breakage Punching Device

Never remove a measuring drum before locking the spring motor. If the primary membrane is damaged and leaks LNG into the primary insulation
Remove the oil fill plug and fit the lock tool. Failure to do so will unwind the a) If a float is lost, the spring motor will wind itself up due to the space, to avoid catastrophic damage to the primary membrane the punching
spring-motor and cause severe damage. missing counter weight of the float. device shall be used before discharging the tank. See section 7.2. The inspection
The oil in the spring-motor compartment does not have to be drained in order to chamber and gauge header is removed and the punching messenger device is
lock the spring-motor. b) It is then safe to close the gate valve below the level gauge and fitted on the gate valve. When dropped through the gate valve, the messenger
Fit the measuring drum in exactly the same position as it was taken out, e.g. with remove the measuring drum side cover. device punches through the primary membrane.
the float at the same level. If this is done correctly, readjustment of the level c) Judge if there is still enough measuring wire on the measuring drum
gauge is not required. (max. capacity is 37 meters, tank height is approx. 33 meters). Actual data measured by SGS.
Unit : mm
Maintenance d) If necessary fit a new measuring wire. TANK NO. A B C D E
The HSH system must be operated at regular intervals to ensure that the system 1 903 460 96 66 20.7
is available in the event of failure of the primary and back-up measuring system. e) Attach the float recovery device to the end of the measuring wire in
the same way as a float is attached. 2 870 420 94 64 20.7
The stored reading and error between HSH and Custody Transfer System (CTS)
3 930 410 96 66 20.7
should be recorded at each operation. f) Drain the oil compartment and open the side cover.
4 923 420 96 66 20.7
The float must not be left at liquid level after gauging because constant g) With the measuring drum still outside, turn the main shaft of the
movement of the tensator spring, which ensures tension on the tape, will lead to spring motor counter clockwise until the local reading shows approx. A : Distance to aft bulk head from the gauge
premature failure. the value of a normally hoisted float (approx. 32,500 mm).
B : Distance to center line of vessel (t : starboard)
The oil filling of the level gauge should be renewed preferably once a year. h) Install the measuring drum with the recovery device attached, close
the drum side cover and open the gate valve, while holding the spring C : Level above true zero where float becomes buoyant in liquid with a density
Once a year the terminal box should be checked for moisture. motor by hand to prevent it from turning. of 470 kg/m3.
i) Once the gate valve is fully open, allow the spring motor to turn
The bearings of the level gauge should be checked every 2~3 years. slowly down. The level gauge is correctly set when, at an average tank temperature of
15ଇ, with the float resting on the float support, value “C” is obtained as
At same time check the measuring cable and float for corrosion. j) When the spring motor stops turning, the recovery device has reading.
reached the float.
An inspection hatch is provided in the float inspection chamber for access to the D : Level above true zero of the float support attached to the stilling well.
float assembly and for retrieving the float in the event of wire breakage. k) Now use the hand crank to turn the recovery device plus float slowly
up. It may be necessary to assist the hand crank by helping to turn the E : Immersion of the float in a liquid with a density of 470 kg/m3
The gauge head is sealed with locking wire and lead seals by SGS or Class. It is spring motor clock wise by hand.
important to avoid damaging these seals. In the event of these seals being broken, l) Close the gate valve when the local indicator shows the value as set
Head Office should be informed without delay in order that arrangements can be in step 7.
made for the attendance of SGS and/or Class to check and re-seal the gauges.
m) Open the side cover and the side cover of the “T” pipe below the
Wire Breakage level gauge and remove the recovery device and float.
In the event of Wire breakage, the Operator/Owner’s Head Office is to be
n) Connect the original float in a normal manner to the measuring drum
informed, as any maintenance requiring opening of the gauge will necessitate the
attendance of independent surveyor SGS and/or CLASS DNV to recalibrate the wire.
gauge to satisfy Buyers, Sellers and Customs. Instructions for recovery and o) Allow the float to rest on the closed gate valve and adjust the local
replacement of the float assembly or wire are referred to the manufacturer’s indicator and reference switch to their original values.
instruction book.
p) Close all side covers and refill the oil.
q) The gauge is ready for use again.

4.9.3 Trim-List Indicator Illustration 4.9.3a Trim List Indicator
The ship is provided with a fixed Trim-List Indicator system for the Custody
Transfer System.
Maker: Utsuki Keiki KK, Yokohama, Japan

Type: Detector CSM-2DD; Indicator TMW-4B and DVF-11E
Range: ± 2° trim
± 5° list CCR and Wheelhouse
Accuracy: ± 0.5% FSD Trim Indicator List Indicator
Output: 4~20 mA both channels
The detector is installed in the Electric Equipment room with indicators in the Electric Equipment Room
CCR console and wheelhouse. The measurement principle is that a suspended
mass within the inclination detector moves from a centre position when the ship
trim or list varies. The movement is detected by linear variable differential
transformer coils. A local circuit unit box converts this into a 4~20 mA signal for
each axis and these are fed to the CTS interface.
Circuit Unit Box
The detector is deck-mounted and protected by a wooden cover. CB-2S
Trim and List
Signals to CTS
As the response is set to 0.5 seconds, the system cannot give reliable readings
under way.
Inclination
The readings should be checked against draft marks in calm weather alongside Detector
periodically.
Note !
The trim and list measurements in IAS are derived from the SF-Control Draft
System, and not this instrument. Fwd
220V AC
Port Stbd
Aft

Illustration 4.10a Nitrogen Generator
PERMEATE VENT PERMEATE VENT OFF-SPEC.

TO ATMOSPHERE TO ATMOSHERE VENT TO ATM.
TP TP
400V, 60Hz NOTE 1 4A 4B TP
NOTE 1
EL. SUPPLY 3
220V 60Hz
CONTROL EL. SUPPLY OAHH OAH
PANEL 1A 1A
COMMON FAULT 5.1A NOTE 2
TAH XA TAH
4A 1A 3A OIT MAH
440V, 60Hz S
TAH 1A 1A DN 25
PDA EL. SUPPLY
2A
4A XV-2A
IV-4A CALIBRATION
IV-5A MIT
FEED AIR COMPRESSOR FAC-1A
1A
CONTROL TAH TIC TAHH
PDS ME
PANEL 1A 2A 2A
INLET 4A 1A
FILTER
STARTER
TS
COMMPRESSOR
3A PDI PDI TS TE PI TS PCV-2A PI
2A 3A 1A 2A 1A 2A 2A
WS-2B FLEX. HOSE
AFTER
AP SUPPLY WS-1A F2A F3A IV-1A V-3A
COOLER IV-2A S
DN 25
M EH-1A MS-1A FIT
1A
DN 25 DN 25
V-1A XV-1A V-2A CV-1A
OIL FCV-1A
SEP. EL HEATER
OIL V-4A TI
COOLER 1A
S
S S S
XV-3A
V-5A V-6A V-7A
V-20B
S DN 50
220V 60Hz
EL. SUPPLY OAHH OAH
CONTROL 1B 1B
PANEL
NOTE 2
COMMON FAULT 5.1B
TAH XA TAH OIT MAH S
440V, 60Hz 1B 1B
4B 1B 3B TAH
EL. SUPPLY
2B XV-2B
PDA IV-4B CALIBRATION
4B MIT
FEED AIR COMPRESSOR FAC-1B IV-5B
1B
CONTROL TAH TIC TAHH
ME
PANEL PDS 1B 2B 2B
INLET 1B
4B
FILTER
STARTER
TS
COMMPRESSOR 3B TE PI TS
PDI PDI TS PCV-2B PI PI
2B 3B 1B 2B 1B 2B 2B 3
FLEX. HOSE
AFTER
AP SUPPLY WS-1B F2B F3B IV-1B V-3B IV-2B IV-6
COOLER S
M
DN 25
EH-1B
DN 25
MS-1B DN 25
V-1B FCV-1B XV-1B V-2B CV-1B
OIL
SEP. EL HEATER
PAL PAH
OIL V-4B TI 5 5
COOLER 1B S
S S S
PI START/STOP
XV-3B START/STOP
SYSTEM A 5 SYSTEM B
V-5B V-6B V-7B
PS PT PS PI
2A 5 2B 6
IV-7 IV-10 IV-8 IV-11
PSV-1 V-14
PI
COOLING WATER 7 SET : 5 barg
TO COMPR. BT-1
IV-21 V-13
NITROGEN TO NITROGEN
CONSUMER V-15 BUFFER
COOLING WATER
PCV-4A TANK CAPACITY:
FROM COMPR.
2X120 Nm3/h
PI DN 25 AT 97% DN 25
8
SET : 5 barg
V-11 26m3 V-10
1000kpA
IV-22
NITROGEN TO
CONSUMER
YARD
PCV-4B
SUPPLY
V-12

4.10 Nitrogen Production System Membrane inlet operating temperature: +50°C Alarms and Shutdowns
Oil residual content: < 0.003 ppm
4.10.1 Nitrogen Production Plant Filtration efficiency for
Tag No. IAS Description
Oil residual content: < 0.003 ppm
Two nitrogen generators, installed in the engine room, produce gaseous nitrogen Dew point (with drying TS3A TAHH No.1 N2 gen. feed air temp. high high. Trip
Set point: +80°C
which is used for the pressurization of the barrier insulation spaces, as seal gas capability of membranes,
final dew point will be < -55°C) -20°C PDS4A DAPH No.1 N2 gen. filter differential press high. Trip
for the HD and LD compressors, fire extinguishing in the vent mast and for
purging the fuel gas system and various parts of the cargo piping. Four independent time operated condensate drain valves. TAH4A TAH No.1 N2 gen. comp. temperature high. Trip
XA1A XA No.1 N2 gen. abnormal alarm
The two high capacity units (120 Nm3/h each), are able to produce 240 m3/h of Hollow fibre membrane unit with dry filters having the following characteristics HS No.1 N2 gen. emergency stop
nitrogen, which is mainly required for topping up the barrier insulation spaces (at 50°C inlet temperature) 120 + 120 Nm3/h, N2 97%, O2 residual 3%.
TS3B TAHH No.2 N2 gen. feed air temp. high high. Trip
during loading, cool down and other services, like vent mast fire extinguishing Set point: +80°C
and compressor sealing. The membranes are provided with a back pressure control valve down stream of PDS4B DAPH No.2 N2 gen. filter differential press high. Trip
a flowmeter, which maintains a constant membrane pressure.
TAH4B TAH No.2 N2 gen. comp. temperature high. Trip
The operating principle is based on the hollow fibre membranes through which
The nitrogen generators are equipped with an oxygen analyzer, which XA1B XA No.2 N2 gen. abnormal alarm
compressed air flows and is separated into oxygen and nitrogen. The oxygen is
vented to the atmosphere and the nitrogen stored in a 26 m3 buffer tank ready for continually monitors the oxygen content in the nitrogen output. If the level of HS No.2 N2 gen. emergency stop
use. oxygen rises above 1% of the design value, then an alarm is activated on the PT5 PIAHL N2 buffer tank pressure high/low
console. If the level of oxygen rises further then the high high alarm operates,
The high capacity units each consists of a Tamrotor EML 65/13 EWNA screw redirecting the flow to atmosphere and closing the discharge line to the buffer Oxygen Analyzer
compressor, cooled from fresh water cooling system, a single stage air/water tank. A fixed O2 content analyzer is installed on the package units, which is connected
separator, three air filters arranged in series, a 3kW electric heater, before before the remotely operated three way valve.
passing into the membrane units. An oxygen analyzer, after the membrane, The gaseous nitrogen generators are operated automatically, locally or from the
monitors the oxygen content, and if out of range, above 4% O2, redirects the CCR via the IAS. The analyzer has the following characteristics, O2 range 0 to 25%, with an output
flow to the atmosphere. signal of 4 to 20 mA for the remote indicator, alarm panel and three way valve
Control Systems and Instrumentation actuation.
The nitrogen is stored in a 26 m3 buffer tank, where high and low service The control panel permits fully automated unmanned operation of the units. The
pressure set points actuate the start and stopping of the generators. following alarms and controls are mounted on the control panels.
High Capacity Unit Push buttons for start/stop operation

Manufacturer: Air Products
Nominal flow rate: 120 + 120 Nm3/h System status indications
Delivery pressure: 9 bar g
Push button for audible alarm acknowledgement
Dew point at atmos. press: -65°C
Outlet gas composition: Oxygen 3% (% vol) Continuous N2 delivery pressure
Nitrogen balance to 100% (% vol)
Continuous O2 content reading
Screw compressor;
Tamrotor FL75-13: As required Dew-point analyzer
Compressed air at
Electrical heater temperature control
membrane inlet: As required
Maximum back pressure Emergency Stop push button
O2 enriched air: 0.05 kPa
Nominal power: 65 kW
System operating
temperature range: 5°C to 50°C

Illustration 4.11a Inert Gas and Dry Air System
DRY INERTGAS
L89
P
PIٞ PZAٞ 5441
1503 1505 S S
VENT P
L PIC 5451
1504 1506 WEATHER DECK 2112 PURGE TO
INSTRUMENT AIR GS
OUTSIDE
L3 b
1501 1502 2111
H
TI TI
5055 S S 5056
PC PI
4209 4202
H 2307
TI TZA
2311 2312 TC
DRAIN L71 5057 DRAIN
4102 DRAIN
2312a LIQUID SEPARATOR
L1 S COOLER COOLINGWATER
DRAIN L76
GSٞ P
a/b 2309 L56 5027
S
SAMPLE GAS TO P P
COOLINGWATER TI 5012 5022
2105 4225 OXYGEN ANALYSER GS COOLINGWATER
L1 2344 b DRAIN L76
S
RATOR
2306 R404A
EVAPO
S PZA CHARGING
4003 4128
FILLING L
PIٞ 2308 PI
1636 4415
BURNER
PI
1003
FUEL OIL P DRAIN
PI 5017
L4 2037 XZA WASHING / COOLING R404A TI S GS S
2121 4026 b GS GS GS GS
COMPRESSOR a b a b
PILOT
P H P L TOWER
L11
2302
L2 MAIN BU TI
L11 RNER 5408
FUEL OIL 2001
P H 4137 AMBIENT AIR
F.O. PUMP PI PZA L78
M PI COMB 2322a 111U 5305 L
2012 USTIO H SCREEN
N CHA LZA
DEMISTER TI
MBER 2322 4120 VESSEL 5225 H
TZA
P
H
PZA MOTOR 4139 L75 FILLING PT FILLING 5409
5402
S 2010
4135 INSTRUMENT AIR
5004 6006 5005
P AS
2052 SAMPLE LINE
PZA L62 L64 P
WEATHER DECK
L 2011 DRAIN DRAIN H
a GS b GS S
DEWPOINT ٞ
TZA
5216 M FAN
2050 L12 H L12 ANALYSER
PC
4212 TAG No. 7100 PI
L5 L5 L82 5251
OIL SEPARATOR
L5 LUB OIL 4015
Tracing and 4010
EXCESS AIR (hot) CHARGING
TO OUTSIDE. + S insulation TC PC
4211 PI P P PI
DRAIN 4019
VESSEL 1 5061 5082 5092 111U VESSEL 2
STEAM
L66 5002 GS GS GS GS
5003
HEATER
a b a b
4030 DRAIN
PI H PI
RINSING 2318 PZA PC 5105
WATER 2321 SCANTLING DRAFT 4222
AMBIENT AIR
L6 PC
315R 8007 PT PC
4304 4221 PCV
TI S 5113
2317 TYPE S
M BLOWER 1
P
TAGNO
PIC
E-MOTOR 2415
DPT DRAIN
2411 DRAIN
AS PACKAGE UNIT
PZA
L
2320 24 P R404A DRAIN H
G 20 P P TZA L80
24 C PC 5042 5051 5052 CONDENSATE
21 G 5416
a /bS 4321 S GS GS S
AMBIENT AIR H LI LC b b
L21 L22 L23 4308 4311 ELECTRICAL
L6 HEATER L79
G
315R P a/b S STEAM
2417
GS PIC TYPE
M BLOWER 2 ORIFICE TO BE 10
a/b
L36
4303 TAGNO
ADJUSTED ON BOARD S /2 CONDENSOR 4301

E-MOTOR 0 DRAIN AS TYPE
L8 WASHING / COOLING TAGNO

AS WATER OVERBOARD
PI PZA
1626 1634 VENT
PC L
1624 OVERBOARD VALVE L62L64L66
STEAM P
L7 L53
FRESHWATER L52
CONDENSATE L51
L15 FRESHWATER
DRAIN / DECOMPR.
L51
FRESHWATER
TO DRYER UNIT PZA
4328 L PI
DRAIN CONDENSATE STEAM LINE
SEA WATER 4330 L54
L8 DIESEL OIL LINE
SEA WATER LINE
L25
RINSING WATER R-143 LINE
FRESH WATER LINE
AIR LINE
INERT GAS LINE

4.11 Inert Gas and Dry Air Generator Initially, the hot combustion gases produced are cooled indirectly in the Burner Description
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
General mainly occurs in the scrubber section of the generator where the sulphur oxides The combustion air is supplied to the main burner by two ‘roots’ type blowers,
are washed out. The sea water for the inert gas generator is supplied by one of each supplying 50% of the total capacity of the generator. The quantity of
The dry air/inert gas plant, installed in the engine room, produces dry air or inert the ballast pumps via ballast main isolating valve BA230. combustion air to the burner can be manually adjusted by a regulating valve in
gas which is used for the tank and piping treatments prior to and after a dry the excess air discharge line.
docking or an inspection period. Before delivery out of the generator, water droplets and trapped moisture are
separated from the inert gases by a demister. Further removal of water occurs in Fuel (Light Diesel Oil) is supplied at a constant pressure by the gas oil electric
The operating principle is based on the combustion of a low sulphur content fuel the intermediate dryer stage, where the refrigeration unit cools the gas to a pump which has a built-in pressure overflow valve.
and the cleaning and drying of the exhaust gases. temperature of about 5°C. The bulk of the water in the gas condenses and is
drained away with the gas leaving this stage via a demister. In the final stage, the Before ignition or start up of the unit, and with the pump running, all the fuel is
The inert gas plant includes an inert gas generator, a scrubbing tower unit, two water is removed by absorption process in a dual vessel desiccant dryer. pumped back via this fuel oil overflow valve which also serves to regulate the
combustion-air blowers, an effluent water seal, a fuel injection unit, an delivery pressure of the pump.
intermediate dryer unit (refrigeration type), a final dryer unit (adsorption type) The desiccant dryer units work on an automatic change over cycle, where the out
and an instrumentation / control system. of line desiccant unit is first reactivated with warm dry air which has gone The fuel oil flows to the nozzle of the main burner via two solenoid valves and
through the reactivation dryer system. two fuel oil regulating valves.
Manufacturer: SMIT
Inert gas delivery rate: 14,000 Nm3/h A pressure control valve located at the outlet of the dryer unit maintains a A programme switch in the local control panel regulates one of the solenoid
Dry air delivery rate: 14,000 Nm3/h constant pressure throughout the system, thus ensuring a stable flame at the valves which also operates the pilot burner and initial firing.
Delivery pressure: 24 kPa generator.
Inert gas/dry air dew point: -45°C The main burner is ignited by a pilot burner. The main fuel oil burner is of the
Inert gas composition (% vol)O2 : 0.5 Dewpoint and oxygen content of the Inert Gas produced are permanently high pressure atomizing type. The fuel is directed to the burner orifice through
Inert gas composition CO2 : 14% monitored. The oxygen level controls the ratio of the air/fuel mixture supplied to tangential slots, which imparts a rotation motion ensuring that the fuel leaves the
Inert gas composition CO (max): 100 ppm the burner. The oxygen content must be below 1% by volume and the dewpoint burner as a thin rotating membrane which is atomized just after the nozzle.
Inert gas composition NOx (max): 65 ppm of -45°C. Both parameters are displayed locally and remotely through the IAS.
Inert gas composition SOx (max): 2 ppm Alarms and Shutdowns
Nitrogen balance to 100% For delivery of inert gas to the cargo system, two combined remote air-operated
Inert gas composition ‘soot’ Bacharach 0 control valves operated through solenoid valves are fitted on the distribution Tag No. IAS Description
system, i.e. the purge valve and the delivery valve. IG009 XA IGG. system abnormal alarm
The dry air/inert gas plant is locally operated. IG010 XA Cooling unit abnormal alarm
Dry-Air Production IG011 XA Dryer unit abnormal alarm
The connection to the cargo piping system is made through two non-return
IG012 XA IGG. No.1 blower fail alarm
valves and a spool piece which is in the normally closed position. The inert gas generator can produce dry-air instead of inert gas with the same
IG013 XA IGG. No.2 blower fail alarm
capacity, however, for the production of dry air:
Working Principle IG014 XA IGG. F.O. pump fail
There is no combustion in generator IG016.01 OXAH IGG. oxygen content high alarm
Inert gas is produced by the combustion of oil with air, followed by further IG016.02 OXAHH IGG. oxygen content high-high alarm
treatments in order to obtain the required qualities and properties. Gas oil is There is no measure of oxygen content IG016.03 OXL IGG. oxygen content low alarm
supplied to the combustion chamber by the fuel oil pump and air from the air IG017.01 DWAH IGG. dew point high
blowers. The oxygen signal is overridden when the mode selector is on dry-air
IG018 TIAH IGG. delivery temperature high
production
IG019.1 PIAH IGG. delivery pressure high
Good combustion is essential for the production of a good quality, soot free, low
After the processes of cooling and drying and, if the dewpoint is correct, the dry IG021 XA IGG. flame fail
oxygen inert gas.
air is supplied to the cargo system through the delivery valve (with the purge IG022 LAH Scrubber C.W. level high
The products of the combustion are mainly carbon dioxide, water and small valve closed). IG025 PAL Scrubber inlet C.W. temperature low
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The IG026 TAH Scrubber outlet C.W. temperature high
nitrogen content is generally unchanged during the combustion process and the
inert gas produced consists mainly of 86% nitrogen and 14% carbon dioxide.

FILTER
STOP V/V BOX
XA
XA
XA
XA
XA
XA
XA
CAH
CAH
CAH
CAH
GD008
GD007
GD006
GD001
GD005
GD003
GD004
GD002
GD004.1
GD003.1
GD002.1
NO.1 C. TK PRIMARY INSU. SPACE

(MAIN PANEL)
(POWER FAIL)
(POWER FAIL)
(POWER FAIL)
(CARGO AERA)

IAS
(ENGINE ROOM AERA)
(C. GAS DET. SYS FAIL)

(M. PANEL POWER FAIL)
(REPEATER PANEL, W/H)

(REPEATER PANEL, FCS)
(REPEATER PANEL, ECR)

(E/R GAS DET. SYS. FAIL)
(ACCOMMODATION AERA)
(ACCOM. GAS DET. SYS. FAIL)

NO.1 TK SECONDARY INSU. SPACE

Illustration 4.12a Fixed Gas Detection System
NO.1 TK VENT MAST
NO.2 TK VENT MAST
NO.3 TK VENT MAST
NO.4 TK VENT MAST
CCR
SIDE PASSAGE WAY, STBD FWD
SIDE PASSAGE WAY, STBD AFT
SIDE PASSAGE WAY, PORT FWD
SIDE PASSAGE WAY, PORT AFT
CARGO AREA
MAIN PANEL
PIPE DUCT, FWD
PIPE DUCT, AFT
CARGO COMPRESSOR ROOM 1

REPEATER PANEL
CARGO COMPRESSOR ROOM 2

FIRE CONTROL STATION
GOLAR LNG LIMITED
MOTOR ROOM
CARGO ESCAPE TANK
MOISTURE
SEPARATOR
BOSUN STORE, STBD
BOSUN STORE, PORT

ECR
BOW THRUST ROOM

REPEATER PANEL
FWD PUMP ROOM
121
BOX
CCR
POWER SUPPLY
NO.1 BLR FUEL GAS DOUBLE PIPE

IR ANALYSER
NO.2 BLR FUEL GAS DOUBLE PIPE

DC 24 V
AC 220 V
IR ANALYSER
OIL-OFF GAS ROOM

IR ANALYSER
INERT GAS LINE AFTER DRYER

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

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

IR ANALYSER
ENGINE CONTROL ROOM
EMERGENCY GENERATOR ROOM
ENGINE ROOM 1ST DECK (STBD, FWD)
ENGINE ROOM 1ST DECK (STBD, AFT)

ECR
ENGINE ROOM 1ST DECK (PORT, FWD)

ENGINE ROOM
C.C TYPE ANALYSER

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

GAS ALARM PANEL
ENGINE ROOM AREA
INCINERATOR ROOM
FUEL GAS MASTER VALVE CLOSE
ELEVATOR LIFT SPACE
WHEEL HOUSE
ENTRANCE ON D DECK, STBD
ENTRANCE ON D DECK, PORT
ENTRANCE ON DCR DECK, STBD
ENTRANCE ON DCR DECK, PORT

CARGO CONTROL ROOM
CONFERENCE ROOM
SHIP OFFICE
C.C TYPE ANALYSER
ELECTRIC EQUIPMENT ROOM
ENTRANCE ON B DECK, STBD
ENTRANCE ON B DECK, PORT

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

ENTRANCE ON A DECK, PORT
OFFICER’S RECREATION ROOM

CREW’S RECREATION ROOM
GAS ALARM METER
GALLEY
60% LEL FROM AIR INTAKE FOR AIR COND.
MAIN ENTRANCE TO ACCOMMODATION, STBD
MAIN ENTRANCE TO ACCOMMODATION, PORT
FRESH AIR DUCT FOR AIR COND. ROOM
NO.1 CARGO SWITCH BOARD ROOM

ACCOMMODATION AREA
Part 4 Cargo and Ballast System

4.12 Fixed Gas Detection System In order to ensure a representative sample is monitored each time a space is Cargo Area System
(See Illustration 4.12a) sampled each sample line has two way solenoids, which are operated Sample order Location
sequentially by the control unit. One of the sample lines is connected to the 23 Bosun store starboard
There are two means of monitoring gas detection throughout the ship, this covers sampling pump (P1) manifold, while the other line is connected to the 24 Bosun store port
all the cargo, machinery and accommodation spaces. The infrared gas analyzer continuously draw pump (P2) on the bypass manifold. The bypass line pump 25 Bow thrust room
system monitors the cargo areas, BOG lines, and I.G line, while the machinery, discharges the samples not being analysed directly to atmosphere, while the 26 Forward pump room
accommodation and forward area are monitored by the catalytic combustion sampling pump discharges the gas through the analysing unit before being
method. discharged to atmosphere. As each point is being analysed the corresponding Engine Room System
indicator lights up, each point is analysed for approximately 60 seconds. Sample point Location
Infrared Gas Analyzer System 7 Emergency generator room
The principle of operation of the Komyo Gas Analyzer is based on the infrared The analyzer works on the principle that infrared light is absorbed by the 8 Engine room 1st deck starboard forward
absorption characteristics of methane gas. methane gas. Methane gas has a distinctive absorption band in the infrared 9 Engine room 1st deck starboard after
spectrum. Therefore if a sample of gas is compared against a reference sample 10 Engine room 1st deck port forward
Samples for analysis (a mixture of methane and nitrogen), are drawn through of air, the difference in out put from an infrared sensor will be in proportion to 11 Engine room 1st deck port after
small bore lines from the sample points, which are as follows; the gas concentration. 12 Incinerator room
13 Engine control room
Cargo Area System If the methane concentration of any sample point reaches 30% LEL except
primary insulation spaces, 30% in volume for primary insulation spaces, an Accommodation System
Sample order Location audible alarm is sounded in the main panel in the CCR and the corresponding Sample point Location
1 No.1 cargo tank primary insulation space indicator lamp is lit. Additionally, a gas detection alarm is activated on the IAS, 1 Wheelhouse
2 No.2 cargo tank primary insulation space wheelhouse, fire control station and ECR on their respective repeater panels. 2 CCR
3 No.3 cargo tank primary insulation space 3 Entrance on D deck port
4 No.4 cargo tank primary insulation space Sample points 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24 and 25 are also 4 Entrance on D deck starboard
5 No.1 cargo tank secondary insulation space monitored up to 60% LEL at which point related ventilation fan shall be closed. 5 Elevator lift space
6 No.2 cargo tank secondary insulation space 6 Conference room
7 No.3 cargo tank secondary insulation space Boil-off Gas Pipe Duct 7 Ship office
8 No.4 cargo tank secondary insulation space 8 Entrance on CCR deck port
9 No.1 cargo tank vent mast Sample point Location 9 Entrance on CCR deck starboard
10 No.2 cargo tank vent mast 1 No 1. boiler fuel gas double pipe 10 Electric equipment room
11 No.3 cargo tank vent mast 2 No. 2 boiler fuel gas double pipe 11 Entrance on B deck port
12 No.4 cargo tank vent mast 3 Boil-off gas room 12 Entrance on B deck starboard
13 Side passage way starboard forward 4 Inert gas line after dryer 13 Entrance on A deck port
14 Side passage way starboard aft 5 Engine room supply fan duct (Stbd FWD) 14 Entrance on A deck starboard
15 Side passage way port forward 6 Engine room supply fan duct (Port FWD) 15 Crew’s recreation room
16 Side passage way port aft 16 Officer’s recreation room
17 Pipe duct forward The boil-off gas pipe duct samples are continuously monitored by its own 17 Main entrance to Accomm. Upper deck port
18 Pipe duct aft sampling analyzer. The alarm is initiated at 30% LEL, and if the gas 18 Main entrance to Accomm. Upper deck starboard
19 Cargo compressor room (1) concentration continues to rise to 60% LEL at point 1, 2, or 3, the fuel gas master 19 Galley
20 Cargo compressor room (2) valve shall then be closed. 20 Fresh air duct for air conditioning room
21 Cargo motor room 21 No.1 cargo switch board room
22 Cargo escape tank The gas analyzer’s zero should be checked daily and the span checked weekly. 22 Gas detection panel (Alarm at 30% LEL will switch off
the power supply to the cabinet.)
Catalytic Combustion Analyzer System
All the above spaces activate the alarm at 30% LEL, and the air conditioning
The system monitors the atmosphere continuously at the points where sensing room, which is set to alarm at 60% LEL, the related fan will then be stopped.
heads are fitted, and will detect presence of any combustible gas. They are fitted
where gas could accumulate. The sensors provide electrical outputs, proportional For full details refer to the Komyo gas detection manual.
to the amount of gas present, to alarm and indicating units in CCR, ECR, FCR
and wheelhouse.

Illustration 4.13.1a Cargo Valve Hydraulic Lines

4.13 Cargo & Ballast Valve Control & Em’cy Shut Down No.5 Solenoid cabinet feeds cargo compressor room Alarms and Shutdowns
System Valves CG501, 505, 509, 513, 517, 522 piston type (butterfly)
Valves CS501, 504 piston type (globe) Tag No. IAS Description
4.13.1 Cargo and Ballast Control System VC001 HS No.1 cargo hydraulic pump start
No.7 Solenoid cabinet feeds starboard manifold (ESDS)
VC002 HS No.2 cargo hydraulic pump start
General Description Valves CL701, 702, 703, 704, CG701 OF 002, 004 piston type (butterfly) 40
litre accumulator with a 7.8 MPa nitrogen pressurized bladder distribution block VC003 HS Cargo hyd. topping up pump start
All the valves necessary for the operation of the cargo and ballast system are
hydraulically operated by separate hydraulic power packs, situated in the to ESDS valves. VC001.1 HS No.1 cargo hydraulic pump stop
hydraulic power pack room, engine casing 'B' deck forward. Control of the VC002.1 HS No.2 cargo hydraulic pump stop
power packs and valve operation is from the IAS, touch screen and key board No.8 Solenoid cabinet feeds port manifold (ESDS) VC003.1 HS Cargo hyd. topping up pump stop
situated in the CCR. Valves CL801, 802, 803, 804, CG801 OF 001, 003 piston type (butterfly) 40
VC001.2 RL No.1 cargo hydraulic pump run
litre accumulator with a 7.8 MPa nitrogen pressurized bladder distribution block
VC002.2 RL No.2 cargo hydraulic pump run
Cargo System to ESDS valves.
The hydraulic power unit consists of two main pumps and one topping-up pump. VC003.2 RL Cargo hyd. topping up pump run
During normal loading and unloading operations, only one pump is required to Hydraulic Power Pack VC001.3 XL No.1 cargo hydraulic pump remote
meet the demand, while the second pump is put on automatic standby cut in The unit consists of an oil tank, with the two main and one topping up pumps VC002.3 XL No.2 cargo hydraulic pump remote
mode and will cut in when the system pressure is reduced to 98 bars. The situated on top of the tank. Return line is fitted with return filter with electric VC003.3 XL Cargo hyd. topping up pump remote
topping up pump is normally used during forcing vaporization operations. clogging sensor. There is a bank of six accumulators of 54 litre capacity each,
VC001.4 XA No.1 cargo hydraulic pump abnormal alarm
pressurized with nitrogen. Each accumulator has a drain valve, in order to drain
down to the main tank if required. The system is protected by 1 safety relief VC002.4 XA No.2 cargo hydraulic pump abnormal alarm
All remotely operated valves are piston operated, except for the liquid dome and
the spray header isolating valves, which are vain type actuators. The supply oil is valves set at 143 bars, which return to the tank. There are no pump discharge line VC003.4 XA Cargo hyd. topping up pump abnormal alarm
distributed to 6 solenoid valve cabinets situated in side passageway (port and filters apart from the individual filters fitted at each solenoid cabinet station. VC001.5 XL No.1 cargo hydraulic pump auto
starboard) and 1 in cargo compressor room. Each cargo tank, manifold area, VC002.5 XL No.2 cargo hydraulic pump auto
cargo compressor room and the master BOG station has its respective solenoid Pressure switches control the pump cut in / cut out, with low oil pressure alarm
VC003.5 XL Cargo hyd. topping up pump auto
cabinet as follows: and pump failure alarms transmitted to the IAS. The oil level in the tank is
VC004 LAL Cargo hydraulic oil tank low. pump trip
monitored by a low level alarm switch.
No.1 Solenoid cabinet feeds No.1 cargo tank VC005 DPAH Cargo hyd. oil filter No.1 diff. pressure high
Valves CL110, 100, CG 105, 106,107, piston type (butterfly) Pump Settings VC006 PI Cargo hydraulic oil tank pressure indicating
Valves 106, 107 piston type (globe) Pump cut in 108 bars VC007 PAH Cargo accumulator pressure high
Valve CP178 piston type (ball) Pump cut out 127 bars
VC008 PAL Cargo accumulator pressure low
Valves CL101, 102, 105, CS101, 104, 105 vain type (globe) Standby pump cut in 98 bars
VC009 PAL Solenoid valve box No.4 accum. pressure low
High pressure alarm 130 bars
Low pressure alarm 105 bars VC010 PAL Solenoid valve box No.7 accum. pressure low
No.2 Solenoid cabinet feeds No.2 cargo tank
Valves CL210, 200 piston type (butterfly) ESDS operating pressure 83 bars VC011 PAL Solenoid valve box No.8 accum. pressure low
Valves CS206, 207 piston type (globe) Relief valve 143 bars VC012 TAH Cargo hydraulic oil tank temp. high
Valves CS201, 204, 205, CL201, 202, 205 vain type (globe)
Emergency Hand Pump Operation
No.3 Solenoid cabinet feeds No.3 cargo tank All the hydraulic piston type operating valves have an emergency hand pump
Valves CL310, 300, CG001, 002 piston type (butterfly) connection. There are three portable emergency hand pump units, one available
Valves CS306, 307 piston type (globe) in the engine room, one in the duck keel space and one in the deck store. The
Valves CS301, 304, 305, CL301, 302, 305 vain Type (globe) isolating valves on the distribution block are first shut off and the hoses of the
emergency hand pump fitted to the snap-on connectors. Control of direction is
No.4 Solenoid cabinet feeds No.4 cargo tank via a hand operated changeover control block.
Valves CL410, 400, CG601, 602 piston type (butterfly)
Valves CS406, 407 piston type (globe)
Valves CS401, 404, 405, CL401, 402, 405 vain Type (globe)

Illustration 4.13.1b Ballast Valve Hydraulic
2

2
2
2
6- 6- 6-
6
$ $ $
$

9 9 9
9

01 01 01
01
219'42#%-
(14$#..#56
51.88$1#4&
(14$#..#56$+.)'(1
59%11.+0)5;5
9#6'4524#;5;5

5
5
5
5
6- 6- 6- 6-
$ $ $ $
9 9 9 9

01 01 01 01

Ballast, Bilge, F.O. Sea Water Cooling and Water Spray Systems Alarms and Shutdowns Emergency Hand Pump Operation
The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal operations, only one pump is required to meet the demand, while Tag No. IAS Description All the hydraulic piston type operating valves have an emergency hand pump
the second pump is put on automatic standby cut-in mode and will cut in when VB001 HS No.1 ballast hydraulic pump start connection. There are three portable emergency hand pump units, one available
the system pressure is reduced to 98 bars. The topping up pump is normally used in the engine room, one in the duck keel space and one in the deck store. The
VB002 HS No.2 ballast hydraulic pump start
to maintain the system pressure outside of general operations. isolating valves on the distribution block are first shut off and the hoses of the
VB003 HS Ballast hyd. topping up pump start
emergency hand pump fitted to the snap-on connectors. Control of direction is
All remotely operated valves are piston operated. The supply oil is distributed to VB001.1 HS No.1 ballast hydraulic pump stop via a hand operated change over control block.
1 solenoid valve board situated in the engine room. The operation of the valves is VB002.1 HS No.2 ballast hydraulic pump stop
conducted from the IAS in the CCR. VB003.1 HS Ballast hyd. topping up pump stop
VB001.2 RL No.1 ballast hydraulic pump run
Solenoid valve board for Ballast, Bilge, F.O. Sea Water Cooling and Water
VB002.2 RL No.2 ballast hydraulic pump run
Spray Ship Side and other Valves Systems
VB003.2 RL Ballast hyd. topping up pump run
BA002 - 031, 201 - 215, 217, 219, 221 -229 VB001.3 XL No.1 ballast hydraulic pump remote
CW006, 010, 014, 018, 025 - 028, 101 - 103 VB002.3 XL No.2 ballast hydraulic pump remote
VB003.3 XL Ballast hyd. topping up pump remote
BS020, 025 - 028, 033, 034, 039, 040, 045, 046, 202
VB001.4 XA No.1 ballast hydraulic pump abnormal alarm
VB002.4 XA No.2 ballast hydraulic pump abnormal alarm
ES191, 196
VB003.4 XA Ballast hyd. topping up pump abnormal alarm
OF005, 006, 008, 010-13, 048, 076, 081, 085, 101 VB001.5 XL No.1 ballast hydraulic pump auto
VB002.5 XL No.2 ballast hydraulic pump auto
WW001, 002, 003 VB003.5 XL Ballast hyd. topping up pump auto
VB004 LAL Ballast hydraulic oil tank low. pump trip
Hydraulic Power Pack
The unit consists of an oil tank, with the two main and one topping up pumps VB005 DPAH Ballast hyd. oil filter No.1 diff. pressure high
situated on top of the tank. Return line is fitted with return filter with electric VB006 PI Ballast hydraulic oil tank pressure indicating 1. Operating Procedure
clogging sensor. There is a bank of six accumulators of 50 liter capacity each, VB007 PAH Ballast accumulator pressure high x Check the oil level in the tank
pressurized with nitrogen. Each accumulator has a drain valve, in order to drain VB008 PAL Ballast accumulator pressure low x Remove the locking pin off lever
down to the main tank if required. The system is protected by 1 safety relief x Connect the threaded ends (1) to the actuator, “O” or “S”
VB012 TAH Ballast hydraulic oil tank temp. high
valves set at 143 bars, which return to the tank. There are no pump discharge line x Screw(lock) the decompression lever (3)
filters apart from the individual filters fitted at each solenoid cabinet station. x Act on the pump lever with monitoring the pressure
on the pressure gauge (2)
x Unscrew(unlock) the decompression lever (3) for decompression
Pressure switches control the pump cut in / cut out, with low oil pressure alarm
of the circuit
and pump failure alarms transmitted to the IAS. The oil level in the tank is
monitored by a low level alarm switch. 2. Notes
Pump Model : PL-1317F
Pump Settings Tank Volume : 5 Liter
Pump cut in 108 bars Stroke Volume : 17.6 ml
Pump cut out 127 bars Max. Pressure : 130 bar
Standby pump cut in 98 bars Weight : 15 kg (Wet Weight : 20 kg)
High pressure alarm 130 bars
Low pressure alarm 105 bars
Relief valve 143 bars
The hydraulic system can be used as a emergency back up supply to the main
cargo valve system, by opening isolating cross connecting valves which must be
kept shut in normal use.

Illustration 4.13.2a Emergency Shutdown and Cargo Tank Protection Scheme

4.13.2 Emergency Shutdown and Cargo Tank Protection Scheme When alarm for ESD or tank protection system is activated, following equipment 4) Test / Block Selector :
and valves are tripped. Also, there is a key selector fitted on the CCR console to test the ESDS and
In the event of fire or other emergency condition, the entire cargo system, gas y ESD activation : to block the ESDS.
compressors and master boil-off gas isolating valve to the engine room may be - Stop of all cargo pumps For the ESD test, operator can turn the selector switch to the test position,
shut down by a single control. - Stop of all cargo compressors equipment related to the ESD system will trip or close, except Fuel Gas
- Closing of manifold valves
Master Valve and Low Duty Compressor.
Shut down of the cargo system is actuated either manually or automatically by - Closing of fuel gas master valve
If an operator select the block position, ESD will not activate.
fire or certain off limit conditions. y Tank protection system 1 activation :
- Stop of cargo pumps of the related cargo tank. Off
Description - Stop of all cargo compressors
(See Illustration 4.13.2a) y Tank protection system 2 activation : Test Block
The manual emergency shutdown push buttons are located as follows: - Closing of filling valve of the related cargo tank.
Cargo Control Room
Wheelhouse 1) Ship/Shore Connection Selector
Fire control station Three (3) kinds of ship/shore connection method are provided to transfer the 5) Loading/Unloading Terminal Selector :
Each tank liquid dome (4 units) ESD signal to/from ship terminal. There is a loading/unloading terminal selector fitted on the CCR console to
Deck forward area (1 unit) -. Pneumatic Connection avoid surge in the liquid line when ESD condition happens during the LNG
Port and starboard manifold platforms (2 units) -. Electric Connection transfer.
Automatic shutdown for fire is controlled by twelve fuse plugs located as -. Optic Connection
follows:
And two (2) rotary type selectors on the CCR Console are provided to select or Loadin Unloadin
Each tank liquid dome (4 units)
Each tank vapour dome (4 units) bypass the ship/shore connection. One is for pneumatic connection and the
Port and starboard manifold platforms (2 units) other is for electric/optic connection.
Cargo compressor room (1 units) Each selector is linked to the bypass function.
6) Reset Push Button with Lamp :
Electric motor room (1 unit) There is a reset push button fitted on the CCR console to reset the ESDS
2) Pneumatic connection at LNG Terminal : after ESD activation.
There are three ESDS interface connections made to the shore facility, i.e. D During reset the ESDS, lamp will be lighting and pneumatic pressure at the
electrical, optical and pneumatic. In port, the optical link and pneumatic systems Optic Elec/Optic C E A : 4 bar
pneumatic control board will be monitored in the IAS CRT.
will inform the shore of any ship’s ESDS actuation and will stop the loading or B : 3.5 bar
discharge pumps and close the shore liquid valves. C : 3 bar
B F 7) ESD / TPS Tank Level Override Indication Lamp :
Electric INHIBIT D : 2.5 bar
There are four (4) lamps to indicate tank level override condition for TPS
Automatic shutdown occurs when any of the following conditions occurs: A BY-PASS E : 2 bar and one (1) lamp to indicate tank level override condition for ESD. When all
Vapour header pressure falls to within 0.3 kPa of atmospheric pressure F : 1.5 bar cargo tank level is override, level condition for ESD will be override and
Vapour header pressure falls to primary insulation space header pressure lamp for ESD override will be lighting IAS.
Each tank pressure falls to within 0.5 kPa of the primary insulation barrier (Electric / Optic Selector) (Pneumatic Selector)
space pressure (Tank protection system) -. Select Electric / Optic Selector to 'Inhibit'.
EMERGENCY SHUT DOWN TEST - S/S : METHANE PRINCESS
Each tank pressure falls to the primary insulation space pressure -. Select “Pneumatic Selector” to related position to match with ESD set
(Tank protection system) pressure VALVE NO.
CLOSING TIME (second), *)
OPERATING CHARACTERISTICS
COLD WARM
Hydraulic oil press low for cargo valve control system If operator select the by-pass position, pneumatic emergency shut-down signal CONDITION CONDITION
Control air press low for ESDS air control board from the terminal will not affect the emergency shut-down system on the ship. CL 701 30 HYD. SMOOTH FAIL-CLOSED TYPE
Ship blackout condition CL 702 30 HYD. SMOOTH FAIL-CLOSED TYPE
Extreme liquid level (99% volume) in any tank 3) Electric or Optic connection at LNG Terminal : CL 703 30 HYD. SMOOTH FAIL-CLOSED TYPE
Automatic shutdown for fire
CL 704 30 30 HYD. SMOOTH FAIL-CLOSED TYPE
Shutdown signal from the terminal D
C E A : 4 bar CG 701 30 30 HYD. SMOOTH FAIL-CLOSED TYPE
Optic Elec/Opt
! Caution B : 3.5 bar CL 801 30 HYD. SMOOTH FAIL-CLOSED TYPE
Before using the blocking switch, determine exactly what has caused the C : 3 bar CL 802 30 HYD. SMOOTH FAIL-CLOSED TYPE
shutdown. B F D : 2.5 bar CL 803 30 HYD. SMOOTH FAIL-CLOSED TYPE
Electri INHIBI
Before using the blocking switch, turn the controls for all crossover valves to the E : 2 bar CL 804 30 HYD. SMOOTH FAIL-CLOSED TYPE
A BY-PASS
shut position. F : 1.5 bar CG 801 30 HYD. SMOOTH FAIL-CLOSED TYPE
Use the blocking switch only when absolutely necessary to recover from an (Electric / Optic Selector) (Pneumatic Selector)
Note :
emergency condition. -. Select Electric / Optic Selector to 'Optic or Electric or Elec/Optic'. It is included time delay from alarm activation of
When the emergency condition is corrected, immediately restore the shutdown -. Select Pneumatic Selector to 'By-pass'. Emergency Shutdown System(ESD) to start of closing ESD valve
system to normal.

Illustration 4.13.3a Ship-Shore Optic Fibre Transmission and ESD Link System Schematic
ELECTRIC EQUIPMENT CARGO CONTROL ROOM UNDERDECK CABLE WAY SHIP SIDE PORT
SHIP SHORE LINK
CARGO CONTROL CONSOLE CARGO DESK

PORT SHIP SIDE
FO CONNECTION BOX ELECTRIC CONNECTION BOX
NOTE 3 MLM DESKTOP PC
GENERAL ALM GENERAL ALM
PSU
GENERAL ALM AAAA CCC GENERAL ALM
GENERAL ALM ALM ALM GENERAL ALM ALM ALM

220VACٞ
GENERAL ALM
1X2X0.75
GENERAL ALM ABCDEFG HIGK
GENERAL ALM AAABBB GENERAL ALM AAABBB

MODEM
GENERAL ALM ABCDEFG HIGK

GENERAL ALM
GENERAL ALM

NOTE 4
GENERAL ALM AAABBB
6XFO MULTMODE
PABX PUBUC
GENERAL ALM GENERAL ALM GENERAL ALM GENERAL ALM
TELEPHONE TELEPHONE NOTE 5
HOTLINE TELEPHONE 1X35MM2
PSU NOTE 6
GENERAL ALM ABCDEFG HIGK GENERAL ALM
220VACٞ GENERAL ALM
1X2X0.75
JB-INT
SERIAL
C/O SHIP SIDE STBD
SWITCH
NOTE 2
BT431 TO RJ11
ADAPTORS STBD SHIP SIDE
FO CONNECTION BOX ELECTRIC CONNECTION BOX
RJ11 BOXES
STRAINSTALL
D BOX
NOTE 8
CARGO CONTROL CONSOLE FO-EL SELECTION HONEYWELL IAS AND CARGO ESD SYSTEM NOTE 4
6XFO MULTMODE
VOLTFREE CONTACTS CLOSED FOR ESD OR FO
SELECTION
ELECTRIC ESD SHIP SHORE / SHORE-SHIP
FO ESD SHIP SHORE / SHORE-SHIP
COMMON ABNORMAL ALARM
220V UPS MAIN SUPPLY 250W MAX

24V DC BACKUP SUPPLY 8A MAX
NOTE 5
1X35MM2

4.13.3 Ship Shore Link There is a 4 way earthing connector fitted from ship-shore as used on some Control Enclosure
European terminals (but this contravenes current OCIMF and SIGGTO The NFI-Seatechnik system is installed in : Electric equipment room in
Linked ship-shore emergency shutdown systems have been required by SIGGTO regulations) and is not recommended unless insisted upon by the terminal. Accommodation ‘B’ deck.
since the early days of LNG loading and discharge installations. They minimize
the consequences of an accident or, if abnormal conditions arise, they allow the A 35 m umbilical is fitted to enable ship-to shore linking. Ship supply is required This standard unit is an IP55 steel enclosure with part glazed front door panel.
process to be shut down with minimum spillage of liquid. Thus consequent risk by some terminals.
to jetty and ship’s structures and escape of flammable vapour is avoided. The internal equipment includes:
The length is increased to 50 m to enable LNGC ship-shore transfer. x 4 off full duplex Telephone Interfaces (Tel/IF)
Since both ship and shore exchange liquid and vapour, the shipside and shore- x 1 full duplex ESD Interface-ship-shore and shore-ship
side Emergency Shutdown (ESD) must be linked. A similar 35 m length Earth umbilical is supplied for use in those European x Electrical/Optical Interface unit to connect to cabling
terminals which insist on its use. x Port starboard Selection panel
This is to avoid: x Dual Redundant Power Supply
Configuration of 37-way connector x Control Alarm Intendance Unit
Excessive pressure on the loading arm connection causing damage, should the
upstream valve be closed first An additional feature specified by experienced LNGC operators to ensure safe The system is designed for ship or shore use, and complies whit IEC-945 for
functioning during emergency breakaway requires all ESD circuits to be shipboard equipment. The equipment complies with SIGTTO July 1987
Overfilling ship or shore tanks protected by intrinsically safe (Ex’ia’) techniques. The standard telephone recommendations.
circuits which cannot be passed through Ex’ia’ certified barriers are powered
Risk of damage or spillage due to excessive movement of ship with respect to from shore and isolated by Ex’ia’ relays on shore which are switched by a) Tel/IF Unit
berth continuity loops on board. The principal certification and protection is however 3 voice and 1 data channels, multiplexed
Ex’d’.
In addition to safety requirement for ESD, the ship to shore link has been Channel
Ship-Shore Receive Ship-Shore Transmit
extended to handle communications by telephone. Telephone circuits are isolated by most shore systems via relay contacts, carriers carriers
normally open. Data Channel 18 kHz 78 kHz

The ship-shore links are implemented on the ship as follows: Hot line phone 30 kHz 90 kHz
The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits Public phone 42 kHz 102 kHz
Electric Link and one 4-way Pyle Receptacle whose pins are grounded to the ship’s structure.
Internal phone 54 kHz 114 kHz
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS)
& Communications, is proposed for complete compatibility with the Middle Umbilical cable Pyle-Pyle
Eastern and Atlantic Basin import LNG Terminals. These systems are used in It is a Requirement of some terminals that the ship provided the ship-shore During normal operation the indicators display the status of each
30% of all LNG terminals as either a main system or as a back-up system. The umbilical cable, which is fitted at each end with 37-way Pyle National Plugs and telephone channel received from the ship and shore as follows;
system handles in the case of earth-bonding cables, 4-way 37-way Pyle National Plugs.
Telephone circuit in operation
Green Indicator :
(signal received & detected)
x 4 telephone channels and from single ship-shore and Umbilical cable Pyle-Miyaki Adapter Telephone circuit not in operation
Yellow Indicator :
x Shore-ship ESD voltfree contact signals A special cable arrangement can be supplied to enable a ship equipped with this (no signal received & detected)
x Additional shore-ship ESD signals as required by certain US import system to connect to the Miyaki-type explosion proof ship-shore links used in
terminals Japanese, Korean Indonesian and Malaysian export terminals. b) ESDS
Signals provided by tone for normal safe mode and normal ESD mode.
The main Fibre optic Ship shore Link system(FO-SSL) is used in conjunction Electric Systems Explosion Proof (Ex’d;) Pyle National Connector-type Fail safe operation function
with this Electric ESD system (PNC). A 37-way Pyle National Connector system is fitted at port and starboard
manifold area under. The main protection is made by a single explosion proof Status Lights Operation of the ESD system front panel status lamps are
The system relies on Pyle National Ex’d flameproof connectors for connection of connector for both ISESD and non-IS telephone circuits. These circuits are as follows.
the shore cable the ship shore interface and, once connected to the ship, at the mixed in a single multicore cable. ESD Status Lamp Operation
shore receptacle at the shore cable reel. The system uses a 37 way Pyle National Normal Green
telecommunications and ESD digital and a 4..20 mA ship analogue process Warning Fault (Abnormal) when no ship Yellow
signal. The 37 pin connector is fitted to the end of a cable reel on which the 4 way earth bonding connectors are provided but not used due to SIGTTO
Fault (Abnormal) with ship Yellow & Red
shore end is provided with a second connector provided by NFI. The telephones regulations prohibiting their use.
on the ship are connected to the shore and are not powered from shipboard ESD Red
supplies. No operator actions are required during system operation between the ship
& shore.

c) Control Alarm Module

Alarm indication via failure-open volt-free contact in case of : Illustration 4.13.3b Ship-Shore Optic Fibre Transmission and ESD Link System Schematic
• Optical Cable failure.
• Power failure to Control panel.
• Plug Disconnection.
• System Failure, via diagnostics facilities of modems and via ‘Carrier
Detect’
d) Power Supply Shore Side Ship Side

Input 100W max at 100-230V AC
From Mooring Load Monitor Display
From Mooring Tension Monitor Computer
Dual Input (optional) Power supplies are dual
Fed with auto change over facility
(optional) Power supply 24VDC Mooring
Mooring Public Ship's Hot
Hot Load Exch. Line
Load Public Plant Phone
Line Monitor Phones Phone
Phone
Indication/Controls Power Supply distribution module with Monitor
Modem
Phone
Phone Modem
Isolation switch, fused/MCCB protection

And power on indicator.
Port Side
Ship Connector
e) Port/Starboard Selector Module el I/F el I/F el I/F el I/F
el I/F
Unit
el I/F
Unit
el I/F
Unit
el I/F
Unit
Unit Unit Unit Unit
This 1U rack module carries port and starboard selector pushbuttons.
The ESD electrical Bx signals from the FO Connection Box to the ESD
Module input are routed via this module and the ESD electrical Tx Shore Side
Multiples Unit
Multiples Unit Electric / Optical
signals to the FO Connection Box are routed via this module. Electric / Optical Connector Interface
Interface Port / Stb.d Section
The module is used to select the shipside connection box in use.
Emergency
Emergency Shutdown Unit
If the system is in operation on the Port Connection box, Port is selected Shutdown Unit With E/O Interface
With E/O Interface
and the red Push button is lit. An Abnormal ESD will occur if the
Starboard Pushbutton is pressed and vice versa. Power Supply Unit
Power Supply Unit
Control Alarm
Control Alarm
Spare Module
Module Spare
The Telephone signal selection is via the FO Connection Box. This unit Shore Side Optical
Cable Reel
outputs the control voltage (24V DC) to select Starboard. 50 - 100m
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iG[UXYGGˈvmmˉ OoGP opnoGOwUGzP
Starboard Side
iGYU]\GGˈvmmˉ OsGP hG\UZ`GGˈvuˉ sv~GOwUGzP
iG[U[XGGˈvuˉ hGZU`YGGˈvuˉ
Ship Connector Yuken Plant Emergency
Yuken Plant Emergency Shutdown Control System
iGYU`[GGˈvuˉ
Shutdown Control System
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wUG{
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ZT~ GGV
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Ship-Side Fibre Optic Connector Box z Call The terminal Hotphone(s) are called by lifting the handset
and pressing the call button whilst the caller speaks into the mouth
The system utilizes 2 connector boxed, one port and one starboard. Each box piece. These actions result in the caller being heard at the called hones
measures 560 mm wide x 400 mm high x 200 mm deep, has an NP16 flange on and a visual indication. A two way conversation can commence when
the lower left side for fibre pre terminated shipside connector tail on the right the handset on one of the called phones is lifted.
hand side. The tail is factor terminated with approximately 1.5 m cable.
z Signal The terminal Hotphone(s) are signaled by lifting the handset
The connector box includes a hinged lockable door and is made entirely from and pressing the signal button. These actions result in an audible
316 stainless steel. The boxed are certified to IP56 (DNV certificate no 3170644). tremolo sound and a visual indication at the signaled phones. A two
way conversation can commence when the handset on one of the
In the event of damage, the tail can be replaced without the need for specialist signaled pones is lifted.
skills or tools.
Material : Body 316 Stainless Steel PABX/Public Telephones

Material : Sleeves Phosphor Bronze
Material : Protection Cap Naval Bronze Standard type European telephones for 48 VDC operation with ohm, on hook
Optical coupling method Full ceramic ferrule FC single mode type line impedance 6,000 ohm will be supplied. Line termination shall be by RJ11
Signal arrangement standard type socket outlet (USA/International). The telephones may be mounted
Ferrule no : 1 Tel channel Ship-Shore on the console. They will be connected into the Fibre optic ship-shore link
2 Tel channel Shore-Ship cabinet and switched by internal circuitry within the Fibre optic ship-shore link
3 ESD channel Ship-Shore cabinet. The electric system selector is controlled by a yard supplied FO-EL
4 ESD channel Shore-Ship selector switch fitted to the Cargo Control console.
5 Spare
6 Spare Pneumatic Systems
Loop-Back Connector (Check Plug) Two quick-connect male/female umbilical pneumatic connectors are provided at
The loop-back connector is used to carry out local functional test of the system. main deck level underneath the manifolds for use with the similar systems used
It allows a full test to be carried out from the electrical telephone and ESD inputs at Ras Laffan and other terminals. These directly trip the loading valves on
via the cable, up to the shipside combination connector, mounted in the pressure loss and are sensed by the Yuken ESD system.
connector box, without the need for the vessel to be along side a jetty.
Mooring Load Monitor system
Hotline Telephone unit
The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal. The MLM shall comprise of a Marimatech a/s notebook or desktop type
computer which will display value and status for all sensors attached to shore
The SeaTechnik Hotphone consists of the telephone body and handset, an side installations.
external power-supply and an external speaker.
Normally, the link shall be via a modem via the SSL system Channel 1 and is
The SeaTechnik Hotphone supports the following functionality for a maximum supplied as part of the FO-SSL. In some areas (Oman), a shore supplied UHF
of 3 inter connected Hotphones : radio modem at 2 GHz (Ethernet TCP/IP) is used. If necessary a Strainstall
compatible connector will be supplied to allow the data from shore to be
transferred.
Software on the computer can interpret Marimatech a/s MLM signals such as
Inchon 2 or Stainstall as in Inchon 1 and P’yeong Taek and most Japanese
terminals.
The Dockmaster System can display from the mooring hook loading monitor
system typical displays as follows:

Illustration 4.13.4a Mooring Load Monitor System
Port No.1
MD-5 MD-4 MD-3 MD-2
5 BREAST LINES 5 BREAST LINES
MD-6 MD-1
2 STERN LINES
BD-4 BD-3 BD-2 BD-1
HEAD LINES
2 SPRINGS 2 SPRINGS
MS
Port No.2
MD - 2B MD - 2B MD - 2C MD - 2D MD - 2E
BD - 2A BD - 2B BD - 2B

4.13.4 Mooring Load Monitoring System c) Smoothly and slowly adjust the heave in or pay out control until In each case, the shore system relays data to the shipboard repeater and displays
the desired operating speed is achieved. graphically the tensions on a screen in the CCR.
Winches
d) To cease heaving return the control to the neutral position. Yokugawa YEWMAC System
Spool Specification and Performance Whenever a winch is in use, a clear view of the overall task in The Yokugawa YEWMAC data is transmitted via the channel 1 of the fibre optic
hand is essential. If the winch operator cannot clearly see the entire ESD Ship Shore Link system. (See Section 4.13.4)
The LP hydraulic mooring winches and combined Windlass/Mooring Winches operation from the control position then a responsible man must be
are fitted with split spools designed to handle either a synthetic soft rope of 85 positioned to guide him. The computer in the CCR, when switched on, displays the load data from shore.
mm diameter or a steel wire rope of 42 mm diameter. The spools are designed to There is no operator input required.
take 4 layers of soft rope and 5 layers of wire. The spools are split into a storage Internationally recognised signals for the visual guidance of winch operators can
and a working area to avoid the wire becoming buried in the stowed layers. be found in the ‘Code of Safe Working Practice for Merchant Seaman’. Strainstall System
Operators should ensure at least three turns have been placed on the working This uses a notebook PC in the CCR and modem. Data is transmitted from the
section before applying a load. Failure to comply with this will lead to rapid To Use the Wire Spool shore computer via EX’ia’ intrinsically safe interfaces and a connector midships.
deterioration in wire condition. Mooring winches are each fitted with two/three wire spools. Only one spool can (See Section 4.13.4)
be safely operated at any one time. Under no circumstances should both spools
Spool or a spool and drum end be operated simultaneously. Ensure both spools are out Operating Procedure - Strainstall System
Diameter 672 mm of gear and the brake applied to each. Gently operate the heave in or pay out
Storage length 532 mm control to align the dog clutch with the selected spool. Stop the winch. Engage a) The RUN SCREEN page is automatically displayed on the monitor.
Working length 420 mm the clutch. Remove the spool brake and operate winch as previously described. This shows the mooring configuration, alarm limits and loads
applied.
First layer performance Warning
Rated speed under load (245 kN) 15 m/min Rated speed no load Never attempt to engage a clutch with the drive shaft rotating b) When starting the software, the MLM program runs under
Winding pull 300 kN. Drum end diameter 2050 mm Windows 95. The program is started by double-clicking on the
Length 982 mm Sunken Bitts SES icon in the Program Repeater Group. LOAD NEW JETTY
The ship is provided with 18 sunken bitts 4.5~4.8 m above the loaded and can be used to select s previously installed jetty configuration.
Precautions before using. lightship condition waterline respectively.
Trending is available.
a) Check the correct function of clutches, gear change mechanism The SWL is 150 tonnes
and safety contacts. Equipment should operate smoothly without Diagnostics via the serial ( COM ) port are also available.
undue effort being applied. MLM (Mooring Load Monitor) System
The terminals at which the ship berths are normally fitted with MLM/Mooring
b) Check brakes are free to operate and that the bands release evenly Tension Monitor systems. These include quick release mooring hooks which
from all contact areas. have load cells which monitor the mooring line tension accurately.
c) Check the ‘heave in’ and ‘pay out’ controls for correct function. Terminal System Repeater
Controls should return to the neutral position when released. P’yeong Taek Strainstall Ltd Installed
Inchon Strainstall Ltd Installed
d) Verify that all lubrication routines have been carried out. Oman Marimatech a/s Installed
Bintulu Yokugawa YEWMAC Installed
e) Check hydraulic feeder lines for signs of leakage. Arun Installed
Yokugawa YEWMAC
Qatar Yokugawa YEWMAC Installed
Operating Procedure
Bontang Yokugawa YEWMAC Installed
a) The drum end is keyed directly on to the drive shaft and always
turns whenever the winch is in use. The analysis of tensions is carried out by a shore-based computer.
b) Personnel and loose gear should be kept well clear. To use the
drum end, ensure wire spool has been taken out of gear and the
brake applied.

Illustration 4.14.1a Cargo Tank Relief Valve Illustration 4.14.2a Primary and Secondary Insulation Space Relief Valves
For manual lifting device

connection Rc1/2
For manual lifting device

connection Rc1/2

4.14 Relief Systems 4.14.2 Primary and Secondary Insulation Space Relief Valves 4.14.3 Line Relief Valves
General Description Manufacturer: Fukui Seisakusho Co., Ltd. Each section of the cargo pipe work, except the vapour line that can be isolated
Type: PSL-MD12-161-S1(B) by two valves, has an over pressure relief valve fitted. The cargo manifold relief
Each cargo tank is fitted with two pressure / vacuum relief valves as required by Number of units: 16 plus 1 spare lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
the IGC code. The primary and secondary insulation spaces are each protected Number per tank are led to No.3 & 4 vapor domes. No.1 & 2 cargo tank s relief lines are led to
by two pressure relief valves per cargo tank. The valves are manufactured by Primary Insulation Space: 2 No.1 & 2 vapor domes.
Fukui Seisakusho Co., Ltd. and are designed specifically to work on marine Secondary Insulation Space: 2
based LNG systems.
Setting: Illustration 4.14.3a Cargo Line Relief Valve
Over Pressure: 1 kPa gauge
4.14.1 Cargo Tank Relief Valves Flow rate per valve: 2,146 Nm3/h
The primary and secondary insulation spaces are protected by 4 PORV relief
Manufacturer: Fukui Seisakusho Co., Ltd. valves per cargo tank.
Type: PSL-MD13-161-S1(B) 10” x 12”
Number of units: 8 plus 1 spare A gas detection line is lead out from below the valves, one points for the primary
Number per tank: 2 insulation space and one point for the secondary insulation space per each tank,
to the gas monitoring system, to give a constant indication of the atmosphere
Setting: inside the primary and secondary insulation spaces.
Over Pressure: 25 kPa gauge
Flow rate per valve: 27,700 Nm3/h The primary insulation relief valve vapour outlet is led to a separate vent line,
which runs up alongside the associated vent mast. This is in order to prevent any
Vacuum Relieving: -1 kPa gauge counter pressure or back flow from the main vent mast should the cargo tank
relief valves lift, or from the nitrogen snuffing system.
The cargo tank relief valves are fitted at the vapour domes of each tank and vent
to their associated vent mast riser. The relief valves are of the PORV (pilot It is extremely important the vent line is checked on a regular basis and drained
operated relief valve) type. A cargo tank pressure sensing line relays the pressure of any accumulation of water. The purpose of which is to ensure that the relief
directly to the pilot operating valve. In this manner, accurate operation at low valves operate at their correct settings, which would otherwise be altered if water
pressures prevailing inside the tank are assured. were to accumulate in the vent mast and flow onto the valve assembly.
The cargo relief valves are set up initially by the manufacturers for the The secondary insulation space relief valves vent directly to deck, via a
requirements on the ship. If overhaul of the valves by ship’s staff is carried out, downward facing tail pipe. It is not necessary for these to be led to a vent mast as
the valves must be checked and reset to the original settings. the likely hood of LNG vapour in the insulation space is very remote.
It is extremely important that the vent mast is checked on a regular basis and The primary and secondary insulation spaces valves are set up initially by the
drained of any accumulation of water. The purpose of which is to ensure that the manufacturer’s for the requirements on the ship. If overhaul of the valves by
relief valves operate at their correct settings, which would otherwise be altered if ship’s staff is carried out, the valves must be checked and reset to the original
water were to accumulate in the vent mast and flow onto the valve assembly. settings.

Illustration 4.15.1a Ballast Piping
)
(P
BA228 TK
.B.
W
P) ( P) P) )
K( K(
R
E/
TK (P
.T T TK
BA224 BA232 IN BOSUN STORE
S.C .B . B. . B. .B
. (WATER TIGHT DECK)
W W W W
.4 .3 .2
(P)
NO.2
.1
NO NO NO NO
B. STRIP.
TK
EDUCTOR BA202
B.
W.
EP
DE
D
BA222
FW
BA006
BA212 BA031 BA030 BA029 BA025 BA024 BA023 BA019 BA018 BA017 BA013 BA012 BA011
(TYP.)
BA204 SLEEVE
BA223
BA221 BA211 DOUBLE BA005
BA220 O-RING BALLAST MAIN
BA004
NO. 3 B.P
EM'CY BILGE
SUCTION BA001
BA229 STEEL PIPE
BA210 BA206
A.P. TK BA227
BY NO.2 B.P. BA230 BA219 BA209 PIPE DUCT BA007

F.P. TK
TO I.G.G. SYS BA218
NO. 2 B.P
BA208 BA205
BA226 B.T. RM
BA217 BA207 BA003
BA216 BALLAST MAIN
NO. 1 B.P BA002
BA215 BA203
BA028 BA027 BA026 BA022 BA021 BA020 BA016 BA015 BA014 BA010 BA009 BA008
)
(S
TK
.B.
W
EP
S) S) S)
DE
)
K( K( K( (S
D
BA201
B.
T .T B.
T TK
FW
BA214
. .B . .
S.C W W W .B
.4 .3 .2 W
.1
NO NO NO
NO.1
NO
BA231
S)
B. STRIP. K(
EDUCTOR .T
.B
W
R
E/
BA225

4.15 Ballast Level and Draft Indicating System System Capacities and Ratings. The on screen ballast menu also shows when the pumps are switched to remote,
the pump’s suction and discharge pressure, the position of the manually operated
4.15.1 Ballast Piping Ballast pumps valves and the level in each tank, in terms of innage.
Manufacturer: Shinko Ind. Ltd.
Description Model: GVD 500-2MS/2LMS
The ballast spaces beneath and around the outboard side of the cargo tanks are Rating: 3,000 m3/h x 30 mTH Control and Alarm Settings
utilised as ballast tanks to optimise draft, trim and heel during the various load Speed: 880 rpm
conditions of the vessel. Power: 355 kW Setting Description
21.48 m Fore peak tank level high.
Ballast will be carried during the return passage to the loading port, when only Three ballast pumps are electric motor driven.
Make: Shinko Ind. Ltd. 0.6 m Fore peak tank level low.
sufficient gas is carried to maintain the tanks and their insulation at cryogenic
temperatures. Type: Single stage axially split centrifugal. 25.48 m No.1 port ballast tank level high.
Rated output: 3,000 m3/h at 30 m head. 0.6 m No.1 port ballast tank level low.
The ballast spaces are divided into 8 tanks, that is port and starboard under each 25.48 m No.1 starboard ballast tank level high.
of the 4 cargo tanks. In addition, the fore peak water ballast tank deep ballast Ballast stripping eductors
0.6 m No.1 starboard ballast tank level low.
tank (port and starboard) and aft peak tank are also used to carry ballast when Rating: 300 m3/h
required. There are also two small ballast tanks in the engine room, which are Driving water shall be supplied by the ballast pumps. 25.02 m No.2 port ballast tank level high.
used to give fine list control this gives a total ballast capacity of 52,412 m3, 0.6 m No.2 port ballast tank level low.
approximately 53,722 tonnes when filled with sea water. Three, 3,000 m3/h, They are mounted at the forward end bottom platform of the engine room. These 25.02 m No.2 starboard ballast tank level high.
vertical centrifugal pumps are fitted, which enable the total ballast capacity to be pumps take their suction from the sea/sea cross over, with the high sea suction
discharged or loaded in approximately 12 hours for ballasting or deballasting. being on the port side and the low sea suction being on the starboard side. The
latter being the normal operation when loading ballast. When discharging ballast 25.0 m No.3 port ballast tank level high.
During cargo loading and unloading two (2) sets the ballast pumps shall be
used and during ballast water exchange, three (3) sets the ballast pumps shall they take their suction from the ballast crossover main. 0.6 m No.3 port ballast tank level low.
be used. The pumps are driven by electric motors and are located on the engine 3
25.0 m No.3 starboard ballast tank level high.
room floor, starboard side forward. There are two ballast eductors, each rated at 300 m /h.
The ballast pumps are used to supply sea water to the inert gas system. 25.07 m No.4 port ballast tank level high.
The 650 mm fore and aft ballast main runs through the pipe duct with tank
0.6 m No.4 port ballast tank level low.
valves mounted on tank bulkheads. This is connected to the stripping eductors.
System Control 25.07 m No.4 starboard ballast tank level high.
The ballast pumps fill and empty the tanks via the port and starboard side 650 The ballast system is controlled entirely from the CCR using the IAS in 0.6 m No.4 starboard ballast tank level low.
mm main. conjunction with the ballast mimic.
21.48 m Deep water ballast tank port level high.
The ballast pumps are started and stopped using the mimic, provided that the 0.6 m Deep water ballast tank port level low.
Each ballast tank from No.1 W.B. tank (P&S) to No.4 W.B. tank (P&S) is
provided with two (2) main suctions (450A) and one (1) stripping suction. One switches on the local control panel are set to remote. The pumps have an auto 21.48 m Deep water ballast tank starboard level high.
(1) main suction is located at forward part the tank and the other one (1) is at stop sequence control for low and high tank status. When on local control, the 0.6 m Deep water ballast tank starboard level low.
after part, and they will be used alternately for mud sweeping on tank bottom pumps can be started and stopped from the local control panel and can be
22.56 m E.R. water ballast tank port level high.
during ballast water exchange. stopped from this panel regardless of the position of the local/remote switch. The
local control panels always take priority and can take control from the CCR at 1.96 m E.R. water ballast tank port level low
Two eductors are fitted for stripping and final educting of the tanks, one any time. 22.56 m E.R. water ballast tank starboard level high.
starboard (No.1) and one port (No.2), with their own respective discharge valves. 1.96 m E.R. water ballast tank starboard level low.
All hydraulically operated valves in the system are also operated using the on
8.05 m Aft peak tank level high
The driving water for No.1 eductor is from No.1 ballast pump and No.2 eductor screen menu/keyboard in conjunction with ballast mimic. Two basic types of
0.6 m Aft peak tank level low
is feed from No.3 ballast pump. valve are fitted, those which can be positioned at the fully closed position or
All ballast pipes in the pipe duct are of GRP. with galvanised steel bulkhead fully open, and those which can be positioned at any point between fully open
pieces and suction bell mouths. and fully closed. The position of all valves is shown on the mimic.
All valves are butterfly valves hydraulically operated. The tank after main Provision is made for a portable hand pump to be used to operate each valve in
suctions, Pump discharge valves and driving water valves to eductor are of the the event of hydraulic accumulator failure. The pump discharge valves, and tank
intermediate position controlled type. after main suction valves are multi-positional. All other valves are either open or
closed. In addition to being operable from the CCR, the valves can also be
The ballast tanks stripping suction are not of the intermediate position controlled operated from the solenoid valve station, using the pushbuttons on the individual
type, only the driving water valves to eductor are of the throttling type. solenoids.

Part 5
Cargo Auxiliary and Deck System
Illustration 5.1a Temperature Monitoring System (Secondary Barrier)
No.1 C. Tank : 33,600 mm
X
No. 2, 3 C. Tank : 44,800 mm
No. 4 C. Tank : 39,200 mm
PORT 1A/B PT-ٞ
100
STBD
A-WALL
L
3A/B PT-ٞ
1A/B PT-ٞ
AFT FWD
100 PT-ٞ
100 2A/B
100
PT-ٞ
PT-ٞ 4A/B
PT-ٞ 3A/B 100 PT-ٞ H-WALL 100
2A/B 4A/B
100 100 E-WALL
PT-ٞ
6A/B 100 PT-ٞ
PT-ٞ PT-ٞ
6A/B 100 5A/B
5A/B 100
100
D-WALL
F-WALL
PT-ٞ PT-ٞ
7A/B 8A/B
100 100
J-WALL PT-ٞ
PT-ٞ
8A/B 7A/B
B-WALL 100
100
PT-ٞ PT-ٞ PT-ٞ PT-ٞ

10A/B 9A/B
100 100 13A 100 100 12A
PT-ٞ PT-ٞ
13B 100 100 12B
PT-ٞ PT-ٞ
9A/B
100 100 10A/B
K-WALL
PT-ٞ PT-ٞ PT-ٞ PT-ٞ C-WALL G-WALL
11A 100 100 14A 100 12A 100 13A 14B PT-ٞ PT-ٞ 14A 11B PT-ٞ PT-ٞ 11A
100 100 100 100
PT-ٞ PT-ٞ PT-ٞ PT-ٞ
11B 100 100 14B 100 12B 100 13B
142 Part 5 Cargo Auxiliary and Deck System

Illustration 5.1b Temperature Monitoring System (Inner Hull and Cofferdam)
16A/B PT-ٞ
100
No.1 C. Tank : 33,600 mm
X
PT-ٞ
100 16A/B No. 2, 3 C. Tank : 44,800 mm
No. 4 C. Tank : 39,200 mm
PORT 15A/B
PT-ٞ
100
STBD
L
CT123, 24, 28, 29ٞ CT121, 22, 26, 27
TI TI
CT133, 34, 38, 39 CT131, 32, 36, 37
TI 15A PT-ٞ TI
AFT 100
FWD 18A
PT-ٞ
100
PT-ٞ
100
17A
CT125, CT130ٞ TI TI CT120

CT135, CT140
PT-ٞ PT-ٞ
17A PT-ٞ 20A 19A PT-ٞ
24A PT-ٞ 100 100
PT-ٞ
19A 100 100
100 100
PT-ٞ
PT-ٞ 18A PT-ٞ 25A 24A PT-ٞ
25A 20A 100 100
100 100
PT-ٞ
21A
PT-ٞ PT-ٞ 100
26A 21A
100 100
PT-ٞ
26A
100
PT-ٞ
27A PT-ٞ PT-ٞ
22A
PT-ٞ
100 100 23A 100 100 22A
PT-ٞ
28A PT-ٞ PT-ٞ
23A
PT-ٞ
100 100 28A 100 100 27A
PT-ٞ
100
29A
PT-ٞ
29A 100
Temperature Sensors on Inner Hull and cofferdam
SENSOR NO. 15A 16A/B 17A 18A 19A 20A 21A 22A 23A 24A 25A 26A 27A 28A 29A
X (mm) 1/2 L 3,000 5,000 L-5,000 L L L L L O O O O O P/D (3,000)
Y (mm) H LIQ. DOME S. PASS. S. PASS. 3/4 H 3/4 H 2/4 H 1/4 H 1/4 H 3/4 H 3/4 H 2/4 H 1/4 H 1/4 H O/4 h

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

Location Tank 1 Tank 2 Tank 3 Tank 4
Remark
General Description Sensor No. WALL X Y X (mm) Y (mm) X (mm) Y (mm) X (mm) Y (mm) X (mm) Y (mm)
1A/B A 1/2 L H-3000 16,790 27,538 22,390 27,538 22,390 27,538 19,590 27,538 Double Element
Monitoring equipment is provided in the CCR for the secondary insulation 2A/B E 5000 9/10 H 5,300 24,800 5,300 24,800 5,300 24,800 5,300 24,800 Double Element
barrier and inner hull temperatures to give warning in case of failure of
3A/B H L-5000 8/10 H 28,280 22,070 39,480 22,070 39,480 22,070 33,880 22,070 Double Element
insulation or leakage of the primary insulation barrier.
4A/B D L 7/10 H 33,280 19,350 44,480 19,350 44,480 19,350 38,880 19,350 Double Element
Each sensor is of the PT100 resistance type. The sensors are installed in the
5A/B B O 6/10 H 300 16,630 300 16,630 300 16,630 300 16,630 Double Element
secondary insulation barriers and alongside the inner hull associated with each
cargo tank. The temperature range of each sensor is : -200°C to +100°C. 6A/B J L-5000 5/10 H 28,280 13,910 39,480 13,910 39,480 13,910 33,880 13,910 Double Element
7A/B F 5000 4/10 H 5,300 11,190 5,300 11,190 5,300 11,190 5,300 11,190 Double Element
The secondary insulation barrier thermocouples (sensors) are installed at 14
points around the space as shown, all 14 of them in pairs. During normal 8A/B D L 3/10 H 33,280 8,470 44,480 8,470 44,480 8,470 38,880 8,470 Double Element
conditions, one thermocouple is in service whilst the other is on standby. If the
9A/B K L-5000 1/10 H 28,280 3,020 39,480 3,020 39,480 3,020 33,880 3,020 Double Element
first sensor fails, the second will come into service by manual selection at the
electric distribution panel room. (I.S. Barrier cabinet) 10A/B G 5000 1/10 H 5,300 3,020 5,300 3,020 5,300 3,020 5,300 3,020 Double Element
11A C Bottom (S) 300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
- Secondary insulation barrier sensors: Corner
No. 1 to 10 : Double element sensor and double wiring
No. 11 to 14 : Single element sensor and double wiring 11B C Bottom (S) 300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
Corner
For the inner hull temperature measurement there are 15 sensors in each tank. 12A C Pump Tower 300 2,600 300 2,600 300 2,600 300 2,600 300 Single Element
One is located along the bottom of the tank in the pipe duct, one double element Guide Supp.
type sensor in liquid dome, while a further sensor is located in the trunk deck. In
the cofferdam spaces there are 5 temperature sensors on each of the forward and 12B C Pump Tower 300 2,600 300 2,600 300 2,600 300 2,600 300 Single Element
aft bulkheads. Guide Supp.
13A C 1/2 L 300 16,790 300 22,390 300 22,390 300 19,590 300 Single Element
- Inner hull temperature sensors:
No. 15,17 to 29 : Single element sensor and single wiring 13B C 1/2 L 300 16,790 300 22,390 300 22,390 300 19,590 300 Single Element
No. 16 : Single element sensor and double wiring 14A C Bottom (P) 300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
Corner
The temperature measurements are indicated for each sensor in service in the
CCR via the IAS. Recording of these temperatures is also available via the IAS. 14B C Bottom (P) 300 2,000 300 2,000 300 2,000 300 2,000 300 Single Element
Corner
The thermocouples for the secondary insulation barrier sensor’s alarm point is
set at -120°C. Note!
Above data of temperature sensor location for each cargo tank shall be adjusted in accordance with location of attachment set cargo containment system.
The thermocouples for the inner hull sensors alarm point is set at 0°C. Actual location of above sensors shall be indicated on cargo containment drawing.
One(1) of the temperature sensors installed in the liquid dome (No.16) and in
the cofferdams (No.2 for No.1 cofferdam and No.26 for No.2 to No.5
cofferdam) are used for signal of the temperature control valve of the glycol
heating system.

Illustration 5.2a Nitrogen Pressurization and Control
TO 2nd INSUL. PRESS. MAIN

FROM ENGINE ROOM TO 1st INSUL. PRESS. MAIN
FROM LN2 LINE

LNG VAP.
TO CARGO LINES
TO NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
FROM
ENGINE ROOM
2ND INSUL. PRESS. MAIN
CN475
PRI. INSUL. PRESS. MAIN
CN279 CN282
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
TO NO.4 VENT MAST N2 VENT MAST
VACUUM
COMPRESSOR ROOM
PUMP

5.2 Primary and Secondary Insulation Space Nitrogen High / low and differential pressure alarms are fitted to the pressure control Nitrogen Barrier Space Header and Primary / Secondary Insulation
Pressurization and Control System systems for each primary and secondary insulation space. Space Alarms
Nitrogen produced by generators and stored in a pressurized buffer tank, is Tag No. IAS Description
supplied to the pressurization headers through make-up regulating valves. Nitrogen Generation Alarms and Shutdowns NP001 PICAHL Primary insulation space supply pressure
Alarms and Shutdowns differential pressure with atmosphere
(High alarm : 1 kPa, Low alarm : 0 kPa)
From the headers, branches are led to the insulation spaces of each tank. Excess
Tag No. IAS Description NP001.02 PIAH Primary insulation space pressure high
nitrogen is vented through exhaust pressure control valves to the No.2 nitrogen (High alarm : -9 kPa at initial N2 filling)
vent mast from the primary and secondary insulation spaces. NG008 TAHH No.1 N2 gen. Feed air temperature high high.
Trip Set point: 80°C NP001.03 PCAHH Primary insulation space pressure high high
(High alarm : -5 kPa at initial N2 filling)
Both primary and secondary insulation spaces of each tank are provided with NG009 DAPH No.1 N2 gen. Filter differential press high.
Trip Set point: 80 kPa NP001.04 PC Main vaporizer pressure high high trip at
pressure relief valves which open at a pressure, sensed in each space, of 1.0 kPa Activation of NP 001.03.
for the primary insulation space and 1.0 kPa for the secondary insulation space NG010 TAH No.1 N2 gen. Comp. Temperature high.
Trip Set point: 115°C NP002 PICAHL Secondary insulation space supply pressure
above atmospheric. A manual bypass with a globe valve is provided for local differential pressure with atmosphere
venting and sweeping of a space if required. NG007 XA No.1 N2 gen. Abnormal alarm (High alarm : 1 kPa, Low alarm : 0 kPa)
NG001 HS No.1 N2 gen. Emergency stop NP003 PICAHL Primary / Secondary. Common insulation
space supply pressure differential pressure
The nitrogen production plant is maintained in an automatic mode. One NG002.01 XA Feed air comp. 1 abnormal - system trip with atmosphere
120Nm3/h package is able to maintain the pressure in the buffer tank owing to NG017 TAHH No.2 N2 gen. feed air temp. high high. (High alarm : 1 kPa, Low alarm : 0 kPa)
the small demands placed upon the system. When a high nitrogen demand is Trip Set point: 80°C NP007 PIAHL Nitrogen purge main line pressure
detected, the second 120 Nm3/h package will start automatically. NG018 DAPH No.2 N2 gen. filter differential press high . (High alarm : 700 kPa, Low alarm : 100 kPa)
Trip Set point: 80 kPa NP010 FIAH Nitrogen purge main line nitrogen flow
Control Systems and Instrumentation NG019 TAH No.2 N2 gen. comp. temperature high. (High alarm : 180 Nm3/h)
The control panel permits fully automated unmanned operation of the units. Trip Set point: 115°C
The following alarms and controls are mounted on the control panels: NG016 XA No.2 N2 gen. abnormal alarm The main line and safety valve can be purged from mixed gases of cargo vapour
NG011 HS No.2 N2 gen. emergency stop and N2 coming from the insulation spaces, through a portable hose connection
Pushbuttons for start/stop operation NG006 PIAHL N2 buffer tank pressure high/low fitted to the piping system.
High: 800 kPa Low: 300 kPa
System status indications NG012.01 XA Feed air comp 2 abnormal – system trip
Push button for audible alarm acknowledgement
Continuous N2 pressure in buffer tank
O2 content alarm
Dew point analyzer
Electrical heater temperature control
Emergency stop push button
Insulation Spaces
The barrier space header control valve CN976 reacts to the demand on the
system and maintains the header pressure at 500 kPa. A flow meter upstream of
CN976 gives an indication on the IAS of the current demand on the nitrogen
system.
Pressure switches on the nitrogen buffer tank control the cut-in / cut-out of the
compressors. Under normal operation, one compressor is selected as run, with
the second compressor on automatic standby cut-in.

Illustration 5.3.1a Glycol Water Heater
USUAL LOAD
LEVEL GAUGE W/VALVE STAND BY
TOP OF ELEC. M. RM.
GLYCOL RESERVE
TANK (6,000 L)
FLEX. HOSE
GW301
GW302ٞ
(50 A)
GW320
GW321 AIR SEPARATOR
GW309
(65 A)
LG
GW314
GW340 GW339 RED 80X100 GW333 GW332 GW327 GW313 GW308
GLYCOL WATER GLYCOL WATER
GW345 1,000 L HEATER 2
GW346 EXPANSION TANK
LS GLYCOL WATER
GW322
CIRCULAT. PUMP 2
(20%) STEAM DRAIN
GW344
(15 A)
GLYCOL WATER GW318
GW338 GW307
PNEUMATIC PUMP
GW329
GW325 GW11-01X-80A
FW359 GLYCOL WATER
(40 A)
ELEC. HEATER GW312
FRESH
WATER GW328 GW306
GW336 GW319
GW343
200 L GW315
GW316 AIR SEPARATOR
GW348
MIXING TANK GW305
(65 A)
GW311
GW335 GW334 GW331 GW330 GW324 GW310 GW304
(25 A) FW347 GLYCOL WATER
HEATER 1
GLYCOL WATER GW317
CIRCULAT. PUMP 1 STEAM DRAIN
FROM COMP. AIR
GW342 GW341
[ELECTRIC MOTOR ROOM]

R2 R1 A1 A2
STRIKING PLATE

5.3 Cofferdam Heating System b) Ensure that the valves GW345 and GW347 at the mixing tank are l) Open the vent valves GW316 and GW321 on No.1 and 2 glycol
closed. water heaters to vent air from the system.
5.3.1 Glycol Water Heater Continue until no more air is vented.
(See Illustration 5.3.1a) c) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol. Open valve m) Set the system ready for operation by closing standby valves
The glycol water heating system is located in the cargo electric motor room. The GW346 and run down strong glycol to this level as observed on the GW308 and GW340 and opening the main valves GW304 and
system heats glycol water which is pumped around the cofferdam system to gauge glass. Close this valve and add water to the 200 litre mark GW335.
maintain the temperature inside those spaces, when loaded, at approximately by opening valve FW359.
+5°C. n) Set No.2 pump to standby.
d) Ensure the outlet valve GW344 is closed, then transfer the 200
An additional circuit branched off the main and standby circuits circulate glycol litres of glycol water into the glycol water expansion tank using the 2. Operating Procedure - Replenishment
around each of the liquid domes. pneumatic transfer pump.
If the level falls in the glycol water expansion tank, it must be replenished by
The system comprises: e) Repeat until the glycol water expansion tank is full and repeat 45% glycol water mixture.
steps a) - d) whenever the glycol water expansion tank level falls
2 x glycol water centrifugal circulating pumps rated at 30 m3/h x 30 m head low. a) Ensure that valves GW345 and GW347 at the mixing tank are
closed.
2 x steam heaters rated at 343,000 kcal/h with high and low steam demand f) Open all the test valve/vents in the starboard passageway to both
regulating valves. main and standby cofferdam heating systems. b) Calculate the proportion of strong glycol required which, with
water added, produces 200 litres of 45% glycol.
1 x standby electric glycol water heater 80kW split into 40, 20 and 2 x 10kW g) Close valves GW308, GW340 to the standby coils and fill the main
elements system via valves GW304 and GW335 until glycol water just starts c) Open valve GW346 and run down strong glycol to this level as
to issue from the test valves. The No.1 glycol water circulating observed on the gauge glass. Close this valve and add water to the
1 glycol expansion tank of 1 m3. pump or No.2 glycol water circulating pump can be used. Close 200 litre mark by opening valve FW359.
each test valve in turn.
1 glycol storage tank of 6 m3 capacity. d) Ensure the outlet valve GW344 is closed, then transfer the 200
h) Check that glycol water is flowing at the flow sight glasses in each litres of glycol water into the glycol water expansion tank using the
1 glycol mixing tank of 0.2 m3 branch to the cofferdams and liquid domes. Force a flow through pneumatic transfer pump.
any stagnant branches by closing off return valves to the other
1 pneumatic operated expansion tank topping up pump. branches as necessary. e) Repeat until the glycol water expansion tank is full and repeat
steps a) - d) whenever the glycol water expansion tank level falls
The glycol heaters are heated from the deck 8 bar steam range, with the i) Open the vent valves GW316 and GW321 on No.1 and 2 Glycol low.
condensate drains passing back to the engine room via the contaminated steam Water Heaters to vent air from the system.
drains system. Continue until no more air is vented. f) Open the vent valves GW316 and GW321 on No.1 and 2 glycol
water heaters to vent air from the system.
1. Operating Procedure - Initial Fill and Commissioning j) Close valves GW304, GW335 to the main coils and fill the stand
by system via GW308 and GW340 until glycol water just starts to
The capacity of the system is 10.4 tonnes of 45% by volume glycol water issue from the test valves. No.1 or 2 glycol water circulating pump
mixture. An initial fill of the glycol reservoir is sufficient for the whole system. can be used. Close each test valve in turn.
If glycol is supplied already mixed then steps b) and c) can be omitted. If
stronger glycol or neat glycol is supplied, follow steps b) and c) to mix correctly k) Check that glycol water is flowing at the flow sight glasses in each
mix 45% glycol water. branch to the cofferdams and liquid domes. Force a flow through
any stagnant branches by closing off return valves to the other
a) With valve GW346 closed, fill the glycol reservoir from drums branches as necessary.
using a pneumatic portable pump.

Illustration 5.3.2a Cofferdam Heating System
NO.5 COFFERDAM NO.4 COFFERDAM NO.3 COFFERDAM NO.2 COFFERDAM NO.1 COFFERDAM
NO.4 CARGO NO.3 CARGO NO.2 CARGO NO.1 CARGO
TANK TANK TANK TANK
GW480 GW454 GW424 GW394 GW362

GW449 / 50 / 51 / 52 GW428 GW419 / 20 / 21 / 22 GW389 / 90 / 91 / 92 GW357 / 58 / 59 / 60
GW484 GW478 GW477 GW458 GW398 GW368
GW445 / 46 / 47 / 48 GW415 / 16 / 17 / 18 GW385 / 85 / 87 / 88 GW353 / 54 / 55 / 56
GW483 GW479 GW475 / 76 GW457 GW453 GW427 GW423 GW397 GW393 GW367 GW361
GW482 GW481 GW456 GW455 GW426 GW425 GW396 GW395 GW366 GW365
GW384
GW474 GW473 GW444 GW443
SIDE PASSAGE WAY(S) GW414 GW413 GW383 GW352 GW351
GW472 GW471 GW464 GW463 GW442 GW441 GW434 GW433 GW412 GW411 GW404 GW403 GW382 GW381 GW374 GW373
GW470 GW469 GW440 GW439 GW410 GW409 GW380 GW379

GW466 GW461 / 62 GW436 GW431 / 32 GW401 / 02 GW371 / 72
GW406 GW376
GW468 GW460 GW459 GW438 GW429 / 30 GW408 GW499 / 400 GW378 GW369 / 70
GW467 GW437 GW407 GW377
GW465 GW435 GW405 GW375
NO.4 LIQUID NO.3 LIQUID NO.2 LIQUID NO.1 LIQUID

DOME DOME DOME DOME
ELECTRIC
MOTOR
ROOM

5.3.2 Cofferdam Heating System Control of the Heating Coils Illustration 5.3.2b Dynamic Auto Balancing Valve
One(1) of the temperature sensors installed in the liquid dome (No.16) and in the
The purpose of this system is to ensure that the cofferdam temperature is kept at cofferdams (No.21 for No.1 cofferdam and No.26 for No.2 to No.5 cofferdam)
all times at 5°C or above, when the cargo tanks are in a cold condition. Each are used for signal of the temperature control valve of the glycol heating system.
cofferdam can be heated by two independent systems, one in service, while the
other is on standby. Temperature Control of Glycol Water Heater
71
In addition, the 4 liquid domes are heated by a separate pair of coils. A temperature element on the outlet side of each glycol water heater and down
stream of the three-way flow control valve, measures the actual value of the 96
Sight glasses in the flow lines to each coil allows the glycol water flow to be glycol water and relays the signal to the IAS. This signal is then processed and a
observed. correction value is sent to the glycol water temperature control valve to maintain
the required temperature.
The maximum heating condition is determined by the following extreme
operating conditions: Special valves combined with ball valve and flow regulator function shall be
provided on each inlet line of the cofferdams and liquid dome as follows :
173
External air temperature : -18°C
y Liquid dome : 290 218
Sea water temperature: 0°C - No.1 Liquid dome : GW379, GW380
- No.2 Liquid dome : GW409, GW410
3
The requirements for the individual cofferdams are as follows: - No.3 Liquid dome : GW439, GW440
2
- No.4 Liquid dome : GW469, GW470
No.1 Cofferdam 51,067kcal/h with a heating coil length of 360 m 1
No.2 Cofferdam 78,460kcal/h with a heating coil length of 553 m y Cofferdams :
No.3 Cofferdam 78,460 kcal/h with a heating coil length of 553 m - No.1 Cofferdam : GW365, GW366
No.4 Cofferdam 78,460 kcal/h with a heating coil length of 553 m - No.2 Cofferdam : GW395, GW396
No.5 Cofferdam 13,835kcal/h with a heating coil length of 98 m - No.3 Cofferdam : GW425, GW426
- No.4 Cofferdam : GW455, GW456 5
The requirements for the individual liquid domes are as follows: - No.5 Cofferdam : GW481, GW482
4
No.1 Liquid dome 5,038 kcal/h with a heating coil length of 30 m The above valves shall be set based on the most severe condition on winter
No.2 Liquid dome 5,038 kcal/h with a heating coil length of 30 m season and LNG on the primary barrier.
No.3 Liquid dome 5,038 kcal/h with a heating coil length of 30 m
No.4 Liquid dome 5,038 kcal/h with a heating coil length of 30 m Note !
In an emergency case with LNG on secondary barrier, flow cartridge with spring
Any failure of the cofferdam heating system with cargo on board must be treated should be removed from the valve body to increase flow rate of glycol water to
as serious and repairs must be effected immediately. the maximum.
Any accumulation of water in the cofferdam areas can be pumped out using the
bilge eductor (60 m3/h), which are located in the engine room.

Illustration 5.3.3a Hull Ventilation
Passageway Passageway
Passageway
Passageway Exhaust Fan Natural Supply
Natural Supply
Vent Vent
Pipe Duct Pipe Duct

Exhaust Fan Trunk Deck
Natural Supply Vent
Injured Persons Injured Persons Injured Persons Injured Persons

Manhole For Manhole For Manhole For Manhole For
Cofferdam Cofferdam Cofferdam Cofferdam
Passageway Passageway
Natural Supply Passageway Passageway
Exhaust Fan Natural Supply
Vent Vent

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

Illustration 5.4.1a Fire and Wash Deck System
ACCOM. LADDER
INTERNATIONAL SHORE CONNECTION
WD355
WD359 WD341 WD333
WD356 (ND040)
WD351 WD349
(ND040)
WD335 WD027
WD340
Y WD331
SAGE WA WD325
WD350
WD348
WD343 SIDE PASWD339 WD329
FROM E/R WD302
WD323
C/L
WD357 WD319 WD312 WD310
WD304 WD302
WD314 WD308 WD303
MOOR'G DECK LIQUID DOME

FR15
WD306
WD360 WD305
WD307
WD315 WD313 WD311 WD309 C/L WD301
WD318
WD344
WD518 NEAR F.C.RM
WD338 WD322 WD320
CARGO
WD342 STORE WD328
IM
. WD334 WD324
SW OL
E WAY
PO WD345 WD330
SSAG
PI WD347 WD346 TO BILGE EDUCTOR SIDE PA TO BILGE EDUCTOR WD326
FOR PASSAGEWAY WD337 FOR PASSAGEWAY
TOR
EDUC AY
LGE
TO BI SSAGEW
WD352 PA
WD358 FOR EM/CY FILL TO TRUNK DK. SPACE
WD336 WD332
DRAIN V/V TO BE ACCOM. LADDER

LOCATED AT WEATHER DK
A-DECK B-DECK
WD514
WD516
UP 80A
FROM FIRE MAIN UP 80A
NAV.-DK WD512
WD519
D-DK
WD515 WD513
WD232 WD517
WD201 NAV. DK
C-DK C-DECK D-DECK

WD202 WD518
WD502
B-DK TRUNK DECK

PI
WD508
WD511
A-DK
WD204 WD205 WD357
WD378 WD509 WD506
WD510
WD233 PAINT/LAMP WD356 WD507
STORE WD352(S)
WD355(P) WD354 WD353 WD501
WD360
WD209 (10 K)
WD361
WD208 WD207 WD206 S.L.W.L.

S.G RM 1ST DK
WD212
TRUNK DECK
WD362
WD211 WD210
WD215 2ND DK
WD363
TO OIL COOLER FOR WD303
DECK MACHINERY WD214 WD213 WD219 WD304
3D DK
TO WATER SPRAY MAIN UPPER DECK
WD218 D.L.W.L.
WD366 WD231
WD217 WD216
WD005
WD007 TO OIL COOLER WD002
FLOOR FOR DECK WD001
WD367 WD365 MACHINERY
EM'CY WD003
WD008
(11 KG/CM2)
FIRE (250A)
BOSUN STORE BILGE EDUCTOR FOR
PUMP BOSUN STROE
WD220
TO BIL EJECTOR FOR
A.P TK LA-TYPE WD369 PIPE DUCT/COFFERDAMS WD224 WD223 WD222 FWDٞ
(80 A)
(65 A) WD221 P/P RM
WD368 TO BIL EJECTOR FOR (150 A)
PIPE DUCT AFT NO.1 CARGO TK.
BILGE EDUCTOR FOR
(250 A) (16 K) WD225 FWD. P/P RM.
WD227 WD226 (11 KG/CM2)
WD004
ENGINE ROOM NO.2 B, F& NO.1 B, F & JOCKEY
PUMP
(10 K)
G/S PUMP G/S PUMP BILGE EDUCTOR FOR

CORROSION PIECE OF ZINC ANODE SHALL BE FITTED WD009 BOWTHRUSTER RM.
S.C
ON INLET AND OUTLET OF EACH B.F. & G/S PUMP. (11 KG/CM2) (11 KG/CM2)
WD229
F.W F.W WD234 WD230

TK(S) TK(P)
WD237 WD228
WD235 WD236 B.T. RM

FR MAIN COND.
E/R BIL. SUCT. E/R BIL. SUCT.
F.P TK
S.W. MAIN IN E/R PIPE DUCT PIPE DUCT
FR69

5.4 Fire Fighting System Trunk Deck Space Sea Water Filling
5.4.1 Fire and Wash Deck System Trunk deck spaces from No.4 can be filled with sea water to protect cargo tanks
from heating up when a fire or explosion occurs on trunk deck.
The fire main system is supplied from the engine room, by the two Bilge, Fire
and G.S pumps. They are single speed centrifugal pumps, with a delivery Any two (2) adjacent trunk deck spaces can be filled with sea water up to 50%
capacity of 120 m3/h at 10 bar. level, only at port condition.
The emergency fire pump is located in the steering gear compartment in a well. Two (2) filling connections (80A) per trunk deck space are branched from fire
This pump is a self-priming centrifugal pump with its own direct sea suction. main in port passageway space and connected to the space, one(1) at forward
The pump is rated at 72 m3/h and is supplied from the emergency switchboard. part and the other one(1) at after part. No air escaping pipes are provided for the
filling since the open type penetrations of pipes and cables on longitudinal wall
The fire main is kept pressurized by a jockey topping up pump rated at 10 m3/h between side passageway and trunk deck space can be used for air escaping
at 10 bar. This pump has an automatic pressure cut-in/out switch and is kept during sea water filling. For this purpose, the penetrations of lower part below
topped up and under pressure at all times. 50% level is water tight type and those of upper part are open type.
(Auto. start : 5 bar, Auto. stop : 7.5 bar)
No separate discharge means is provided but drained to weather deck via side
The deck fire main has a main isolator valve WD353 before the port and passageways (P&S) through drain plugs. For the final drainage in passageway,
starboard main ring main isolator valves. The ring main is fitted with a further the bilge eductors in the side passageways can be used.
four section isolator valves on each side at regular intervals along the deck to
allow any part of the system to be supplied from either side of the ship. Fire fighting on the cargo vent mast
The fire main also serves the water curtain below the port and starboard manifold 1. No.1 Cargo Vent mast : CP 178 valve of N2 purge system(remote
areas during loading and unloading conditions. operation from IAS in the CCR and console in the W/H. local operation by
manual handle) should be open at emergency.
The fire main supplies the driving water for the bilge eductors in the side passage
way, duct keel pipe duct, forward pump room, bow thrust room and boson store.
It also supplies anchor washing water and the swimming pool filling. 2. No.2 Cargo Vent mast : CP 284 valve of N2 purge system (local operation
by manual handle) should be open at emergency.
There are 24 fire hydrants situated along the cargo deck, each with its fire hose
mounted adjacent. 3. No.3 Cargo Vent mast : CP 384 valve of N2 purge system (local operation
The emergency fire pump can be started locally, from the bridge or the fire by manual handle) should be open at emergency.
station.
4. No.4 Cargo Vent mast : CP 484 valve of N2 purge system (local operation
Under normal operating conditions the fire main will be under pressure during by manual handle) should be open at emergency.
port time, supplying the manifold water curtain and with hoses run out as a fire
precaution.

Illustration 5.4.2a Water Spray System
W/H-TOP
NAV.-DK
MOTOR CARGO COMP.

D-DK
RM RM
TO LIFE BOAT AREA (P&S)
C-DK
B-DK
A-DK
WW001 WW002 WW003
DECK STORE ROOM

WW032
GROUP 1 FOR CARGO MANIFOLD AREA (P&S) SERVICE

GROUP 2 FOR LIQUID / GAS DOME & V/VS SERVICE
ENGINE ROOM GROUP 3 FOR ACCOMM. & CARGO MACH. RM & LIFE BOAT
AREA SERVICE
WW012 (LA)
NO.4 CARGO TANK NO.3 CARGO TANK

FROM FIRE MAIN
S)
P& )
WATER SPRAY PUMP WW006
S
K( P&
.T K(
WW005
WW004 .B . T
W .B
.4 W
NO .3
NO
S.CROSS MAIN IN E/R
INCLINDED HATCHING AREA SHOWS

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

NAV.-DK (P & S)
22 SPRAY NOZZLES
38 SPRAY NOZZLES
22 SPRAY NOZZLES
D-DK
MOTOR
RM
C-DK 38 SPRAY NOZZLES
WW066
WW067
WW071 WW073 WW016
WW072 WW015
WW007 WW009
WW010
B-DK WW011
12 SPRAY NOZZLES
12 SPRAY NOZZLES TRUNK DECK SPACE TRUNK DECK SPACE
WW021 WW020
FRONT VIEW SECT. VIEW

LOOKING AFT LOOKING FWD

5.4.2 Water Spray System Group 3

D-deck 22 nozzles at total flow 436 l/m
The accommodation block front, compressor house, cargo tank liquid and vapour Nav-deck 22 nozzles at total flow 416 l/m
domes and manifold areas are protected by water spray from the effects of fire, Bridge deck 18 nozzles at total flow 320 l/m
gas leakage, or liquid spill. There is a 700 m3/h spray pump, mounted on the Lifeboat embarkation
bottom platform in the engine room, delivering to 3 spray rails across the Port 12 nozzles at total flow 108 l/m
accommodation block front, lifeboat embarkation areas port and starboard, Starboard 12 nozzles at total flow 108 l/m
compressor house sides and deck domes/manifolds. They are grouped into three Cargo m/c room
sections as follows; Forward (U/L) 11/11 nozzles at total flow 231/215 l/m
Aft (U/L) 11/11 nozzles at total flow 336/313 l/m
Group 1 Cargo manifold port and starboard. Port (U/L) 16/16 nozzles at total flow 231/215 l/m
Group 2 Cargo liquid dome, cargo vapour dome. There are drain connections provided at main deck level below the manifold area
and below the cargo machinery room.
Group 3 Accommodation and lifeboat embarkation area
The water spray pump can also be crossconnected onto the fire main in an
Each group main spray rail has a remotely operated hydraulic isolating valve emergency via valve WD219, located in the engine room. Under normal
operated from the fire control room, CCR and manually at local side. The spray circumstances this valve is kept locked shut.
pump can be started locally and from the wheelhouse, CCR, on the main deck
close to the accommodation exits and the fire control room.
Each main group is subdivided into smaller sections, with a flow regulating and
section isolating valve fitted. The accommodation front is covered by 3 such
subsections, beginning at deck level D, right through to the navigation/bridge
deck. The decks below D deck will have sufficient flow passing over them so
that they do not need to be covered by a fixed rail.
The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles
are set 800 mm apart and at 45° to the vertical. Headers are 250 mm from
bulkheads and nozzles are flat cone design.
Number of Nozzles and Capacity
Group 1
Cargo manifold
Port 24 nozzles at total flow 1,011 l/m
Starboard 24 nozzles at total flow 1,011 l/m
Group 2
No.1 liquid dome 23 nozzles at total flow 667 l/m
No.1 vapour dome 3 nozzles at total flow 136 l/m

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

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

A Type Hand Hose Cabinet (5 Sets) (4 Setss Hand House Line)
No.4 Tank Deck House No.2 Tank Deck House
B Type Hand Hose Cabinet (3 Sets) (4 Sets Hand Hose Line) (Monitor)
TO OPERATE DRY POWDER EMERGENCY OPERATING AFTER USE OF SYSTEM
Monitor Release Cabinet

1. Open this door. 1. Open valve 3-2 and 10 - 2 1. Set No.3 control valve to "close" position. 8. Set No.3 ball valve to "CLOSE" position.
2. Open one cylinder valve Main valve is closed. 9. Set cleaning valve to "CLEANING" position.
3. Open ball valve 2. Set No.1 control valve to "N2 STOP" position. 10. Set No.2 control valve "N2 RELEASE" position. Key
4. Now System is operated Stop pressurizing dry powder tank. 11. Set exhaust valve to "OPEN" position.
5. If dry powder did not discharged, 3. Set exhaust valve to "OPEN" position 12. Return valve to normal positions after all
go to the dry powder tankroom. Dissipate remaining gas in dry powder tank. nitrogen gas has been dessipated. Dry Powder
And follow the emergency operation 4. Set exhaust valve to "CLOSE" position. 13. Recharge N2 cylinders.
on the chart 5. Set No.3 ball valve to "OPEN" position. 14. Refill Drey chemical agents to Dry chemical
6. Set No.2 control valve to "N2 RELEASE" position. container.
(For about 5 seconds.)
7. Set No.2 control valve "NORMAL" position.
(slowly changeover)

5.4.3 Dry Powder System Hand Hose System 1. Open the appropriate second starting CO2 cylinder valve.
2. Open the corresponding valve P~S in either the fire control station,
Maker: NK Co Ltd This system comprises two tanks containing the dry powder feeding four hose cargo control room or at the port dry powder tank unit.
No. of sets: 4 consisting of: reels each. Operation is the same as for the monitors; on opening the CO2
2 tank units supplying 2 monitors port and starboard cylinders and ball valves the N2 cylinders are opened and fire fighting begins.
2 tank units supplying a total of 8 hand hose nozzles, Procedure for Operating of the Dry Powder Fire Extinguishing System
forward and aft Procedure for Operating the System using the Hand Hoses
Type: Sodium bicarbonate with anti-caking agent a) The monitor should have been pre-aligned with the cargo discharge a) Open the dry powder hand hose cabinet door.
manifold and the dry powder supply valve left in the open position. This
Tank capacities: Monitor units 1,600 litres area is the most susceptible to gas leaks and fires. b) Remove the securing device on the CO2 bottle.
Hand hose units 1,000 litres
N2 cylinders 68 litres b) Open the CO2 cabinet door. c) Open the CO2 cylinder valve by turning it fully anti-clockwise.
Location of sets: Monitors port and starboard of cargo manifold c) Remove the securing device from one CO2 cylinder. d) Open the ball valve by turning the handle downwards.
Hand hoses to port of centre line each hose being 33m
in length Minimum d) Open the CO2 cylinder valve by turning valve handle anti-clockwise e) Pull out a complete length of hose from the drum, about 33 metres.
fully.
discharge time: 60 seconds with 1 monitor and 4 hoses in operation at f) Aim the nozzle at the side of the fire scene and pull the fire nozzle
their specified discharge rates, this is for each dry e) Open the ball valve to allow CO2 gas to open the N2 battery by moving trigger.
powder tank handle downwards. This activates the pressurizing of the dry powder
charge and opens the selection valve and main valve. g) Sweep the dry powder jet across the fire scene from side to side.
Capacities: Monitor 23kg/sec
Hand bosses 3.5kg/sec Dry powder discharge begins.
Monitor angular sweep horizontal 360ºC
Vertical + 90 to – 45ºC Procedure for Operating Port (No.1) Tank with the Starboard Manifold
Monitor and vice versa
Introduction a) Crossover valves P32 and S32, together with the monitor isolating
valves PM1 and SM1 must remain FULL OPEN when the systems are
Monitor System at STANDBY READY FOR USE condition.
The system comprises two tanks containing the sodium bicarbarbonate b) Should the starboard manifold monitor be in use, resulting in the total
connected to a battery of N2 cylinders which are operated by CO2 cylinders consumption of No.2 tank dry powder charge and further fire fighting
from either the cargo control room, the fire control station or locally. capability being required, the No.1 tank dry powder charge can be
discharged via the starboard monitor as follows:
The monitors are situated just aft of the cargo discharge manifold and aligned
to face and cover the liquid and vapor lines and valves at either the port or 1. Open the appropriate second starting CO2 cylinder valve.
starboard manifold. 2. Open the corresponding valve P-S in either the fire control station,
cargo control room or at the port dry powder tank unit.
The N2 cylinders can be opened either manually or remotely from six positions,
they can also be cross-connected. Activation of any CO2 bottle and operation of c) Similarly should the port manifold monitor be in use, resulting in the
the ball valve will open the N2 battery bank and start the fire fighting operation. total consumption of No.1 tank dry powder charge and further fire
fighting capability being required, the No.2 tank dry powder charge can
be discharged via the port monitor as follows:

Illustration 5.4.3b Dry Powder Tank Unit

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

Illustration 5.4.4a CO2 System
PIPE LINE
REQUIRED Q'TY OF CYLINDER
PILOT LINE
* TOTAL : 11 BOTTLES
P CO2 ROOM - ELEC. MOTOR ROOM : 9EA ELECTRIC LINE
P P P P P P P P P P 6 THERMOMETER
REQUIRED Q'TY OF CYLINDER UNIVERSAL DRAIN
3-WAY VALVE
* TOTAL : 25 BOTTLES
TD
- CARGO COMP. ROOM : 28 EA P TIME DELAY UNIT (PNEUMATIC)
9 BOTTLES
- FWD PUMP ROOM : 17 EA B BEACON LAMP (YARD SUPPLY)
L A AIR HONR (YARD SUPPLY)
P P P P P P P P P P
REQUIRED Q'TY OF CYLINDER
2 A ALARM BELL WITH LAMP (YARD SUPPLY)
* TOTAL : 9 BOTTLES R ROTATING LAMP (YARD SUPPLY)
- EM'CY GEN. ROOM : 5 EA EH ELECTRIC HORN (YARD SUPPLY)

- INCINERATOR ROOM : 4 EA
ES ELECTRIC SIREN (YARD SUPPLY)
17 BOTTLES 11 BOTTLES - PAINT STORE : 3 EA
ALARM CONTROL PANEL (YARD SUPPLY)
N 4
A CO2 DISCHARGE NOZZLE
P P P P P P P TO ENGINE HOSE CONNECTION VALVE

B 40A 40A 25A 25A 65A 65A 50A
SYSTEM
PILOT END PLUG
R
PILOT VENT BLEED
BELL VALVE
1 BOTTLE 2 BOTTLES 4 BOTTLES
LEVEL INDICATOR
BEAM SCALE
J Z X H INSTRUCTION CHART
CAUTION PLATE
WARNING NOTICE
EM'CY GEN.
A Q C 7 S G W I Y K 1 t 3 O 5
ROOM LIMIT SWITCH
CAP BOX
SPARE PARTS
TO ALARM THE PIPING THROUGH THE ENGINE ROOM KEY BOX

CONTROL PANEL
PG
PRESSURE GAUGE WITH STOP VALVE
(1 EA) PS
PRESSURE SWITCH WITH STOP VALVE
SAFETY OUTLET
FWD ELECTRIC
ES
PUMP ROOM MOTOR ROOM PRESURE RELIEF VALVE
CHECK VALVE (PILOT LINE)
S
SOLENOID VALVE
P MAIN DISCHARGE VALVE

PURIFIER INCINERATOR PAINT. LAMP CARGO (PNEUMATIC & MANUAL CONTROLLED)
ROOM ROOM STORE COMP. ROOM PILOT CYLINDER

M
(MANUAL CONTROLLED)
(1 EA) (1 EA) P
DISCHARGE CO2 CYLINDER

(PNEUMATIC & MANUAL CONTROLLED)
VALVE (NORMAL CLOSE)

R R
S VALVE (NORMAL OPEN)
ES A AIRٞ
SUPPLY
SYMBOL DESCRIPTION
(1 EA) (1 EA) (1 EA) (1 EA)
R
S
SIGNAL ES R
A AIRٞ
LIGHT COLUMN
SUPPLY

5.4.4 CO2 System In the Event of Fire in a Protected Room o) Do not enter the engine room without breathing apparatus until the
engine room has been thoroughly ventilated and the atmosphere
Cargo Deck CO2 Flooding System a) Go to the master control cabinet located in the CO2 room or fire proved safe.
control station.
Maker : NK Should any cylinder discharge accidentally, it will pressurize the main line up to
Type : High Pressure b) Break the key box glass and take the key. the stop valve. This line is monitored by a pressure switch and will activate the
Capacity : 66 cylinders each containing 45 kg “CO2 leakage” alarm in the ECR.
c) Open the master supply cabinet.
The CO2 flooding system for the cargo areas consists of 36 x 45 kg high pressure Over pressure of the main line is prevented by a safety valve, which will vent the
cylinders. These are contained in the CO2 room, situated on the upper deck. d) Open the valve release cabinet dedicated to the space on fire (It is gas to atmosphere.
only by opening this cabinet and not the master supply cabinet that
The deck CO2 system covers the following areas: the fans will be stopped and the alarm will sound.)
Cargo machinery room: cylinders required 28 e) Rotating lights are provided in compressor room, electric motor
Electric motors room: cylinders required 9 room, FWD Pump room and paint store.
Forward pump room: cylinders required 17
Em’cy Gen. Room cylinders required 5 y Electric horn provided in ECR, Incinerator room, Em’cy
Paint store cylinders required 3 generator room, FWD Pump room, Hood room, Hyd. Power
Incinerator cylinders required 4 pack room
y Air horn provided in compressor room and Electric motor room.
E/R CO2 Flooding system
f) The room ventilation fans will stop.
The engine room CO2 system covers the following areas:
g) Ensure that all personnel have evacuated the compartment room
Engine room: cylinders required 508 and have been accounted for.
MSBD room: cylinders required 27
Purifier room: cylinders required 7 h) Close and check that all doors, hatches and fire flaps are shut.
Flooding the protected areas is achieved by the operation of the ball valves from i) If the fire is in the emergency generator room, operate the D.O.
their respective cabinets in the fire control station, or CO2 room, and the release tank quick closing valve.
of the pilot CO2 cylinders (release cabinets in CO2 room No.2 fire control station
and manually in CO2 rooms). Upon opening the control cabinet door, the CO2 j) Open the valve on both pilot cylinders .
alarm is activated and the ventilation fans for that area are stopped. The pilot gas
is directed by the operation of the respective ball valve, onto the gang release k) Operate the ball valves on the line to the protected room.
line (having first operated the time delay switch down stream of the HP
cylinders) and master valve for the selected area. l) After the time delay of 30 seconds the cylinders will release.
The emergency generator room and paint store both share the same CO2 m) If the pilot system fails to operate, the main valve can be opened
cylinders, although they have a separate main discharge line to their space. manually from the CO2 room and the cylinders released by hand.
Warning n) Do not reenter the room for at least 24 hours and ensure that all
Release of CO2 into any space must only be considered when all other options reasonable precautions have been taken, such as maintaining
have failed and then only on the direct instructions of the Master. boundary inspections, noting cooling down rates and/or any hot
spots which may have been found. After this period, an assessment
party donning breathing apparatus can enter the space quickly
through a door than is then shut behind them. Check that the fire is
extinguished and that all surfaces have cooled prior to ventilating
the engine room. Premature opening could cause re-ignition if
oxygen contacts hot combustible material.

Illustration 5.4.4b CO2 System
10 Open Air
15 Copper Tube PS
CO2 Room
P P P P P P
271 Bottles TD
PS
MSBD RM Emergency P Plant. Lamp Cargo FWD Elec. Mot.
E/R Puri. RM Inc. RM
& ECR Gen. RM Store Com. RM P/R RM
A
TO CARGO DECK ٞ
P P P P P P FLOODING SYSTEM
7 Bottles 20 Bottles 210 Bottles 7
A B C G H I J K L M N O P
Required Q'ty Of Cyliner FIRE CONTROL STATION
* Total : 508 Bottles

- Engine Room : 508 EA
- MSBD Roo & ECR : 27 EA
- Purifier Room : 7 EA
TD
MSBD RM Emergency P Plant. Lamp Cargo FWD Elec. Mot.
E/R Puri. RM Inc. RM
& ECR Gen. RM Store Com. RM P/R RM
150A (To 3rd DK, Floor, Tank Top)
150A (To Casing, 1st DK, 2nd DK)
Engine Room
Q R S W X Y Z 1 2 3 4 5 6
Hyd. P/P RM ES
Engine Cont. Main Swtich
Room Board Room
Gas Hood RM ES
Signal
Light Column
(1 EA) (1 EA)
MAIN & EM'CY

ES
Single POWER SUPPLY
Light Column
DC 24V
(5 EA)

`Illustration 5.4.5a Fire Detection System
EM'CY AC220V, 1PH, 60HZ FROM EM'CY AC220V FEED PANEL
NORMAL AC220V, 1PH, 60HZ FROM NO.2 AC220V FEED PANEL SD SD SD SD SD SD SD SD SD
INTEGRATED AUTOMATION SYSTEM 2ND ASSI. ENG. PASS. 2ND ASSI. ENG. 2ND OFF. PASS. SUEZ CREW/ PASS. ENG. PASS. PASS.
DAY RM AFT PORT BED RM BED RM AFT STBD REPAIRER PORT AFT CHANGE RM PORT PORT
AUTO BOILER CONTROL PANEL (E/R FIRE FOR GAS TRIP
W/H SUR. CONSOLE

PUBLIC ADDRESS SD SD SD SD SD SD SD SD SD
G.E
MAIN UNIT
FIRE, GENERAL ALARM, MUTE SIGNAL JUNIOR PILOT PASS. PASS. 2ND OFF. SHIP AIR COND. AIR COND. AIR COND. DRY PROVISION
C.C.C F/C/S OFF. (B) STBD AFT STBD AFT DAY RM LAUNDRY MACH. RM FWD MACH. RM MID MACH. RM AFT STORE AFT
G.E G.E
FIRE DETECTION M-JB-L2

RELAY BOX FOR
COLUMN LIGHT E.C.C.
SD SD SD SD SD SD SD SD
ENG/R
CENTRAL PANEL T
WORKSHOP
JUNIOR CONFERENCE PASS. OFF. PASS. FIRE CONT. RM FIRE CONT. RM ELEC. DISTRIBUTIONDRY PROVISION
GEN./GEN. EM'CY & ACC. C. DECK OFF. (A) RM STBD FWD LAUNDRY STBD SAFETY STATIONSAFETY STATIONPANEL RM PORT STORE FWD
C.C.C F/C/S FIRE ALARM
REPEATER REPEATER REPEATER
PANEL PANEL PANEL LOOP-1
SD SD SD SD SD TD TD SD
W/H SURV. CONSOLE PASS. CREW (G) CREW (H) CREW (I) PASS. PASS. NO.1 CSBD NO.1 CSBD NO.1 CSBD NO.1 CSBD
EM'CY STOP P.B (ACCO. AIR-CON. & FAN STOP) FWD STBD FWD STBD STBD STBD STBD PORT PORT
DH DH DH DH DH SD SD SD SD SD
ACC. D DK ACC. D DK ACC. C DK ACC. C DK ACC. B DK CREW (J) BOSUN PASS. CREW STAIRWAY
AFT STBD CHANGE RM ACC. UPP. DECK
LOOP-2
DH DH DH SD SD SD SD TD SD TD SD
ACC. UPP DK ACC. A DK ACC. A DK PASS. CREW (K) CREW (L) PASS. ELEC. EQUIP. E/R NO.2 GROUP NO.2 SWBD RM NO.2 SWBD RM NO.2 SWBD RM
AFT STBD CENT. AFT RM STBD ENTRANCE STARTER PNL LEFT SIDE RIGHT SIDE
SD SD A.U Z.B SD SD SD SD SD TD TD SD TD SD
LIFT
W/H STBD W/H STBD MACH. RM LIFT CREW (M) PASS. ELEC. EQUIP. ELEC. EQUIP. E/C/R NO.1 GROUP NO.1 SWBD RM NO.1 SWBD RM NO.1 SWBD RM
EXi MACH. RM AFT PORT RM PORT RM PORT STARTER PNL RIGHT SIDE LEFT SIDE
SD R
BATTERY RM
SD SD SD SD SD SD SD SD SD SD SD
W/H SUP. SQUIPAGE CREW (N) C/COOK SPARE PASS. CREW (O) E/C/R E/C/R E/C/R E/C/R A/C FOR
CONSOLE SPACE P/OFF. AFT PORT IAS CABINET SIDE PORT STBD E/C/R
SD SCI SD SD SD SD SD SD SD SD SD
W/H PORT CREW (C) CREW (B) CREW (A) PASS. PASS. SCRUBBER AIR CON PROV. REF. AIR CON STBD
ACC. NAV. DECK FWD PORT FWD PORT TOP PLANT (2) PLANT PLANT (1) TRANSFORMER
SD SD SD SD SD SD SD SD SD SD AIU SD
BONDED PASS. CAPT. CAPT. PASS. CREW (D) CREW (E) PASS. CREW (F) EM'CY EXIT NO.1 BOILER NO.1 BOILER
STORE STBD FWD DAY RM BED RM FWD STBD FWD CENT. STBD AFT FD FWD
NO.1 BOILER
BNR SIDE
SD SD SD SD SD SCI SD AIU SD SD SD
3RD OFF. 2ND OFF. 2ND OFF. PASS. PASS. STAIRWAY NO.2 BOLER NO.2 BOILER BOILER BOILER
BED RM DAY RM STBD AFT STBD AFT ACC. B. DECK FWD FD AFT CENT. AFT CENT. FWD
NO.2 BOILER
BNR SIDE
SD SD SD SD SD SD SD A.U A.U SD SD SD SD
PASS. 2ND ENG. C/OFF. PASS. C/OFF. PASS. OFF. GALLEY ENG/R EM'CY EXIT ENG/R N2 BUFFER N2 FEED
AFT PORT BED RM BED RM AFT STBD DAY RM CENT. SERVICE RM TD TD AFT PORT FWD TANK AIR COMP.
GALLEY FWD GALLEY AFT
SD SD SD SD SD SD TD TD TD SD SD SD SD
2ND ENG. PASS. PASS. GAS ENG. GAS ENG. PASS. DUTY CREW CREW MESS CREW MESS E.C.C E/C/R PORT E/C/R PORT A/C FOR PORT
DAY RM PORT AFT PORT AFT DAY RM BED RM CENT. PORT MESS RM SERVICE RM RM FWD RM AFT SIDE AFT SIDE FWD SWBD RM TRANSFORMER
SD SD SD SD SD SD TD TD SD SD SCI
PASS. C/ENG. C/ENG. PASS. ENG. CAB. PASS .ٞ PASS. CREW RECREAT. CREW RECREAT. PASS. ECR
FWD PORT BED RM DAY RM PORT FWD FWD PORT FWD PORT RM LEFT RM RIGHT FWD CENT. STBD SIDE
E/R 1ST DECK
SD SD SD SD SCI SD SD SD SD SD AIU SD
OWNER OWNER PASS. NAV/ELEC STAIRWAY HOSPITAL FIRST GYMNASIUM STAIRWAY STAIRWAY D/G D/G
BED RM DAY RM CENT. FWD EQUIP. RM AID RM PORT PORT ENG. AFT FD ENG. FWD
ACC. D. DECK
D/G ENG.
TD TD SD SD TD TD TD SD SD SD AIU SD
PASS. SHIP OFFICE SHIP OFFICE PASS. PASS .ٞ PASS. OFF. RECREAT. OFF. RECREAT. OFF. MESS ELEVATOR ELEVATOR NO.2 T/G NO.2 T/G
CENT. FWD LIFT RIGHT FWD STBD FWD STBD FWD STBD RM RM RM SIDE SIDE AFT FD FWD
NO.2 T/G
SD SD SD SD SD SCI TD SD AIU SD SD SD
PASS. CCR C.C.C CCR DECK/OFF. PASS. OFF. MESS LPSG NO.1 F.W GEN. SEWAGE I.G DRYER
FWD PORT STBD PORT CHANGE RM ACC. A. DECK CENT. STBD RM FWD FD FLASH TYPE UNIT UNIT SIDE
NO.1 T/G
SD SD SD SD SD TD SD TD SD SD SD SD SD
PASS. ELECTRICIAN PASS. 4TH ENG. PASS. PASS. NO.2 CSBD NO.2 CSBD NO.2 CSBD NO.2 CSBD STAIRWAY STAIRWAY I.G COOL. I.G COOL. I.G DRYER
PORT AFT PORT AFT PORT FWD CENT. FWD RIGHT RIGHT RIGHT LEFT STBD STBD UNIT AFT UNIT FWD UNIT AFT

Illustration 5.4.5b Fire Detection System
AIU SD SD SD SD SD SD SD SD SD
LOOP-6
SD SD SD
I.G GEN. NO.1 BOILER NO.1 BOILER NO.2 BOILER D.O TRANS STAIRWAY SAW DUST BOX LPSG DRAIN LPSG DRAIN AFT COMP. HOUSE AFT FWD
FD SCRUBBER FWD AFT AFT P/P STBD INSP. TANK INSP. TANK AFT
I.G GEN. SPACE
SD SD SD SD SD SD SD SD SD SCI
ENG/R BLR FEED W. EM'CY EXIT ENTRANCE NO.2 BOILER BILGE P/P B.W SEP. FRESH W. HYD EM'CY EXIT NO.2 L.O FWD
WORKSHOP AFT SAMP. RACK WORKSHOP FWD FWD FEED P/P UNIT FWD PURIFEED P/P
SD A.U SD SD SD SCI SD
ENG/R ELEC. ENG/R WORKSHOP DRAIN P/P

BOSUN STORE
WORKSHOP TD WORKSHOP WORKSHOP AIR CON AREA
MID
WELDING
FWD E/R FLOOR DECK
AREA
E/R 2ND DECK SCI
B/T/R B/T/R
BOW THRUSTER ROOM
SD
LOOP-4
SD SD SCI FWD PUMP FWD PUMP
EM'CY EM'CY EM'CY RM RM
GEN. RM GEN. RM GEN. RM
SD SD
STBD FWD STBD AFT STBD EMERGEMCY GEN. RM

FWD PUMP ROOM
SD SD SD SD
AIR LOCK NO.1 STEAM NO.3 F.D FAN NO.2 F.D FAN NO.2
AIR HEATER ECONOMIZER
SD SD SD SCI A.U
PORT AFT PORT FWD NO.1 STEAM

AIR HEATER FD
Exd
GAS HOOD RM
E/C UPP DECK
SD SCI
INCINERATOR INCINERATOR
RM RM
INCINERATOR RM
STEERING GEAR ROOM
SD SD SD SD SD
LOOP-3
SD SD SD SD STBD FWD STBD AFT CENT. PORT AFT PORT FWD
STAIRWAY DUMP STEAM CENTRAL FW MAIN COND. LEVEL E/C A DECK

PORT CON. V/V FWD COOLER CONTROL V/V
SD SD
SD SD SD SD SD
E/CASING E/CASING C DK E/CASING C DK E/CASING C DK E/CASING B DK
CONTROL VACCUM ELEVATOR ELEVATOR TOP DEK STBD STAIRWAY PORT
AIR COMP. PUMP SIDE SIDE
SCI
SD SD SD SD
E/CASING
PURI. RM PURI. RM MAKE-UP STAIRWAY TOP DK
RIGHT LEFT V/V UNIT STBD
E/C B.C AND TOP DECK
SD SD SD SD
SD
EM'CY EXIT MAIN GEN. SERV MAIN L.O FILTER
FEED W. PUMP TK L.O COOLER HYD. PWR
PACK RM
HYD. POWER PACK RM
SD SD SD SD SD
LOOP-5
EM'CY FEED DEHUMIDFIER DUMP STEAM DUMP STEAM
W. P/P STBD V/V SIDE CON. V/V
SD SCI SD
SD SCI
STBD PORT
STAIRWAY DUMP STEAM
PORT CON. V/V
A.U Z.B A.U Z.B
EXi EXi EXi EXi

SD SD R SD SD R
E/R 3RD DECK
PORT PORT STBD STBD
CARGO COMPRESS ROOM
SD SD SD SD
MAIN C.S W BALLAST ATMOS CONDENSER STAIRWAY

P/P P/P AFT FD W. DRAIN TK PORT

5.4.5 Fire Detection System Features
x Standard unit includes two detector loops, each allowing connection of up x RS232C and 20 mA current loop interface for data communication to
Applications to 99 addresses. Additional modules can be added to allow a total of 16 remote text or graphics displays, repeaters or building management
loops (1584 addresses). systems.
Fire alarm control panel type BS-100 DYFI is a control panel for analogue x “Prewarning” enables the system to inform about a fire, in its earliest x 2 x 40 character fluorescent dot-matrix alphanumeric display for clarity.
addressable fire detectors for medium and larger installations. DYFI (Dynamic stages. x Detector or loop disablement with timed automatic or manual restoration.
Filter Process) is the registered name for a number of dynamic filters built into x Faulty, damaged or missing detectors are reported without compromising x Historical event logging. On optional printer, all events and change of
the BS-100 software that ensure discrimination between “real” fire conditions the system. status are printed.
and other “non-fire” phenomena. x User controls through multi-level menu. x Day/night alarm Organization facility.
x All detectors and manual callpoints have a unique address. x Self-diagnosis of “fault” condition.
x Multiple microprocessor control for increased reliability. x Sensitivity of all devices easily examined.
x Cause and effect, and message data stored in non-volatile memory with x Reduces maintenance costs due to inherent reliability.
on-site changing capability. x Tested and complies with BS-5839 part 4: 1988 for control and indicating
x Monitoring of all field devices and alarm path. equipment.
x Optional programmable control outputs, in modules of 16 to a maximum x Full range of devices for hazardous areas available.
of 240 outputs.
FUNNEL NAV.-DK
L5
D-DK
L4
C-DK
FORE MAST
L3
B-DK
TRUNK DECK SPACE
L2
A-DK
E9
LE LD UPPER DECK
FO
E/R 1ST DECK BOSUN STORE
S.G RM
A2L A2E
EM'CY E/R 2ND DECK

FIRE
P/P RM B.T. RM
E/R 3RD DECK
E/R FLOOR DECK

F.P TK

LOCATION / Q’TY
TOTAL
NO. SYMBOL DESCRIPTION MAKER / TYPE ACCOMM PUMP ENGINE ROOM
S/G/R C/C/R B/S B/T/R E/M/R Q’TY
ROOM
NAVI D DK C DK B DK A DK UPP 1ST 2ND 3RD FLOOR E/C.
SMOKE DETECTOR IP23 KMSS
1 SD 4 25 19 29 10 10 8 105
ADDRESSABLE OPTICAL TYPE BHH-31A+BWA-40A/I
2 SD 1 2 2 1 9 1 21 27 23 14 16 4 4 2 127
ADDRESSABLE OPTICAL TYPE BHH-31A+BWA-40A/I+BWP-40B
3 SD 1 4 5
EXi ADDRESSABLE EXI TYPE F911
FLAME DETECTOR IP67 KMSS
4 SD 2 4 6
UL TRAVIOLET TYPE MS302EX
FLAME DETECTOR IP67 KMSS
5 SD 1 1
EXd UL TRAVIOLET EXD TYPE UV-IR
HEAT DETECTOR IP23 KMSS
6 TD 3 10 4 5 22
ADDRESSABLE ANALOGUE TYPE BEH-30+BWA-40A/I
80
HEAT DETECTOR IP56 KMSS
7 TD 2 1 3
ADDRESSABLE ANALOGUE TYPE BD-27
MANUAL CALL POINT IP44 KMSS
8 1 3 4 3 2 2 1 16
ADRESSABLE ANALOGUE TYPE BF-35
MANUAL CALL POINT IP44 KMSS
9 1 1 1 3 3 3 3 6 1 1 1 24
ADRESSABLE ANALOGUE TYPE BF-31
GENERAL/GENERAL EM’CY ALARM KMSS
10 1 1 2
G.E
PUSH BUTTON (CONSOL MOUNTING) PB-1, 2
GENERAL/GENERAL EM’CY ALARM KMSS
11 1 1
G.E
PUSH BUTTON (IP55) PB-2A
KMSS
12 A.U ADDRESS UNIT 2 1 1 4
BN-35
KMSS
13 AI ZENER BARRIER 2 4 6
BN-33A/24
A.U Z.B KMSS

14 ADDRESS UNIT + ZENER BARRIER 1 2 3
BN-33A/24Z
DH KMSS
15 MAGENETIC DOOR HOLDER IP40 2 2 1 2 1 8
GT-50
KMSS
16 T TIMER UNIT IP56 1 1
BW-23B/2
KMSS
17 FIRE DETECTION CENTRAL PANEL 1 1
BS-100/01
FIRE DETECTION (CONSOLE) KMSS
18 1 1 2
REPEATER UNIT PANEL BU-100/01
FIRE DETECTION (WALL) KMSS
19 1 1
REPEATER UNIT PANEL BU-100/01+UEA-22/1
20 R END OF RESISTOR 1 2 3
SCI KMSS
21 SHORT CIRCUIT PROTECTION 1 1 1 1 1 1 1 3 1 1 12
BKA-30
KMSS
22 SCI SHORT CIRCUIT ISOLATOR IP44 1 1 2
BHK-30+BWO-40B

Illustration 5.5a Auxiliary Fresh Water Cooling System
CHEMICL DOSING INLET
FW355
FW371
F.W. EXP.
FW356 TANK LG NO.2
(2.0 M3) VACUUM P/P
FW332
FW357
FW333
TO LO COOLER
NO.1
VACUUM P/P
TO SCUPPER
PIPE FW334
FW335
TO LO COOLER
FW336
ELEC. MOTOR RM CARGO COMP. RM
FW337
DEAERA- NO.2 H/D

TION
TK FW354 COMPRESSOR
TO GLYCOL WATER FW338 TO LO COOLER

MIXING TANK
FW339
FW353 FW352 FW340
FW359 FW341
NO.2 NO.1
FW358
AUX. F.W AUX. F.W NO.1 H/D
COOLING COOLING
PUMP PUMP COMPRESSOR
FW342 TO LO COOLER
FW367
FW343
FW351 FW350
FW349
FW363
NO.2
AUX. COOLING
F.W COOLER
FW362 NO.2 L/D
COMPRESSOR STEAM
IN-LINE FILTER DRAIN
FW344 TO LO COOLER FW330
FW366
FW345
COOLER
FW365
TRUNK. DK.
S.W. RETURN TO OVBD.
PA
SS FW331
AG
E
NO.1 L/D
W
AY
UPP. DK.
FW361 COMPRESSOR
NO.1
AUX. COOLING FW360 FW348
L.B.W.L. FW346 TO LO COOLER FW369
F.W COOLER
FW347
W.B. TK.
FW212
FW364 3-WAY THERMOSTATIC
CONTROL VALVE
- FW212 TO BE LOCATED AT REACHABLE POSITION.
F.W. SUPPLY FROM F.W. HYDROPHORE UNIT
S.W. SUPPLY FROM E/R

5.5 Auxiliary F.W. Cooling System Operating Procedures Alarms and Shutdowns
General Description One auxiliary FW. cooling pump and one FW. cooler are normally required to No.1 Aux. C.F.W. pump motor abnormal
meet the system cooling capacity. No.2 Aux. C.F.W. pump motor abnormal
The independent deck cooling fresh water system is provided by two cargo Aux. C.F.W. expansion tank level low
auxiliary fresh water pumps. The pumps, FW. coolers and header tank are a) Ensure that all drains and vents are shut, and that the header tank Aux. C.F.W. discharge temperature high (Set point: 40°C)
located in the cargo electric motor room. outlet valve to the de-aerator is open. Check the level in the header No.1 Aux. C.S.W. pump motor abnormal
tank. No.2 Aux. C.S.W. pump motor abnormal
One pump is normally in service, while the second pump is on automatic standby Stand- by start alarm NO.1
cut-in mode. b) Open the FW. cooler inlet and outlet valves of the cooler to be
Stand- by start alarm NO.2
placed in use.
The FW. coolers are in turn directly cooled by sea water supplied by the
auxiliary cooling SW. pumps in the engine room, each rated at 90 m3/h at 40 m c) Open the inlet and outlet valves on both auxiliary FW. cooling
head. pumps.
The F.W. cooling system is used to serve the following equipment d) Open the valves on the respective system to be cooled i.e. HD
compressor LO. cooler and motor air cooler, LD compressor LO.
HD compressor LO. coolers and air cooler of electric motor cooler, vacuum pump and steam drains cooler. Check for leaks.
LD compressor LO. coolers e) Open the sea water overboard discharge valve FW212.
Vacuum pump f) Open the sea water inlet and outlet valves on the auxiliary FW.
cooler.
Cargo machinery room steam drains cooler
g) Select one of the auxiliary cooling SW. pumps on local control and
Temperature control is by means of a three-way control valve, situated on the start the pump. Check that the system pressures are normal.
outlet side of the auxiliary FW. cooler, with a set point of 35°C.
h) Select the other pump on standby.
The system is provided with a 2 m3 expansion tank which has domestic fresh
water topping up via a 15A line to the tank. The chemical condition of the i) Stop the running pump and ensure the standby pump cuts in.
cooling water should be regularly checked, with any dosing required being
directly added into the expansion tank. j) Return the pumps to their original running condition i.e., one pump
running and the other on standby auto cut-in.
The sea water cooling outlet from the auxiliary F.W. coolers is discharged to
overboard through No.4 starboard ballast tank. k) Select one of the auxiliary cooling FW. pumps on local control and
start the pump. Check that the system pressures are normal.
Specification
Manufacturer: Shinko l) Select the other pump on standby.
Type: SVS100M
Number of sets: 2 m) Stop the running pump and ensure that the standby pump cuts in.
Rated out-put: 80 m3/h
FW.cooler: n) Return the pumps to their original running condition i.e, one pump
bypass control: 35°C running and the other on standby auto cut-in.

Part 6
Cargo Operations
Illustration 6.1.1a Insulation Space Inerting

FROM LN2 LINE

LNG VAP.
TO CARGO LINES
TO NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
FROM
ENGINE ROOM
CN475
CN279 CN282
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
VACUUM
COMPRESSOR ROOM
PUMP
171 Part 6 Cargo Operations

Part 6 Cargo Operations There is a standby exhaust regulating valve CN280, which can be connected to 6.1.2 In Service Tests
either the primary or secondary system in the event of failure of one of the
6.1 Primary and Secondary Insulation Space Pressurising master regulating valves. Classification society regulations require that the barriers of a membrane tank
should be capable of being checked periodically for their effectiveness.
6.1.1 Insulation Space Inerting The nitrogen supply to the insulation spaces has a standby regulating valve
CN572, which can be connected to either the primary or secondary system in the The following covers the practice, recommendations and the precautions which
The primary and secondary insulation spaces are filled with dry nitrogen gas event of failure of one of the master regulating valves. should be taken during the in-service periodical examination of the primary and
which is automatically maintained by alternate relief and make-up as the secondary membranes.
atmospheric pressure or the temperature rises and falls, under a pressure of In the event of cargo gas leakage into insulation spaces, this can be swept with a ! Caution
between 0.2 and 0.4 kPa above atmospheric. continuous feed of nitrogen by opening the exhaust from the space, allowing a Measurement devices which may otherwise be damaged, should be isolated prior
controlled purge. Close monitoring of the gas analyzer on this space will be to the commencement of the test. The barrier spaces must at all times be
The nitrogen provides a dry and inert medium for the following purposes: necessary during purging. protected against over pressure, which might otherwise result in membrane
failure.
In cases where other consumers reduce the availability of nitrogen for the
To prevent formation of a flammable mixture in the event of an LNG leak insulation spaces, the pressure may temporarily fall below the atmospheric Method for Checking the Effectiveness of the Barriers
To permit easy detection of an LNG leak through a barrier pressure.
Primary Membrane
To prevent corrosion This condition is not critical insofar as the differential pressure (Ps - Pp) between Since each primary insulated space is provided with a permanently installed gas
the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not detection system capable of measuring gas concentration at intervals not
Nitrogen, produced by the two N2 generators and stored in a pressurized buffer exceed 3.0 kPa: exceeding thirty minutes, any gas concentration in excess, with regard to the
tank of 26 m3, is supplied to the pressurization headers through make-up (Ps - Pp) < 3.0 kPa steady rates, would be the indication of primary membrane damage. It results
regulating valves located in the cargo compressor room. From the headers, that each primary membrane is, in terms of tightness, continuously monitored
branches are led to the primary and secondary insulation spaces of each tank. Warning and a special test would not be required to check its effectiveness. However that
Excess nitrogen from the insulation spaces is vented to mast No.2, through the When the depression in the primary insulation spaces, relative to the secondary may be, each primary membrane can be tested according to the method described
exhaust regulating valves. insulation spaces, reaches 3.0 kPa, the two insulation spaces shall be below for the secondary membrane.
immediately inter-connected - which will involve a manual operation.
Both primary and secondary insulation spaces of each tank are provided with a Secondary Membrane
pair of pressure relief valves which open at a pressure, sensed in each space, of 1 When put in communication, and therefore subjected to the same nitrogen In order to check its effectiveness, the secondary (or primary) membrane is
kPa above atmospheric. A manual bypass with a cut out valve and a ball valve is pressure, the primary and secondary insulation spaces can withstand a large submitted to a global tightness test, which is the reiteration of the equivalent test
provided from the primary space to the N2 vent mast for local venting and depressurization without any damage. carried out during the cargo containment building.
sweeping of a space if required.
It should be noted that, even with the tanks fully loaded, a pressure lower than Procedure
The nitrogen production plant is maintained in an automatic mode. One nitrogen atmospheric pressure in the primary insulation spaces is not harmful to the a) Reduce the insulated space pressure at the back of the membrane
generator is able to maintain normal demands on the system. When a high primary membrane. In this respect, it should be noted that this membrane is to be tested to 20 kPa abs.
nitrogen demand is detected, the second unit will start automatically (see section subjected to a -80 kPa gauge vacuum pressure - both during global testing at the
4.10). construction stage and also for the insulation spaces’ cycles purging. b) After a stabilising period of about 8 hours, record by means of an
accurate measuring device, the vacuum decay over the next 24
Operating Procedure for Normal Inerting hour period.
c) From the results obtained, the selection of the 10 hours continuous
a) Adjust the set point of the nitrogen supply regulating valve CN579 period during which the temperature variations of the
to the secondary header at 0.2 kPa, and the regulating valve CN576 compartments surrounding the tested membrane are minimum.
to the primary header at 0.3 kPa.
d) The allowable limit for vacuum decay of the space is given by the
b) At the forward part of the trunk deck, ensure that the valves equation:
CN276, 278, 283, 285 are open. 'p d 0.8
e
d) Adjust the set point of the nitrogen exhaust regulating valve
Where e = the thickness in metres of the insulated space at the back of the
CN277 (primary) at 0.5 kPa and regulating valve CN284
membrane.
(secondary) at 0.4 kPa.

Illustration 6.1.1a Insulation Space Inerting

FROM LN2 LINE

LNG VAP.
TO CARGO LINES
TO NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
FROM
ENGINE ROOM
CN475
CN279 CN282
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
VACUUM
COMPRESSOR ROOM
PUMP

In Service Global Tightness Test Under these conditions, the primary membrane is submitted by one side to the
atmospheric pressure existing inside the tank and by the other to the reduced
The global test is carried out either during a maintenance period, or when the pressure existing inside the primary space.
cargo tanks have been warmed up and gas freed.
Since both faces of the secondary membrane are in an equal pressure system, no
To overcome any doubtful results arising from possible leaks through equipment flow can be generated through any eventual leak of this membrane; therefore the
connected with the insulated spaces i.e. valves, pressure relief valves, electric measured vacuum decay is the correct figure of the tightness of only the primary
cable glands etc, their effectiveness must be carefully checked, and eventually membrane.
replaced with blank joints, in so far as the spaces remain protected against any
over-pressure. ! Caution
Changes in temperature or barometric pressure can produce differentials far in
Test Of Secondary Membrane excess of 3.0 kPa in the insulation spaces which are shut in. With the cargo
system out of service and during inerting, always maintain the primary insulation
a) The pressure of the secondary space is reduced to 20 kPa a, while space pressure at or below tank pressure and always maintain the secondary
the primary space is maintained at a slight vacuum. (i.e. –10 kPa) insulation space pressure at or below the primary insulation space pressure.
Severe damage to the membranes may occur if the differentials exceed 3.0 kPa.
Under these conditions, the secondary membrane is submitted by one side to the
atmospheric pressure existing inside the primary space, by the other to the
reduced pressure existing inside the secondary space.
b) The vacuum decay is carried out on this space only by the method
described in secondary membrane testing b), c) and d).
In spite of the precautions taken for providing against leaks of the equipment, it
is important to check whether the vacuum decay of the secondary barrier space
(DPs) corresponds with a pressure reduction of the primary space (DPp).
If this is not the case, there may be an external leak which must be located and
rectified before another test is conducted.
When comparing (DPp) and (DPs), it is necessary to take into account the
primary and secondary space volumes as shown in the equation below:
'5xes
'5U
ep
where (es) and (ep) represents the thickness of the secondary and primary spaces.
Primary Membrane Test Procedure
a) The pressure of the primary and secondary barrier spaces is

reduced to 20 kPa a simultaneously, in communication, in order to
prevent the potential collapse of the secondary barrier due to a
higher pressure than that of the primary space.
b) The primary and secondary spaces are isolated and the vacuum
decay procedure is followed on the primary space only. The
method used is as described in secondary membrane testing b), c)
and d)

Illustration 6.2.1a Initial Insulation Space Inerting

Evacuation of Insulation Space's (First Step)

FROM LN2 LINE

LNG VAP.
TO CARGO LINES
TO NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
FROM
ENGINE ROOM
CN475
CN279 CN282
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
VACUUM
COMPRESSOR ROOM
PUMP

6.2 Post Dry Dock Operation The Operating Procedure is as Follows: General notes on the vacuum pumps:
(All valves are assumed SHUT)
6.2.1 Initial Insulation Space Inerting (See Illustration 6.2.1a) Ensure that auxiliary fresh water for auxiliary fresh water cooler is
First Step: Evacuation of Insulation Space available and on
a) Isolate any pressure gauge, transducer or instrument which could
! Caution be damaged by the vacuum and install temporary manometers to Ensure that the L.O. tank is full and the power supply to the pumps
To avoid major damage to the secondary barrier, never evacuate a primary allow pressures in the insulation spaces to be monitored. is available
insulation space whilst leaving the associated secondary space under pressure
and never fill a secondary space whilst the primary space is under a vacuum. b) On each tank, open valves CN474, 374, 274, 174 connecting the Ensure that the bulkhead seal system is full
pressurization header with the feeder columns of the secondary
Prior to putting a cargo tank into service initially, or after dry docking, it is insulation spaces. Ensure that the pump is free to rotate
necessary to replace the ambient humid air in the insulation space with dry
nitrogen. c) In the compressor room, open valve CN582 and valves CN587, Ensure that L.O. is feeding the lubrication points
585 to the suction of the vacuum pumps.
This is done by evacuating the insulation spaces with the vacuum pumps and Close the pump drains
refilling them with nitrogen. The procedure is repeated until the oxygen content d) Prepare the vacuum pumps for use.
is reduced to less than 2%.
e) Start both vacuum pumps.
Evacuation of all the insulation spaces takes approximately 8 hours. Three cycles
are usually necessary to reduce the oxygen to less than 2% by volume. f) Monitor the secondary insulation space’s pressure; when it has
been reduced to 20 kPa abs. in all the spaces, stop the pumps.
! Caution
Changes in temperature or barometric pressure can produce differentials far in g) Close valves CN474, 374, 274, 174 on the trunk deck.
excess of 3.0 kPa in insulation spaces which are shut in. With the cargo system
out of service and during inerting, always maintain the secondary insulation h) On each tank, open valves CN475, 375, 275, 175 connected to the
space pressure at or below the primary insulation space pressure. Severe damage pressurization header with the aft transverse of the primary
to the membranes will result if the differ-entials exceed 3.0 kPa. insulation spaces.
Before refilling with nitrogen, the insulation spaces are evacuated to 20 kPa i) Open valve CN581, the vacuum pump’s suction from the primary
absolute pressure. The evacuation of the insulation spaces is also used in order to pressurization header.
check the integrity of the barriers during periodical test.
j) Start both vacuum pumps.
To avoid possible damage to the secondary membrane, the secondary insulation
spaces must be evacuated before the primary insulation spaces. The pipe work at k) Monitor the primary insulation spaces, pressure; when it has been
the vacuum pump’s suction has been designed to ensure that the evacuation of reduced to 20 kPa a in all the spaces, stop the pumps.
the primary spaces cannot take place without having first evacuated the
secondary spaces, or ensuring that they will be both evacuated simultaneously. l) Close valves CN475, 375, 275, 175 on trunk deck.
Two electrically driven vacuum pumps, cooled by fresh water, are installed in m) Close valves CN582, 581 and valves CN587, 585 at the pumps’
the cargo compressor room. They draw from the pressurization headers and suction.
discharge to the vent riser No.4.
n) Stop the vacuum pumps.
During the evacuation of the insulation spaces, the tightness of the primary and
secondary insulation spaces relief valves has to be confirmed and if suspected of
leaking, blanked until the operation is completed. Blanks must be clearly marked
and notices posted.

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

FROM LN2 LINE

LNG VAP.
TO CARGO LINES
TO NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
FROM
ENGINE ROOM
CN475
CN279 CN282
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
VACUUM
COMPRESSOR ROOM
PUMP

Second Step: Initial Filling With Nitrogen Operating Procedure for the Completion of the Nitrogen Filling
(See Illustration 6.2.1b)
a) The final filling of the insulation spaces, up to 0.2 kPa gauge is
After evacuation, the next step consists of filling the insulation spaces with carried out at reduced flow rate. Three cycles are usually necessary.
nitrogen. The cycle is repeated until the oxygen content in the spaces is less
than 2%. b) After the final filling, check the oxygen content in all the spaces. If
it is higher than 2%, repeat inerting operation. There is also the
Procedure for Initial Filling With Nitrogen possibility to check the O2 content at the vacuum pump discharge.
Liquid N2 is supplied from shore to the liquid manifold where it passes to the c) Do not shut down the LNG vaporizer until it has been warmed
stripping/spray header via the appropriate ESDS liquid valve. It is then fed to the through to the ambient temperature.
LNG vaporizer and N2 gas produced is passed at +20°C to each insulation spaces.
! Caution
At this stage, ship’s N2 generators are not used due to required capacity for initial Changes in temperature or barometric pressure can produce differentials far in
filling. excess of 3.0 kPa in the insulation spaces which are shut in. With the cargo
system out of service and during inerting, always maintain the primary insulation
It is assumed, though unlikely, that all valves are closed prior to use. space pressure at, or below, tank pressure and always maintain the secondary
insulation space pressure at or below the primary insulation space pressure.
a) Install the spool piece on LNG vaporizer outlet to insulation spaces.
b) Prepare the LNG vaporizer for use.
c) Adjust set point of the temperature control valve to +20ଇ
d) Open the related valve from the liquid manifold to the LNG
vaporizer through stripping/spray header and carry out line cool
down operation. For safety reasons, ensure that the hull water
curtain on the connected side is in operation.
e) Open the isolation valves CN278, 276, 285, 283 for the insulation
exhaust control system.
f) Crack open the primary space supply valves CN475, 375, 275, 175
on each tank.
g) Adjust the opening of the primary space supply valves for

balancing the pressure rise in all the spaces. During filling, always
maintain the pressure in the primary space 10 kPa above the
secondary space.
h) When the pressure in the primary spaces reaches 30 kPa a (10 kPa
above the pressure in the secondary spaces), crack open the
secondary space supply valves CN474, 374, 274, 174 on each tank.
Adjust the opening of these valves for balancing the pressure rise
in all the spaces.
i) Set the opening of the control valves CN277, 284 at 0.4 kPa.

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
Illustration 6.2.2a Drying Cargo Tanks
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

GOLAR LNG LIMITED
CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS712 CS711 CS710 CS810 CS811 CS812
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
179
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CL705 CS802
CS703 CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
WET AIR LINE
DRY AIR LINE
CS109 CS105
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102
Part 6 Cargo Operations

6.2.2 Drying Tanks h) Monitor the dew point of each tank by taking a sample at the
vapour domes. When the dew point is –25°C or less, close the
During a dry docking or inspection, cargo tanks which have been opened and filling and vapour valves of the tank.
contain wet air must be dried to avoid primarily the formation of ice when they
are cooled down and secondly, the formation of corrosive agents if the Wet air which may be contained in the discharge lines from the cargo pumps,
humidity combines with the sulphur and nitrogen oxides which might be float level piping and any associated pipe work in the cargo compressor room
contained in excess in the inert gas. The tanks are inerted in order to prevent the must be purged with dry air.
possibility of any flammable air/LNG mixture. Normal humid air is displaced
by dry air. Dry air is displaced by inert gas produced from the IGG. i) When all the tanks are dried, stop the plant. Close the supply valve
CG527, CL602 to the LNG header and close valve CG107 to the
Dry air is introduced at the bottom of the tanks through the filling piping. The air venting system at the mast riser No.1.
is displaced from the top of each tank through the dome and the vapour header,
and is discharged from the vent mast No.1. Note !
It is necessary to lower the tank’s dew point by dry air to at least –20°C, before
The operation, carried out from shore or at sea, and will take approximately 20 feeding tanks with inert gas in order to avoid formation of corrosive agents.
hours to reduce the dew point to less than –20°C.
During the time that the inert gas plant is in operation for drying and inerting the
tanks, the inert gas is also used to dry (below –40°C ) and to inert all other LNG
and vapour pipework. Before the introduction of LNG or vapour, any pipework
not purged with inert gas must be purged with nitrogen.
Operating Procedure for Drying Tanks

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

supply dry air to the liquid header.
d) Open tank filling valves CL400, CL300, Cl200 and CL100.
e) Open tank vapour valves CG401, CG301, CG201, CG101.
f) Open CG107, CG402, CG302, CG202 and CG102 to vent through

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

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
Illustration 6.2.3a Inerting Tanks Prior to Gas Filling
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

GOLAR LNG LIMITED
CG503
CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
181
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CL705 CS802
CS703 CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
WET AIR LINE
DRY AIR LINE
CS109 CS105
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.2.3 Operating Procedure for Inerting Tanks j) When the inerting of the tanks, lines and equipment is completed,
(See Illustration 6.2.3a) set the regulating valve CG106 to 15 kPa in order to pressurize all
the tanks to this pressure.
Inert gas, with an oxygen content of less than 1% and a dew point of -45°C, is
produced by the IGG with a flow rate of 14,000 Nm3/h. The inert gas is primarily k) When the operation is completed, stop the supply of inert gas and
nitrogen and carbon dioxide, containing less than 1% oxygen with a dew point of close valves IG022 and CG527, CL602, CL410, CL310, CL210,
–40°C or below. CL110, CL400, CL300, CL200 and CL100 and remove the spool
pieces.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks. Note !
Until the ship is ready to load LNG for gas filling, the tanks may be maintained
Warning under inert gas as long as necessary. If required, pressurize the tanks to 2 kPa
Inert gas from this generator and pure nitrogen will not sustain life. Great care above atmospheric pressure and, to reduce leakage, isolate all the valves at the
must be exercised to ensure the safety of all personnel involved with any forward venting system.
operation using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion.
a) Prepare the IGG for use in the inert gas mode.
b) Install the two spool pieces to connect the inert gas/dry air feeder
c) Open the valves CG527, CL602, CL410, CL310, CL210 and

CL110 to supply inert gas air to the liquid header.
d) Open tank filling valves CL400, CL300, CL200 and CL100.
e) Open tank vapour valves CG401, CG301, CG201, CG101.
f) Open CG107, CG402, CG302, CG202 and CG102 to vent through

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

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

Illustration 6.2.4a Displacing Inert Gas (Gas Filling) With LNG Vapour (Stage-1)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS811
CS808
CS802
CL806
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG519 LNG LIQUID LINE
CG529
CG506
CG505
CG521 CG507
TO E/R No.1 B.O/W.UP
VAPOUR CROSSOVER
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP. LNG VAPOUR LINE
CS506 CG502 CG501
CG503
CS505 CG532 CG504

FORCING VAP.
No.1 LOW DUTY COMP. LNG MIXTURE AND INERT GAS LINE
CS504
CN683
CG531
CS503
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CL705
CS705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CL702
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL200
CL202
CL106
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CF401
CL305
CF301 CF201
CS306
CS206
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104
No.4 CARGO TANK No.3 CARGO TANK No.2 CARGO TANK No.1 CARGO TANK

6.2.4 Gas Filling Cargo Tanks There are exceptional cases where it may be necessary to undertake the purging k) Open the header valves to the vapour domes.
of one or more tanks at sea using LNG liquid already on board. In this case the
Introduction liquid will be supplied to the LNG vaporizer via the stripping/spray header using
No.1 Tank CG102 CG101
the stripping/spray pump of a cargo tank containing LNG liquid. Due to local
After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If regulations on venting methane gas to the atmosphere, some port authorities may No.2 Tank CG202 CG201
the purging has been done with inert gas, the cargo tanks have to be purged and require the entire operation to be carried out with the exhaust gases being
No.3 Tank CG302 CG301
cooled down when the vessel arrives at the loading terminal. This is because, returned to shore facilities.
unlike nitrogen, inert gas contains 15% carbon dioxide (CO2), which will freeze No.4 Tank CG402 CG401
at around -60°C and produces a white powder which can block valves, filters and Operating Procedures to Purge the Cargo Tanks with LNG Vapour Stage
nozzles. One For safety reasons, ensure that the hull water curtain on the connected side is in
(See Illustration 6.2.4a) operation.
During purging, the inert gas in the cargo tanks is replaced with warm LNG
vapour. This is done to remove any freezable gases such as carbon dioxide, and It is assumed, though unlikely, that all valves are closed prior to use. l) Open CS808 (if using the after liquid manifold on the port side),
to complete the drying of the tanks. the isolating valve to the stripping/spray line.
a) Install the following spool pieces:
Description Liquid header to compressors (only if compressors are required) Liquid m) Using the IAS, open the individual tank loading valves.
LNG liquid is supplied from the terminal to the liquid manifold where it passes header to No.1 vent mast
to the stripping/spray header via the appropriate ESDS liquid valve. It is then fed
to the LNG vaporizer and the LNG vapour produced is passed at +20°C to the b) Prepare the LNG vaporizer for use. No.1 Tank CL100 CL110
vapour header and into each tank via the vapour domes. No.2 Tank CL200 CL210
c) Adjust the set point of the temperature control valve to +20°C.
At the start of the operation to fill the cargo tanks, the piping system and LNG No.3 Tank CL300 CL310
vaporizer are vapour locked. The stripping/spray header can be purged into the d) Using the IAS, adjust the set point of the pressure control valve No.4 Tank CL400 CL 410
cargo tanks via the vapour dome through the arrangement of spray valves CG106 to 6 kPa (or required value) by using the inching control
containing the control valve until liquid reaches the LNG vaporizer. The LNG (remote manual). n) Using the IAS, open CL803, the liquid manifold valve on the port
vapour is lighter than the inert gas, which allows the inert gases in the cargo side, and request the terminal to commence supply of LNG liquid
tanks to be exhausted up the tank filling line to the liquid header. The inert gas e) At No.1 vent mast, open valve CL107. to the ship at a constant pressure of 500 kPa.
then vents to the atmosphere via the No.1 vent mast.
f) Open valve CS003, the stripping/spray header crossover valve to o) Adjust No.1 vent mast pressure with CG106 at 23 kPa or as
When 5% methane (the percentage figure will be specified by the particular port the manifold. required.
authority) is detected at No.1 vent mast riser, the exhaust gas is directed ashore
via the HD compressors, or to the boilers through the gas burning line. g) Open valves CS004 and CS601 on the stripping/spray header to p) Monitor the inert exhausting gas at each liquid dome (use the mid
enable supply to reach the LNG vaporizer. cargo tank sample cock initially, followed by the sample cock at
This operation can be done without the compressors, subject to existing back the top of the loading line). Also monitor the inert exhausted gas at
pressure, or with one or both HD compressors in service. If possible, it is better h) Open valve CS501, the inlet valve to the LNG vaporizer. No.1 vent mast, using the sample cock.
not to use compressors to avoid creating turbulence inside the tanks.
i) In the cargo machinery room open the outlet from the LNG q) When 5% methane, (or the quantity the port authority will allow) is
The operation is considered complete when the methane content, as measured at vaporizer CG530. detected at No.1 vent mast and each vapour dome, request
the top of the cargo filling pipe, exceeds 80% by volume. permission from the terminal personnel to direct exhaust gas to the
j) Open valves CG528 and CG601 to allow supply to the vapour terminal facilities.
The target values for N2 gas and inert gas CO2 is equal or less than 1%. These header.
values should be matched with the LNG terminal requirements. r) Remove spool piece installed between CL107and CG106.
This normally entails approximately 2.0 changes of the volume of the

atmosphere in the cargo tank.
On completion of purging, the cargo tanks will normally be cooled down.

Illustration 6.2.4b Displacing Inert Gas (Gas Filling) With LNG Vapour (Stage-2)
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CS811
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG529
CG506
CG505
CG521 CG507
No.1 B.O/W.UP
VAPOUR CROSSOVER
TO E/R
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508
CS506 CG502 CG501
CG503
CS505 CG532 CG504

FORCING VAP.
No.1 LOW DUTY COMP. LNG MIXTURE AND INERT GAS LINE
CS504
CN683
CS503 CG531
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CS705
CL705
CL707
CL702 CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL200
CL306
CL106
CL202
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CL305
CF401 CF301 CF201
CS206
CS306
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

Stage Two If the pressure increases, request the terminal to reduce the supply of LNG, or d) Request the terminal to stop the supply of LNG liquid.
Inert gas condition CO2 : equal to or less than 1% increase the flow through the H.D compressor by adjusting the set point on both
Nitrogen gas condition N2 : equal to or less than 1% H.D compressor flow rate to be controlled by I.G.V adjusting. e) Stop both HD compressors.
(See Illustration 6.2.4b)
If the pressure decreases, reduce the flow through the HD compressors by f) Close CS808, the isolating line to the stripping/spray lines.
When 5% CH content (or the quantity of port authority is allowed) is detected at adjusting the set point of both HD compressor’s flow rate. Alternatively, shut
No.1 vent mast and each vapor dome, request permission from the terminal down one of the compressors as necessary, or request the terminal to increase the g) Do not shut down the LNG vaporizer until it has been warmed
personnel to direct exhaust gas to the terminal facilities as flare stack. LNG liquid supply to the LNG vaporizer. But normally HD compressors may through to the ambient temperature.
not be used.
Normally HD compressors should not be used to avoid creating turbulence inside h) Remove and spool pieces after purging with nitrogen and testing
the tanks. If cargo tank pressure can not be maintained in a steady condition due When the cargo tank methane content reaches 80%, throttle in the individual the gas content.
back pressure from the shore side, then the HD compressor should be used for tank loading valve until it is only just cracked open.
this operation. i) Prepare the cargo system for cool down.
During the change of atmosphere, purge the following sections for about 5
a) Prepare both HD compressors for use. minutes each:
b) Install the spool piece connecting the liquid line to the suction for a) All sections of the stripping/spray header and tank connections, via
the HD compressors. the valves at each vapour dome:
No.1 Tank CS105, 106, 107
c) Adjust the set point of both HD compressor’s flow control.
No.2 Tank CS205, 206, 207
d) On the HD compressors open the following valves:
No.3 Tank CS305, 306, 307
CG509 inlet to No.1 HD compressor
No.4 Tank CS405, 406, 407
CG511 outlet from No.1 HD compressor
b) Purge manual and ESD valves. The manifold bypass valves are not
CG513 inlet to No.2 HD compressor
in use.
CG515 outlet from No.2 HD compressor
The operation is considered complete when all four cargo tanks have at least an
e) Open the following valves: 80% methane content and the acceptable CO2 content and/or N2 content as
requested by the terminal.
CL602, liquid header vapour supply to the HD compressors
CG002, compressor supply to the manifold c) Purge the following lines and equipment for five minutes each:
f) Open the vapour manifold valve CG801 (port side). This will 1. No.1 and 2 boil-off/warm-up heater, forcing vaporizer,
enable a free flow of gas to the terminal and is a check that the venting via the sampling cocks.
pipeline layout on board has been arranged correctly.
2. HD and LD compressors with the compressor inlet and outlet
g) Once the flow to the terminal has been established, close valve valves. Make sure to thoroughly purge each compressor in
CL107 at No.1 vent mast. Using the IAS, adjust the set point of turn.
No.1 mast riser control valve CG106 to the required value (for
example 23 kPa, so that this valve will remain closed during 3. Vapour crossover and manifolds CG702 and CG802, venting
normal running of the compressors, but would act in a safety through the manifold flanges CG701 and CG801.
capacity if necessary), and open CG107.
4. Cargo pump lines, stripping/spray pump lines and emergency
h) If the tank pressure increases too much, using the IAS start one or cargo pump well via the appropriate line valve and purge
both of the compressors as necessary. sample point.
i) Using the IAS, monitor the pressure inside the tanks. 5. Extremities of vapour header via sample points.

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306 CG518
CL305
CG519
CL303 CL301
CG530
CG603 CG532
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
Illustration 6.2.5a Tank Cool Down With Return Through Vapour Header
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
GOLAR LNG LIMITED
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS712 CS711 CS710 CS810 CS811 CS812
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
187
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202
CS211
CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
LNG LIQUID LINE
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.2.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40°C to -130°C, over a period of 10 hours e) Open CS808 to supply LNG from the liquid manifold.
will require a total of about 800 m3 of LNG to be vaporized. At a mean cooling
Introduction rate of 30°C per hour over the first 4 hours, this should correspond to a mean f) At each vapour dome open the spray valves CS105, 106, 107, 205,
cooling rate of 12°C to 13°C per hour for the secondary barrier, giving a 206, 207, 305, 306, 307, 405, 406, 407.
Arriving at the loading terminal to load the first cargo after refit, or when repairs temperature of approximately -80°C after 8 hours.
require the vessel to be gas free, the cargo tanks will be inert and at ambient g) Open vapour valves CG101, 102, 201, 202, 301, 302, 401, 402 on
temperature. After the cargo system has been purge-dried and gassed up, the Preparation for Tank Cool Down each tank.
headers and tanks must be cooled down before loading can commence. The cool
down operation follows immediately after the completion of gas filling, using Place in service the heating system for the cofferdams. h) At No.1 vent mast, open CG106. Set pressure control valve CG106
LNG supplied from the terminal. at 10 kPa g. to avoid venting except for safety.
a) Prepare the records for the tank, secondary barrier and hull
The rate of cool down is limited for the following reasons: temperatures. i) Open the HD compressor’s suction discharge valves CG509, 511,
513, 515.
To avoid excessive pump tower stress. b) Check that the nitrogen pressurization system for the insulation
spaces is in automatic operation and lined up to supply the additional j) Open the HD compressor’s suction from the vapour header CG603
Vapour generation must remain within the capabilities of the HD compressors to nitrogen necessary to compensate for the contraction from cooling of and discharge valve CG002 to the vapour manifold.
maintain the cargo tanks at a pressure of 7 kPa (about 108.5 kPa absolute). the tanks. Prior to the cooling down, the nitrogen pressure inside the
primary insulation spaces will be raised to 0.6 kPa. Pressurize the k) Open vapour manifold valve CG801.
To remain within the capacity of the nitrogen system to maintain the primary and buffer tank at maximum pressure.
secondary insulation spaces at the required pressures. l) When shore is ready to supply LNG, open ESDS valve CL803.
c) Check that the gas detection system is in normal operation.
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are m) After cooling down the lines, request the terminal to supply a
not a significant limitation on the rate of cool down. d) Prepare the nitrogen generators for use. pressure of 400 kPa at the ship’s rail. Monitor the tank’s pressure
and the cooling down rate.
LNG is supplied from the terminal to the manifold cool down line and from there e) Prepare both HD compressors for use.
directly to the spray header which is open to the cargo tanks. Once the cargo tank n) Adjust the flow to the spray bars in order to obtain an average
cool down is nearing completion, the liquid manifold crossovers, liquid header Operating Procedure - Gas Return Through Vapour Header temperature fall of 20°C per hour in the first five hours and then
and loading lines are cooled down. (See Illustration 6.2.5a) 10/15°C per hour thereafter.
Cool down of the cargo tanks is considered complete when the mean temperature Assume that the ship is ready to prepare for cool down after the completion of o) Start one HD compressor (or both as necessary) in order to
except two(2) top sensors in each tank indicate temperatures of –130°C or lower. gas filling. maintain the tank pressure at about 3 kPa. g.
When these temperatures have been reached, and the CTS registers the presence
of liquid, bulk loading can begin. (GTT defined that target temperature for As reported by several ship operators, it seems accepted that the vapour return p) Check the nitrogen pressure inside the insulation spaces. If it has a
cooldown operation to be of minimum –80°C) through the liquid header instead of the vapour header, makes the cool down tendency to fall, reduce the cooling down rate.
operation more efficient and prevents liquid droplets in the vapour stream.
Vapour generated during the cool down of the tanks is returned to the terminal Alternatively, the procedure for cooling down cargo tanks with gas return via the In cases where other consumers reduce the availability of nitrogen for the
via the HD compressors (or free flow) and the vapour manifold, as in the normal vapour header is as follows: insulated spaces, the pressure may temporarily fall below atmospheric pressure.
manner for loading. This condition is not critical insofar as the differential (Ps-Pp) between the
a) Arrange the nitrogen piping to preferentially feed the primary secondary space pressure (Ps) and the primary space pressure (Pp) does not
During cool down, nitrogen flow to the primary and secondary spaces will insulation spaces. exceed 3 kPa.
significantly increase. It is essential that the rate of cool down is controlled so (Ps - Pp ˺ 3 kPa)
that it remains within the limits of the nitrogen system to maintain the primary b) Adjust the set point of the nitrogen supply regulating valves
and secondary insulation space pressures between 0.2 kPa and 0.4 kPa. CN576, and CN579 at 0.2 kPa. q) When the average of the temperatures shown by the four lower
sensors installed on the pump towers is –130°C, request the
Once cool down is completed and the build up to bulk loading has commenced, c) Adjust the set point of the nitrogen exhaust regulating valves terminal to stop LNG supply, and close CL803. The other valves
the tank membrane will be at, or near to, liquid cargo temperature and it will take CN277 and CN284 at 0.6 kPa. should remain open until the lines have warmed up.
some hours to establish fully cooled down temperature gradients through the
insulation. Consequently boil-off from the cargo will be higher than normal. d) Open valve CS003 connecting the stripping/spray header with the r) Stop the compressor(s) if loading does not take place after cool
forward manifold and CS004, 002 and 001 on the stripping/spray down.
header.

Illustration 6.3.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage
CS812
CS809
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG529
CG506
CG505
CG521 CG507
No.1 B.O/W.UP
VAPOUR CROSSOVER
TO E/R
LIQUID CROSSOVER
LIQUID CROSSOVER
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505 CG532 CG504

No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CN683
CS503 CG531
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CL705
CS705
CL707
CL702 CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL200
CL306
CL202
CL106
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CL305
CF401 CF301 CF201
CS206
CS306
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.3 Ballast Passage 2) Three methods of cooling down are possible, and the one selected If a long delay at the loading port is experienced, the remaining heel will slowly
will depend on the operating conditions of the ship. boil-off and the gas available for burning will reduce. Therefore, care must be
A characteristic of the cargo tanks of the Gas Transport membrane type is that as taken to stop gas burning as the tank system pressures continue to drop as the
long as some quantity of LNG remains at the bottom of the tanks, the a) Cool down the tanks with LNG supplied from shore. temperature rises. The degree of natural warm-up will depend on the time factor,
temperature at the top will remain below –50°C. voyage and weather conditions.
b) Cool down the tanks just before arrival at the loading terminal.
However, if the ballast voyage is too long, the lighter fractions of the liquid will At the previous cargo discharge, a LNG heel is retained in one After refit, the first ballast voyage will have to be made using fuel oil only.
evaporate. Eventually most of the methane disappears and the liquid remaining of the tanks, provided that the heel does not exceed 10% of the
in the tanks at the end of the voyage is almost all LPG with a high temperature tank length (see sloshing). On top of the quantity to be sprayed, Due to the different calorific values of fuel oil and gas, engine power will require
and a very high specific gravity, which precludes pumping. Thus operator the amount of the LNG heel to be retained will be calculated controlling to prevent overloading the boilers.
should consider heel ageing for coolant when ballast voyage is too long by assuming a boil-off equivalent of 45% of the boil-off under
laden conditions. Note !
Due to the properties of the materials and to the design of the membrane cargo The pressure in the insulation spaces shall be maintained between 0.2 kPa and
containment, cooling down prior to loading is, theoretically, not required for the c) Maintain the cargo tanks at cold during the ballast voyage by 0.4 kPa as per GTT recommendation.
tanks. However, to reduce the generation of vapour and to prevent any thermal periodically spraying the LNG so that the average temperature
shock on the heavy structures, e.g. the pump tower, loading takes place when the inside the tanks does not exceed –130°C. As before, a LNG y N2 Supply regulating valve :
tanks are in a ‘cold state’. heel is kept in one of the tanks, provided that the level does Open the valve at 0.2 kPa
not exceed 10% of the tank length (see sloshing). On top of Close the valve at 0.3 kPa
Cold Maintenance During Ballast Voyage the quantity to be sprayed, the amount of the LNG heel that
needs to be retained will be calculated by assuming a boil-off y N2 Exhaust regulating valve:
Different methods are used to maintain the cargo tanks cold during ballast equivalent of 45% of the boil-off under laden conditions and Open the valve at 0.4 kPa
voyages: heel ageing in long ballast voyage case. Close the valve at 0.3 kPa
1) For short voyages a sufficient amount of LNG is retained in each Whichever method is used, cooling down is carried out by spaying LNG inside During cooling down and loading operation, the set point of N2 exhaust
tank at the end of discharge. The level must never be above 10% of the tanks. Each tank is provided with two spray rings, each capable of a same regulating valve may be adjusted to 0.6 kPa in view of safety margin of
the length of the tank and the quantities can be calculated by flow rate as follows: operating range at lack of N2 supply.
considering a boil-off of approximately 45% of the boil-off rate
under laden voyage condition and the need to arrive at the loading Note!
port with a minimum layer of 10 cm of liquid spread over the It is obvious that this system will generate more boil-off than the first proposed
whole surface of the tank bottom (with the ship even keel). system. The quantity of LNG to be retained on board will have to be calculated
with enough margin to avoid the situation at mid-voyage where the residual is
too heavy for the pump to operate.
LNG terminal requirement
Conservation of bunkers is important; consequently, the cooperation of all
ATR (Arrival Temperature Requirement) members of the management team is essential to ensure as much boil-off gas as
possible is used to supply boiler fuel demand, thus keeping fuel oil consumption
(4Temp. sensors except two top sensors) to a minimum.
= ˺ 130°C
4
The LD gas compressor is used for gas burning on the ballast voyage in the same
way as on a loaded voyage, with control of the compressor from vapour header
Additional cool down should be carried out at the LNG terminal, when the cargo
pressures (See Illustration 6.5.1 gas burning operation).
tank temperature is higher than ATR.

Illustration 6.3.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS802
CL806
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG529
CG506
CG505
CG521 CG507
VAPOUR CROSSOVER
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505 CG532 CG504

No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CN683
CG531
CS503
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CS705
CL705
CL707
CL702 CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL200
CL306
CL106
CL202
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CF401
CL305
CF301 CF201
CS206
CS306
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.3.1 Operations - Cooling Down Tanks Prior to Arrival. h) When all the tanks have attained the required temperature, (ATR:
(See Illustration 6.3.1.a) Arrival Temperature Requirement) either continue to spray tanks
until required heel is transferred or as follows:
It is assumed all valves are closed prior to use and heel for cool down has been
retained in No.4 cargo tank. All other tanks have been allowed to warm up due to
the length of the voyage. ª (T 3 T 4 T 5 T 6) º
« ART 4 » d 130qC
Set the forward mast riser setpoint to 15 kPa abs. and put the LD compressor(s)
¬ ¼
on line to supply the engine room with boil-off gas for the boilers.
i) Transfer the required amount of heel to each tank. To maintain
Check the nitrogen system for high flow operation. cooldown condition in the tank.
j) Open valve CS104, CS204 and CS304 for drain in the line.
Set supply valve CN976, nitrogen to insulation space header, at 500 kPa gauge.
k) On completion of cool down leave the spray header valves open to

Confirm the set point of N2 supply regulating valve to 0.2 kPa gauge.
allow the spray line to warm up to the ambient temperature before
Confirm the set point of N2 exhaust regulating valve to 0.4 kPa gauge. closing them.
a) Open vapour dome outlet valves to the vapour header CG102, 101,
202, 201, 302, 301, 402 and 401. Cargo line cooling down :
Normally cooling down operation for cargo lines on membrane type LNG
b) Open valves on the spray line header CS105, 205, 305, 405, 001,
002 and 004. vessel may not be required before alongside of the terminal.
But operator should review “the implementation procedure” agreed
between the seller and the buyer.
c) Open spray inlet valve to No.4 tank CS406 and 407.
d) Open spray inlet valves to No.1, 2, and 3 tanks CS107, 207 and
307.
e) Start No.4 spray pump and open the spray discharge valve CS401
to allow minimum flow and to cool down the spray header.
Pressure in stripping / spray main line shall be controlled by a
throttling valve CS404.
f) Once the cool down of the spray header to No.4 tank is complete,
throttle valve CS406 to allow the remainder of the spray line to
cool down. Keep valve CS407 open.
Care should be taken to maintain control of vapour pressure by use in the boilers
as fuel, or in the case of an emergency, vented to atmosphere via No.1 vent mast.
g) Once all spray headers are cool, increase flow by adjusting the
spray pump discharge valve and flow to tanks to maintain an even
cool down and control of vapour pressure.

Illustration 6.3.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS811
CS802
CL806
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG529
CG506
CG505
CG521 CG507
VAPOUR CROSSOVER
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508
CS506 CG502 CG501
CG503
CS505 CG532 CG504

No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CN683
CG531
CS503
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CL702
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL306
CL200
CL202
CL106
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CF401
CL305
CF301 CF201
CS306
CS206
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.3.2 Spraying During Ballast Voyage, Single Tank Sloshing

From the experience gained on the first LNG ships put into service and from a
Assuming a single tank is to be cooled down using heel in that tank. large number of model tests and computer analyses, Gas Transport have
designed new tanks which are reasonably free from any sloshing risk.
It is assumed all valves are closed prior to use and it is No.4 tank.
The ship’s cargo tanks are designed to limit the impact forces and the safety
Set the forward mast riser setpoint to 15 kPa and LD compressor(s) on line to margin has been considerably enlarged. However, operators should always be
supply the engine room with boil-off gas for the boilers. aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.
Check the nitrogen system for high flow operation.
Precautions to Avoid Damage Due to Sloshing
Set supply valve CN976, nitrogen to insulation space header, at 500 kPa gauge.
Cargo tank levels:
Confirm the set point of N2 supply regulating valve to 0.2 kPa gauge.
The first precaution is to maintain the level of the tanks within the required limits
Confirm the set point of N2 exhaust regulating valve to 0.4 kPa gauge i.e.:
Lower than a level corresponding to 10% of the length of the tank
a) Open vapour dome outlet valves to the vapour header CG102, 101,
202, 201, 302, 301, 402 and 401. Or
b) Fully open the spray inlet valves to No.4 tank CS406 and 407. Higher than a level corresponding to normally 80% of the height of the
Partially open isolating valve CS405 to the spray line. tank.
c) Start No.4 spray pump and open the spray discharge valve CS401 Ship’s movement:
to allow minimum flow and to cool down the spray header.
Pressure in stripping / spray main line shall be controlled by The second precaution is to try to limit the ship’s movement, which would
CS404. generate sloshing in the tanks.
d) Once cool down of the spray header to No.4 tank is complete, open The amplitude of sloshing depends on the condition of sea (wave pattern), the
up CS405 and increase the flow rate by adjusting the spray pump trim and the speed of the ship.
discharge valve to allow an even cool down and control of vapour
pressure.
Care should be taken to maintain control of vapour pressure either by use in the
boilers as fuel, or venting to atmosphere via the forward riser.
e) On completion of cool down leave the spray header valves open to

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

6.3.3 Ballast Exchange Information of Ballast Tank
Scope Level at Level at Level at

This test procedure shall be applied to the test of Ballast Exchange. Ballast 100% 100% 98% Level at 74.7% 63.3% in 57.9% in
74.7% in 63.3% in 57.9% in
Tank Level in Volume in Volume 98% in Volume in Volume Volume Volume
Volume Volume Volume
Particulars
P 26.600 5,877.8 5,760.2 25.950 4,390.2 21.087
Ballast Pumps : 1WB
- Maker : Shinko Ind. Ltd. S 26.600 5,877.8 5,760.2 25.950 4,390.2 21.087
- Type : Electric Motor Driven, GVD 500-2MS/2LMS P 26.250 5,798.0 5,682.0 25.700
- Capacity : 3,000 m3/h X 30 mTH, 3 sets 2WB
- Motor : 355 kW X 900 RPM S 26.250 5,798.0 5,682.0 25.700
P 26.250 5,914.2 5,795.9 25.691

Test Procedure 3WB
S 26.250 5,914.2 5,795.9 25.691
Preparation
P 26.251 4,885.4 4,787.7 25.720 2,829.3 7.292
4WB
1) Check the following equipment and system : S 26.250 4,885.4 4,787.7 25.720 2,829.3 7.292
. Integrated Automation System
. VRC System P 24.184 897.9 879.9 23.693 568.3 15.918
E/R WB
. Ballast Pumping System
S 24.184 897.9 879.9 23.693 568.3 15.918
. Remote Sounding and Draft Gauging System
. Loading Computer
. Etc.
Level at 98% Volume at
2) Adjust level of ballast tank to match with the condition of ballast departure Ballast Tank Ref. Level Remark
in Volume Ref. Level
as indicated on the Step 1 of Attachment 1.
P 25.950 85 mm 23.9
Test Procedure 1WB
S 25.950 85 mm 23.9
1. Reference level is based on bottom base line of suction bellmouth in the ballast tank.
1) Ballast and deballast operation should be carried out in accordance with P 25.700 85 mm 61.1
guidance as 'Attachment 1 Sequence of Ballast Exchange'. 2WB
2. The above data for target point is for reference, actual target point can be adjustable in
S 25.700 85 mm 61.1
accordance with agreement between the Ship owner and the Shipyard.
2) Three(3) sets of ballast pumps shall be operated at this test.
P 25.691 85 mm 64.9
3WB
3) The case of deballasting mode, this operation can be done by gravity up to S 25.691 85 mm 64.9
3/4 level in the tank or by operation of ballast pumps.
P 25.720 85 mm 43.1
4WB
4) During topping up operation at ballasting and pump down operation at S 25.720 85 mm 43.1
ballasting shall only be used one(1) ballast pump.
P 23.693 85 mm 0.1
E/R WB
5) The quantity of ballast pumps in service should be adjusted according to
S 23.693 85 mm 0.1
operating condition of pumps.
6) Record each necessary data on the format of Attachment 2.
7) Care should be taken for abnormal condition as follows:

- Variation of suction and discharge pressure of ballast pump
- Ballast tank level, draft and trim
- Line-up of related valve
- Before changing step, ballast pumps should be stopped to avoid any
blocking condition between valves.

Sequence of Ballast Exchange
1 WB 2 WB 3 WB 4 WB E/R WB DRAFT Record for Ballast Exchange Test

TRIM
STEP
(m)
P S P S P S P S P S AFT FWD Ship Name H.2215 Class. : DNV
1 F F F F F F F F 63% 63% 9.58 9.577 0.00 Inspection Item : Ballast Exchange Test Date :
Pump out 1P / 1S partly

Ballast Exchange Test Step 1 2 3 4 5
2 75% 75% F F F F F F 63% 63% 10.12 8.36 1.76
Item / Time
Pump out 2P / 4S
Level(m)
PORT
3 75% 75% E F F F F E 63% 63% 8.83 7.35 1.48 Volume(᎑)
No.1 W.B.TK
Level(m)
Refill 2P / 4S STBD
Volume(᎑)
4 75% 75% F F F F F F 63% 63% 10.12 8.36 1.76
Level(m)
PORT
Pump out 2S / 4P Volume(᎑)
No.2 W.B.TK
Level(m)
5 75% 75% F E F F E F 63% 63% 8.83 7.35 1.48 STBD
Volume(᎑)
Refill 2S / 4P
Level(m)
PORT
6 75% 75% F F F F F F 63% 63% 10.12 8.36 1.76 Volume(᎑)
No.3 W.B.TK
Level(m)
Pump out ERP / ERS STBD
Volume(᎑)
7 75% 75% F F F F F F E E 9.68 8.57 1.12 Level(m)
PORT
Pump out 1P / 3S and 4P(partly) Volume(᎑)
No.4 W.B.TK
Level(m)
8 E 75% F F F E 58% F E E 9.04 6.53 2.51 STBD
Volume(᎑)
Refill 1P / 3S and 4P Level(m)
PORT
9 75% 75% F F F F F F E E 9.68 8.57 1.12 Volume(᎑)
E/R W.B.TK
Level(m)
Pump out 1S / 3P and 4S(partly) STBD
Volume(᎑)
10 75% E F F E F F 58% E E 9.04 6.53 2.51 Suc. Press(bar)
Refill 1S / 3P and 4S No.1 Ballast Pump Dich. Press(bar)
Load(Amp)
11 75% 75% F F F F F F E E 9.68 8.57 1.12
Suc. Press(bar)
Refill 1P / 1S and ERP / ERS
No.2 Ballast Pump Dich. Press(bar)
12 F F F F F F F F 63% 63% 9.61 9.61 0.00 Load(Amp)
Suc. Press(bar)
Notes: No.3 Ballast Pump Dich. Press(bar)
1. The conditions of Step 1 and 12 are the same. Load(Amp)
The conditions of Step 2, 4 and 6 are the same. Trim (m) / List (degree)
The conditions of Step 7, 9 and 11 are the same.
The conditions of Step 3 and 5 are nearly same.
The conditions of Step 8 and 10 are nearly same. Owner : Class. : QC :
2. F indicates full filled. E indicates empty. xx% indicates xx% filled.
(If Required)
3. All conditions are made based on departure bunker condition.
Thus draft and trim condition shall be of reference data.

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
Illustration 6.4.2a Cargo Lines Cool Down
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
GOLAR LNG LIMITED
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
197
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CL705 CS802
CS703 CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
LNG LIQUID LINE
CS107
LNG VAPOUR LINE
CG106 CL107 CG107

No.1 CARGO TANK
CG101 CG102
CG105
CF101
CF102

6.4 Loading The cargo tanks must be maintained in communication with the vapour header 6.4.2 Cargo Lines Cool Down
on deck, with the vapour valve on each tank dome open. Assuming the ship is port side alongside.
6.4.1 Preparations for Loading
The vent mast No.1 is maintained ready during the loading operation, for a) Open valves, CS001, 002, 003, 004, CL410, 310, 210, 110.
It is assumed that all preparatory tests and trials have been carried out as per automatic venting.
section 6.3 on the ballast voyage prior to arrival at the loading terminal. b) On each vapour dome, open the following valves to allow the supply
If the tanks have not been previously cooled down, LNG spraying is carried out. of LNG to the spray rings: CS105, 106, 107, 205, 206, 207, 305, 306,
All operations for the loading of cargo are controlled and monitored from the 307, 405, 406 and 407.
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are
Alongside of Terminal
carried out in a sequence to satisfy the following: c) Open the vapour manifold valve CG801.
1. The cargo tanks are filled at a uniform rate. a) Ground cable, Liquefied Gas handling principals 2.22 “The use of a d) Open manifold valves CL803 and CS808, which will allow liquid
bonding cable is no longer recommended” remove reference to shore into the stripping/spray main via crossover valve CS003, if necessary
2. List and trim are controlled by the ballast tanks. ground cable. for additional cooldown in the tanks.
3. The cargo tanks are to be topped off at the fill heights given by the b) Connect and test the shore communication cable. e) Assuming that the aft loading arm is the first to be cooled down:
loading tables. Crack open the liquid filling valves CL100 and CL400 for tanks No.1
c) Test the telephone for normal communication with the terminal. and 4.
4. During topping off, the ship should have a trim limited 1 m by the
stern, but if possible kept on an even keel. d) Test the back-up communication arrangements with the terminal. f) Inform the terminal that the ship is ready to receive LNG.
Open the LNG quick closing valve CL804 on the liquid manifold.
5. During the loading, the ship may be trimmed according with terminal
e) Change over the blocking switch for the shut down signal from the
maximum draught, in order to assist in emptying the ballast tanks. The terminal should be instructed to begin pumping at a slow rate for
terminal, from the blocked to the terminal position.
approximately 15 minutes, in order to gradually cool down the terminal piping
6. The structural loading and stability, as determined by the loading and the ship’s headers.
computer, must remain within safe limits. f) Connect the terminal loading arms to the four LNG crossovers and
one vapour crossover. This operation is done by the terminal
g) Open valve CL808.
An officer responsible for the operation must be present in the CCR when cargo personnel.
is being transferred. A deck watch is required for routine checking and/or any
Slowly increase the terminal pumping rate until the liquid main and spray
emergency procedures that must be carried out on deck during the operation. g) Check that the coupling bolts or QCDC (Quick connection and
headers have cooled down (approximately 15/20 minutes).
disconnection) are lubricated and correctly torqued.
During the loading operations, communications must be maintained between the
ship’s CCR and the terminal: telephone and signals for the automatic actuation Note !
h) In the cargo control room (CCR), switch on the cargo tank level
of the Emergency Shutdown from or to the ship. In order to avoid the possibility of pipe sections hogging, the liquid header and
alarms and level shutdowns which are blocked at sea.
crossovers must be cooled down and filled as quickly as possible.
At all times when the ship is in service with LNG and mainly during loading, the
i) Switch the independent level alarms from blocked to normal on each h) Open the filling valves to the tanks CL400, 300, 200, 100 fully.
following are required:
tank.
On completion of the loading arm’s cool down
The pressurization system of the insulation spaces must be in operation with its
j) Switch the derived level alarms from blocked to normal on each tank.
automatic pressure controls. i) Open liquid manifold valves CL807, 805, 806 and the LNG manifold
k) Verify that alarms for level shut downs blocked are cleared. quick closing valves CL803, 802 and 801.
The secondary Level Indicating system should be maintained ready for operation.
l) Connect the nitrogen purge hoses to the crossover connections and j) Inform the terminal to increase the loading rate to the ship’s
The temperature recording system and alarms for the cargo tank barriers and maximum capacity.
purge the air from each loading arm, or using N2 gas from shore.
double hull structure should be in continuous operation.
k) Close valve CS808
m) Pressurize each loading arm with full nitrogen pressure through the
The gas detection system and alarms must be in continuous operation.
purge valve, and soap test each coupling for tightness. On each tank keep open the stripping/spray valves to the spray rings in order to
n) Bring the ship to a condition of no list and trim, and record the
Normally when loading cargo, vapour is returned to the terminal by means of the avoid over-pressure due to line warm up.
arrival conditions for custody transfer documentation. Official
H.D compressors or shore compressor. The pressure in the ship’s vapour header
representatives of both buyer and seller are present when the l) Start one H.D compressor and adjust the flow rate to maintain the
is maintained by adjusting the compressor flow.
printouts are run.
tank vapour pressure at 5.0 kPa g.

Illustration 6.4.3a Loading With Vapour Return to Shore Via HD Compressor
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS811
CS802
CL806
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG529
CG506
CG505
CG521 CG507
No.1 B.O/W.UP
VAPOUR CROSSOVER
TO E/R
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508
CS506 CG502 CG501
CG503
CS505 CG532 CG504

No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CN683
CS503 CG531
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CL702
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL200
CL306
CL106
CL202
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CL305
CF401 CF301 CF201
CS206
CS306
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

6.4.3 To Load Cargo with Vapour Return to Shore Via HD g) Open gas outlet valves on tank gas domes (normally these valves are s) High level alarms. When any tank approaches 95% capacity inform
Compressor left open). the shore (signal from radar level unit).
Tank No.1 CG102, CG101
It is assumed for clarity of the description that all valves are closed prior to use Tank No.2 CG202, CG201 High/High level alarm. Standby valve before level approaches about
and that the ship is port side alongside. Tank No.3 CG302, CG301 98% (signal from radar level unit).
Tank No.4 CG402, CG401
Checks to be made before cargo operation: Close valve at correct filling limit capacity.
h) On HD gas compressors open valves CG509, 511, 513, 515.
a) Test the remote operation of all tank valves and manifold crossover Very High level alarm will sound at 98.5% capacity and filling valve
valves. i) Check: concerned will automatically close (signal from independent sensor).
Optical fibre system
b) Test the remote operation of ballast valves. Test the HD compressors, Connection of liquid and vapour arms Extreme High level alarm will operate at 99% capacity and will
ballast pumps, safety systems and glycol heating systems. Communications with shore initiate the Emergency Shut Down System (signal from independent
Ship/shore electrical and pneumatic connection and safety devices sensor).
Safety precautions: ESDS
Warning
a) Ensure that the hull water curtain is in operation on the port side. j) Carry out safety inspections. Extreme and very high level alarms and shut downs are emergency devices only
If the ship loading from portside. and should on no account be used as part of the normal topping-off operation.
k) Complete the relevant ship/shore safety checklist.
b) Prepare the fire fighting equipment, water hoses and protective t) Before topping-off the first tank, request shore to reduce loading rate
clothing for use. In particular, the manifold dry powder monitors l) Open filling valve of tank No.4 and tank No.1 fully, CL400 and and continue reducing when topping off each following tank. When a
should be correctly aligned ready for remote operation. Ensure the CL100. tank is at its required level, close the corresponding loading valve
water spray system on deck is ready for operation, filters installed Open filling valves of tank No.2: CL200, and tank No.3:CL300 (See tank No.1 CL100, tank No.2 CL200, tank No.3 CL300. It is
and off shore blanks removed. 6.4.2a cargo line cool down) convenient to finish loading by tank No.4 for ease of line draining,
leave a capacity of 50 m3.
c) Prepare both HD compressors for use with seal gas and the lub oil m) Increase the loading rate.
system in operation. (See section 4.4) u) Stop loading when the final tank reaches a capacity according to the
n) Start the de-ballasting programme. Keep draught, trim and hull filling chart, minus an allowance for line draining and leave tank
Nitrogen system: stresses within permissible limits by controlling de-ballasting. Refer No.4 loading valve open (CL400).
to trim and stability data provided.
a) Ensure that the nitrogen storage tank is at maximum pressure and v) Liquid lines, including the horizontal part of the crossover, will
that the two nitrogen production plants are ready for use. o) Start bulkhead heating in the cofferdams. This should already be automatically drain to tank No.4. The inclined parts of the manifold
running in automatic. are purged inboard with nitrogen.
b) Arrange nitrogen piping to preferentially feed the primary insulation
spaces. p) Monitor tank pressures in order to achieve a pressure of about 8.0 w) On completion of draining loading arms, close the liquid manifold
kPa. abs. Open valve CG603 vapour header to the compressors and ESDS valves.
c) Check the additional supply valve CN572 as stand-by (See suction valve CG002 on the compressor’s discharge side. Start one or both The shore lines are now pressurized at 200 to 300 kPa with nitrogen.
6.4.4). H.D compressors as necessary.
x) Open the liquid manifold drain valves CS803, 806, 809, 812 to allow
d) Adjust the set point of the nitrogen supply regulating valves CN576, q) Adjust the opening of the tank filling valves to maintain an even the nitrogen to flush the liquid into No.4 tank.
at 0.2 kPa.abs and CN579 at 0.2 kPa distribution. Close the bypass valves when the nitrogen pressure has fallen to 0
kPa.
e) Adjust the set point of the nitrogen exhaust pressure control valves, r) Ease in the filling valve of each tank as the tank approaches full Repeat the operation 3 times, or until no liquid remains in the
primary insulation space, CN277 at 0.4 kPa and secondary insulation capacity. Arrange to terminate tanks at 15 minute intervals. manifold lines.
space, CN284 at 0.4 kPa (See Illustration 6.4.4.a)
f) Switch on the unblocking level alarms in the Custody Transfer

System and run the custody transfer print-out for official tank
gauging. CTS should be open before loading arm cooldown
operation

Illustration 6.4.3a Loading With Vapour Return to Shore Via HD Compressor
CS809
CS812
CS806
CS803
CG801
CL804
CL803
CL802
CL801
CG802
CS808
CS811
CS802
CL806
CL805
CL808
CL807
CS805
CS 807
CS 804
CS810
CS801
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG527
CG529
CG506
CG505
CG521 CG507
No.1 B.O/W.UP
VAPOUR CROSSOVER
TO E/R
HEATER
LIQUID CROSSOVER
LIQUID CROSSOVER
CG405 CG520 CG518 CG517 CG508
CS506 CG502 CG501
CG503
CS505 CG532 CG504

No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CN683
CS503 CG531
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CG602
CG001
CG603
CG601
CS601
CL601
CL602
CS003
GAS MAIN
VAPOUR MAIN
CG107
CS004 CS002 CS001
LIQUID MAIN
CG105
CL107
CS710
CS707
CS701
CS704
CL410
CL110
CL310
CL210
CL708
CS708
CS711
CS705
CL705
CL707
CS702
CL706
CG106
CS208
CS108
CS408
CS308
CS311
CS309
CS211
CS209
CL701
CL702
CS213 CS205
CS313 CS305
CS109 CS105
CS405
CG701
CL704
CL703
CG702
CS404
CS104
CS204
CS304
CS703
CS409
CS709
CS706
CS712
CG202
CG402
CG302
CG102
CL205 CL206
CS401 CS402
CS201 CS202
CS101 CS102
CS301 CS302
CL406
CL200
CL306
CL106
CL202
CL201
CL101
CL102
CL100
CL301
CL302
CL300
CL401
CL402
CL400
CS406
CS407
CS207
CS107
CS106
CS307
CG401
CG301
CG201
CG101
CL105
CL405
CL305
CF401 CF301 CF201
CS206
CS306
CF101
CF402 CF302 CF202 CF102

CL203
CL204
CL303
CL304
CL403
CL404
CL103
CL104

y) The purging of the liquid lines should be carried out one at a time.
Item Details W.Time Remark
z) When gas readings obtained from an explosimeter are less than 1. Arrival at berth First line to shore
zero LEL at the vent cocks, all valves are closed and the loading
Berthing 2. Completed mooring 1.0 Made fast
arms are ready to be disconnected.
SUB TOTAL 1.0
aa) Leave loading valve of tank No.4 (CL400) open until the piping 1. Onboard metting (1) 1.5
has returned to the ambient temperature. 2. Ship-shore connection During the metting
- Gangway attached
In CCR
- ESDS Connection
- Arm flanging
a) Tank level alarms.
Inhibit independent level alarms prior to proceeding to sea. - Leak test & O2 Purging
Inert gas purging
3. Line up for purging the inert gas 0.5
(Gassing-up)
b) Complete the de-ballasting operation to obtain an even keel 4. Liquid arm cool down 1.5
situation for final measurement. When measurement is completed,
5. Trip test (1) 0.5
adjust the ballast tank levels for sailing condition.
6. Started inert gas purging
c) Stop the HD compressors just prior to sailing, before closing 7. Finished inert gas purging 20.0 CO2 Content in volume ˺ 1.0 %
vapour manifold ESDS valve CG801 (Ship is loading from Including line purge
portside) for nitrogen purging and disconnecting the loading arms. SUB TOTAL 24.0
If departure is delayed, the vapour return to shore should be
1. Onboard metting (2) 1.5
continued. Close CTS by independent surveyor.
2. Line up for tank cool down (Disconnect spool piece) During the meeting
d) Disconnect the vapour arms. 3. Opening CTMS 0.5
4. Start tank cool down Liquid supply (80 M3/H)

Tank cool down
e) Prepare the cargo system for gas burning at sea. 5. Complete tank cool down 10.0 Tank Temp. -130 ୅
f) Open valves necessary to allow warming up. These are normally (Average of top & bottom cooldown of remaining arms
the filling valves and spray valves on the tank domes.
SUB TOTAL 12.0
1. Onboard meeting (3) 1.0 Line up for loading
This vessel can load LNG to 98.5% filling in accordance with 2. Trip test (2) 0.5
approval from DNV. 3. Start loading Cargo sampling
4. Complete loading 14.0 Test of ship's cargo pump (1.0 HR)

At sea, during the laden voyage, the cargo tank level should be kept
higher than 80% of the tank height and during the ballast voyage at Loading rate : 10,000 M3/H
level lower than 10% of the tank length. Loading 5. Liquid line purging & drainage 0.5
6. Liquid & vapour arm purging 0.5
7. CTMS Closing 0.5
8. Closing meeting (4) 2.0 Documentation
9. Disconnection of loading arm, ship shore link & gangway 1.0
SUB TOTAL 20.0
1. M/T Warming for sailing 2.0

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

Cooldown & Loading Sequence
BERTHING (1)
SETTING OF THE SHORE GANGWAY (2) FITTING OIL FENCE & WARNING BUOYS (1-1)
INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),

ESD PNEUMATIC HOSE (3)
TRIP TEST (15)

SHIP/SHORE PRE-UNLOADING MEETING (4)
LOADING STARTED (16)

START WATER CURTAIN (5)
TEST OF SHIP'S CARGO PUMPS (17)
SAMPLING (18)
CONNECTING LOADING ARM (6)
LOADING FINISHED (19)
LEAK TEST & O2 PURGING (7)

DRAINING / PURGING THE LIQUID LOADING ARM (20)
LINE UP FOR PURGING THE INERT GAS (8)

DISCONNECTING LIQUID LAOADING ARM (21)
LIQUID ARM COOL DOWN (9)

PURGING THE VAPOUR RETURN ARM (22)
TRIP TEST (10)

DISCONNECTING VAPOUR LOADING ARM (23)
INERT GAS PURGING STARTED (11)

STOP WATER CURTAIN (24)
VAPOUR LINE OPENED (11-2)
INERT GAS PURGING FINISHED (11-3) FINAL GAUGING (CLOSING CTMS) (25)
OPENING CTMS (12)
COOL DOWN OF CARGO TANKS STARTED (13-1) MEETING AFTER LOADING (26)
REMOVAL OF WARNING BUOYS (26-1)
COOL DOWN OF LIQUID LINE (13-2) DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE) (27)
REMOVING THE SHORE GANGWAY (28)

COOL DOWN OF CARGO TANKS COMPLETED (13-3)
UNBERTHING (29)
COOL DOWN OF REMAINING LOADING ARMS (14)

LNG Loading Operating Sequence
BERTHING
SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & WARNING BUOYS

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN

FINAL GAUGING (CLOSING CTMS)
CONNECTING LOADING ARM

PURGING THE LIQUID LOADING ARM
O2 PURGING WITH N2 & LEAK TEST

DISCONNECTING LIQUID LOADING ARM
INITIAL GAUGING (OPENING CTMS)

PURGING THE VAPOUR RETURN ARM
RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR LOADING ARM
ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN
LOADING ARM COOLING-DOWN

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

DISCONNECTING THE ESD PNEUMATIC HOSE,
COMMUNICATION SYSTEM (F/O CABLE)
START LOADING
SAMPLING
REMOVING THE SHORE GANGWAY
FINISH LOADING
UNBERTHING

Illustration 6.4.4a Nitorgen Setting Up During Loading

FROM LN2 LINE

LNG VAP.
TO CARGO LINES
TO NO.4 VENT MAST
NO.2 CN587
VACUUM PUMP
NO.1 CN585
VACUUM PUMP
FROM
ENGINE ROOM
CN475
CN279 CN282
CN472 CN372 CN272 CN172

LNG VAP.
CN471 CN371 CN271 CN171
VACUUM
COMPRESSOR ROOM
PUMP

6.4.4 Nitrogen Setting Up During Loading In this respect, it should be recalled that this membrane is subjected to a -80.0
kPa gauge vacuum pressure - both during global testing at the construction stage
The operating procedure for the normal inerting is as follows (See Illustration and also for the insulation spaces cycles purging.
6.4.4a).
a) Start one nitrogen generator to Pressurize the buffer tank. The

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

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

CN277 (primary) at 0.4 kPa and CN284 (secondary) at 0.4 kPa.
Note !
If either the supply or exhaust regulating valves fail, the standby regulating valve
can be brought into operation, CN572 (supply) and CN280 (exhaust). Under
normal operations these valves are left isolated.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
This condition is not critical insofar as the differential pressure (Ps - Pp) between
the secondary spaces pressure (Ps) and the primary space pressure (Pp) does not
exceed 3.0 kPa:
(Ps - Pp) < 3.0 kPa
Warning
When the depression in the primary insulation spaces, relative to the secondary
insulation spaces, reaches 3.0 kPa, the two insulation spaces shall be
immediately inter connected which will involve a manual operation.
When put in communication and therefore subjected to the same nitrogen

pressure, the primary and secondary insulation spaces can withstand a large
depressurization without any damage.
It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane.

Illustration 6.4.5a De-Ballasting
)
(P
BA228 TK
B.
W.
P) P) P) )
E/R
K( K( K( (P
.T .T .T TK
BA224 BA232 IN BOSUN STORE
S.C . B . B . B . (WATER TIGHT DECK)
W W W .B
.4 .3 .2 W
(P)
NO.2
.1
NO NO NO NO
B. STRIP.
TK
EDUCTOR BA202
.B.
PW
EE
DD
BA222
FW
BA006
(TYP.)
BA204 SLEEVE
BA223
BA004
NO. 3 B.P
EM'CY BILGE
SUCTION BA001
BA229 STEEL PIPE
BA210 BA206
A.P. TK BA227

F.P. TK
TO I.G.G. SYS BA218
NO. 2 B.P
BA208 BA205
BA226 B.T. RM
BA217 BA207 BA003
BA216 BALLAST MAIN
NO. 1 B.P BA002
BA215 BA203
(S)
TK
.B.
PW
) S) S)
EE
(S K( K( S)
DD
BA201
. TK .T .T K(
.T
FW
BA214
S.C
.B .B .B . B
W W W W
.4 .3 .2 .1
NO NO NO
NO.1
NO
BA231
S)
B. STRIP.
T K(
EDUCTOR B.
W.
R
E/
BA225

6.4.5 De-Ballasting Engine room stb’d BA201 No.2 port BA019

After peak tank BA229 (if applied) No.2 starboard BA016
Operating Procedures
Fore peak tank BA004 and BA001 (if applied) No.3 port BA025
It is assumed that the main sea water crossover pipe is already in use, supplying No.3 starboard BA022
When it becomes necessary to start the ballast pumps: No.4 port BA031
other sea water systems, e.g. the main circulating system, the sea water service
system and that the cargo and ballast valve hydraulic system is also in service. No.4 starboard BA028
e) Open valves BA207, BA209, BA211, and BA209.
Engine room port BA202
To De-Ballast the Ship By Gravity Engine room stb’d BA201
f) Close valves BA215 and BA222.
After peak tank BA229
! Caution
g) Check that the ballast tank valves are open. Fore peak tank BA004-BA001
Mal-operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the After peak tank BA229 (if applied)
h) Start the ballast pump(s). Fore peak tank BA004 and BA001 (if applied)
flow rates. During the de-ballasting operation this can be caused by the opening
of a full or partly full tank into the main lines when under vacuum.
i) Open the pump(s) discharge valve BA217 (No.1), BA219 (No.2), d) Open eductor suction valve BA204.
BA221 (No.3).
Under no circumstances should a vacuum be drawn on a closed ballast main.
e) When one tank has been stripped, ensure the next tank valve is
j) As the tank reaches the required level, open the valves on the next opened before closing the previous tank.
Before starting de-ballast operations, the main lines must be purged of any air
tank before closing the valves on the first tank.
pockets in the following manner.
f) When all tanks have been stripped, close the eductor suction valve
k) When suction has been lost on all tanks, close the discharge valves BA204.
a) Open the overboard discharge crossover line valves BA227,
on the pumps BA217 (No.1), BA219 (No.2), BA221 (No.3) and
BA226 and BA205, BA206, BA215, and BA222 on the ballast
stop the pumps. g) Close the eductor drive water valves BA223.
water crossover line.
l) Close tank valves, ballast crossover valves BA205, BA206, h) Close the eductor overboard discharge valve BA228 and BA224.
b) Open overboard discharge valve BA225.
discharge crossover valves BA226, BA227 and the overboard
discharge valves BA225. In practice the starboard eductor would be in use at the same time, in order to
c) Open the forward deep ballast tank valves port and starboard
BA003, BA005, or No.1 ballast tanks port and starboard BA009, give a better out-turn of ballast water. In this case:
m) Strip the ballast tanks as required (see below).
BA012, if the forward ballast tanks do not have sufficient head of
Above operation can be operated using the sequential program in i) Open the eductor drive water overboard discharge valve BA214
water to gravity flow.
the IAS. and BA225.
A flow will now be established
To Strip the Ballast Tanks Using a Ballast Eductor j) Open the drive water supply from the starboard ballast pump is
d) Open the valves on the tank(s) to be emptied as per the de- used for driving, valve BA213.
Using the port ballast pump and No.2 eductor
ballasting plan.
k) Open the eductor suction valve BA203.
Deep tank port BA005 a) Open the eductor drive water overboard discharge valve BA224 and
Deep tank starboard BA003 BA228. Proceed as above for stripping the ballast tanks as described using the port
No.1 port BA012 eductor and water spray pump as the driving water supply.
No.1 starboard BA009 b) Open the drive water supply from the port ballast pump, valve
No.2 port BA018 BA223. l) When the operation is complete, close eductor suction valve
No.2 starboard BA015 BA203.
c) Open the valve on the first tank to be stripped.
No.3 port BA024
Deep tank port BA006 m) Close the eductor drive water valves BA213.
No.3 starboard BA021
Deep tank starboard BA002
No.4 port BA030 n) Close the eductor overboard discharge valve BA214 and BA225.
No.1 port BA013
Engine room port BA202

CL406
FROM E/R
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
Illustration 6.5.1a Loaded Voyage with Normal Boil-Off Gas Burning
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

GOLAR LNG LIMITED
CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
209
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.5 Loaded Voyage with Boil-Off Gas Burning If the selected normal boil-off value is too small, the tank pressure will slowly d) Open valves CG603 and CG501, 503, CG505, 507 vapour supply to
increase until it reaches the maximum value selected. If the tank pressure value the LD compressors and gas heaters via the mist separator
6.5.1 Loaded Voyage with Normal Boil-Off Gas Burning increases above the maximum selected value, the normal boil-off value will be
increased until the tank pressure reduces again below the selected value. e) At boil-off gas heater No.1.
Introduction Open valves CG517 and 521, heater inlet and outlet.
If the tank pressure continues to increase because the steam consumption is not Open steam supply to the heater.
During a sea passage when the cargo tanks contain LNG, the boil-off from the sufficient to burn all the required boil-off, the steam dump will open.
tanks is burned in the ship’s boilers. The operation is started on deck and In CCR
controlled by the ship’s engineers in the CCR and Engine Control Room. If for The steam dump is designed to open when the normal boil-off value is 5% above
any reason the boil-off cannot be used for gas burning, or if the volume is too the original selected value and when the tank pressure has reached the f) Adjust set point control to 115 kPa abs. on No.1 vent mast. g) On
great for the boilers to handle, any excess vapour is vented to atmosphere via preselected dump operating pressure. the gas compressors, adjust the normal boil-off valve (IGV) to
No.1 vent mast. 60% for a loaded condition, with the tank pressures minimum and
With the present setting, an increase of 5% of the normal boil-off corresponds maximum at 106 kPa abs. and 109 kPa abs. and the steam dump
Operation approximately to an increase of tank pressure by 4 kPa above the maximum tank opening pressure at 113 kPa abs.
pressure selected.
The cargo tank boil-off gas enters the vapour header via the cargo tank vapour When the engine room is ready to start gas burning, ensure that there is
domes. It is then directed to one of the LD compressors, which pump the gas to The cargo and gas burning piping system is arranged so that excess boil-off can sufficient nitrogen to purge the lines to the boiler i.e. >500 kPa in the buffer
the boil-off/warm-up heater. The heated gas is delivered to the boilers at a be vented should there be any inadvertent stopping of gas burning in the ship’s tank.
temperature of +25°C via control valve CG405. The compressor/s speed and boilers. The automatic control valve CG106 at No.1 vent mast is set at 23 kPa to
inlet guide vane position is governed by fuel gas demand from the boiler(s) and vent the excess vapour to atmosphere. g) Ensure that the gas outlet temperature of the heater is
cargo tank’s pressure. The system is designed to burn all boil-off gas normally approximately 25°C. Open valve CG405 and start the LD
produced by a full cargo and to maintain the cargo tank pressure (i.e. If the gas header pressure falls to less than 4 kPa above the primary insulation compressor(s).
temperatures) at a predetermined level. space pressure, an alarm will sound.
This operation will then be controlled and monitored from CCR and the Engine
If the propulsion plant steam consumption is not sufficient to burn the required In the event of automatic or manual shut down of the gas burning system (or if Control room.
amount of boil-off, the tank pressure will increase and eventually the steam the tank pressure falls to 0.5 kPa above the insulation space’s pressure), valve
dump will open, dumping steam directly to the main condenser. The main dump CG405 will close and the gas burning supply line to the engine room will be Note !
is designed to dump sufficient steam to allow the boiler to use all the boil-off purged with nitrogen. If the volume of boil-off exceeds demand in the boilers, the steam dump should
produced, even when the ship is stopped. be put into operation.
The flow of gas through the LD compressors is controlled by adjusting the (See Illustration 6.5.1a) Should the system shut down for any reason, valve CG405 will close auto-
compressor’s speed and inlet guide vane position. This is directed by the boiler matically.
combustion control when gas burning is initiated. The normal boil-off in the It is assumed that all valves are closed prior to use:
boiler combustion control has to be selected as well as the maximum and a) Prepare LD compressors No.1 and 2, the boil-off heaters and the Trip causes:
minimum allowed tank pressures and the tank pressure at which the main dump engine room gas burning plant for use. Boiler manual trip (ECR, and local)
operates. Both boiler trip
b) Open CG107 No.1 vent mast isolating valve on the vapour header. Gas content High-High at common vent hood
For normal operation the normal boil-off valve is selected at 60% (boil-off Fuel gas temperature Low-Low
provides 60% of the fuel required to produce 90% of the boiler full steam c) Check that the following valves on the vapour domes are open and ESDS activated
capacity) and the minimum and maximum tank pressures are selected at 105 and locked in position: Vent duct exhaust fan stop
109 kPa abs. Remote/manual close from local, CCR and ECR
(Tank No.1) Open and lock in position valve CG101, 102. Fire detection in E/R
If the normal boil off valve has been correctly adjusted, the tank pressures will (Tank No.2) Open and lock in position valve CG201, 202.
remain within the selected values. Should the selected normal boil off value be (Tank No.3) Open and lock in position valve CG301, 302. When stopping gas burning for any reason
too large, the tank pressure will slowly be reduced until it reaches the minimum (Tank No.4) Open and lock in position valve CG401, 402.
value selected. If the tank pressure value reduces to below the minimum value h) Stop the LD compressor(s), shut down the boil-off heater. Close
selected, the normal boil-off value will be reduced until the tank pressure has The valves should already be locked in the open position. valve CG405 gas supply to engine room and adjust the set point of
increased again above the selected value. vent mast control CG106 to 110 kPa abs.

CL406
FROM E/R
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
Illustration 6.5.2a Loaded Voyage with forced Boil-Off Gas Burning
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

GOLAR LNG LIMITED
CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
211
CG701 CG001 CG801
VAPOR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
LNG LIQUID LINE
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.5.2 Loaded Voyage with Forced Boil-Off Gas Burning In the event of automatic or manual shut down of the gas burning system (or if Set point of cargo tank pressure control, ‘Gas Management System’
the tank pressure falls to 0.1 kPa above the insulation spaces pressure), valve
Introduction CG405 will close and the gas burning supply line to the engine room will be Control range at ballast and laden voyage:
purged with nitrogen. FO booster devices are incorporated in the control loop to Ballast voyage 4-20 kPa g.
Consideration must be given to the economics of gas versus fuel oil burning allow a quick changeover should the gas burning be tripped. Laden voyage 5-9 kPa g.
before undertaking forced boil-off.
Operating Procedures Set point of safety valve and alarm point
If, during a loaded passage, additional fuel gas from the cargo tanks is required (See Illustration 6.5.2a)
to be burned in the ship’s boilers, it can be made available by forced Set point of safety valve: Pressure 25 kPa g.
vapourization using the equipment on board. For illustration purposes, No.4 tank stripping/spray pump and return operation is Vacuum -1 kPa g.
shown.
The above operation, called Forced Boil-off will be used to complement gas Alarms:
burning up to 100% of the boiler’s fuel requirement. The cargo piping system is arranged for normal gas burning during loaded Vent valve open 23 kPa g.
voyage as detailed in Illustration 6.5.1a. High-High pressure alarm 22 kPa g
Operation Vent valve close 21 kPa g.
The normal gas burning arrangement is maintained and the forcing vaporizer is It is assumed that all valves are closed prior to use. High pressure alarm 20 kPa g. (For./LNG
brought into operation. Vap. trip)
a) Prepare the forcing vaporizer for use. F.O back-up order ON 3 kPa g.
A single stripping / spray pump is used to pump LNG to the forcing vaporizer. Low pressure alarm 1 kPa g.
The excess flow from the pump is returned to the tank through the stripping b) Open the stripping/spray isolating valve on the tank/s to be used. Low Low pressure alarm 0.3 kPa g.
header pressure control valves CS104, CS204, CS304, CS404. Tank No.1: CS001, CS002, CS004
Tank No.2: CS002, CS004 Set point controller:
Note ! Tank No.3: CS004 Set point of tank press. Control 7 kPa g.
In normal operation the controlled return is directed back to the same tank where Tank No.4: Set point of tank protection control 5 kPa g.
the liquid is being drawn from. Min. gas flow of F/V control 1,400 kg/h (20-100%)
If cargo tanks No.1 is used, open stripping/ spray header isolating valve CS001. Set temperature of BOG temp. control 40°C
After vaporization, the LNG vapour produced passes through the demister where CS002, CS004, If tank No.2 is used open stripping/spray header isolating valve Preferred FGV position of L.D comp. Control 87%
the possibility of liquid LNG carryover is eliminated. The vapour then combines CS002, CS004 If No.3 tank is used open stripping/spray header isolating valve
with the natural boil-off gas from the vapour header before being drawn into the CS004. Permissible range: 1-23 kPa g.
suction of the LD compressors.
c) Open valve CS601 stripping/spray header supply to the forcing
One L.D compressor is used for this operation. vaporizer.
The flow of gas through the compressors is controlled via the boiler combustion d) Open stripping pump discharge valve, CS101, CS201, CS301,
control unit by adjusting the opening of the inlet guide vanes and motor speed. CS401. Start stripping/spray pump and adjust the return flow to the
The split control is as follows: tank through the stripping header pressure control valves CS104,
CS204, CS304, CS404.
Low load: Inlet guide vane control (-30 to +80 deg).
e) Run up the forcing vaporizer (See Illustration 4.7).
High load: Motor speed control (30-60Hz).
f) Set the boiler combustion control on FBO mode.

The boiler combustion control has to be switched to Forced Boil-off (FBO)
mode.
g) Start No.1 LD compressor depending on gas demand.
The amount of forced boil-off to be produced is controlled by the throttling of
h) Set control of liquid supply to the vaporizer and LD compressor
the FCV to the forcing vaporizer operated by the Boiler Combustion Control.
control to auto mode.
When changing over to 100% gas burning, the fuel oil (FO) flow through the FO
rails is adjusted to minimum. The FO supply to the burners will then be cut out
and the FO system put on recirculation. The FO combustion control loops are
maintained energised to enable re-lighting of FO burners in an emergency.

Illustration 6.6.1a Inerting Manifold Connections
Forward
Header Header Header
CS803 CS802 CS702 CS703

CP803 CP704
CS801 CS701
CP804 CL703
H H
CS003
CL801 CL805 CL705 CL701
CP801 CP701
CP802 CP702
CS806 CS805 CS705 CS706

CP808 CP708
CS804 CS704
CP807 CL708
H H
CL802 CL806 CL706 CL702

CP805 CP705
CP806 CP706
CP810 CP710
CP809 CL709
H H
CG801 CG701
H CG001 CP711
CP811
CP812 CG802 CG702 CP712
F
H H
CS813 CS809 CS808 CS708 CS709 CS713

CP816 CP716
CS807 CS707
CP815 CL715
H H
CL803 CL807 CL707 CL703
CP813 CP713
CP814 CP714
CS812 CS811 CS711 CS712

CP820 CP720
CS810 CS710
CP819 CL719
H H
CL808 Key CL708 CL704

CP817 CP717
LNG Liquid
CP818 CP718
Port LNG Vapour Starboard
Nitrogen

6.6 Discharging with Gas Return from Shore Each tank is normally discharged down to a level of about 0.37 m. The quantity d) Tank vapour domes - confirm that:
being retained in the tanks varies according to the length of the ballast voyage, Open and lock in position valves CG101, 102 (Tank No.1)
Introduction the expected elapsed time before loading and the volume of boil-off that is Open and lock in position valves CG201, 202 (Tank No.2)
estimated to be burned in the ship’s boilers. Open and lock in position valves CG301, 302 (Tank No.3)
During a normal discharge, only the main cargo pumps will be used and a One pump is stopped at a level of approximately 1.0 m to avoid excessive Open and lock in position valves CG401, 402 (Tank No.4)
quantity of cargo will be retained on board for cold maintenance of the cargo turbulence at the tank bottom which creates disturbance at the suction of both These valves must be locked open at all times when the ship has
tanks. pumps. cargo on board, unless a tank is isolated and vented for any reason.
The quantity to be retained is according to voyage duration of ballast passage. If the vessel is to warm up one or more tanks for technical reasons, the ship shall e) Vapour crossover:
be trimmed according to the terminal’s maximum draught. The cargo remaining Open valve CG001
If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps in the tanks to be warmed up will be discharged to shore or to other tanks using
will be used to discharge the remaining cargo on completion of the bulk the stripping/spray pumps on completion of bulk discharge. f) Cargo pumps:
discharge with the main cargo pumps. Check insulation resistance of electric motor and related cables
The stripping pump is run together with the remaining main pump until the main prior to suppling power to the cargo pumps.
During cargo discharge, LNG vapour is supplied from shore to maintain pressure pump stops on low discharge pressure cut-out.
in the cargo tanks. g) Check connections of liquid and vapour arms.
On completion of discharge, the loading arms and pipelines are purged and Check communications with shore.
Operation drained to No. 4 cargo tank and the arms are then gas freed and disconnected. Check ship/shore link.
Due to the manifold configuration, it is necessary to purge the cargo lines using
The main cargo pumps discharge LNG to the liquid header and then to shore via nitrogen at a pressure of at least 300 kPa; this being done several times to ensure When shore is ready to purge the manifold connections with nitrogen to be
the midship liquid crossover manifold connections. successful draining at the manifold connections. supplied from shore:
After an initial rise, the pressure in the tanks decreases. It then becomes The vapour arm remains connected until just before sailing if a delay is expected. h) Liquid manifold connections (assuming port-side discharge):
necessary to supply vapour from shore via the manifold and crossover to the Open drain valves CP817, 818, 813, 814, 805, 806, 801, and 802.
vapour header into the cargo tank gas domes in order to maintain a pressure of 6.6.1 Preparations for Unloading Purge the connections and then close the valves.
109 kPa abs. (See Illustration 6.6.1a)
i) Vapour manifold connection:
Should the vapour return supply from shore be insufficient to maintain tank It is assumed that all valves are closed prior to starting. Open drain valves CP811, 812.
pressures, other means of supplying vapour to the tanks, either by using the tank Purge connection then close valves.
sprayers or the LNG vaporizer, have to be used. Preliminary preparation: If shore agree:
The boil-off gas heater should be prepared and lined up for use in order to avoid a) Checks to be made prior to starting cargo operations. j) Vapour manifold:
venting cold LNG vapour through No.1 vent mast. Test remote operation of all tank discharge valves and manifold Open manifold ESD valve CG801.
ESD valves.
Note ! Test remote operation of ballast valves. k) Liquid connections:
The Korean LNG terminal does not permit gas venting at the terminal. Test operation of Emergency Shut Down Systems (ESDS). Open manifold ESD valves CL801, 802, 803, and 804.
Ballasting is undertaken concurrently with discharging. The ballasting operation b) Safety precautions: l) Test Emergency Shut down System (ESDS) from shore and from
is programmed to keep the vessel within the required limit of draught, trim, hull Ensure sprays for hull water curtain at midships is in operation. the ship as required. Re-open liquid and vapour ESD valves.
stress and stability following indications obtained from the loading computer. Prepare fire fighting equipment, water hoses and protective
clothing for use. When it is agreed with shore, then the cooldown may commence.
During the discharge period, the ship is kept on an even keel. If it is required to
empty a cargo tank, the ship is trimmed according to terminal maximum draught c) Cargo tanks level arms:
by the stern to assist in stripping the tank. Switch on high level alarms.

CL406
FROM E/R
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
Illustration 6.6.2a Liquid Line Cool Down Before Discharging
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

CG501
CG505
CG509
CG513
TO INS.PRESS.
CF301
GOLAR LNG LIMITED
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS712 CS711 CS710 CS810 CS811 CS812
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
215
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
LNG LIQUID LINE
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.6.2 Liquid Line and Arm Cooldown before Discharging LNG Unloading Operation Sequence
To cooldown the cargo discharge lines proceed as follows, assuming that No.3
stripping/spray pump is being used, all manifold lines and the ESD valves are
open, having been purged with nitrogen.
BERTHING
a) Open discharge valve CS301 from No.3 stripping/spray pump to
30%. SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & WARNING BUOYS
b) Open the following valves CS003, 004, 802, 805, 808 and 811.
ESD PNEUMATIC HOSE
c) Start the stripping/spray pump.
SHIP/SHORE PRE-UNLOADING MEETING
d) When hard-arms and shore side lines have cooled down to –100°C,
DRAINING THE LIQUID LOADING ARM
open valves CS601, CL601, 805, 806, 807 and 808.This will now START WATER CURTAIN
cool down the ship’s liquid line.
FINAL GAUGING (CLOSING CTMS)
CONNECTING LOADING ARM
The cooling down is complete when the manifold and ship’s liquid line is
PURGING THE LIQUID LOADING ARM
approximately –130°C. O2 PURGING WITH N2 & LEAK TEST
DISCONNECTING LIQUID LOADING ARM
e) Stop the stripping/spray pump. INITIAL GAUGING (OPENING CTMS)
Shut valves CS601, CL601, CS802, 805, 808 and 811.
PURGING THE VAPOUR RETURN ARM
Open valves CS304 to drain the line back to No.3 tank. RETURNING BOIL-OFF VAPOUR TO SHORE
DISCONNECTING VAPOUR LOADING ARM
f) When spray line has warmed up, close valves CS003, 004 and 304. ESD TEST UNDER WARM CONDITION
STOP WATER CURTAIN
On completion of cooldown and when shore is ready for discharge, proceed with LOADING ARM COOLING-DOWN
unloading.
MEETING AFTER UNLOADING
ESD TEST UNDER COLD CONDITION REMOVAL OF WARNING BUOYS
DISCONNECTING THE ESD PNEUMATIC HOSE,
START UNLOADING COMMUNICATION SYSTEM (F/O CABLE)
SAMPLING
FINISH UNLOADING REMOVING THE SHORE GANGWAY
UNBERTHING

CL406
FROM E/R
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303
Illustration 6.6.3a Discharging With Gas Return From Shore
CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
GOLAR LNG LIMITED
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS712 CS711 CS710 CS810 CS811 CS812
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
217
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CL705 CS802
CS703 CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
VAPOUR LINE
CS109 CS105
LNG LIQUID LINE
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.6.3 Discharging o) Adjust the pump discharge valves to obtain optimum performance Purging and Draining of Loading Arms
(See Illustration 6.6.3a) as indicated by current, discharge pressure and pump graph.
When the shore terminal is ready to inject nitrogen and the pressure at the
Before starting the main cargo pumps on No.2 and 3 tanks (these being the first p) It is important to maintain the tanks at a pressure of at least 10 kPa manifold is 250 kPa.
tanks from which to commence discharge) it is necessary to fill the discharge gauge in order to avoid cavitation and to have good suction at the
column with LNG (up to CL310 from current liquid level) to avoid a pressure pumps. If the tank’s pressure falls to 6 kPa gauge, request shore to a) Close the liquid ESDS manifold valves.
surge in the lines. Starting with No.3 tank. increase the gas return.
Purging is carried out one line at a time.
a) Open No.3 stripping/spray pump discharge valve CS301, to 30 %. If shore can no longer supply gas return, the LNG vaporizer will have to be
started up to restore the tanks pressure. b) Open manifold bypass valves CS803.
b) Open pump columns vent valve CS308.
q) Start ballasting operations. Keep draught, trim and hull stresses c) Close the bypass valve when the pressure on the manifold drops to 0 kPa.
c) Open cargo pump discharge Filling valve CS309, CS311. within permissible limits by controlling the various ballast tank Repeat this operation twice more. On doing this for the last time shut the
levels. Refer to trim and stability data provided. bypass valve at approximately 100 kPa, in order to eliminate the risk of
d) Open No.3 cargo tank main cargo pump discharge valve CL301 and 302 liquid back flow from ship’s liquid line.
to between 25% (normal) and 30% (maximum). r) Continue to monitor the tank’s pressure and the cargo pump’s
current and discharge pressures. d) Repeat procedure b) to c) for each line.
e) Start the No.3 stripping/spray pump.
s) Throttle each pump discharge valve as required to prevent tripping Open the test drain valve on the loading arm to ensure that there is no liquid
f) Stop the No.3 stripping/spray pump when the liquid header at the tank on low current as the level in each tank drops. present. When the required amount of methane (usually less than 1%) is showing
top is full. at the drain valve, close the shore terminal ESDS valves.
Stop the main cargo pumps in each tank at approximately 1.1 m in tank No.4 and
g) Shut the spray line valves CS301, CS308, CS309 and CS311. 0.3 m in tanks No.1, 2 and 3. The above data is for reference only. The actual e) When purging is completed, proceed with the disconnection of the
liquid level the pumps and to be stopped at shall be determined on the amount of liquid arms.
The vessel in now ready to start discharge. heel required to keep tanks in cooled condition during the sea passage and
cooling down prior to vessels berthing along side loading terminal. f) Complete the ballasting operations for final measurement and for
h) Open No.3 tank liquid header valve CL310. sailing condition.
Requirement of LNG for cooling down operation refer to the next page for
Inform the Engine Control Room that a main cargo pump is about to be started. reference. Quantities of cargo remaining in the tanks after stripping refer to the Shortly before departure:
next page for reference.
i) Start the pump. g) Vapour line connection:
Throttle in the main cargo pump discharge valve to 40% before stopping the Purge the vapour line with nitrogen from the shore terminal at a
j) Check lines for leakage. Open discharge valve fully on the running pump. If two main cargo pumps are in use in a tank, when the level reaches 0.80 pressure of 200 kPa. Close valve CG801, Confirm that the gas
pump. m, throttle in the discharge valve on one pump to 40% and stop that pump. This content is less than 1% by volume at the drain valve.
is in order to reduce turbulence around the pump suction.
k) When shore is ready to receive further cargo, proceed as for f) on After confirming that the gas content is less than 1% volume:
each respective tank to h) on each pump. On completion of cargo discharge and after all cargo pumps have been stopped:
h) Disconnect the vapour arm.
The preferred sequence of cargo pump starting, to obtain a stable discharge t) Drain the liquid line.
operation is as follows: i) Prepare the cargo system for gas burning at sea.
u) Stop the gas return from shore.
Tank No.3, Tank No.2, Tank No.4, Tank No.1.
If stripping of tanks ashore is required use the forward manifold connection
l) Monitor the tank’s pressure. (See section 6.7.1 Stripping and Line Draining).
m) Request the vapour return from shore and continue to monitor the
pressure to confirm that it stabilises.
n) As the discharge pressure and flow rate increase, continue to

monitor the pipework and hard-arms for leakage.

Cargo Tank Condition for Ballast Voyage(Typical Data for Reference)
Status Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
Unpumpable LNG (Level : m) 0.300 0.300 0.300 0.300 Trim : 3 m by the Stern (See Note 1.)
Departure Unpumpable LNG(m3) 125.094 155.613 155.613 154.333 590.653
Unpumpable LNG(ton) 57.681 71.753 71.753 71.163 272.350 Density : 0.4611 ton/m3
Estimated Average Temp.(ଇ) -127.00 -127.00 -127.00 -127.00 2.5 Days Basis and Before CD (See Note 2)
Required Coolant(m3) 3.100 4.600 4.600 4.200 16.500 2.5 Days Basis and –130ଇ Target Temperature
Coolant
Required Coolant(m3) 16.500 25.100 25.100 22.700 89.400 3.5 Days Basis and -130ଇ Target Temperature
Req.
Required Coolant(m3) 23.100 35.000 35.000 31.700 124.800 4.5 Days Basis and -130ଇ Target Temperature
Heel Accumulation for CD(m3) 1.400 2.600 2.600 2.300 8.900
Actual 125.094 155.613 155.613 170.833 607.153 2.5 Days Basis
Unpumpable LNG and Coolant
Departure 125.094 155.613 155.613 243.733 680.053 3.5 Days Basis
in No.4 Tank(m3) (See Note 3.)
Condition 125.094 155.613 155.613 279.133 715.453 4.5 Days Basis
Heat Transfer Rate with
90.446 132.325 132.325 122.475 477.571
LNG @ -163ଇ(kW)
BOG Amount of BOG Based
224.628 412.649 412.649 360.263 1410.190 Latent Heat of Vaporization : 498 kJ/kg Basis
During on Ballast Voy.(kg/h)
Ballast Amount of BOG(m3/day) 11.692 21.478 21.478 18.751 73.400 Density : 0.4611 ton/m3
Voyage Amount of BOG(m3) 29.229 53.695 53.695 46.879 183.499 2.5 Days Basis
Amount of BOG(m3) 40.921 75.174 75.174 65.630 256.899 3.5 Days Basis
Amount of BOG(m3) 52.613 96.652 96.652 84.382 330.298 4.5 Days Basis
Amount of Heel After CD(m3) 97.265 104.518 104.518 109.754 416.054 2.5 Days Basis
Amount of Heel After CD(m3) 92.173 92.639 92.639 99.703 377.154 3.5 Days Basis
Arrival Amount of Heel After CD(m3) 82.881 74.861 74.861 84.251 316.855 4.5 Days Basis
Condition Level of Heel After CD(m) 0.142 0.079 0.079 0.095 2.5 Days Basis, Trim : 0.0
Level of Heel After CD(m) 0.135 0.070 0.070 0.086 3.5 Days Basis, Trim : 0.0
Level of Heel After CD(m) 0.121 0.056 0.056 0.073 4.5 Days Basis, Trim : 0.0
Minimum Level within
CTS 0.026 0.026 0.026 0.026
Accuracy(±7.5 mm)(mm)
Level of heel can be measured within specified accuracy by CTS.
Conclusion (If LNG Level is down to below than 0.026 meter, LNG filling into the cargo tank after cooling down operation
should be done by operator.)
1. The pump down level is appr. 0.484 m from tank bottom based on follows.
1) Height from tank bottom to pump bottom : 0.090 m
2) Pump tower shrinkage from +20ଇ to -163ଇ : 0.079 m
3) Height from pump bottom to inducer inlet : 0.241 m
4) Height from inducer inlet to pump down level : 0.18 m
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169 m from tank bottom based
on low current trip. But it is difficult to decide exact pump down level due to variation of tank pressure, quantity of coolant,
Note :
duration of the voyage and/or operator's skill.
Therefore this report was calculated pump down level based on 0.300 m from tank bottom even though normal operating zone
has wide range from appr. 0.169 m to 0.590 meter(Pump down level in normal operation : 0.200 m to 0.350 m).
2. Average Temperature Calculation = (T3 + T4 + T5 + T6) / 4, excluded two(2) top temperature sensors.
3. Some amount of LNG should be additionally considered or transferred unpumpable LNG to No.4 cargo tank to keep minimum start
level of stripping/spray pump(appr. 0.230 m from tank bottom) at cooling down operation.
4. Abbreviation : Temp. ; Temperature, Req. ; Requirement, CD ; Cooling down operation, Voy. ; Voyage, BOG ; Boil off gas
Quantities of remain heel after stripping by Main Cargo Pump taken at Gas Trial(2002.05.26)
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total
Pump Down Level (m) 0.160 0.230 0.170 0.140 Even Keel Condition
Cargo Volume (m3) 110.082 307.327 226.646 162.511 806.566 Even Keel Condition
Corrected level (m) 0.113 0.113 0.127 0.083 Trim : 2 m by the stern
Corrected Volume (m3) 77.569 150.387 169.064 96.140 493.160 Trim : 2 m by the stern
Quantities of remain heel after stripping by Stripping/spray Pump taken at Gas Trial(2002.05.26)
No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total
Pump Down Level (m) 0.050 0.073 0.140 0.063 Even Keel Condition
Cargo Volume (m3) 34.196 96.994 186.455 72.905 390.550 Even Keel Condition
Corrected level (m) 0.021 0.018 0.047 0.018 Trim : 2 m by the stern
Corrected Volume (m3) 14.314 23.809 62.345 20.746 121.214 Trim : 2 m by the stern

Cargo Tank Condition for Ballast Voyage(Typical Data for Reference)
Unpumpable LNG, BOG BOG
Alongside(DEP.) LNG Transfer Voyage Cooldown Alongside(ARR.)
Unpumpable LNG Dried-up, BOG
Cargo Amount of departure condition at Discharging port

Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
Using main cargo pumps
remaining LNG/Main 125.09 155.61 155.61 1257.54 1693.86 Trim : 3 m by stern Departure Condition
Departure A cargo pumps
Weight (tons) 57.68 71.75 71.75 579.85 781.04
B Unpumpable LNG 20.00 40.00 40.00 0.00 100.00
C BOG for consumption 12.50 23.10 23.10 23.10 81.80
LNG
Collection D Transferred LNG 92.59 92.51 92.51 277.62
Remained LNG after
E 20.00 40.00 40.00 1512.06 1612.06 After LNG Transfer
stripping
E Required Coolant 146.90 222.90 222.90 91.00 683.70
Coolant
G LNG filling after CD 95.29 87.30 32.74 200.00 415.33 Include LNG for Heel Ageing Protection
Require.
H BOG during Voyage 17.5 Ballast voyage
Ballast After evaporation 0.00 0.00 0.00 1512.06
I End of ballast voyage
Voyage Weight (tons) 0.00 0.00 0.00 697.21 697.21
Cargo Amount of arrival condition at Loading port

Status Sym Item No.1 Tank No.2 Tank No.3 Tank No.4 Tank Total Remark
A DEP. 20.00 40.00 40.00 1512.06 1612.06 After Gathering
B BOG during voyage 20.00 40.00 40.00 413.03 513.03
Voyage
ARR. 0.00 0.00 0.00 1099.03 1099.03 Before Cooldown
C
Weight (tons) 0.00 0.00 0.00 506.76 506.76
D Spraying Q'ty 146.90 222.90 222.90 91.00 683.70
Cooldown E Heel during cooldown 52.10 79.00 79.00 506.33 716.43
F LNG Filling 95.29 87.30 32.74 215.33
Remaining LNG 147.39 166.30 111.74 200.00 625.43 After cooldown Arrival Condition
Arrival G
Weight (tons) 67.96 76.68 51.52 92.22 288.39
Note :
1. Above data was based on 17.5 days ballast voyage as for reference.
2. Density : 470 kg/m3
3. 100 m3 in No.4 cargo tank was additionally considered for heel ageing protection.
4. Actual requirement for coolant should be adjusted according to amount of unpumpable LNG, required LNG for cooldown, boil off gas and etc. based
on operating experience on the vessel.
5. The pump down level is appr. 0.484 m from tank bottom based on follows.
1) Height from tank bottom to pump bottom : 0.090 m
2) Pump tower shrinkage from +20°C to –163°C : 0.079 m
3) Height from pump bottom to inducer inlet : 0.241 m
4) Height from inducer inlet to pump down level : 0.18 m
Considering cargo tank pressure at unloading operation, the pump down level is down to near 0.169 m from tank bottom based on low current trip.
But it is difficult to decide exact pump down level due to variation of tank pressure, quantity of coolant, duration of the voyage and/or operator's
skill.
Therefore this report was calculated pump down level based on 0.300 m from tank bottom even though normal operating zone has wide range
from appr. 0.169 m to 0.590 meter (Pump down level in normal operation : 0.200 m to 0.350 m).

Illustration 6.6.4a Ballasting
)
(P
BA228 TK
. B. ) ) )
(P (P (P P)
W
R
E/
BA224 TK TK TK K( IN BOSUN STORE
. .T
BA232
. .
S.
C
.B .B .B .B
(WATER TIGHT DECK)
W W W W
.4 .3 .2
)
NO.2
.1
K(P
NO NO NO NO
B. STRIP.
T
EDUCTOR BA202
B.
W.
P
EE
DD
BA222
FW
BA006
(TYP.)
BA204 SLEEVE
BA223
BA004
NO. 3 B.P
EM'CY BILGE
SUCTION BA001
BA229 STEEL PIPE
BA210 BA206
A.P. TK BA227

F.P. TK
TO I.G.G. SYS BA218
NO. 2 B.P
BA208 BA205
BA226 B.T. RM
BA217 BA207 BA003
BA216 BALLAST MAIN
NO. 1 B.P BA002
BA215 BA203
(S)
TK
B.
W.
EP
S) S) S)
DE
)
K( K( K( (S
.T
D
BA201
.T .T TK
FW
BA214
.B .B .B .
S.C W W W .B
.4 .3 .2 W
.1
NO NO NO
NO.1
NO
BA231
S)
B. STRIP. K(
EDUCTOR B .T
W.
R
E/
BA225

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

CL406
FROM E/R
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
Illustration 6.7.1a Stripping and Line Draining
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
GOLAR LNG LIMITED
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
CG001 CG801
223
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
VAPOUR LINE
CS109 CS105
LNG LIQUID LINE
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.7 Pre-Dry Dock Operations Purging and Draining of Loading Arms

c) When purging is completed, proceed with the disconnection of the
Tanks are to be inspected for cold spots 6 months and 1 month prior to Dry- Purging is carried out one line at a time. liquid arms.
docking.
When the shore terminal is ready to inject nitrogen and the pressure at the d) Complete the ballasting operations for the final measurement and
The ship will carry out a maximum discharge. The tank levels should be reduced manifold is 250 kPa: for the sailing condition.
to the point where the main cargo pumps trip on low current. Then, using the
stripping/spray pumps, remove the last of the cargo until they also trip on low a) Open manifold bypass valves CS806. Shortly before departure:
current. The ship will then proceed to sea and commence the warm up, inerting
and aerating, prior to arrival at the refit yard. b) Close the bypass valve when pressure on manifold drops to 0 kPa. e) Vapour line connection:
Repeat the operation a further twice. On the last operation shut the Purge the vapour line with nitrogen from the shore terminal at a
bypass valve at approximately 100 kPa, in order to eliminate the pressure of 200 kPa.
6.7.1 Stripping and Line Draining risk of liquid back flow from ship’s liquid line. Close valve CG801, 001.
Confirm that the gas content is less than 1% by volume at drain
It is assumed that the cargo tanks have been discharged to their maximum with Open the test drain valve on the loading arm to ensure that there is no liquid valve.
the main cargo pumps which have been shut down. Discharge via the port side present. When the required amount of methane (usually less than 1%) is showing
manifold. at the drain valve, close the shore terminal ESDS valves. f) After confirming that the gas content is less than 1% volume,
Disconnect the vapour arm.
Note !
Stripping / spray pump should be started at higher level than minimum start level g) Prepare the cargo system for warming up the cargo tanks.
(300 mm) for the pump.
Normal Cargo Operation
a) At manifold crossover:
Open valves CS805.
Dry Docking
Close valves CL805, 806, 807, 808 and CL801, 803, 804.
b) Stripping/spray header: - N2 Gen. at Onboard

Open CS004, 002, 001. - 20 kPa A (Vacuum at Initial) Nitrogen Purging
- IGG Plant - 0.2 kPa g (Supply)
Open CS003 stripping/spray header to liquid manifold crossover. - O2 Content > 20% (Insulation Space)
Aeration / 0.4 kPa g (Vent)
- From Bottom
c) At required tanks: or Upper (Vapor Line) - IGG Plant
Open stripping/spray discharge valves from individual tanks to - Dry Air ( Dew Point < -45 ÛC) Drying
- IGG Plant
give the required performance, CS101, 201, 301, 401. Inerting - Hydrocarbon < 1.5%
Start stripping/spray pump(s). - From Bottom (Filling Line)
- IGG Plant
On completion: - O2 Content < 2% Inerting
Dew Point < -40 ÛC
- H/D Comp.
d) Stop final pump: Warming Up - Gas Heater (+80 ÛC Max.)
Close valves CS805 and CL802 - LNG Vaporizer at Onboard Gas Filling
- Cargo Tank + 5 ÛC
Open valves CS404 to drain down the header line to tank No.4. (2 nd Barrier)
- Mean Temp = -130 ÛC
e) When completed: Stripping (Except Top Sensor) Cooling Down
Leave open valves CS001, 002, 003, 004, in order to warm up the
Ballast Voyage
line. When the line has warmed up, close these valves.
LNG Unloading LNG Loading
Laden Voyage
- 12 Hour - 12 Hour
- Back Press. < 4.2 bar G - Back Press. < 2.3 bar G
(at Manifold Discharge Flange) (at Manifold Presentation Flange)

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
Illustration 6.7.2a Tank Warm Up
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
GOLAR LNG LIMITED
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
CG701 CG001 CG801

VAPOUR CROSSOVER
225
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202
CS211
CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.7.2 Tank Warm Up c) If discharge of LNG to shore is not possible, vaporize it in the j) Open the vapour valves CG101, 102, 201, 202, 301, 302, 401, 402
LNG vaporizer and vent the vapour to the atmosphere through the on each tank.
Tank warm up is part of the gas freeing operations carried out prior to a dry No.1 vent mast.
docking or when preparing tanks for inspection purposes. k) Open the filling valves CL100, 200, 300, 400, 110, 210, 310, 410
d) If venting to the atmosphere is not permitted, the vapour must be on each tank.
The tanks are warmed up by recirculating heated LNG vapour. The vapour is burned in the boilers.
recirculated with the two HD compressors and heated with the cargo heaters to a l) Start both HD compressors manually and gradually increase flow
preset value. (1st stage: 0°C, 2nd stage: 75°C) e) For maximum stripping, the ship should have zero list and should by the inlet guide vane position.
be trimmed down at least 2.6 m by the stern.
In a first step, hot vapour is introduced through the filling lines to the bottom of m) Monitor the tank pressure and adjust the compressor flow for
the tanks to facilitate the evaporation of any liquid remaining in the tanks. In a f) Run the stripping pumps until trip by low current. maintaining the tank pressure at about 16 kPa. It is possible to
second step, when the temperatures have a tendency to stabilise, hot vapour is (Trip for low low level alarm should be blocked.) control tank pressure by CG106 valve.
introduced through the vapour piping at the top of the tanks. Gas main may be used to exhaust excess vapor to No.1 vent mast
g) Remove the emergency pump that may have been placed in a through CG602 and CG105 alternatively. In this case, tank
Excess vapour generated during the warm up operation is vented to atmosphere cargo tank. pressure shall be controlled by CG602 throttling valve. But liquid
when at sea, or burning in the boiler. (The instructions that follow apply to the main instead of gas main shall be normally used for warming up
normal situation, venting to atmosphere at sea) Operating Procedure operation.
The warm up operation continues until the temperature at the coldest point of the n) Check that the pressure in the insulation spaces, which have a
secondary barrier of each tank reaches 5°C. During the tank warm up, gas burning may be used by directing some vapour tendency to increase, remains inside the preset limits.
from the heater outlet, to the boilers and by controlling manually this operation.
The warm up operation requires a period of time dependent on both the amount o) Monitor the temperatures in each tank and adjust the opening of
and the composition of liquid remaining in the tanks and the temperature of the a) Install the spool pieces near CL602 and CL107, open the valve the filling valve to make uniform the temperature progression in all
tanks and insulation spaces. Generally, the warm up will require about 48 hours CL602 to discharge heated vapour to the liquid header. the tanks.
after vaporizing the remaining liquid.
b) Prepare gas heaters No.1 and 2 for use. p) After twenty/twenty-four hours, the temperature progression slows
Initially, the tank temperatures will rise slowly as evaporation of the LNG down. Eventually, the procedure of the second method described
proceeds, accompanied by high vapour generation and venting. A venting rate of c) Adjust the temperature set point. (1st step: 0°C, 2nd step: 75°C). below, may be more efficient.
approximately 8,000 m3/h at 60°C can be expected. On completion of
evaporation, tank temperatures will rise rapidly and the rate on venting will fall d) Prepare No.1 and 2 HD compressors for use. q) Purge the emergency pump column with N2 to remove liquid in the
to between 1,000 and 2,000 m3/h at steadily increasing temperatures. column. (See 7.5 emergency cargo pump installation, 1st column
Temperatures within the tank and insulation are indicated in the CCR. e) At vent mast No.1, open valve CL107. a. )
Rolling and pitching of the vessel will assist evaporation. Temperature sensors at f) Adjust the set point of CG106 at 16 kPa. r) At the end of the operation, when the coldest temperature of the
the aft end of the tank give a good indication of the progress of warm-up. Slight secondary barrier is at least +5°C, or before switching to the
listing of the vessel will assist in correcting uneven warm-up in any one tank. g) Open the valve CG603, the compressor(s) suction from the vapour second step, stop and shut down gas burning system if used. Stop
header. both HD compressors, shut the filling valves on all tanks and
Gas burning should continue as long as possible, normally until all the liquid has restore the normal venting from the vapour header.
evaporated, venting ceased and tank pressures start to fall. h) Open the compressor inlet and outlet valves CG509, 511, 513, 515.
s) As alternative operation, the target temperature in the cargo tank is
Preparation for Tank Warm up i) Open the heater inlet and outlet valves CG529, 517, 523, 520, and at least +5°C when inerting with hot inert gas is applied. In this
525. case total operating time for warming up and inerting is taken appr.
a) Strip all possible LNG from all tanks. 58 hours. (Details refer to 6.7.3 inerting.)
b) When discharging the final cargo, remove the maximum LNG with
the stripping/spray pumps.

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
Illustration 6.7.3a Inerting
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
GOLAR LNG LIMITED
CN683
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL703 CL707 CL807

CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
227
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202
CS211
CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
CS109 CS105
INERT GAS LINE
LNG LIQUID LINE
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.7.3 Inerting e) Open the filling valves CL400, 300, 200, 100, 110, 210, 310, 410
on each tank.
After the tanks have been warmed up, the LNG vapour is displaced with inert
gas. f) Start the inert gas generator and run it until the oxygen content and
dew point are acceptable.
Inert gas from the inert gas plant is introduced at the bottom of the tanks through
the LNG filling piping. Gas from the tanks is vented from the top of the tank g) On the dry air/inert gas discharge line, open the isolating valve
through the vapour header to the vent mast No.1, or to shore if in port. (The IG022, supplying inert gas to deck.
instructions which follow apply to the normal situation, venting to the
atmosphere at sea) h) Monitor tank pressures and adjust the opening of the fill valves to
maintain a uniform pressure in all the tanks. Ensure that the tank
Inerting is necessary to prevent the possibility of having an air/LNG vapour pressures are always higher than the insulation space pressures by
mixture in the flammable range. The operation is continued until the at least 1.0 kPa, but that the tank pressures do not exceed 18.0 kPa
hydrocarbon content is reduced to less than 1.5%. The operation requires about above atmospheric pressure. In any case, during gas freeing the
20 hours. pressure in the tanks must be kept low, to maximize the piston
effect.
In addition to the cargo tanks, all pipe work and fittings must be gas freed. This
is best done with inert gas or nitrogen, while the plant is in operation for gas i) Approximately once an hour, take samples of the discharge from
freeing the tanks . the vapour dome at the top of each tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas
Operating Procedure remains below 1%, by testing at a purge valve at the filling line of
(See Illustration 6.7.3a) one of the tanks being inerted.
Warming up operation shall be carried out based on following two(2) cases j) Purge for 5 minutes all the unused sections of pipelines, machines,
alternatively. equipment and instrumentation lines.
Warming up with hot vapor : k) When the hydrocarbon content sampled from a tank outlet falls
Target point : all temperatures on secondary barrier +5ÛC below 1.5%, isolate and shut in the tank. On completion of tank
and pipeline inerting, stop the inert gas supply and shut down the
Warming up with hot vapor (1st step) and hot inert gas (2nd step) : inert gas plant. Reset the valve system for aerating.
Target point of 1st step : all temperatures in the tank +5ÛC
Target point of 2nd step : all temperatures on secondary barrier +5ÛC l) If the tanks remain inerted without aerating, shut valve CG107,
raise the pressure to 10.0 kPa gauge, then shut in the tanks.
When warming up operation is completed based on the above No.2 case, Inert
gas should be heated to about 40ÛC by B.O/W.U heaters. Warning
Then the procedure on d) below shall only be changed as follows. If any piping or components are to be opened, the inert gas or nitrogen must first
Close valve CG527 be flushed out with dry air. Take precautions to avoid concentrations of inert gas
Open valves CG529, 523, 517, 520 and 525 or nitrogen in confined spaces which could be hazardous to personnel.
a) Prepare the inert gas plant for use in the inert gas mode.
b) Open the vapour valves CG410, 310, 210, 110 on each tank.
c) At vent mast No.1 open valve CG107 and adjust the set point of
CG106 at 2.0 kPa. abs.
d) Install the spool pieces connecting the I.G. line to the LNG liquid
header. Open valves CG527 and CL602.

FROM E/R
CL406
TO E/R
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
Illustration 6.7.4a Aeration
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
GOLAR LNG LIMITED
CN683
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS711 CS710 CS810 CS811 CS812

CS712
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
229
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CL705 CS802
CS703 CS701 CS801
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202
CS211
CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
DRY AIR
CS109 CS105
INERT GAS LINE
CS107
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102

6.7.4 Aeration Operating Procedure m) During the time a tank is opened for inspection, dry air will be
(See Illustration 6.7.4a) permanently blown through the vapour header line in order to
Introduction prevent the entry of humidity from the ambient air.
a) Prepare the inert gas plant for use in the dry-air mode.
Prior to entry into the cargo tanks the inert gas must be replaced with air. m) The insulation spaces are to be maintained in a vacuum condition
b) Install the spool piece for venting the mixture of inert gas / dry-air during cargo tank maintenance.
With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo from the liquid header. Adjust the set point of CG106 at 16 kPa
tanks are purged with dry air until a reading of 20% oxygen by volume is above atmospheric pressure.
reached.
c) Open the filling valves CL410, 310, 210, and 110 on each tank.
Operation
d) Open the vapour valves CG401, 402, 301, 302, 201, 202, 101, 102
The Inert Gas and Dry-Air System produces dry air with a dew point of –45°C. on each tank.
The dry-air enters the cargo tanks via the vapour header, to the individual vapour e) On the dry-air/inert gas discharge line, open the dry air supply
domes. valve. CL110, 210, 310, 410.
The inert gas/dry-air mixture is exhausted from the bottom of the tanks to the f) Start the dry air generator.
atmosphere at No.1 vent mast via the tank filling pipes, the liquid header, and
spool piece and valve CL107. During aerating, the pressure in the tanks must be g) Open the valves CG527, 601 to supply dry air to the vapour header.
kept low to maximize a piston effect.
h) Observe the tank pressures and insulation space pressures, to
The operation is complete when all the tanks have a 20% oxygen value and a ensure that the tank pressures are higher than the space pressures
methane content of less than 0.2% by volume (or whatever is required by the by 1 kPa gauge at all times.
relevant authorities) and a dew point below –40°C.
i) Approximately once an hour, take samples from the filling pipe
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by test connections to test the discharge from the bottom of the tanks
volume, and carbon monoxide less than 50 ppm) which may have been for oxygen content.
constituents of the inert gas. In addition, take appropriate precautions as given in
the Tanker Safety Guide and other relevant publications. j) When the oxygen content reaches 20%, isolate and shut in the tank.
The pressure in the tanks is adjusted to 12 kPa. k) When all the tanks are completed and all piping has been aired out,
raise the pressure to 10 kPa gauge in each tank and shut the filling
Aeration carried out at sea as a continuation of gas freeing will take and vapour valves on each tank. Restore the tank pressure controls
approximately 20 hours. and valves to vent from the vapour header.
Warning l) During the time that dry air from the inert gas plant is supplied to
Take precautions to avoid concentrations of inert gas or nitrogen in confined the tanks, use the dry air to flush out inert gas from vaporizers,
spaces, which could be hazardous to personnel. Before entering any such areas, compressors, gas heaters, crossovers, pump risers and emergency
test for sufficient oxygen > 20% and for traces of noxious gases: CO2 < 0.5% pump wells. Piping containing significant amounts of inert gas
and CO < 50 ppm. should be flushed out. Smaller piping may be left filled with inert
gas or nitrogen.

Part 7
Emergency Procedures
Part 7 Emergency Procedures Temperature Variation
Introduction No temperature change will be obvious, unless the fracture is in the immediate
vicinity of the sensors below the cargo tank.
All tests carried out on the primary insulation membrane have shown that a
fatigue fracture in the membrane will not extend. Leakage of methane vapour into the primary insulation space presents no
immediate danger to the tank or vessel. As much information as possible
Fatigue fractures in the primary insulation membrane are generally small and concerning the fracture and leak should be obtained and recorded.
will pass either vapour only, or a sufficiently small amount of liquid, which will
vaporize as it passes through the fracture. Determine whether the leak is increasing as follows:
It is possible, however, that a larger failure of the membrane could occur, a) After the leak is detected (and without changing the flow of
allowing liquid to pass through and eventually gather at the bottom of the nitrogen to the primary insulation space), record the gas
primary insulation space. concentration and primary space temperatures every hour for eight
hours.
Leakage Detection
b) Then, if necessary, adjust the flow of nitrogen to maintain the gas
7.1 Vapour Leakage concentration below 30% (vol%) and record the gas concentration
and primary insulation space insulation temperatures every four
A small leakage of vapour through the membrane may not be readily obvious. hours.
However, indications are likely to be:
c) In conjunction with the above, record all pressure changes
A sudden rise in the percentage of methane vapour in one primary insulation occurring in the cargo tank and primary insulation space.
space. Some porosity in the primary barrier weld will allow the presence of
methane vapour in the primary insulation space. The amount of this vapour
should be kept to a minimum by the nitrogen purging.
If a fracture occurs in the primary insulation barrier below the level of the liquid
in the tank, the vapour concentration will increase slowly and steadily.
If the fracture is above the liquid level, the concentration will exhibit a
fluctuating increase.
The vapour concentration in each primary insulation space is recorded daily, to

detect any small and steady change.
An Increase in Pressure in One Primary Insulation Space
A fracture above the liquid level in a cargo tank will allow a direct flow of
vapour into the primary insulation space. This flow will vary according to the
pressure in the tank.
A fracture below the liquid level in a cargo tank, resulting in a small amount of
liquid vaporizing as it passes through the fracture, will cause a small increase in
pressure (any small quantity of liquid which enters the primary insulation space,
then vaporizes, will have the same effect). This increase is dependent upon the
height of liquid above the fracture and the pressure in the tank.
234 Part 7 Emergency Procedures

Illustration 7.2a Barrier Punch
MESSENGER HEAD OF MESSENGER
BOTTOM
VIEW a=4
a=4 65 Endless Screw
Disengaging Lever
B B
135
60
Detail 1
At -163ٞ
125 / T.B.
At -100ٞ
100 / T.B.
At 21ٞ
50 -0~+5/T.B.
0.5 Stainless Level
Steel Tank Bottom
Primary
Box TOP
VIEW
Split Casing
Inspection Plate
See C.C.S. Drawing Insulation
Reduced Thickness
Enlarged Sectional View
Material
Showing Barrier Punch Messenger
DETAIL 1
B-B 14
Sliding pad HD-PE 9
Screw C HC M 3-14
R10
To be screwed after
sliding pad erection 2 at 45

7.2 Liquid Leakage
A major failure in the primary membrane, allowing liquid into the primary
insulation space, will be indicated as follows:
1. A rapid increase in the methane content of the affected space.
2. A rise in pressure in the primary insulation space nitrogen header,

accompanied by continuous increased venting to atmosphere.
3. Low temperature alarms at all temperature sensors in the insulation

below the damaged cargo tank.
4. A general lowering of inner hull steel temperatures.
If a major failure of the membrane occurs, liquid from the tank will flow into the
primary insulation space until the levels in both compartments are equal. When
the contents of the cargo tank are discharged, unless the LNG in the primary
insulation space can drain sufficiently quickly to the cargo tank, a differential
liquid head will build up, tending to collapse the membrane of the tank.
Before discharging a tank with major failure in the primary membrane, it is

essential that the primary membrane is punched so that liquid can freely flow
back into the tank from the primary insulation space. In this way no hydrostatic
head occurs in the primary insulation space which could cause damage to the
primary membrane support.
The punching device is a 30 kg messenger which is dropped down the HSH float
gauge tube so as to punch a hole in the primary membrane at the base.
The base of the HSH float gauge tube is fitted with a split perforated base to
allow the messenger to penetrate through to the membrane. The membrane is
fitted with a thin diaphragm and the plywood insulation boxes are thinner than
normal to allow the messenger to penetrate fully.
Barrier Punching Procedure
a) Wind the HSH float gauge into the head and close the gate valve.
b) Remove the HSH float gauge head above the gate valve.
c) Fit the messenger to the messenger casing and fit the casing in
place of the HSH float gauge head.
d) Turn the messenger retention handle anticlockwise until the

messenger drops.
The tank can then be discharged safely.

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

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

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

7.3 Water Leakage to Barrier If ballast water is suspected of having leaked into an insulation space. 7.4 Fire and Emergency Breakaway
Inner Hull failure a) Pump out the ballast water from the adjacent wing tanks. 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
Ballast water leakage from the wing tanks to the insulation spaces can occur b) Ventilate the pipe duct space, which runs beneath the cargo tanks terminal handbook.
through fractures in the inner hull plating. If the leakage remains undetected and and cofferdams, and carry out normal enclosed space safety
water accumulates in these spaces ice will be formed. Ice accumulation can procedures. In case of a Fire or Emergency developing, either on board or ashore the
cause deformation, and possible rupture, of the insulation. The resultant cold following basic procedures will be followed:
conduction paths forming in the insulation will cause cold spots to form on the c) Connect a flexible hose to the pump outlet valve, forward or aft,
inner hull. for drain water discharge overboard. a) All cargo operations will be stopped and Emergency Signals
sounded as per the terminals requirements (as detailed in the
The pressure differential caused by the head of water building up in the d) Open the bilge well outlet valve on the selected tank insulation ship/shore checklist).
insulation space may be sufficient to deform or even collapse the membrane into space.
the cargo tank. b) Ship and Shore Emergency procedures will be put into operation.
e) Open the inlet and outlet valves on the selected pump.
To reduce the risk of damage from leakage, each cargo insulation space has been c) The ESD2 system will be activated, resulting in cargo arms being
provided with water detection units, (see Leakage Detection below) a bilge f) Open the air supply to the pump and continue pumping until the disconnected.
piping system connected to two pneumatic pumps for the removal of any water. maximum amount of water has been discharged.
d) In the event of fire, the IMO water spray system on ship/shore will
Leakage Detection g) Carry out an inner hull inspection to determine the cause of the be activated.
leak (with particular reference to safe atmosphere in the ballast
At the bottom of number 2, 3, 4 and 5 cofferdams there is a bilge well for each tank space). e) Fire parties would attempt to deal with the situation.
tank insulating space. Each of these wells is fitted with four water detection units,
two working and two spare. h) After the maximum possible water has been discharged from this f) Vessel would prepare for departure from berth.
insulation space, appreciable moisture will remain in the insulation
Each detector is of the conductivity cell type, which causes a change in and over the bottom area. Increasing the flow of nitrogen through g) Liaison with shore personnel to arrange for pilot and tugs and
resistance due to the presence of humidity from the ingress of sea water and the space can assist drying out the insulation. This should be additional support.
activates an alarm. The bilge well serves as the inlet for the nitrogen 150 mm continued until the moisture level is below that detected by the
supply pipe to the insulation space. This supply pipe also acts as a manual Hanla water detection system before any cargo is carried in the h) A standby tug would assist with fire fighting/movement of the
sounding pipe to the bilge well. affected tank. vessel from the berth.
Insulation Space Water Discharge 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
Each bilge well is connected to a 50 mm draining pipe system with a 20 m3/h additional tugs/pilot summoned from shore.
pneumatic pump situated in the forward and aft pipe duct for discharging the
water to deck level and then overboard by means of a flexible hose. j) The Owners/Charterers and other interested parties would be
informed of the situation.

Illustration 7.5a Emergency Cargo Pump Fitting Sequence
Fixed Terminal
Box
Cable Guide
Support Plate
Lifting Assembly
Assy
Head Plate
Column Flange
Lifting Cable
LNG Discharge Pipe Gasket
Deck Power Cable
Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas Nitrogen Gas
Blind Flange
Tank Top
Lifting Cable In-Tank

Auxiliary Cargo Pump Power Cable
Tank LNG Liquid Level
Cable Guide
In-Tank
Power Cable
Column Support Block
and Spreader
Bar Assembly Nitrogen Gas
LNG Liquid
N Gas N Gas
2 2
Foot Valve

7.5 Emergency Cargo Pump Installation b) On completion of the expulsion of the liquid, a check must be Operating Procedure - Pump Cool Down and Operation
made at the purge cock to ensure complete inerting has taken place.
The emergency cargo pump is used in the unusual event that both main cargo The tank pressure must be reduced to just above atmospheric, a) Start the cooldown for the pump. The pump should be left
pumps have failed in a cargo tank. The pump is lowered into the emergency before removing the column top blank flange. Install a new column suspended in the empty column for 10 to 12 hours for a correct
cargo pump column for that tank. Cables and a connection to the local junction flange gasket, then begin to install the pump using the derrick. cooldown.
box are used to power the pump. The pump, when lowered to its final position,
opens the foot valve in the column and the LNG can be pumped out. c) Install the power cables on the pump. Ensure that the power cables b) After 10 to 12 hours introduce nitrogen pressure in the column to
are carefully laid out on deck and suitably protected to avoid any open the suction foot valve with the lifting assembly in the closed
Adjacent to each pump column is a terminal box for the cargo pump connection damage. The power cable ends are marked ‘A’, ‘B’ and ‘C’ and position.
and a local start switch. The pump and delivery valve are controlled and started should coincide with the same markings on the pump to ensure
via IAS mimic C03/04. correct phase rotation. c) Decrease the nitrogen pressure slowly to let the liquid rise in the
column at a speed of approximately 75 to 125 mm/minute until it
The pump is supplied with a set of: d) Attach a strop to the pump lifting link-plate and a link-plate to the covers the pump completely (approximately 2 m). When liquid
top eye of the strop. Attach the derrick hook and lift the pump. level in pump column reaches to appr. 2 m, boil off gas in the
7 lifting strops
Suspend it above the column and lower the pump into the column. column will be rapidly reduced because of completion of
Three phase cargo pump power cables cooldown of the pumps.
e) When the pump is lowered into the column, fit the support flange
Head plate with cable terminal box, power cables and mounting frame for with U-slot to the column and pass the support pin through the d) When the liquid level is above the pump, maintain the nitrogen gas
terminal box centre of the link-plate. Lower the link-plate so that the weight of pressure and lower the pump completely by adjusting the lifting
the pump is taken by the pin resting across the support plates. assembly to the open position. Tighten the gland onto the lifting
7 link plates fitted with roller guides Remove the derrick hook. Fit the cables and roller guides to the rod through the head plate.
link-plate and tighten the nuts.
The pump is suspended over the column into which it is being lowered by a 2.5 e) Stop the nitrogen supply when the liquid is at the same level in the
tone SWL derrick. For No.3 tank, the cargo crane is used. A support flange to f) Fit the next strop to the top of the plate and fit the next link-plate tank and the column and bleed the nitrogen from the top of the
take the weight of the pump is used to connect each strop. with cables and roller guides to the to eye of that strop. Attach the column. The pump will have to stay for one hour immersed in the
the derrick hook and lift pump a few centimetres to remove the liquid before being started.
The pump discharges into the column and to the liquid line via a discharge support pin. Lower the pump 2.5 m into the column and repeat e)
connection and valve at the top of the column. until all 7 strops have been attached. f) Before starting the pump, open the discharge valve to ensure that
there is no pressure built up at the top of the column when starting
Operating Procedure- Installation in the Tank g) Fit the head plate lifting rod eye to the link-plate and fit the derrick the pump. If necessary excess pressure can be bled off via the
(See Illustration 7.5a) hook to the top eye. Lift the pump a few cm to remove the support purge cock.
pin. Take care not to lower the pump onto the foot valve.
! Caution g) When ready to start the pump, open the discharge valve 20% and
When working near the open pump column, all tools and equipment used must h) Lower the head plate onto the column and install the head plate start the pump normally.
be attached to avoid anything falling in the column. All personal items have to be with the lifting assembly in closed position, being very careful
removed from pockets and the column opening must be temporarily covered with the gasket. h) Check the operation very carefully to ensure that there is no
when the blind flange is removed. Use only brass tools. leakage at the top of the column or discharge piping. Fire hoses
i) Install the electrical assembly and support brackets. Install the deck must be under pressure and ready in the vicinity before starting.
When all equipment, pump, cables, electrical connection box and accessories are power cable assembly making sure that ‘A’, ‘B’ and ‘C’ markings
in position near the tank in which the pump is to be installed, prepare the derrick are matched at all connecting points. i) Adjust the opening of the discharge valve to have the required
to lift the pump and start the pump installation. discharge flow and pressure within the pump capacity.
a) The cargo tank will inevitably contain LNG, therefore the column
into which the emergency pump is being lowered must be
evacuated. This is achieved by injecting nitrogen into the column.
In the case of a full cargo tank, a pressure of between 200 and 300
kPa is required. The nitrogen forces the liquid out through the foot
valve located at the bottom of the column.

Illustration 7.6.1a One Tank Warm Up (No.3)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R
HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG027
CG519
CG516
LNG VAPOUR LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
No.2 LOW DUTY COMP.
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CS003
GAS MAIN
VAPOR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

7.6 One Tank Operation f) Check the tank vapour domes g) Open valve CL107 of No.1 vent mast isolating valve on the liquid
Tank No.1 open and lock in position valve CG101, 102. header.
It may be necessary for in-tank repairs to be carried out with the vessel in service, Tank No.2 open and lock in position valve CG201, 202.
in which one tank can be warmed up, inerted, aerated, entered and work Tank No.3 open and lock in position valve CG301, 302. h) Monitor the gas pressure in the tank, excess vapor to be vented
undertaken on the tank internals, i.e. change cargo pump, investigate and cure Tank No.4 open and lock in position valve CG401, 402. through No.1 vent mast if the pressure in No.3 tank goes above the
problems with tank gauging systems etc. It is not envisaged that tank barrier The valves should already be locked in the open position. set point of CG106.
repairs will be carried out with one tank only warmed up.
g) Open valve CG603 and CG505, 507 vapour supply to the LD i) When all the liquid has evaporated and the tank temperature is
The warm up, inerting and aeration can be carried out with the remaining cold compressor and gas heater via the mist separator. rising, continue as described in section 6.7.2 until the required
tanks providing boil-off gas for burning in the boilers. temperatures are obtained and the tank is ready for inerting.
h) Boil-off gas heater No.1.
Aeration should be continued throughout the repair period to prevent ingress of Open CG517 and 521heater inlet and outlet.
humid air to the cargo tank. Open the steam supply to the heater.
Tank venting is carried out by means of the gas header line. In CCR
i) No.1 vent mast:
Operation Adjust set point control inching valve CG106 to 15 kPa g.
At the discharge port, the tank to be worked on is discharged to the lowest j) LD Gas compressor:
measurable level and after completion of Custody Transfer, as much as possible Adjust the normal boil-off valve (IGV) to 60% for loaded
is drained to another tank using the spray/stripping pump. Sufficient heel for the condition, tank pressures are to be maintained between a minimum
voyage, together with an extra amount for cooling down the tank after 106 kPa abs. and maximum 109 kPa abs. and the steam dump
completion of repairs, is retained in one of the other tanks. opening at 113 kPa abs.
7.6.1 Warm Up (No.3 Tank) When the engine room is ready to start gas burning, ensure that there is
sufficient nitrogen to purge the lines to the boiler i.e. >500 kPa in the buffer tank.
Normal gas burning is continued during this operation using vapour from all four
tanks. In the first instance, normal boil-off gas procedures are followed until this k) Ensure that the gas outlet temperature of the heater is
operation has stabilised, then the operation for warming up one tank using a HD approximately 25°C
compressor can be carried out. Open valve CG405, start the LD compressor.
It is assumed that all valves are closed prior to use. This operation will then be controlled and monitored from CCR and the Engine
Control room.
a) Prepare No.1 HD compressor (No.2 HD comp. is also available),
and No.2 boil-off/warm-up heater (for use in tank warm-up vapour Warm up procedure
supply).
a) Open valves CL300 and CL310 on No.3 tank liquid header.
b) Prepare No.2 LD compressor (No.1 HD comp. is also available),
and No.1 the boil-off heater and the engine room gas burning plant b) Open valve CL602, the vapour line crossover to liquid header.
for use.
c) Open valve CG525 the outlet from No.2 boil-off/warm-up heater.
c) Fit the spool piece between the liquid main and the boil-off/warm-
up heaters. d) Open valve CG522 the inlet to No.2 boil-off/warm-up heater.
d) Fit the spool piece between the gas header line and the vapour e) Open valves CG509 and CG511 the inlet/outlet to No.1 HD
dome on No.3 tank. compressor.
e) Change over the spool piece between liquid header line and the f) Start No.1 HD compressor.
forward vent mast.

Illustration 7.6.2a One Tank Inerting (No.3)
CG514
CG002
CG513
CG515
CG524 CG516
CG510
CG509
CG525 CG523 CG511
No.2 B.O/W.UP
FROM E/R HEATER
CG526 CG522 CG512
IG021 IG020 IG022 CG027
CG519
CG516
INERT GAS LINE
CG505
CG521 CG507
HEATER
CG405 CG520 CG518 CG517 CG508
CS506 CG502
CG501
CG503
CS505
CG532 CG504
No.1 LOW DUTY COMP.
LNG VAPOUR + INERT GAS
FORCING VAP.
CS504
CS503 CN683
DEMISTER
CG530
TO INS.PRESS.
LNG VAPORIZR
CS501 CS502
CG528
CS003
GAS MAIN
VAPOR MAIN
CS004 CS002 CS001

LIQUID MAIN
CF401 CF301 CF201 CF101
CF402 CF302 CF202 CF102

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

the tank pressure is always higher than the insulation space
pressures by at least 1.0 kPa, but that the tank pressures do not
exceed 18.0 kPa above atmospheric pressure. In any case, during
inerting, the pressure in the tanks must be kept low to maximize
the piston effect.
j) Approximately once an hour, take samples of the discharge from

the vapour dome at the top of the tank and test for hydrocarbon
content. Also verify that the oxygen content of the inert gas
remains below 1%, by testing at a purge valve at the filling line of
the tank being inerted.
k) Purge for 5 minutes all the unused sections of pipelines, machines,

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

obtained.

FROM E/R
TO E/R
CL406
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
Illustration 7.6.3a One Tank Aeration (No. 3)
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS306 CS309
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
GOLAR LNG LIMITED
CG301 CG302
No.3 CARGO TANK

CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS712 CS711 CS710 CS810 CS811 CS812
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
245
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
DRY AIR LINE
CS109 CS105
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
INERT GAS + DRY AIR LINE
CG101 CG102
CG105
CF101
CF102
Part 7 Emergency Procedures

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

FROM E/R
TO E/R
CL406
CL405
CL403 CL401
IG021 IG020
CG405
CL404 CL402
IG022
CL400
CS404 CL410
CS408
CG527
CL601
CS401 CS402
CS406
CS601
CS409
CG526
CG520
CG525
CG521
CS405
CS501
CS504
CS407
CG401
No.4 CARGO TANK

CS503
CG601
CS502
CG402
CS506
CS505
HEATER
HEATER
CF401
No.1 B.O/W.UP
No.2 B.O/W.UP
CG602
Illustration 7.6.4a One Tank Drying/Inerting (No.3)
CF402
CL602
FORCING VAP.
LNG VAPORIZR
CG524
CG523
CL306
CG518
CL305
CG519
CL303 CL301
CG530
CG532
CG603
CG522
CG517
CL304 CL302
CG531
CG529
CL300
CS004
CG504
CG508
CG516
CG512
CS304 CL310
CS308
CG511
CG515
CG507
CG503
CG528
CS301 CS302
CS311
CG514
CS309
CS306
CG502
CG506
CG510
No.1 LOW DUTY COMP.

No.2 LOW DUTY COMP.
CS313 CS305
CS307
CN683
CG301 CG302
No.3 CARGO TANK

GOLAR LNG LIMITED
CG505
CG509
CG513
CG501
TO INS.PRESS.
CF301
DEMISTER
CF302
CS003
CL704 CL708 CL808 CL804

CG002
CS712 CS711 CS710 CS810 CS811 CS812
CL707 CL807
CL703 CL803
LIQUID CROSSOVER
CS709 CS708 CS707 CS 807 CS808 CS809
247
CG701 CG001 CG801
VAPOUR CROSSOVER
CS705 CS805
CG702 CG802
CS706 CL706 CS806
CS704 CS 804
LIQUID CROSSOVER
CL205 CL206
CL702 CS702 CL806 CL802
CL203
CL201
CS703 CL705 CS802
CS701 CS801 CS803
CL204
CS002
CL202
CL701 CL805 CL801
CL200
GAS MAIN
CL210
LIQUID MAIN
CS204 CS208
VAPOUR MAIN
CS201 CS202 CS211

CS209
CS206
CS213 CS205
CS207
CG201 CG202
No.2 CARGO TANK
CF201
CF202
CL106
CL105
CL103 CL101
CL104 CL102
CL100
CS104 CL110
CS108
CS001
CS101 CS102
CS106
WET AIR LINE
DRY AIR LINE
CS109 CS105
CS107
LNG VAPOUR LINE
CG107
No.1 CARGO TANK
CG106 CL107
CG101 CG102
CG105
CF101
CF102
Part 7 Emergency Procedures

7.6.4 Drying/Inerting One Tank Operation g) Open valve CG105 to vent through No.1 vent mast. The tank It is assumed that the maintenance/repair of one tank will take place while the
pressure is controlled via by regulating valve CG301 manually. ship is on ballast passage, having discharged the cargo from the affected tank in
Normal gas burning is continued during this operation using vapour from the the normal manner. Therefore gas filling will not be undertaken until the ship
three in service tanks. h) Pressure control of the liquid header : open CL107 and set CG106 returns to the loading port.
at 10 kPa.
During a maintenance operation where one cargo tank has been opened up and On arrival at the loading terminal the first procedure will be to gas fill the
contains wet air, it must be dried to avoid primarily the formation of ice when it i) Start the dry air production. When dew point is –45°C, open the affected tank with vapour from shore, venting the inert gas through the liquid
is cooled down and secondly the formation of corrosive agents if the humidity valve IG022 upstream of the two non return valves on the dry header via the spool piece to No.1 vent mast.
combines with the sulphur and nitrogen oxides which might be contained in air/inert gas discharge line.
excess in the inert gas. The tank is then inerted in order to prevent the possibility The operation is considered complete when the methane content, as measured at
of any flammable air/LNG mixture. Normal humid air is displaced by dry air. j) Monitor the dew point of the tank by taking a sample at the vapour the top of the cargo filling pipe, exceeds 80% by volume.
Dry air is displaced by inert gas produced from the dry air/inert gas plant. dome. When the dew point is –25°C or less drying is complete.
The target valves for N2 gas and inert gas CO2 is equal or less than 1%. These
Dry air is introduced at the bottom of the tank through the filling piping. The air Wet air which may be contained in the discharge lines from the cargo pumps, values should be matched with the LNG terminal requirements.
is displaced from the vapour dome into the gas header via the fitted spool piece float level piping and any associated pipe work in the cargo compressor room
and is discharged from No.1 vent mast. The operation can be carried out at shore must be purged with dry air. This normally entails approximately two changes of the volume of the
or at sea and will take approximately 10 hours to reduce the dew point to less atmosphere in the cargo tank.
than -20°C. k) When the tank is dried, stop the plant. Change over the plant to
inert gas production and feed the tank in the same manner as for On completion of purging, the tank can be made common with the other tanks.
During the time that the inert gas plant is in operation for drying and inerting the drying the tank. Cool down of the liquid header will take place and normal loading will
tanks, the inert gas is also used to dry, (below –40°C) and to inert, all other LNG commence into the other three tanks. When a liquid level of approximately 1 m
and vapour pipework. Before introduction of LNG or vapour, pipework not Note ! is attained in No.4 tank, No.4 stripping/spray pump can then be used to cool
purged with inert gas must be purged with nitrogen. It is necessary to lower the tank’s dew point by dry air to at least -20°C, before down the tank to be brought back into service at a rate of no more than 20°C per
feeding tanks with inert gas in order to avoid formation of corrosive agents. hour. When the ATR temperature of the tank reaches –130°C loading can
Operating Procedure for Drying Tanks commence into this tank.
l) Start the inert gas production. When oxygen content is less than
Dry air, with a dew point of –45°C, is produced by the dry air/inert gas plant at a 1% and dew point is -45°C, open the valve IG022 upstream of the
flow rate of 14,000 Nm3/h. two non-return valves on the inert gas discharge line.
a) Prepare the dry air plant for use. m) By sampling at the vapour dome, check the atmosphere of the tank
by means of the portable oxygen analyzer. O2 content is to be less
b) Install the two spool piece to connect the inert gas/dry air feeder than 2% and the dew point less than –40°C.
n) During tank inerting, purge for about 5 minutes the air contained in
c) Install the spool piece to connect the vapour outlet from No.3 tank the lines and equipment by using valves and purge sample points.
to the gas header, venting via No.1 vent mast.
o) When the operation is completed, stop the supply of inert gas and
d) Install the spool piece connecting the liquid header to No.1 vent close the valves IG022 and CG527, CL602, CL310, CL300,
mast. CL107, CG105. remove the spool pieces.
e) Open valves CG527, CL602, CL310, CL300, to supply dry air to Note !
the liquid header and No.3 cargo tank. Until the ship is ready to load LNG, the tank maybe maintained under inert gas
as long as necessary. Pressurize the tank 2 kPa above atmospheric pressure and,
f) Open tank vapour valve CG301, ensure that valve CG302 remains to reduce leakage, isolate the valve at the forward venting system.
closed.

7.7 Ship to Ship Transfer The weather conditions should be taken into consideration, as that will determine 7.7.3 Mooring
the type and number of fenders to be used and the type of mooring procedure to
This section is intended to complement the ICS Tanker Safety Guide, (Liquefied be used. Both Masters should be in agreement that conditions are suitable for The most successful method of berthing is with both ships underway. One ship,
Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied Gases) and should berthing and cargo transfer before the operation takes place. preferably the larger, maintains steerage way on a constant heading as requested
be supplemented by the Company's own instructions and orders. by the manoeuvring ship, usually with the wind and sea dead ahead. The
All equipment to be used should be thoroughly prepared and tested, and all manoeuvring ship then comes alongside.
7.7.1 General Safety safety equipment should be checked and be ready for use if required.
Successful operations have taken place with one ship at anchor in fine weather
The Master, or other person in overall control of the operation, should be clearly Cargo Equipment to be Tested conditions, and this is not too difficult if there is an appreciable current and a
established before the operation commences and the actual transfer should be steady wind from the same direction. If not, then tug assistance may be necessary.
carried out in accordance with the wishes of the receiving ship.
Ventilation of compressor, pump and control room to be fully operational.
Mooring should be rapid and efficient and can be achieved by good planning by
The means of communication should also be well established before transfer and Gas detection systems to be correctly set, tested and operating. the Masters of both ships.
both ships must be in direct contact with each other during the whole operation.
Emergency shut down system to be tested and ready for use.
Radio telephone contact should be established on VHF Channel 16 and thereafter In general, the following points should be noted.
on a mutually agreed working channel. Approach, mooring, transfer and Pressure and temperature control units to be operational.
unmooring should not be attempted until fully effective communications are The wind and sea should be ahead or nearly ahead.
established. Cargo tanks to be cooled, if necessary.
Manifolds to be securely blanked. The angle of approach should not be excessive.
Should there be a breakdown in communications for whatever reason, either on
approach, or during transfer, the operation should immediately be suspended. Cargo hose reducers to be ready in place. The two ships should make parallel contact at the same speed with no astern
Hose purging equipment to be acceptable. movement being necessary.
! Caution
The ignition of gas vapours may be possible by direct or induced radio frequency Safety Precautions The manoeuvring ship should position her manifold in line with that of the
energy and no radio transmissions, other than at very high frequency, should take constant heading ship and match the speed as nearly as possible.
place during transfer operations. Arrangements should be made with an
appropriate coast station for blind transmissions which would allow reception of Fire main tested and kept under pressure. Contact is then made by the manoeuvring ship, reducing the distance between
urgent messages. Water spray system tested and ready. the two ships by rudder movements, until contact is made by the primary fenders.
7.7.2 Pre-Mooring Preparations Two additional fire hoses connected near the manifold and ready for use. Note !
Masters should be prepared to abort if necessary. The International Regulations
Dry powder system ready.
Prior to mooring, the organisers of the transfer should notify the local authorities for Preventing Collisions at Sea must be complied with.
of their intentions and obtain any necessary permits.
All access doors to the accommodation to be kept closed at all times during
On completion of mooring, the constant heading ship will proceed to an
transfer.
The two vessels should liaise with each other and exchange details of the ships, anchoring position previously agreed. The manoeuvring ship will have its
which side is to be used for mooring, the number of fairleads and bitts and their engines stopped and rudder amidships, or angled towards the constant heading
No smoking.
distance from the bow and stern of the ship to be used for mooring. ship. The constant heading ship should use the anchor on the opposite side to that
on which the other ship is berthed.
Impressed current cathodic protection system, if fitted, to be switched off at least
Information should also be exchanged on:
three hours before transfer.
From the time that the manoeuvring ship is all fast alongside, to the time the
The size and class of manifold flanges to be used. constant heading ship is anchored, the constant heading ship assumes
First aid equipment etc. to be ready for use.
responsibility for the navigation of the two ships.
The anticipated maximum height differential of the manifolds for determining
Fenders should be positioned according to an agreed plan, taking into
hose length required.
consideration the type and size of both ships, the weather conditions and the type
of mooring that is to take place.
The type of hoses required and their supports to ensure that their allowable
bending radius is not exceeded.

7.7.4 Transfer Operations 7.8 Jettisoning of Cargo

(Installed on deck near deck store)
Transfer can begin when the two Masters have ensured that all the pre-transfer
checks and precautions have been completed and agreed between them. Both Warning
ships should be prepared to disconnect and un-moor at short notice should The jettisoning of cargo is an emergency operation. It should only be carried out
anything go wrong. to avoid serious damage to the cargo tank and/or inner hull steel structure.
During transfer, ballast operations should be performed in order to keep the trim A membrane or insulation failure in one or more cargo tanks may necessitate the
and list of both vessels constant. Listing of either vessel should be avoided jettisoning of cargo from that particular cargo tank to the sea. This is carried out
except for proper tank draining. Checks should also be kept on the weather, using a single main cargo pump, discharging LNG through a portable nozzle
traffic in the area, and that all safety equipment is still in a state of readiness. fitted at ship’s manifold.
Transfer can take place whilst the two vessels are at anchor. This is the most As jettisoning of LNG will create hazardous conditions:
common method. Transfer can also take place whilst the two vessels are
underway, though this depends on there being adequate sea room, traffic a) All the circumstances of the failure must be carefully evaluated
conditions and the availability of large diameter, high absorption fenders. before the decision to jettison cargo is taken.
Underway Transfer b) All relevant fire fighting equipment must be manned, in a state of
After completion of mooring, the constant heading ship maintains steerage way readiness and maintained so during the entire operation.
and the manoeuvring ship adjusts its engine speed and rudder angle to minimise
the towing load on the moorings. The course and speed should be agreed by the c) All accommodation and other openings and all vent fans must be
two Masters and this should result in the minimum movement between the two secured.
ships. The Master of the constant heading ship is responsible for the navigation
and safety of the two vessels. d) The NO SMOKING rule must be rigidly enforced.
Drifting Transfer e) The water curtain on the side of the jettison is to be running to
This should only be attempted in ideal conditions. protect the ship’s structure.
Completion of Transfer Weather conditions, and the heading of the vessel relative to the wind, must be
After transfer has been completed and before unmooring, all hoses should be considered so that the jettisoned liquid and resultant vapour cloud will be carried
purged, manifolds securely blanked and the relevant authorities informed that away from the vessel. In addition, if possible, avoid blanketing the vapour with
transfer is complete. exhaust gases from the funnel.
7.7.5 Unmooring The discharge rate must be limited to the capacity of one cargo pump only and, if
necessary, reduce to allow acceptable dispersal within the limits of the prevailing
This procedure will be carried out, under normal conditions, at anchor, though if weather conditions.
both Masters agree, unmooring can take place underway.
Note !
Before unmooring begins, obstructions from the adjacent sides of both ships Conversion table for pressure
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 kPa Mpa
singled up fore and aft, then let go the remaining forward mooring allowing the mbar 1 kPa = 10 mbar 1 Mpa = 10,000 mbar
ships to drift away from each other, at which time the remaining after moorings bar 1 kPa = 0.014 bar 1 Mpa = 10 bar
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.

LNGC Methane Princess - Imo 9253715 - Cargo-Operating-Manual

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GOLAR

Cargo Operating Manual

GOLAR LNG LIMITED (H2215)

Part 7 Emergency Procedures ............................................................................................................................................ 234G

Issue and Update Control Issue 1 Issue 2 Issue 3 Issue 4

3 Issue and Update Control

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

4 Issue and Update Control

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

5 Issue and Update Control

6 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme

STANDARD SYMBOL STANDARD SYMBOL Symbol Colour

SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION

GAS LINE RGB (253, 253, 0)

SOUNDING CAP NORMAL

FO LINE RGB (0, 0, 0)

H REM. HYD. B ' FLY WAFER PISTON WITH

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

NON-RETURN LIFT (STR./ANG)

NEEDLE STR. SLEEVE COUPLING

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

AIR LINE RGB (128, 159, 255)

7 Symbols and Colour Scheme

Part 1 Design Concept of the Vessel Main Turbine LNG unloading

Fuel Oil Consumption per day 168.0 tonnes per day.

Manning Design Complement 1 Captain

11 Part 1 Design Concept of the Vessel

HD. Compressor Electric Heater

12 Part 1 Design Concept of the Vessel

1.1.3 General Arrangement

13 Part 1 Design Concept of the Vessel

1.1.4 Tanks and Capacity Plan

Cargo Tanks (expected volume) Fresh Water Tanks S.G.=1.000

Location Capacities Center of Gravity Max. Capacities Center of Gravity

Total 138158.476 135395.306 Total 999.4 999.4

Fuel Oil Tanks S.G.=0.990

Ballast Water Tanks S.G.=1.025 Location Capacities Center of Gravity Max.

Location Capacities Center of Gravity Max. 3 L.C.G. (m) V.C.G. (m)

14 Part 1 Design Concept of the Vessel

Lubricating Oil Tanks S.G.=0.900 Miscellaneous Tanks

Bilge Holding Tk(C) 15-26 110.8 110.8 -115.86 1.77 124

Total 276.2 276.2

15 Part 1 Design Concept of the Vessel

16 Part 1 Design Concept of the Vessel

17 Part 1 Design Concept of the Vessel

Illustration 1.3.1a Cargo Tank Lining Reinforcement

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

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

Non Reinforced Area

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

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

18 Part 1 Design Concept of the Vessel

19 Part 1 Design Concept of the Vessel

Illustration 1.3.1b Cargo Tank General

Inner Deck Hull

Side Passage Way Secondary Insulation Box(300mm)

Primary Insulation Box(230mm)

INVAR : Fe-36% Nickel Alloy

20 Part 1 Design Concept of the Vessel

21 Part 1 Design Concept of the Vessel

Illustration 1.3.2a Construction of Containment System– Securing of Insulation Boxes

Setting Plate For