EJNAN Cargo Operating Manual

4J LNGC EJNAN Cargo Operating Manual
Issue and Update Control .................................................................................. 2 4.8.2 Float Level Gauge.................................................................4 - 48 6.5 Discharging with Gas Return from Shore ........................................6 - 38
Cargo Machinery Symbols and Colour Scheme .............................................. 3 4.8.3 Trim-List Indicator............................................................... 4 – 50 6.5.1 Preparations for Unloading ...................................................6 - 38
Abbreviations ...................................................................................................... 4 4.9 Nitrogen Production System ............................................................4 - 52 6.5.2 Liquid Line and Arm Cooldown before Discharging............6 - 40
4.10 Inert Gas and Dry Air System ........................................................4 - 54 6.5.3 Discharging ...........................................................................6 - 42
Part 1 : Design Concept of the Vessel 4.11 Gas Detection System ....................................................................4 - 58 6.5.4 Ballasting ..............................................................................6 - 46
1.1 Principal Particulars...........................................................................1 - 1 4.12 Cargo and Ballast Valve Control....................................................4 - 60 6.6 Pre-Dry Dock Operations.................................................................6 - 48
1.1.1 Principal Particulars of the Ship .............................................1 - 1 4.12.1 Cargo Valve Control System ...............................................4 - 60 6.6.1 Stripping and Line Draining..................................................6 - 48
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3 4.12.2 Ballast and F.O Valve Control System ................................4 - 64 6.6.2 Tank Warm Up ......................................................................6 - 52
1.1.3 Maker List...............................................................................1 - 5 4.12.3 Emergency Shutdown System.............................................4 - 68 6.6.3 Inerting ..................................................................................6 - 54
1.1.4 General Arrangement..............................................................1 - 7 4.12.4 Ship Shore Link ..................................................................4 - 70 6.6.4 Aeration.................................................................................6 - 56
1.1.5 Tanks and Capacity Plan.........................................................1 - 8 6.6.5 Aeration of Cofferdam Space ................................................6 - 58
4.12.5 Mooring Load Monitoring System......................................4 - 75
1.2 Classification, Rules and Regulations.............................................. 1 - 11 4.13 Relief Systems ...............................................................................4 - 80
1.3 Design Concept of the Cargo System ..............................................1 - 14 Part 7 : Emergency Procedures
4.13.1 Cargo Tank Relief Valves....................................................4 - 80
1.3.1 Cargo Containment System Principle ...................................1 - 14 7.1 Vapour Leakage..................................................................................7 - 2
4.13.2 Insulation Space Relief Valves............................................4 - 80
1.3.2 Membrane Cargo Containment.............................................1 - 22 7.2 Liquid Leakage ..................................................................................7 - 4
4.13.3 Pipe Relief Valves ...............................................................4 - 80
1.3.3 Deterioration or Failure ........................................................1 - 24 7.3 Water Leakage to Barrier Space .........................................................7 - 8
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26 7.4 Fire and Emergency Breakaway.........................................................7 - 9
Part 5 : Cargo Auxiliary and Ballast System
7.5 Emergency Cargo Pump Installation................................................7 - 12
5.1 Temperature Monitoring System........................................................5 - 3
Part 2 : Properties of Gases 7.6 One Tank Operation .........................................................................7 - 14
5.2 Insulation Space Nitrogen Control System ........................................5 - 6
2.1 Characteristics of LNG ......................................................................2 - 2 7.6.1 Warm Up (No.3 Cargo Tank) ................................................7 - 14
5.3 Cofferdam Glycol Heating System ..................................................5 - 10
2.1.1 Physical Properties and Composition of LNG........................2 - 2 7.6.2 Inerting (No.3 Cargo Tank) ...................................................7 - 16
5.3.1 Glycol Water Heater..............................................................5 - 10
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures....2 - 3 7.6.3 Aeration (No.3 Cargo Tank) ..................................................7 - 18
5.3.2 Cofferdam Glycol Heating System .......................................5 - 12
2.1.3 Supplementary Characteristics of LNG ..................................2 - 4 7.6.4 Drying and Inerting (No.3 Cargo Tank) ................................7 - 20
5.3.3 Hull Ventilation .....................................................................5 - 14
2.1.4 Avoidance of Cold Shock to Metal .........................................2 - 6 7.6.5 Gassing-up (No.3 Cargo Tank)..............................................7 - 22
5.4 Cargo Machinery FW Cooling System ............................................5 - 16
2.2 Properties of Nitrogen and Inert Gas .................................................2 - 7 7.6.6 Cool Down (No.3 Cargo Tank) .............................................7 - 24
5.5 Ballast System..................................................................................5 - 18
7.7 Ship to Ship Transfer........................................................................7 - 25
5.6 Fire Fighting System........................................................................5 - 20
Part 3 : Integrated Automation System (IAS) 7.8 Jettisoning of Cargo .........................................................................7 - 27
5.6.1 Fire and Deck Wash System..................................................5 - 20
3.1 General ..............................................................................................3 - 4 7.9 Main Cargo and Spray Pump Replace Procedure ............................7 - 26
5.6.2 Water Spray System ..............................................................5 - 22
3.2 IAS Overview ....................................................................................3 - 4 5.6.3 Dry Powder System ..............................................................5 - 26
3.3 IAS Function Operation.....................................................................3 - 6 5.6.4 CO2 System...........................................................................5 - 30
3.4 IAS Operation Guide .......................................................................3 - 10 5.6.5 Fire Detection System...........................................................5 - 32
Part 4 : Cargo System Part 6 : Cargo Operations

4.1 Cargo Piping System ......................................................................... 4 - 2 6.1 Post Dry Dock Operation...................................................................6 - 2
4.1.1 Cargo System Piping Systems ................................................ 4 - 2 6.1.1 Procedure for Normal Inerting ................................................6 - 2
4.1.2 Material and specification of pipes and fittings ...................... 4 - 5 6.1.2 Drying Cargo Tanks ................................................................6 - 4
4.2 Cargo Tank Pressure Control System ................................................ 4 - 7 6.1.3 Inerting Cargo Tanks...............................................................6 - 6
4.2.1 Cargo Tank Pressure Control .................................................. 4 - 7 6.1.4 Gassing-up Cargo Tanks .........................................................6 - 8
4.2.2 Cargo Tank Vent Control ........................................................ 4 - 7 6.1.5 Cooling Down Cargo Tanks..................................................6 - 12
4.2.3 Mode Selection ....................................................................... 4 - 8 6.2 Ballast Passage.................................................................................6 - 13
4.3 Cargo Pumps.................................................................................... 4 - 10 6.2.1 Cooling Down Tanks Prior to Arrival ...................................6 - 16
4.3.1 Main Cargo Pumps ............................................................... 4 - 10 6.2.2 Spraying During Ballast Voyage ...........................................6 - 18
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14 6.3 Loading ............................................................................................6 - 19
4.3.3 Emergency Cargo Pump ....................................................... 4 - 18 6.3.1 Preparations for Loading.......................................................6 - 19
4.4 Cargo Compressors.......................................................................... 4 - 22 6.3.2 Cargo Lines Cool Down .......................................................6 - 22
4.4.1 HD Compressors................................................................... 4 - 22 6.3.3 To Load Cargo with Vapour Return to Shore ........................6 - 26
4.4.2 LD Compressors ................................................................... 4 - 28 6.3.4 Nitrogen Set-up during Loading ...........................................6 - 28
4.5 Boil-off / Warm-up Heater............................................................... 4 - 34 6.3.5 De-Ballasting ........................................................................6 - 32
4.6 LNG Vaporizer................................................................................. 4 - 36 6.4 Loaded Voyage with Boil-Off Gas Burning.....................................6 - 34
4.7 Forcing Vaporizer ............................................................................ 4 - 38 6.4.1 Normal Boil-Off Gas Burning ..............................................6 - 34
4.8 Custody Transfer System................................................................. 4 - 40 6.4.2 Forced Boil-Off Gas Burning................................................6 - 36
4.8.1 Radar-Based Level Gauging ................................................. 4 - 40
1 Index
Issue and Update Control 2. General 4. Description
This manual was produced by: Although the ship is supplied with Shipbuilder’s plans and manufacturer’s The concept of this Cargo Operating Manual is based on the presentation of
instruction books, there is no single handbook which gives guidance on operating procedures in the form of one general sequential chart (algorithm)
operating complete systems. which gives a step-by-step procedure for performing operations.
PENTATECH CO., LTD.
The manual consists of introductory sections which describe the systems and
For any new issue or update contact:
The purpose of this manual is to fill some of the gaps and to provide the ship’s equipment fitted and their method of operation related to a schematic diagram
officers with additional information not otherwise available on board. It is where applicable. This is then followed where required by detailed operating
515, Business Incubator Center procedures for the system or equipment involved.
intended to be used in conjunction with the other plans and instruction books
Korea Maritime University already on board and in no way replaces or supersedes them.
1, Dongsam-Dong, Yeongdo-Gu, In addition to containing detailed information of the machinery and related The overview of machinery operations consists of a basic operating algorithm
Busan, Korea systems, the machinery manual provided by each vendor contains safety which sets out the procedure for operations, from preparing the plant for
procedures and procedures to be observed in emergencies and after accidents. operation from dead ship condition, to shutting down the plant in readiness for
E-Mail: company@pentatech.co.kr Used in conjunction with the SMS MANUAL, this information is designed to dry dock. The relevant illustration and operation section number is located on the
ensure the safe and efficient operation of the ship. Quick reference to the relevant right hand side of each box.
Introduction information is assisted by division of the manual into Parts and Sections, detailed
in the general list of contents on the preceding pages. Each machinery operation consists of a detailed introductory section which
describes the objectives and methods of performing the operation, related to the
1. Modification/Correction Records
Reference is made in this book to appropriate plans or instruction books. appropriate flow sheet which shows pipelines in use and directions of flow
Modification/Correction
Date For other information refer to: within the pipelines.
Records
1) Books and Publications contained in the SMS Directory Details of valves which are OPEN during the different operations are provided in
2) SMS Manual the text for reference.
In many cases the best operating practice can only be learnt by experience. 5. Illustrations
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to Hull Piping Design Team of SHI so that revisions may All illustrations are referred to in the text and are located either within or above
be made to manuals of other ships of the same class. the text where sufficiently small, so that both the text and illustration are
accessible when the manual is laid face up. When text concerning an illustration
3. Safe Operation covers several pages, the illustration is duplicated above each page of text.
The safety of the ship depends on the care and attention of all on board. Most Where flows are detailed in an illustration these are shown in colour. A key of all
safety precautions are a matter of common sense and good housekeeping and are colours and line styles used in an illustration is provided on the illustration.
detailed in the various manuals available onboard. However, records show that Details of colour coding used in the illustrations are given in the colour scheme.
even experienced operators sometimes neglect safety precautions through over
familiarity and the following basic rules must be remembered at all times. Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.
1) Never continue to operate any machine or equipment which appears to be
potentially unsafe or dangerous and always report such a condition 6. Notices
immediately.
2) Make a point of testing all safety equipment and devices regularly. The following notices occur throughout this manual:
3) Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs. Warning
4) Never underestimate the fire hazard of petroleum products, whether fuel Warnings are given to draw reader’s attention to operations where danger to life
oil or cargo vapour. or limb may occur.
5) Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily. Caution
Cautions are given to draw reader’s attention to operations where danger to life
In the design of equipment and machinery, devices are included to ensure that as or limb may occur.
far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function Note
without danger to personnel or damage to the machine. If these safety devices are Notes are given to draw reader’s attention to points of interest or to supply
neglected, the operation of any machine is potentially dangerous. supplementary information.
2 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme
DIV Symbol Description DIV Symbol Description DIV Symbol Description DIV Symbol Description Color Symbol
Operating Device
Dresser Type Expansion Joint Horn Flow Rate Regulating Valve Solenoid Actuator Cargo Liquid Line
Expansion Joint
Self Closing Valve

Flexible Hose Joint HB Fire Hose Box Deck Stand (Reach Rod)
(Globe / Angle) Cargo Vapour Line
Remote Operated Em'cy
Bellows Type Expantion Joint HR Fire Hose Reel Eductor (Ejector)
Shut-off Valve (Globe / Angle)
Cargo Spray Line
Fitting
Safety / Relief Valve Centrifugal Type Pump
Rubber Compensator FB Foam Box
(Globe / Angle)
Expansion Bend Pipe Hose Coupling

P1 P2
Pressure Reducing Valve
Potary (Gear, Screw, Mono) Nitrogen Line
Type Pump
Blind (Blank) Flange Glycerine Pot Ball Float Valve Hand Pump Inert Gas Line
Pump
Spectacle Flange Manual Adjusting Globe Valve Reciprocating Type Pump
Vacuum Breaker
( : Open, : Shut) (Cone Disc Type) Compressed Air Line
Orifice Oil Tray Coaming Hydr. Operated Butterfly Valve Deck Stand (Hydraulic)
Special Valve
Steam Line
A
Discharge / Drain Stop Valve (Globe / Angle) Air Motor Valve Diaphram Pump
M M Steam Drain Line

Scupper for Coaming Gate Valve Electric Motor Valve Flow Meter
Hopper without Cover Butterfly Valve Thermostatic Temp. Observation Glass Fresh Water Line
Regulating Valve
Screw Down Non Reutrn Valve Pneumatic Cylinder Rotary Disc
Hopper with Hinged Cover (Globe / Angle) Type 3-way Temp. Control Valve
Float Type Level Gauge Sea Water (Including Fire Main) Line
Gauge
Sounding Head with Cap / Lift Check Non Reutrn Valve
Solenoid Valve Sight Glass
Filling Cap (Globe / Angle) Heavy Fuel Oil Line
Sounding Head with Self-Closing / Boss
Swing Check Valve Pneumatic Piston Valve
Device&Self-closing Sampling Cock
Light Fuel Oil (D.O., Gas Oil) Line
Pneumatic Diaphragm Control
General Valve & Cock
Rose Box Hose Valve (Globe / Angle) Boss with Plug / Drain Plug
Valve
3-way Valve Pneumatic Diaphragm Control

Manometer
Lub. Oil & Hydraulic Oil LIne
Mud Box
Valve With Hand Wheel
Fitting
Simplex Strainer Foot Valve Air Filter Regulator Glycol Water LIne
Duplex Strainer with
Storm Valve with Handle Hand Operated
Change Over Cock Bilge, Sewage & Soil Line
Y-type Strainer Storm Valve without Handle Remote Control
Sludge & Waste Oil LIne
Steam Trap With Strainer & 2-way Cock (S-type) Spring
Drain Valve
Disc Type Steam Trap & Stop V/V Starting, Control & Service Air LIne
Operating Device
3-way Cock (L-type / T-type) Float

(Steam Trap Unit : Jokwang Type)
Air Trap 2-way Ball Valve Hydraulic Operated Fuel Gas (B.O.G.) in Engine Room
3-way Ball Valve
Auto Deaerating Valve Intermediated Position Control Acetylene Line
(L-type / T-type)
Soil Valve
Air Vent Pipe Pneumatic Diaphragm Actuator
(3-way, Rotary Disc) Oxygen Line
Air Vent Pipe with Flame Screen Water Self Globe Valve Pneumatic Position Actuator
Special Valve
WS
CO2 Fire Exting Line

Float Type Air Vent Pipe Head M
Electric Motor Driven
WS Water Self Gate Valve
without Flame Screen
Float Type Air Vent Pipe Head Pressure Regulating Valve A Air Motor Driven
Boiler Chemical Dosing Line
with Flame Screen (Spring Loaded)
3 Symbols and Colour Scheme

BRG BEARING D/G DIESEL GENERATOR FG FUEL GAS

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

IR INFRA-RED MSB MAIN SWITCHBOARD PV PROCESS VALUE SP SPACE/SET POINT
IGG INERT GAS GENERATOR MSBD MAIN SWITCHBOARD
PVC POLYVINYL CHLORIDE SPR SPRAY
ILLC INTERNATIONAL CONVENTION ON LOAD MSBR MAIN SWITCHBOARD ROOM
LINES PWR POWER ST START
MT MAIN TURBINE
IMO INTERNATIONAL MARITIME ORGANIZATION PX PRESSURE TRANSMITTER S/T STERN TUBE
MT. METRIC TONNES
IRD INERNATIONAL RESEARCH DEVELOPMENT Q’TY QUANTITY STBD STARBOARD
MTH METRES IN HEIGHT
I.S INSULATION SPACE
MTR MOTOR R REDUNDANT ST-BY STAND-BY
ISO ISOLATING
MV MAGNETIC VALVE RECIRC RECIRCULATING STC STEAM TEMPERATURE CONTROL
IWRC INDEPENDENT WIRE ROPE CORE
N2 NITROGEN REG REGULATOR STM STEAM
JIS JAPANESE INDUSTRIAL STANDARD
NAV NAVIGATION
JSRA SHIPBUILDING RESEARCH ASSOCIATION OF REM REMOTE STOR STORAGE
JAPAN NCR NORMAL CONTINOUS RATING
REV REVERSE STR STARTER/STRAINER/STRAIGHT
2
K KG/cm G NIM NETWORK INTERFACE MODULE
RM ROOM STR’G STEERING
KS KOREAN INDUSTRIAL STANDARD NO. NUMBER
L LOW/LEVEL/LITRE RPB REMOTE PUSH BUTTON SUC SUCTION
NOM. NOMINAL
LBP LENGTH BETWEEN PERPENDICULARS RPM REVOLUTIONS PER MINUTE SUP SUPPLY
NOR NORMAL
LCV LEVEL CONTROL VALVE RTN RETURN SV SOLENOID VALVE
NPSH NET POSITIVE SUCTION HEAD
LCV LOWER CALORIFIC VALUE RVI ROTOR VIBRATION INDICATION SVB SOLENOID VALVE BOX
NZL NOZZLE
LD LOW DUTY
OBS OBSERVATION R.W ROCK WOOL SW SEA WATER/SWITCH
LDO LIGHT DIESEL OIL
O/C OPEN/CLOSE S SECONDARY/ STARBOARD SWBD SWITCHBOARD
LG LEVEL GAUGE
OCIMF OIL COMPANIES INTERNATIONAL MARITIME SBT SEGREGATED BALLAST TANK SWL SAFETY WORKING LOAD
LIQ LIQUID
FORUM SEC SECOND SYN SYNCHRONIZE
LL LOW-LOW
O2 OXYGEN SEQ SEQUENCE SYS SYSTEM
LLA LOW LEVEL ALARM/LOW-LOW ALARM
LNG LIQUEFIED NATURAL GAS OMD OIL MIST DETECTOR S/S SHIP SIDE TC TURBOCHARGER/THERMOCOUPLE
LO LUBRICATION OIL OP OPEN/OUTPUT S/T STERN TUBE T/C TURBO CHARGER
LOA LENGTH OVER ALL OVBD OVERBOARD SAH STEAM AIR HEATER TCV TEMPERATURE CONTROL VALVE
LP LOW PRESSURE
OVFL OVERFLOW SAL SALINITY TEMP TEMPERATURE
LPT LOW PRESSURE TURBINE
OVLD OVERLOAD SB SOOT BLOWER T/G TURBO GENERATOR
LS LEVEL SWITCH
OVRD OVERRIDE SC SEA CHEST THK THICKNESS
LSC LOW SEA CHEST
P PRESSURE/PRIMARY/PORT SDC STEAM DUMP CONTROL THR THRUSTER
LT LOW TEMPERATURE
PB PUSH BUTTON SEC SECONDARY TI TEMPERATURE INDICATOR
LTG LIGHTING
LVL LEVEL PCV PRESSURE CONTROL VALVE SEL SELECT TK TANK
L.W.L LOW WATER LINE PD PIPE DUCT SEPTR. SEPARATOR TPS TANK PROTECTION SYSTEM
LWR LOWER PI PRESSURE INDICATOR SEQ SEQUENCE TRB TROUBLE
MACH. MACHINERY PST PISTON SERV. SERVICE T.S.W.T TOP SIDE WING TANK
MAN MANUAL PKG PACKAGE SETT SETTLING TYP. TYPICAL
MANI MANIFOLD
PMS POWER MANAGEMENT SYSTEM S/G STEERING GEAR TX TEMPERATURE TRANSMITTER
MARVS MAXIMUM ALLOWABLE RELIEF VALVE
SETTING PNL PANEL SHP SHAFT HORSE POWER UPP UPPER
M/B MAIN BOILER POS POSITION SHTR SUPERHEATER UPS UNINTERRUPTED POWER SUPPLY
MBL MINIMUM BREAKING LOAD
P/P PUMP SIGTTO SOCIETY OF INTERNATIONAL GAS TANKER V VOLTAGE/VALVE
MCR MAXIMUM CONTINUOUS RATING & TERMINAL OPERATION
PRESS PRESSURE VAP VAPOUR
M/E MAIN ENGINE SMLS SEAMLESS
PRI PRIMARY/PRIMING VDR VOYAGE DATA RECORDER
MFWPT MAIN FEED WATER PUMP TURBINE SNAME SOCIETY OF NAVAL ARCHITECT AND
PROV PROVISION MARINE ENGINEER VDU VISUAL DISPLAY UNIT
MG MASTER GAS
MGPS MARINE GROWTH PREVENTING SYSTEM PSU POWER SUPPLY UNIT SOL SOLENOID VIB VIBRATION
MID MIDDLE PURI PURIFIER SOLAS INTERNATIONAL CONVENTION FOR SAFETY VISC VISCOSITY
5 Abbreviation
VL VERY LOW
VPR VAPOUR
VRC VALVE REMOTE CONTROL
V/V VALVE
WTR WATER
W/H WHEELHOUSE
WHC WHEELHOUSE CONSOLE
WIND WINDING
WO WASTE OIL
WS WORKSHOP
WU WARM UP
X CROSS/TRANSMITTER
6 Abbreviation
Part 1 : Design Concept of the Vessel
1.1 Principal Particulars...........................................................................1 - 1

1.1.1 Principal Particulars of the Ship .............................................1 - 1
1.1.2 Principal Particulars of Cargo Machinery...............................1 - 3
1.1.3 Maker List...............................................................................1 - 5
1.1.4 General Arrangement..............................................................1 - 7
1.1.5 Tanks and Capacity Plan.........................................................1 - 8
1.2 Classification, Rules and Regulations.............................................. 1 - 11
1.3 Design Concept of the Cargo System ..............................................1 - 14
1.3.1 Cargo Containment System Principle ...................................1 - 14
1.3.2 Membrane Cargo Containment.............................................1 - 22
1.3.3 Deterioration or Failure ........................................................1 - 24
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 26
Part 1
Design Concept of the Vessel
Part 1 Design Concept of the Vessel

Part 1 : Design Concept of the Vessel Main Steam Turbine Type: Vertical Centrifugal
Maker: Kawasaki Heavy Industries Ltd. Model: GVD500-3M
1.1 Principal Particulars No. of Set: 1 No. of Sets: 2 (No.1 & 2 Pump)
Type: Parallel, cross compound, direct Capacity: 3000 m3/h x 30 MTH x330kW
1.1.1 Principal Particulars of the Ship reversible steam turbine.
Output: MCR 39,500 PS x 90 RPM Model: GVD500-3MS
Shipbuilder: Samsung Heavy Industries Co., Ltd. 29,052 kW No. of Set: 1 (No. 3 Pump)
Geoje Shipyard NCR 33,580 PS x 85.3 RPM Capacity: 3000 m3/h x 30 MTH x330kW
Republic of Korea 24,698 kW
Yard Number: 1594 Steam: 5.7MPa, 520 ºC Ballast Stripping Eductor
Ship Name: EJNAN Maker: KiWon Ind./Korea
Delivered: 2007. 1.15. Main Boiler Type: Sea Water Driven Eductor
Nationality: BAHAMA Maker: Mitsubishi Heavy Industries Ltd. No. of Set: 1
Port of Registration: NASSAU No. of Sets: 2 Capacity: 300 m3/h
Call Sign: C6VW6 Type: Water tube, foced draft,
Inmarsat-C I.D.: 430920110/430920111 Type: marine boiler. Fire & G.S. Pump
Type of Cargo: LNG Max. Evaporation: 66,000 kg/h Maker: Shinko Ind. Ltd.
Type of Ship: Segregated Ballast LNG Carrier Nor. Evaporation: 51,000 kg/h Type: Vertical Centrifugal
Stem: Bulbous Bow and Raked Stem Steam: 5.88 MPa , 525 ºC Model: RVP200-2MS
Stern: Transom No. of Sets: 2
Navigation: Foreign going Steam Turbine Generator Capacity: 245m3/h x 35MTH x 45kW
Classification: American Bureau of Shipping Maker: Mitsubishi Heavy Industries Ltd. 150 m3/h x 120MTH X 150kW
No. of Sets: 2
Type: AT42CT-B Fire Pump
Steam: 5.74 MPa , 520 ºC Maker: Shinko Ind. Ltd.
Generator output & speed: 3450 kW , 10000/1800 RPM Type: Vertical Centrifugal
Length Overall: 283 m Model: RVP200-2MS
Length Between Perpendiculars: 270 m Diesel Generator Engine No. of Set: 1
Breadth Moulded: 43.4 m Maker: STX Engine Co., Ltd. Capacity: 180 m3/h x 120 MTH x 132kW
Depth Moulded: 26.0 m No. of Set: 1
Draft Design: 11.4 m Model: 8L32/40 Em’cy Fire Pump
Scantling Draft: 12.4 m Capacity: AC6600V, 60Hz Maker: Shinko Ind. Ltd.
Cargo Tank Capacity: 145,000 m3 Generator output & speed: 3664kW, 720 RPM Type: Vertical Centrifugal
Cargo Tank Safety Valve: 25 kPag Model: RVP200-2MS
Insulation Safety Valve: 3 kPag EM’CY Generator with D/Engine No. of Set: 1
Designed Speed: 20.0 knots Maker: STX co.,Ltd / Korea Capacity: 72 m3/h x 120 MTH x 132kW
No. of Sets: 1
Model: KTA38DMGE Fire Jockey Pump
Capacity: AC450V, 60Hz Maker: Shinko Ind. Ltd.
Generator output & speed: 850 kW, 1800 RPM Type: Vertical Centrifugal
Model: SHQ50M
Steering Gear No. of Set: 1
Maker: Samsung Marine Technology Capacity: 2 m3/h x 120 MTH x 7.5kW
co. Ltd (SAMSUNG-HATLAPA)
Type: R4ST NOOH Water Spray Pump
No. of Set: 1 Maker: Shinko Ind. Ltd.
Max. Working torque: 350 ton-m Type: Vertical Centrifugal
Model: GVD300-3M
Ballast Pump No. of Set: 1
Maker: Shinko Ind. Ltd. Capacity: 700 m3/h x 90 MTH x 290 kW
1-1 Part 1 Design Concept of the Vessel

Winding Speed: 10 ~ 20 m/min

Deck Mach. Cooling F.W. Pump Hose Handling Crane (STBD) Life Boat Davit & Winch
Maker: Shinko Ind. Ltd. Maker: Samsung-Macgregor Maker: Oriental Precision &
Type: Vertical Centrifugal Type: HH 400-1025 Engineering co.,Ltd.
Model: SVS 125-2M No. of Set: 1 Type: Davit : D-73-30
No. of Sets: 2 Capacity: 10 tonnes Winch : BWE-15-030
Capacity: 80 m3/h x 40 MTH Working Radius: 5.0 – 25.0m No. of Sets: 2
Lifting Height: 55m Max. Design Load: 7300kg
Main Cooling S.W. Pump Ship Hoisting Load: 3278kg
Maker: Shinko Ind. Ltd. Hose Handling Crane (PORT) Height of Lowering: 19.0m
Type: Vertical Centrifugal Maker: Samsung-Macgregor
Model: SVS 400M Type: GP 250-1018 Accommodation ladder
No. of Sets: 2 No. of Set: 1 Maker: Sam Gong Co., Ltd.
Capacity: 1,300 m3/h x 20 MTH Capacity: 10 tonnes Type: Horizontally both end supporting
Working Radius: 3.6 - 18.0m No. of Sets: 2
Windlass Lifting Height: 50m
Maker: FRIEDRICH KOCKS GMBH Mooring Rope
Type: 1908 Provision Crane (STBD) Type: 6 X 36 IWRC Galv’d
No. of Sets: 2 Maker: Samsung-Macgregor No of Sets: 20 + 2 (SPARE)
Chain cable diameter: ø 102 mm grade 3 Type: GP 100-0610 Size: 42 mm Dia. X 275 m
Nomimal Speed: 9 m/min No. of Set: 1
Nominal pull: 494 kN Capacity: 6 tonnes
Max pull: 741 kN Working Radius: 2.0 - 10.0m
Brake capacity: 3294 kN Lifting Height: 45m
Mooring Winch Provision Crane (PORT)

Maker: FRIEDRICH KOCKS GMBH Maker: Samsung-Macgregor
Type: 5530 Type: GP 160-0518
No. of Sets: 7 No. of Sets: 2
Stowing capacity: ø 76mm x 280m + ø 85mm x 11m Capacity: 5 tonnes
Dimension of drum: ø 1980mm x ø 710mm x 755m long Working Radius: 3.6 - 18.0m
Winding speed: 15 m/min Lifting Height: 50m
Light line speed: 45 m/min
Winding pull: 300 kN Anchor
Brake holding power: 997 kN Maker: Ini Steel /Korea
Oil flow: 250 l/min No. of Sets: 3
Max. oil-temp.: 90˚C Weight: 13350 Kg
Min. oil-temp.: -18˚C
Type of motor: A6VM 200 Anchor Chain Cable
Type of pump: A4VG 180 Maker: DaiHan Anchor Chain MFG.
No. of Sets: 2
Capstan Dimension: ø102 X 742,500 mm
Maker: Jung-A Marine Equipment MFG
Type: Air motor drivrn, Vertical type Fire wire reel
No. of Sets: 4 Maker: Jung-A Marine Equipment MFG.
Capacity: 1000 Kg, 25 m/min Type: Air motor driven sys. with manual
Air pressure: 7 Kg/cm2 No. of Sets: 2
Drum capacity: 38 mm Dia. X 90 m
Air Motor: 2.5 HP, 300 rpm
Air Pressure: 7 Kg/cm2

1.1.2 Principal Particulars of Cargo Machinery Efficiency: 72 % Electric Source: 420V/60Hz

Minimum flow: 220 m3/h Power: 280Kw
Main Cargo Pump Design pressure: 1.0 MPaG Speed: 3,580rpm
Maker: Shinko Ind. Ltd. Design temperature: -163 ˚C No. of sets: 2
Model: SM350 No. of set: 1
Type: Submerged, Centrifugal, Fixed Cargo Heater
Capacity: 1,700 m3/h x 155 MLC Motor Maker: Cryostar
Shaft power: 443 kW Type: Vertical submerged 3-phase induction Model: 65-UT-38/34-3.2
Efficiency: 81 % Rated output: 200 kW Type: BEU
Minimum flow: 650 m3/h Synchronous speed: 3600 rpm Mass Flow: 16,000 Kg/h (Design)
Design pressure: 1.0 MPaG Electric power source: AC 440 V, 60Hz Inlet volume flow & temp: 10,139 m3/h, -25˚C (Design)
Design temperature: -163 ˚C Starting & Rated current: 2500 A, 360 A Outlet volume flow & temp: 24,052 m3/h, 80˚C (Design)
No. of sets: 8 (2 per each cargo tank) Starting Method: Line Start Heat exchange: 1,064 kW (Design)
Min. starting voltage: 80 % Design temperature: -196/+186
Motor Design pressure: 1 MPa
Type: Vertical submerged 3-phase induction HD Compressor No. of sets: 2
Rated output: 530 kW Maker: Cryostar
Synchronous speed: 1800 rpm Model: CM 400/55 HD LNG Vaporizer
Maker: Cryostar
Electric power source: AC 6600 V, 60Hz Type: Centrifugal. Single stage. Fixed speed
Model: 65-UT-38/34-5.6
Starting & Rated current: 400 A, 62 A with adjustable guide vanes.
Type: BEU
Starting Method: Soft Start Volume Flow: 32,000 Nm3/h
Mass Flow: 24,180 Kg/h (LNG disch)
Min. starting voltage: 80 % Inlet pressure : 103 kPaA
Inlet volume flow & temp: 54 m3/h, -163˚C (LNG disch)
Outlet pressure: 200 kPaA
Outlet volume flow & temp: 13,695 m3/h, -140˚C (LNG disch)
Stripping/Spray Pump Inlet Temperature: -140˚C
Heat exchange: 3,783 kW (LNG disch)
Maker: Shinko Ind. Ltd. IGV setting: -30 ~ +80
Design temperature: -196/+186
Model: SM65-2 No. of sets: 2 Design pressure: 1 MPaG
Type: Submerged, Centrifugal, Fixed No. of set: 1
Capacity: 50 m3/h x 145 MLC HD Compressor Motor
Shaft power: 19 kW Maker: NISHISHIBA
Forcing Vaporizer
Efficiency: 52 % Type: NTIKE-FCKNXO Maker: Cryostar
Minimum flow: 20 m3/h Electric Source: 6,600V/60Hz Model: 34-UT-25/21-3.6
Design pressure: 1.0 MPaG Power: 1,000Kw Type: BEU
Design temperature: -163 ˚C Speed: 3,570rpm Mass Flow: 7,402 Kg/h
No. of sets: 4 (1per each cargo tank) No. of sets: 2 Inlet volume flow & temp: 16 m3/h, -163˚C
Outlet volume flow & temp: 7,345 m3/h, -40˚C
Motor LD Compressor Heat exchange: 1,627 kW
Type: Vertical submerged 3-phase induction Maker: Cryostar Design temperature: -196/+186
Rated output: 24 kW Model: CM 300/45 LD Design pressure: 1 MPaG
Synchronous speed: 3600 rpm Type: Centrifugal. Single stage. No. of set: 1
Electric power source: AC 440 V, 60Hz Adjustable guide vanes.
Starting & Rated current: 300 A, 50 A Volume Flow: 8,000 Nm3/h Steam Heater for Glycol Water
Starting Method: Line Start Inlet pressure : 103 kPaA Maker: DongHwa Entec
Min. starting voltage: 80 % Outlet pressure: 200 kPaA Type: BEU
Inlet Temperature: -40˚C Capacity: 30000 Kg/hr
Emergency Cargo Pump IGV setting: -30 ~ +80 Inlet pressure: 0.5 MPaG
Maker: Shinko Ind. Ltd. No. of sets: 2 No. of sets: 2
Model: SMR200
Type: Submerged, Centrifugal LD Compressor Motor Glycol Water Circ. Pump
Capacity: 550 m3/h x 155 MLC Maker: NISHISHIBA Maker: Shinko Ind. Ltd.
Shaft power: 161 kW Type: NTIKE-FCKMXO Type: Horizontal, Centrifugal

No. of Sets: 2
Capacity: 30 m3/h x 30 MTH Pilot operated Safety Valve for I.B.S Mist Separator
Maker: Fukui Seisakusho co., Ltd. Maker: Cryostar
Nitrogen Generator Type & Size: PSL-MD13-131-S1(B), 2”x 3” Model: VMS-10/12-1000
Maker: Air Products AS Relieving Capacity: 420 Nm3/h Mass flow: 7,600 kg/h (Design)
Type: Membrane Separation of Nitrogen Relieving Pressure: 0.1049 MPaA No. of set: 1
from Air Set Pressure: 3.0 kPaG
Capacity: 2 X 90 Nm3/h Reseating Pressure: 1.8 kPaG Drain cooler
N2 Purity(N2+Argon): 97% Vacuum Block: -80 kPaG Maker: DongHwa Entec
Dew point: -70 ˚C No. of sets: 8 Type: Shell/Tube Type
Outlet pressure: 650kPag Capacity: 50 m3/h X 2 (tube)
N2 Buffer Tank stat/stop Switch: 300/650 kPaG Pilot operated Safety Valve for I.S No of set: 1
No. of sets: 2 Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-S1(B), 2”x 3”
Nitrogen Generator Compressor Relieving Capacity: 431 Nm3/h
Maker: TAMROTOR Relieving Pressure: 0.1055 MPaA
Type: TMC 54/13 EWNA 440V/60Hz Set Pressure: 3.5 kPaG
No. of sets: 2 Reseating Pressure: 2.1 kPaG
Vacuum Block: -80 kPaG
Nitrogen Buffer Tank No. of sets: 8
Maker: Air Products AS
Capacity: 24 m3
Mach. Design Temperature: 70 ˚C Conventional Safety Valve for Cargo Piping System
Mech. Design Pressure: 1.3 MPaG Maker: Fukui Seisakusho co., Ltd.
Hydrostatic test pressure: 1.95 MPaG Type: REC131-S1(E)
Max Operating Pressure: 1.0 MPaG (Max. normal:650kPaG) Relieving Pressure: 1.2013 MPaA
Pressure Safety Valve – Set Pressure: 1.3 MPaG Set Pressure: 1.0 MPaG
No. of set: 1 Reseating Pressure: 0.9 MPaG
No. of sets: 19
Inert Gas Generator
Maker: SMIT Gas System. Conventional Safety Valve for Cargo Piping System
Type: Gln 14,000 – 0.25 BUFD Maker: Fukui Seisakusho co., Ltd.
Capacity: 14,000 m3/h Type: REC131-S1(N)
Delivery pressure: 25 kPaG Relieving Pressure: 1.2013 MPaA
Temperature: 30˚C (Max.: 60˚C) Set Pressure: 1.0 MPag
Dew point after dryer: -45˚C Reseating Pressure: 0.9 MPag
No. of set: 1 No. of sets: 16
Pilot operated Safety Valve for Cargo Tank Conventional Safety Valve for N2 Pressure Header
Maker: Fukui Seisakusho co., Ltd. Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-LS1(B), 10”x 12” Type: REC131-S1(N)
Relieving Capacity: 28,260 Nm3/h Relieving Pressure: 0.1673 MPaA
Relieving Pressure: 0.1313 MPaA Set Pressure: 60.0 kPaG
Set Pressure: 25 kPaG Reseating Pressure: 54.0 kPaG
Reseating Pressure: 22 kPaG No. of set: 1
Vacuum Relieving: -1.0 kPaG
No. of sets: 8

1.1.3 Maker List
NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE AGENT NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE AGENT
1 CARGO PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL. 81-82-508-1000 SAMKONG TRADING 14 CARGO PIPE FINETEC 1002, COSMOS TOWER, TEL. 82-02-2185-7000
HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793 INSULATION DEACHI-DONG,GANGNAM- FAX. 82-02-2185-7007
FAX. 82-51-244-7596 GU, SEOUL, KOREA
2 HIGH DUTY CARGO CRYOSTAR- ZONE INDUSTRIELLE TEL 33-3-89-70-27-27 TACHYON CO. 15 CRYOGENIC BALL SEO HEUNG METAL 15F, SEO-HEUNG BLDG., TEL. 82-2-735-6521
COMPRESSOR FRANCE SA BP 48 F-68220 HESINGUE, FAX 33-3-89-70-59-54 TEL. 82-2-514-4516 VALVE CO., LTD. 68-5, KYUNJI-DONG, FAX. 82-2-737-7596
FRANCE FAX. 82-2-544-5579 KOREA CHONGRO-GU, SEOUL,
KOREA
3 LOW DUTY CARGO CRYOSTAR- ZONE INDUSTRIELLE TEL 33-3-89-70-27-27 TACHYON CO.
COMPRESSOR FRANCE SA BP 48 F-68220 HESINGUE, FAX 33-3-89-70-59-54 TEL. 82-2-514-4516 16 CARGO STRAINER KOREA FILTER, 796 JUNAM-RI, UNGSANG, TEL. 82-55-367-0360
FRANCE FAX. 82-2-544-5579 YANGSAN-SI, KYONGAM, FAX. 82-55-367-0361
KOREA
4 LNG VAPORIZER CRYOSTAR ZONE INDUSTRIELLE BP48 TEL 33-3-89-70-27-27 TACHYON CO.
FRANCE SA F-68220 DESINGUE, FAX 33-3-89-70-59-54 TEL. 82-2-514-4516 17 CARGO SPRAY ILJIN AND CO. DONGJU BLDG 8F, 13, 5-KA TEL. 82-51-463-5752
FRANCE FRANCE FAX. 82-2-544-5579 NOZZLE KOREA CHUNGANG-DONG, FAX. 82-51-463-5755
CHUNG-KU, PUSAN, KOREA
5 FORCING CRYOSTAR ZONE INDUSTRIELLE BP48 TEL 33-3-89-70-27-27 TACHYON CO.
VAPORIZER FRANCE SA F-68220 DESINGUE, FAX 33-3-89-70-59-54 TEL. 82-2-514-4516 18 CARGO EXPANSION SFZ, FRANCE 8, RUE DES FRERES TEL. 33-4-72-47-62-00
FRANCE FRANCE FAX. 82-2-544-5579 BELLOWS LUMIERE, 69680 CHASSIEU FAX. 33-4-72-47-62-01
FRANCE
6 HD / LD HEATER CRYOSTAR CRYOSTAR-FRANCE TEL 33-3-89-70-27-27 TACHYON CO.
FRANCE SA SA, FRANCE FAX 33-3-89-70-59-54 TEL. 82-2-514-4516 19 EXPANSION SFZ, FRANCE SFZ S.A.S 8, RUE DES TEL. 33-4-72-47-62-00 SVC. COMMERCIAL
FRANCE FAX. 82-2-544-5579 BELLOWS FRERES LUMIERE, 69680 FAX. 33-4-72-47-62-01 FAX. 33-4-72-47-62-02
CHASSIEU, FRANCE
7 MOTOR FOR HIGH NISHISHIBA ELEC. NISSEL SHIBA BLDG 6-10, TEL. 81-6-6397-3461
DUTY CARGO CO., LTD SHIBA 1-CHOME, MINATO- FAX. 81-6-6397-3475 20 CRYOGENIC TRUFLO-RONA PARC INDUST. DES HAUTS TEL. 32-4-240-68-86
COMPRESSOR KU, TOKYO, JAPAN GLOBE, CHECK & BELGIUM SARTS-3E AVENNUE FAX. 32-4-248-02-46
GATE VALVE B-4040 HERSTAL, BELGIUM
8 MOTOR FOR LOW NISHISHIBA ELEC. NISSEL SHIBA BLDG 6-10, TEL. 81-6-6397-3461 (except Cargo pump
DUTY CARGO CO., LTD SHIBA 1-CHOME, MINATO- FAX. 81-6-6397-3475 discharge V/V)
COMPRESSOR KU, TOKYO, JAPAN
CARGO PUMP SNRI ROUTE DU TREUIL, BP 107 TEL. 33-5-45-29-60-00
DISCHARGE V/V 16700 RUFFEC, FRANCE FAX. 33-5-45-29-04-34
9 NITROGEN AIR PRODUCTION P.O.BOX 8100, TEL. 47-38-03-99-00
GENERATOR AS VAAGSBYGD N-4675 FAX. 47-38-01-11-13 21 CRYOGENIC AMRI, FRANCE KSB AMRI ZONE TEL.33-5-53-92-44-69 SEIL-SERES CO.,
SYSTEM KRISTIANSAND S NORWAY BUTTERFLY VALVE INDUSTRIELLE GAGNAIRE FAX.33-5-53-92-44-05 TEL. 82-2-237-3451
FONSECHE 24490 LA FAX. 82-2-232-0936
10 INERT GAS SMIT GAS SYSTEM ST. HUBERTUSSTRAAT 10, TEL. 31-24-352-31-00
ROCHE-CHALAIS, FRANCE
GENERATOR BV 6531 LB NIJMEGEN P.O FAX. 31-24-356-49-95
SYSTEM BOX 6664, 6503 GD 22 CONTROL VALVE MASONEILAN 3 RUE SAINT-PIERRE, TEL. 33-2-31-59-59-59
NIJMEGEN, NETHERLANDS FOR CARGO PART 14110 CONDE-SUR- FAX. 33-2-31-59-59-60
NOIREAU, FRANCE
11 STEAM/GLYCOL DONG HWA ENTEC. 1575-6, SONGJEONG- TEL. 82-51-970-1070
WATER HEAT DONG, KANGSEO-GU, FAX. 82-51-970-1071 23 VALVE REMOTE AMRI-SEIL 1579-3, SONGJEONG- TEL. 82-51-831-1857
EXCHANGER BUSAN, KOREA CONTROL DONG, KANGSEO-KU, FAX. 82-51-831-1863
PUSAN, KOREA
12 ELEC. GLYCOL DONG HWA ENTEC. 1575-6, SONGJEONG- TEL. 82-51-970-1070
WATER HEATER DONG, KANGSEO-GU, FAX. 82-51-970-1071 24 CARGO LINE FKI SAFETY & 6,1-CHOME TEL. 81-72-857-9598 DONGJIN INTEC CO.
BUSAN, KOREA SAFETY RELIEF RELIEF VALVES SHODAITAJIKA, HIRAKATA FAX. 81-72-857-9599 TEL. 82-51-463-5771
VALVE OASKA 573-1003 JAPAN FAX. 82-51-462-7907
13 GLYCOL WATER SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL. 81-82-508-1000
CIRC. PUMP HIROSHIMA JAPAN FAX. 81-82-508-1020
25 GAS DETECTION RIKEN KEI KI 301-16, PUGOK-DONG TEL. 82-51-831-1860
SYSTEM KOREA KEUMJUNG-GU, PUSAN, FAX. 82-51-512-7737
KOREA

NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE AGENT NO. EQUIPMENT MAKER MAKER ADDRESS & TELEPHONE AGENT
26 B’FLY VALVE FOR AMRI, FRANCE KSB AMRI ZONE TEL.33-5-53-92-44-69 SEIL-SERES CO., 39 REMOTE SOUNDING HANLA LEVEL CO., 1601-5 SONGJEONG-DONG TEL. 82-51-601-3025
HULL SYSTEM INDUSTRIELLE GAGNAIRE FAX.33-5-53-92-44-05 TEL. 82-2-237-3451 SYSTEM LTD. KANGSEO-KU, PUSAN FAX. 82-51-831-1850
FONSECHE 24490 LA FAX. 82-2-232-0936 KOREA
ROCHE-CHALAIS, FRANCE
40 FIXED CO2 FIRE NK FIRE 497, SHINPYUNG-DONG, TEL. 82-51-204-2211
27 BALLAST PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING EXTINGUISHING PROTECTION SAHA-GU, BUSAN, KOREA FAX. 82-51-2042215
HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793 SYSTEM
FAX. 82-51-244-7596
41 DRY POWDER NK FIRE 497, SHINPYUNG-DONG, TEL. 82-51-204-2211
28 GRP FOR AMERON 7A TUAS AVE 3 TEL. 65-861-6118 DAEWON SYSTEM PROTECTION SAHA-GU, BUSAN, KOREA FAX. 82-51-2042215
WATER BALLAST SINGAPORE 639407 FAX. 65-862-1186 TEL. 82-2-352-8936
FAX. 82-2-322-8937
42 CUSTODY KONGSBERG N-7005, TRONDHEIM, TEL. 47-73-58-1000 HYUNDAI KONSBERG
29 FIRE & G.S. PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING TRANSFER MARITIME NORWAY FAX. 47-73-58-1417 MARITIME
HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793 SYSTEM (CTS) SHIP SYSTEMS AS TEL. 82-2-3497-8614
FAX. 82-51-244-7596 FAX. 82-2-3497-8688
30 EM’CY FIRE PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING 43 FLOAT LEVEL E&H (WHESSO), UNIT 2D, ENTERPRISE TEL. 44-1325-350666
HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793 GAUGING SYSTEM HOUSE, VALLEY, FAX. 44-1325-465596
FAX. 82-51-244-7596 FOR CARGO TANK DARLINGTON, CO. DARHAM,
DL1 1GY, ENGLAND
31 WATER SPRAY PUMP SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING
HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793 44 INTERGRATED YAMATAKE
FAX. 82-51-244-7596 AUTOMATION
SYSTEM (IAS)
32 WATER SPRAY ILJIN AND CO., Ltd DONGJU BLDG 8F, 13,5-GA, TEL. 82-51-463-5752
SYSTEM & NOZZLE KOREA CHUNGANG-DONG, CHUNG- FAX. 82-51-463-5755 45 EMERGENCY AMRI-SEIL 1579-3, SONGJEONG-DONG, TEL. 82-51-831-1857
GU, PUSAN, KOREA SHUTDOWN KANGSEO-KU, PUSAN, FAX. 82-51-831-1863
SYSTEM KOREA
33 BALLAST EDUCTOR KIWON IND./ TEL.: 82-55-337-3300 46 PORTABLE GAS RIKEN KEI KI 301-16, PUGOK-DONG TEL. 82-51-518-3613
KIMHAE, KOREA FAX.: 82-55-337-3905 DETECTOR KOREA KEUMJUNG-GU, PUSAN, FAX. 82-51-512-7737
KOREA
34 BILGE EDUCTOR KIWON IND./ TEL.: 82-55-337-3300 47 PROVISION & HOSE MACGREGOR S-891 85 ORNSKOLDSVIK, TEL. 46-660-29-40-00 MACGREGOR(KOR)
KIMHAE, KOREA FAX.: 82-55-337-3905 HANDLING CRANE SWEDEN FAX. 46-660-29-42-83 TEL. 82-51-441 0805
FAX. 82-51-442 5777
35 AUX. COOL S.W. SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING 48 LIFE BOAT DAVIT & ORIENTAL 1612-1(77B-1L), SONGJUNG- TEL. 82-51-202-0101
PUMP HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793 WINCH PRECISION & DONG GANGSEO-KU, BUSAN, FAX. 82-51-831-3308
FAX. 82-51-244-7596 ENGINEERING KOREA
CO.,LTD.
36 AUX. COOL F.W. SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING
PUMP HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793
FAX. 82-51-244-7596
37 AUX. COOL SHINKO, JAPAN 5-7-21, OHZU, MINAMI-KU, TEL 81-82-508-1000 SAMKONG TRADING
F.W. COOLER HIROSHIMA JAPAN FAX. 81-82-508-1020 TEL. 82-51-246-7793
FAX. 82-51-244-7596
38 STEAM DRAIN DONG HWA ENTEC. 1575-6, SONGJEONG-DONG, TEL. 82-51-970-1070

COOLER KANGSEO-GU, BUSAN, FAX. 82-51-970-1071
KOREA

1.1.4 General Arrangement
CARGO MACHINERY ROOM CRANE (6T)

PROFILE
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ELEC. NO SMOKING
CARGO
MOTOR MACH.
ROOM ROOM DECK STORE
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)
GO
)
(C
W
H .T.(P .1 .T.(
&S
RG
&S
W.B NO T.T G F.
ES
FR T.W E/R SE
T NO ETT
S
AR T. S) CA &S)
R B.T F W .S
O
MIDSHIP SECTION
.(P
.(P
CA .
DIS TO
O P&
4C
FWD. D BOW THR.
H.F.O.
RG B.T.( . 2 .(P W R
.T
.T
W
.B .T.(
.(P)
. .1 O.1
PUMP
COFFERDAM
NO .B.T
OVERF.T
SP EAD
RM
A. P.T.
A F.P.T.
E
NO
.B
.B
DLWL
. RM. C DLWL
AC
C .T
NO N
D
W .(P )
3
W
W
W
.
EM'CY
EXIT
.3 .2 &S
NO NO NO
F
)
.4
.4
ENGINE ROOM
NO
NO
BILGE
PRIMARY
T.(P)
HIGH SIDE TA
NGENT
C.W.T HIGH S/C(S) LINE TRUNK
B.W MAIN L.O S/C(P)
SI RU
S/T L.O SUMP TK
DE NK
B.W CLEAN SEP.BILGE O.T.(P) BILGE
DE NK
T
DRAIN TK. HOLD. B.W.
SI RU
DRAIN T.(P)
T.(P)
B.L 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 B.L.
685
T
F.S : 800 2650 F.S : 3080 3075 2900 F.S : 3250 3225 2900 F.S : 3250 3225 2900 F.S : 2990 2925 2650 F.S : 800
A.P F.P
13600 44000 40035 45475 45475 29835 20800 6400 10380
CARGO T.
PIPE
W.B.T. W.B.T.
DUCT
B.L B.L
C.L
S.L
UPPER DECK PLA N
UP
UP
UP
WORKERS LOBBY
LOCKER CREW'S
HYD. POWER DECK CABIN CHANGE. SAFETY FIRE
UNIT RM STORE RM EQUIP. CONTROL
(6 P) RM STATION
E STORE
VENT DN
VALVE SPACE
NO.1
DN
ECONOMIZER OFFICERS
W.C CHANGING RM ELEV. NO.1
CARGO
DN SWITCH
STEAM
BOARD
ESCAPE RM
TRUNK UP
FOR ECR
AIR HANDLING UP
LIFTING BEAM UNIT RM DN
C.L. DN
10 30 50 60 UP 70 80 90 100 110 120 130 150

40
LIFTING BEAM
A.P.
SPARE
TUBE
SPACE
DN
EL.
DAIRY TRUNK ELEC.
NO.2
ECONOMIZER DRY RM NO.2 CARGO
UP PROV.
STORE
CARGO
SWITCH
MOTOR MACH.
LOBBY
VENT BOARD ROOM ROOM UP
DN
FISH RM
CHEMI- PAINT RM
DECK STORE
OIL CAL VEGET. MEAT
GREASE STORE STORE
RM RM
STORE
CO2 OXY. ACE. LOBBY
REL. RM RM UP
UP
UP
S.L
PRINCIPAL PARTICULARS CLASSIFICATION
Length Overall 283.0 m American Bureau of Shipping :

Length Between Perpendiculars 270.0 m A1, Liquefied gas carrier, Ship type 2G,
Breadth (mld) 43.4 m (Membrane Tank, Maximum Pressure 25 kPaG and
Depth (mld) 26.0 m Minimum Temperature -163℃, Specific Gravity 500 kg/m3)
Draft Design (mld) 11.4 m SH-DLA, SHCM, AMS, ACCU, UWILD, PMS including
Scantling (mld) 12.4 m CMS, NIBS, NBLES.
SERVICE SPEED 20.5 Knots at 85% MCR without Sea Margin COMPLEMENT : Total 39 persons + 6 workers
MAIN ENGINE TYPE : MARINE STEAM TURBINE

MCR : 39,500 SHP x 90.0 RPM

1.1.5 Tanks and Capacity Plan
CARGO MACHINERY ROOM CRANE (6T)

PROFILE
SWL 10T 5-25M
ELEC. NO SMOKING
CARGO
MOTOR MACH.
ROOM ROOM DECK STORE
MIDSHIP SECTION
B.W B.W
NO.4 TRUNK B.W
NO.3 TRUNK NO.2 TRUNK NO.1 TRUNK
.(S)
D.O.
NO.2 H.F.
O.STOR.T BOSUN STORE TRUNK
SERV.
SI RU
DE NK
T.(S)
) UR
.(S)
DE NK
T
C.L. SI RU
.(P H
) ) (C )
.T LP
R.T
COFFERDAM
COFFERDAM
COFFERDAM
(C . (C
T
SU
T.
NO
.STO
)
) COFFERDAM
T. S
&S
H OW
.
&S .O.
T
.O
.(P ) .1
O .(P&
.O
.(P H.F ).
L
)
.F
.T &S .F S) B.W.
GO
D.O
H.
)
.T .2 .(S H
GO
)
(C
W .(
H .T.(P
&S
&S
W.B NOETT.T
RG .B.T
ES
.1 .T F.
T.
NO ETT
AR S)
O
S)
FR T.W
AR
E/R S S FW .S
.(P
.(P
DIS
C A TO
4C GO T.(P& & FWD. D
H.F.O.
. 2.(P C W R BOW THR.
.T
.T
W
.(P)
. R .1 O.1
PUMP
.B .T.(
COFFERDAM
NO .B.T
OVERF.T
.
SP EAD
RM
A. P.T.
A .B F.P.T.
E
NO
.B
.B
DLWL RM. C DLWL
AC
C .T
NO N
D
W .(P )
3
W
W
W
.
EM'CY
.3
O.2
EXIT
&S
NO NO
A
F
)
N
.4
.4
ENGINE ROOM CARGO T.
NO
NO
BILGE
PRIMARY
T.(P)
HIGH SIDE TA
C.W.T NGENT
HIGH S/C(S) LINE
B.W MAIN L.O S/C(P)
S/T L.O SUMP TK B.W CLEAN SEP.BILGE O.T.(P) BILGE
DRAIN TK. DRAIN T.(P) HOLD. B.W.
T.(P)
B.L 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 B.L.
685
F.S : 800 2650 F.S : 3080 3075 2900 F.S : 3250 3225 2900 F.S : 3250 3225 2900 F.S : 2990 2925 2650 F.S : 800
A.P F.P
13600 44000 40035 45475 45475 29835 20800 6400 10380

PIPE
W.B.T. W.B.T.
DUCT
B.L B.L
C.L
TANK TOP
A/B
3120
) )
.(P .(P
)
.(P
.T .T
E/R W.B.T.
.T
.B .B
W
B.W.
H
ES
HIGH S/C
W W P)
.(P) .(P)
FR
.4
A
.4
F T.(
.B.T .B.T .B.
NO NO
BILGE
.3 W .2 W
P)
.T.(
/B CLEAN W
O.1
0A HOLDING T.
240
NO NO
W
TI. DRAIN T.
FW
DIS N DW
COFFERDAM
S/T L.O. DRAIN T. .B.T
) ) ) .(P
)
(C
)
P.T
.(C .(C
(C
C.L.
T.
A/B B.W. SEPARATED
A.
3400
T T
T.
BILGE O.T.
COFFERDAM
COFFERDAM
COFFERDAM
COFFERDAM
S/G RM FWD NO.1 H.F.O.
MAIN
PIPE DUCT O O PIPE DUCT O PIPE DUCT F.P.T.
O
S/C PUMP
STOR.T.(C)
L.O.SUMP T.
G 80 G RG
RM
RG
C.L C.L
R AR
10 B.W. 20 30 40 50 60 70 90 100 110 120 130 140 150 160 170 180
CA C CA
CA
.4 3 .2
O.
LOW S/C
)
NO
.1
.( S
B.W.
NO
C.L.
N .T
NO
W.B
) D
.(S FW
W.T ) )
.(S S)
TI.
DIS
.(S .(S) .(S) T.(
.T .T
.(S
)
.B .B .B.T .B.T .B.
W .3 W .2 W W
.T
W W 1
O O O.
H
ES
B.W.
A F N N
FR .4 .4 N
NO NO
HIGH S/C

Cargo Tanks Fresh Water Tanks S.G.=1.000
Capacities 98.7% Full Location Capacities Centre of Gravity (100% Full)

Location Max.
Max. MT of
Compartment Frame Volume F.S.M. Compartment Frame
Volume L.C.G. From V.C.G. Above Volume Weight L.C.G. V.C.G. Inertia (m4)
Number 98% Full (m4) Number
100% (m3) A.P (m) B.L. (m) 100% (m3) 100% (Tons) From A.P (m) Above B.L (m)
(m3)
Distilled W. TK (P) 8-17 207.8 207.8 10.000 17.792 53
NO. 1 CARGO T (C) 117-127 22110.8 21836.8 214.858 17.548 87621 Distilled W. TK (S) 8-17 207.8 207.8 10.000 17.792 53
NO. 2 CARGO T (C) 102-116 42919.0 42379.7 174.302 16.309 201813 Fresh Water TK (P) 8-17 262.9 262.9 10.291 17.969 190
Fresh Water TK (S) 8-17 262.9 262.9 10.291 17.969 190
NO. 3 CARGO T (C) 87-101 42930.6 42371.2 125.927 16.309 101978
NO. 4 CARGO T (C) 73-86 37702.9 37227.5 80.272 16.308 177361 Total - 941.4 941.4 - - -
Total 145663.3 142750.0
Fuel Oil Tanks S.G.=0.950
Centre of Gravity (95%

Water Ballast Tanks S.G.=1.025 Capacities Max. MT
Location Full)
of
Compartment Frame Weight L.C.G. V.C.G.
Location Capacities Centre of Gravity (99% Full) Volume Weight Inertia
Max. MT of Number 95% From A.P Above B.L
Compartment Frame 100% (m3) 95% (m3) (m4)
Volume Weight L.C.G. V.C.G. Inertia (m4) (Tons) (m) (m)
Number
100% (m3) 99% (Tons) From A.P (m) Above B.L (m) No.1 H.F.O. Stor. TK (C) 128-154 4591.2 4361.6 4143.5 241.657 12.749 5341
F.P. TK (C) 162-185 1465.3 1487.0 265.546 12.118 1346 No.2 H.F.O. Stor. TK (P) 36-72 1008.1 957.7 909.8 42.388 17.037 114
FWD W.B. TK (P) 127-154 2453.5 2489.7 240.829 12.199 2020 No.2 H.F.O. Stor. TK (S) 45-72 937.8 890.9 846.3 46.214 17.894 134
FWD W.B. TK (S) 127-154 2453.5 2489.7 240.829 12.199 2020 No.1 H.F.O. Sett. TK (S) 63-72 198.1 188.2 178.8 54.000 17.654 45
No. 1 W.B. TK (P) 116-127 5521.2 5602.7 211.191 10.653 9151 No.2 H.F.O. Sett. TK (S) 51-63 264.1 250.9 238.4 45.600 17.654 60
No. 1 W.B. TK (S) 116-127 5521.2 5602.7 211.191 10.653 9151 Low Sul.HFO Stor. TK (P) 59-72 499.8 474.8 451.0 52.400 20.088 65
No. 2 W.B. TK (P) 101-116 6101.0 6191.0 172.583 8.485 26761

Total - 7499.1 7124.1 6767.8 - - -
No. 2 W.B. TK (S) 101-116 6101.0 6191.0 172.583 8.484 26761
No. 3 W.B. TK (P) 86-101 6194.9 6286.3 124.473 8.381 27650
No. 3 W.B. TK (S) 86-101 6194.9 6286.3 124.473 8.381 27650
No. 4F W.B. TK (P) 79-86 2752.7 2793.3 89.526 8.403 12319 Diesel Oil Tanks S.G.=0.900
No. 4F W.B. TK (S) 79-86 2752.7 2793.3 89.526 8.403 12319 Max. MT of
Location Capacities Centre of Gravity (95% Full)
No. 4A W.B. TK (P) 72-79 2522.8 2560.0 68.456 8.901 10600 Inertia (m4)
Compartment Frame
No. 4A W.B. TK (S) 72-79 2522.8 2560.0 68.456 8.901 10600 Number Volume Weight Weight L.C.G. V.C.G.
100% (m3) 95% (m3) 95% (Tons) From A.P (m) Above B.L (m)
E/R W.B. TK (P) 36-72 1916.7 1945.0 44.213 13.938 537
D.O. Stor. TK (S) 36-45 280.3 266.2 239.6 31.991 19.196 45
E/R W.B. TK (S) 36-72 1833.7 1860.8 43.708 14.363 537
D.O. Serv. TK (S) 41-45 65.7 62.4 56.2 34.400 23.494 20
A.P. TK (C) -6-17 1032.8 1048.0 6.748 12.855 21771
M.G.O Stor. TK (P) 36-45 147.9 140.5 126.4 32.400 23.494 45
Total - 57340.7 58186.8 - - -

Total - 493.9 169.1 422.2 - - -

Lubricating Oil Tanks S.G.=0.900 Other Tanks
Centre of Gravity (98%

Capacities Location Capacities Centre of Gravity (100% Full)
Location Full) Max. MT of
Max. MT of Compartment Frame
Compartment Frame L.C.G. V.C.G. L.C.G. V.C.G. Inertia (m4)
Volume Weight Weight Inertia (m4) Number Volume 100% (m )3
Number From A.P Above B.L From A.P (m) Above B.L (m)
100% (m3) 98% (m3) 98% (Tons)
(m) (m)
No.1 Cofferdam 127-128 1786.1 231.055 19.073 13542
Main L.O Stor. TK. (S) 41-48 77.8 76.3 68.6 35.600 11.147 36
No.2 Cofferdam 116-117 2355.3 198.485 18.442 9146
Main L.O Sett. TK. (S) 32-41 86.9 85.2 76.7 29.585 11.147 37
No.3 Cofferdam 101-102 2936.0 150.110 17.140 13613
Main L.O Sump. TK. (S) 27-38 84.8 83.9 74.8 26.244 2.320 118
No.4 Cofferdam 86-87 2936.0 101.735 17.140 13614
Main L.O Grav. TK. (S) 39-43 21.9 28.0 19.3 32.800 23.214 5
No.5 Cofferdam 72-73 2600.3 58.951 17.103 12433
G/E L.O Stor. TK (S) 43-46 8.2 8.0 7.2 35.600 23.214 0
No.1 Trunk Deck Space 117-127 1027.6 215.522 32.117 24347
G/E L.O Sett. TK. (S) 46-48 5.5 5.4 4.8 37.600 23.214 0
T/G L.O Stor. (S) 43-46 8.2 8.0 7.2 35.600 23.214 0
T/E L.O Sett. (S) 46-48 5.5 5.4 4.8 37.600 23.214 0
Side Trunk (P) 72-128 3896.9 144.874 29.590 919
Total - 298.8 300.2 263.4 - - -
Side Trunk (S) 72-128 3896.9 144.874 29.590 919
Total 13415.1 - - -
Miscellaneous Tanks
Location Capacities Centre of Gravity (100% Full)

Max. MT of
Compartment Frame
L.C.G. V.C.G. Inertia (m4)
Number Volume 100% (m3)
From A.P (m) Above B.L (m)
HFO Over Flow TK. (P) 45-55 90.3 40.697 13.013 50
Bilge Primary TK. (P) 59-63 16.1 48.800 6.120 4
Purif. Sludge TK. (S) 51-58 8.5 43.600 9.058 2
Bilge Holding TK. (P) 63-72 129.2 54.265 1.513 631
Separate Bilge Oil TK (P) 56-63 31.1 47.600 1.950 114
Clean Drain TK. (P) 51-62 42.3 46.039 1.732 102
S/T L.O Drain TK. (C) 20-22 3.2 16.800 2.900 1
C.W.T (C) 10-17 78.2 11.600 4.063 16
Atmos. Drain TK. (P) 56-58 6.4 46.000 4.200 2
F.O Drain TK. (S) 53-54 2.4 42.900 3.675 1
B.W E/R AFT (C) 17-19 6.5 14.412 2.896 10
B.W E/R MID (P) 38-40 2.1 31.237 2.031 1
B.W E/R MID (S) 38-40 2.1 31.237 2.031 1
B.W E/R FWD (P) 66-69 7.3 54.141 1.920 10
B.W E/R FWD (S) 66-69 10.4 54.121 1.834 20
Total - 435.9 - - -
1 - 10 Part 1 Design Concept of the Vessel

1.2 Classification, Rules and Regulations of the intended terminal)

9) International Telecommunication Convention, 1973 with Annex and
1. Classification Revision 1974, 1982 and 1983/87. 4) OCIMF “Ship to Ship Transfer Guide (liquefied gases)”, 1995.
The vessel, including her hull, machinery, equipment and outfittings, shall be 10) Marine rules and Regulations of National Governments for ship 5) OCIMF Recommendations for Manifolds for Refrigerated liquefied
constructed in accordance with the Rules and Regulations under survey of entering into their ports. Natural Gas Carriers(LNG), 1994.
ABS.
11) International Convention on Tonnage Measurement of Ships 1969, as 6) SIGTTO “Recommendation and Guidelines for Linked Ship/Shore
A1, Liquefied gas carrier, Ship type 2G (Membrane tank, Maximum pressure
amended by IMO Resolution A.493 and A.494(XШ) Emergency Shutdown of Liquefied Gas Cargo Transfer, 1997”.
25kPaG and Minimum Temperature -163 °C, Specific Gravity 500 kg/m3),
SH-DLA, SHCM, SFA(40), AMS, ACCU, UWILD, PMS including CMS,
NIBS, NBLES. 12) Rules of Navigation of the Suez Canal Authority, including 7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressure on
Regulations for the Measurement of Tonnage. ESD, 1987.
2. Rules and Regulations
13) IMO Publication No.978. Performance Standards for Navigational 8) SIGTTO Recommendation for the installation of Cargo Strainers on
The Vessel shall be registered in either Luxembourg, Liberia, Panama, Equipment. LNG Carriers.
Bahamas, Malta, or Marshall Islands and shall comply with the following
Rules, Regulations and requirements of the Authorities. However the 14) DNV F-AMC, requirement with ABS letter of compliance. 9) SIGTTO Port Information for LNG Export and Import Terminals.
determination of the registered port among the above shall be decided in the
early stage of design. The design/construction non-conformity due to an 15) IMO Resolution A708(17) Navigation Bridge Visibility and Function. 10) ICS Guide to Helicopter / Ship Operations.
unknown registered port shall be born by the Buyer.
16) International Convention on Standards of Training, Certification and 11) International Electro-Technical Commission (IEC) Publication 92.
1) Relevant Rules and Regulations of the loading and discharging ports Watchkeeping (STCW), 1993 and later amendments.
of Korea, Qatar, Japan, USA, India, Italy, Turkey for entry into those 12) IEC Publication 533 “Electromagnetic Compatibility of Electrical and
ports. 17) IMO Resolution A.468(XΠ), “Code on noise Levels on Board Ships”. Electronic installation on Ships”.
2) International Convention on Load Lines 1966, as amended by IMO

18) IMO Resolution A272/A330 Safe Access to and Working in Large 13) ISO 6954-1984 “Mechanical vibration and shock Guideline for the
Resolution A543 and A514(ΧШ).
Cargo Tanks and Ballast Space. overall evaluation of vibration in merchant ships”.
3) International Convention for the Safety of Life at Sea Consolidated

19) IMO Resolution A601(15) Provision and Display of Manoeuvring 14) ISO 2923 Acoustic Measurement of Noise on Board Vessels.
1997 any later amendments.
Information Onboard Ships.
15) ISO standard 3945 – 1985.
4) International Code for the Construction and Equipment of Ships
20) IMO Resolution A686(17) “Code on Alarms and Indicators”.
Carrying Liquefied gases in Bulk (IGC Code)
16) ISO 10816-1 (1995, Mechanical Vibration Evaluation of Vibration on
21) IMO Resolution A.719(17) “Prevention of Air Pollution on Non-rotating Parts, Reciprocating Piston engines and Compressors).
5) International Convention for the Prevention of Pollution from Ships”.
Ships(MARPOL) 1973/78 Consolidated 1991 and later amendments,
17) ISO 484/1(1981, Manufacturing Tolerances for ship Screw
including 1997 Annex VІ “Prevention of Air Pollution from Ships”.
22) IMO Resolution A.751(18) “Interim standards for ships Propellers>2.5 dia.).
manoeuvrability”.
6) International Convention for Preventing of Collisions at Sea, 1972 and
18) ISO 8573-1 (Compressed Air for general Use – containment and
IMO Resolution A464(XΠ) Amendments.
23) International Telecommunication Union(ITU) Radio Regulation, 1997. quality classes).
7) USCG Regulations for foreign flag Vessels operating in the navigable

The following recommendations and guidelines shall apply : 19) ISO 4406 (Hydraulic system flushing).
waters of the United States including pollution prevention(except
Alaskan waters).
1) OCIMF Recommendations on Equipment for the Towing of Disabled 20) Swedish Standard SS 780726 (Engine room ventilation on turbine
- CFR Title 33 – part 155, 156, 159, 164.
tankers, 1981). Vessels)
- CFR Title 46 – part 154.
And public law 95-474 Oct. 17, 1978 “port and tanker safety act in
2) OCIMF Mooring Equipment Guidelines, 1997.. 21) ISO 7547 (Accommodation ventilation & air conditioning).
1978”
3) OCIMF Guidelines and Recommendations for the safe Mooring of 22) ISO 8309-1991 Refrigerated light hydrocarbon fluid measurement of
8) ILO Guide to Safety and Health in Dock work, 1976 as amended in 1979.
large Ships at Piers and Sea Islands, 1994(including special conditions liquid levels in tanks containing liquefied gases.

23) VDI 2063–1985 (Measurement and Evaluation of Mechanical Vibration

of reciprocating liquefied gases.
24) BS 1807-1981.
25) VDI 2056 Criteria for Assessment of Mechanical Vibration in Machines.
26) IMO Resolution A343(ix) Recommendation on method of measuring

noise levels at listening posts.
27) ILO Convention Concerning Crew Accommodation on Board Ships

(No.92&133)
28) IMPA Recommendations for Pilot ladders.
29) Council Directive 96/98/EC on Marine Equipment as amended by

Commission
30) Maritime Traffic Safety Law of Japan (Minimum applicable for foreign
flag vessels to visit Japanese seaway.
31) IMO Resolution A868(XX) – Guidelines for the control and

management of ship ballast water to minimise the transfer of
harmful aquatic organisms and pathogens.
The Builder shall provide the necessary assistance in preparing for and
obtaining approval from the government authorities of the loading and
discharging port for calibration of CTS and cargo tank tables.
If the formal certificate(s) are not obtained at the time of the Vessel’s delivery,
the Builder shall furnish the Owner with the provisional certificate(s).
In such case(s), the Builder shall deliver the formal certificate(s) to the Owner
as soon as available after the Vessel’s delivery.

Illustration 1.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam
Membrane Sheet
Primary Membrane
Secondary Membrane
Ballast
Inter Barrier Space Panel
Void
Cofferdam
Insulation Space Panel
Duct Keel
Ballast Tank
Duct Keel

1.3 Design Concept of the Cargo System The cargo handling piping system shall consist basically of fore and aft LNG
liquid and vapour headers connected to their respective crossover and branch z Pressure range : -1 kPaG to 25 kPaG
General Description lines leading to each cargo tank. z Normal operating pressure : 106 kPaA
The cargo containment, cargo handling, control and measuring systems shall be The shore connections with two (2) liquid crossovers with Y piece and one (1) Cargo composition
designed, constructed and equipped to transport liquefied natural gas (hereinafter vapour crossover shall be provided, and the lines shall be arranged to allow for
called LNG) in four (4) membrane cargo tanks at about -163˚C and at the easy access for operation. The make up of the LNG to be handled as loaded is expected to be within the
absolute pressure of 106kPa. following range.
The cargo pumps and stripping/spray pumps shall be of the electric motor-driven,
The cargo containment system shall be of the membrane type in accordance with submerged type, and shall be installed in each cargo tank. Composition Range(Mole%) Standard(Mole%)
the patent and design of the GTT MARK-Ⅲ and the requirements of the Class Nitrogen .. 0.04 – 1.00 0.35
and the regulatory bodies concerned. High duty and low duty compressors (hereinafter called H/D compressor and Methane 86.70 – 90.40 88.0
L/D compressor), boil-off/warming up heaters, LNG vaporizer and forcing Ethane 7.00 – 8.50 7.8
The thickness of insulation shall be determined to limit the boil-off rate to less vaporizer shall be installed in the cargo machinery room electric motor room. Propane 1.10 – 3.10 2.8
than 0.15% per day of methane during loaded voyages with tanks initially to Butane 0.10 – 1.15 1.0
98.5% of their total capacity. An oil fired inert-gas generator unit shall be installed in a separate compartment Pentanes and Heavier 0.007 – 0.10 0.05
within the engine room to supply the inert-gas and dry air necessary to prepare
The top part of tanks shall be chamfered athwartships by 45˚ to limit the effect of the cargo tanks for filling with LNG, or for inspection and repair. Heat value (Average):
liquid motion. The bottom part shall be similarly chamfered to enable tanks to HHV 53.8 MJ/kg
follow the lines of the ship. Two nitrogen generators shall be installed in engine room to supply the N2 gas LHV 49.2 MJ/kg
necessary to fill and make up the insulated spaces and purge the pipes, etc.
The vessel’s design shall be such as to allow any one or more cargo tanks to be Note
empty with the remaining cargo tanks filled within the range acceptable to GTT A cargo machinery room and an electric motor room shall be provided on the Standard Composition and pure methane shall be used for designing equipment.
in the sea going condition. trunk deck. The equipment shall work with any composition complying with the range
shown in the above table.
The vessel shall be designed to allow any one of the cargo tanks to be emptied, During loading the cargo vapour shall be returned to shore.
warmed-up, inerted, aerated and made safe for access with the remaining tanks Boil-off rate
filled - within the range acceptable to GTT and while maintaining a permanent 1.3.1 Cargo Containment System Principle
gas fuel capability from the remaining cargo tanks. After delivery of the vessel, the Builder shall calculate the actual BOG rate in the
The cargo containment, cargo systems and ship’s hull structures shall be specified condition and its result is to be calibrated in order to meet the design
Each tank shall be fitted with a rectangular insulated liquid dome (about 4.9 x designed on the following bases. condition. The result of BOR calculated shall be submitted to the Shipowner
4.5 metres) situated at its aft side. under the shipbuilding contract.
Cargo
This dome shall be used as a common access for the cargo handling equipment z Density, cargo LNG : 470kg/m³ for general design of the ship, 500 The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full
into the tank and also for various instrumentation and control lines, and as a kg/m³ for hull scantlings, cargo containment system and cargo pumps. but cargo piping to be empty) shall be less than 0.15% per day of the cargo
means for personnel access into the tank. z Density, pure methane : 425 kg/m³ volume at the fully loaded condition (98.5% of their total capacity) under the
z Minimum design temperature : -163˚C following conditions.
Each tank shall be also fitted with a gas line at the middle of cargo tank top.
Ambient temperature conditions z temperature : +45˚C
The domes shall be properly insulated inside to reduce thermal heat flow and z Sea water temperature : +32˚C
provide feed-through for cargo pipes, electric power, instrumentation and for z Sea water temperature : max. +33˚C, min. 0˚C z Cofferdam temperature : +5˚C
other necessary installations. z Air temperature (for cargo containment system & contiguous hull z Other compartments : no heating
structure) : max +50˚C, min. -18˚C z Temperature of cargo : -161.5˚C
A material-passing hole and a personnel access shall be provided on the liquid z Air temperature for other systems : min -10˚C z Cargo : Pure methane
dome, from which a frame leads to the bottom of the tank between the six (6) z Cargo tank pressure : 106 kPaA
intermediate platform levels with a slightly inclined ladder and one (1) vertical Ambient pressure conditions z Sea condition : calm
ladder on upper part. z Cargo tank surface condition : 100% wetted
z atmospheric pressure range : 95 to 104 kPaA
Each cargo tank shall be provided with a vent mast.
Design pressure of cargo tank

Note The pressure in these spaces shall be regulated at a pressure slightly above 3. Secondary barrier “triplex”
The natural boil-off rate of 0.15% per day shall be achieved without the use of atmospheric pressure in order to prevent any air ingress.
vacuum conditions in the insulation space. Triplex for construction of the membrane secondary barrier shall be supplied by
For the inter-barrier space the pressure shall be maintained between 0.5 kPa and manufacturers and approved by GTT.
The properties of pure methane at -161.5˚C used in the calculations are : 1.0 kPa above atmospheric pressure.
z Specific gravity : 425 kg/m³ For the insulation space the pressure shall be maintained between 1.0 kPa and Aluminium foil
z Latent Heat : 511 KJ/kg 1.5 kPa above atmospheric pressure.
z Chemical composition ( for reference )
Metered under a constant pressure of 106 kPaA in the cargo tanks (steady state 3. LNG filling limit
established for 48 hours at least) AL ≥ 99.2%, Fe ≤ 0.6%, Si ≤ 0.25%, Cu ≤ 0.05%, Zn≤ 0.03%,
Cargo tanks shall be said to be full when they are filled to within 98.5% of their Mn ≤ 0.03
Checked from readings made at sea in fine weather (Beaufort 5) during a voyage total capacity. Filling ratios higher than 98% shall be applied subject to
in the loaded condition, after the ship has been loaded and upon arrival in approval by the statutory body and Classification Society concerned. z Physical characteristics : Thickness : 0.7mm (about), Weight : 190 g/m²
harbour before unloading takes place. about
Sailing at sea with filling ratios between 10% of the tank length and 80% of the z Ultimate tensile strength ≥ 60 kg/mm
No liquid pumping shall be done using the forcing vaporizer and sprayer during tank height shall be prohibited unless otherwise specified in accordance with the z Elongation at break ≥ 10 %
the voyage. Class.
The average of corrected calculated rates from the readings made during at least However the Builder’s design target will be over 70% of the tank height and will Glasscloth
ten (10) voyages in the loaded condition, excluding the first voyage on entering be confirmed during design stage by GTT and Class in due course.
service. z Warp contexture ≥ 10 per 25 mm
Construction of the Insulation and Barriers z Weft contexture ≥ 10 per 25 mm
Design and calculation z Weight : 330 g/m2 about
1. Stainless steel sheets
1. cargo tank pressure 4. Plywood
The specified material for construction of the membrane primary barrier shall be
The design normal absolute operation pressure of cargo tanks during a laden supplied by manufacturers and approved by GTT. The specified material for the prefabrication of the insulating panels shall be
voyage shall be 106 kPaA. The normal laden voyage operating pressure range supplied by manufacturers and approved by GTT.
shall be adjustable between 105 and 120 kPaA. z Type of steel : Nickel-Chromium stainless steel with very low carbon
content, 12mm plywood
During a ballast voyage, the operating gauge pressure of cargo tanks shall be z Nominal thickness : 1.2 mm
maintained within the normal operating pressure range between 7 kPaG (about z Chemical composition ( for reference ) The 12mm plywood shall be used at the verso face in the fabrication of the
108kPaA) and 19 kPaG (about 120 kPaA). insulating panels and top bridge pads:
C ≤ 0.030%, S ≤ 0.020%, P ≤ 0.040%, Cr = 17% to 20%, Ni = 9% to
The maximum pressure of gas in the tanks shall be 25 kPa MARVS (Maximum 12%, Si ≤ 1%, Mn ≤ 2%, Cu ≤ 1% z Wood species : Birch
Allowable Relief Valve Setting) above atmospheric pressure. z Nominal thickness : 12mm
z Corresponds approximately to AISI 304L. z Number of plies : 9 plies alternate crossing at 90˚
The minimum permissible pressure (vacuum condition) shall be 1 kPa below z Appearance : ISO 2426 class Ⅱ
atmospheric pressure. 2. Rigid polyurethane foam z Compressive strength : 50 Kg/cm² at proportional limit and
perpendicularly to the fibres.
2. Insulated spaces The specified material for the thermal insulation of the tank shall be supplied by z Ultimate bending strength : 30MPa for directions parallel and
manufacturers and approved by GTT. perpendicular to face grain.
There are two (2) different spaces located between the primary barrier and the
inner hull. z Density : 120 kg/m³ 9mm plywood
z The inter-barrier space (I.B.S) between the primary and the secondary z Closed cells : > 94%
barrier. z Fibreglass content : 10 % The 9 mm plywood shall be used for the fabrication of the insulating panels
z The insulation space (I.S) between the secondary barrier and inner hull. z Thermal conductivity at +24˚ : < 0.025 kcal/hr.m˚C
z Water absorption : 1.3% volume z Wood species : Birch
The two (2) spaces shall be maintained in a dry and inert condition using z Nominal thickness : 9mm
nitrogen gas. Foaming agent used shall be HCFC 141b CO2 co-blowing type. z Number of plies : 7 plies alternate crossing at 90˚
z Appearance : ISO 2426 classⅡ

z Ultimate tensile strength : 600 Kg/cm² parallel to face grain

400 Kg/cm² perpendicular to face grain
z Tensile strength perpendicular to the bonding plane : 2 MPa
z Shearing strength under tension : 3.5 MPa
92 mm plywood
The 92mm plywood shall be made by the bonding of several plywood panels of
15mm nominal thickness. This plywood shall be used for the fabrication of
hardwood keys.
5. Adhesive products
Three (3) different kids of adhesive product shall be supplied by manufacturers

and approved by GTT.
z Epoxy glue.
z Loading bearing epoxy mastic,
z Polyurethane glue.
Epoxy glue
Epoxy glue shall be used for assembling the insulating elements

Product with two components : resin + hardener
Volumetric mass of mixture : 1.3
Load bearing mastic
Loading bearing mastic shall be used for the supporting of insulating panels.
Mixing and application with automatic machine
Volume mass of mixture : 1.5
Polyurethane glue
Polyurethane glue shall be used for the prefabrication of the insulation panels.
Application by spraying system or automatic machine
Volume mass of mixture : 1.3

Illustration 1.3.1b Cargo Tank General
Inner Deck Hull
Side Passage Way Secondary Insulation (170mm)
Secondary Barrier
(Triplex : Aluminium Foil + Glasscloth)
Primary Insulation (100mm)

Liquid Dome Primary Barrier
(Chromium Nickel Stainless steel : 1.2mm)
Vapour Dome
Discharge Line
Filling Line
Tripod Mast
Stripping/ Main Cargo Pumps

Spray Pump
Ballast Tanks Pipe Duct

Illustration 1.3.2a Construction of Containment System
Angle Piece
Membrane Sheet
Top Bridge Pad
Secondary Barrier Joint
Flat Joint
Plugs
Anchoring Strip
Flat Panel
Stud
Corner Panel
Load Bearing Mastic
Retainer Stud
Levelling Weidge Inner Hull

Illustration 1.3.2b Construction of Containment System – Flat Area
Fitting Componets
for Flat Panel
Cylindrical plug
Top bridge pad
Nut HM 10 Cylindrical plug
Washer LL 10
Secondary Flat panel

barrier joint
Stud
Level wdege
Anchoring strip
Secondary
barrier
Flat joint

Illustration 1.3.2c Construction of Containment System – Corner Part. 1
Sandwich Panel B
Note : X : Resine rope thickness 12.5mm

Actual dimension of inner hull are S: Secondary Insulation 170 mm
A : Bonding with PU GLUE
compensated by tolerance ±40 P : Primary Insulation 10mm B
B
B : Bonding with EPOXY GLUE Secondary barrier

curve joint
S+P
S P Top plywood Th. 9mm

Glass wool
X Insulating foam
Secondary barrier
A
Flat panel
Black Plywood
Th. 9mm
A
A
Large corrugation profile for B/A B/C D/A D/C A
Insulating foam
525 Back plywood Th. 9mm

Flat Panel Plywood Th. 12mm
Junction band
75 ±40
510 ±40 1020

Transversal Bulkhead
525
340 ±40 340 340 340 340
210 210 75 ±40
90 40 55 Longitudinal bulkhead 30
S+P+210+210 = 690 70
(X+S+P)/tan(90˚/2)+210+210+40 = 742.5
120 880 140

Illustration 1.3.2.d Construction of Containment System – Corner Part. 2
X : Resine rope thickness 12.5mm B

S: Secondary Insulation 170 mm Sandwich Panel
P : Primary Insulation 10mm
B B
A : Bonding with PU GLUE
Note : Secondary barrier
B : Bonding with EPOXY GLUE
curve joint
Actual dimension of inner hull
+40
are compensated by tolerance
-20
A
Top plywood
Th. 9mm
A Secondary barrier
A
Insulating foam
Corner 3 Corner 3 BIS

Plywood Th. 12mm Top plywood A
A
Back plywood A Th. 9mm
Th. 9mm
P
P
S+
P
P
A
S+
Insulating foam
A
S
A
Back plywood
S
Th. 9mm
48
Junction band
0.
8
X
48
X
396
0
Flat Panel
.8
396
Flat Panel
+40
381 -20
24
+40
0.
381 -20
4
+40
211 -20
E-
340 340
G
-H
+40
211 -20
E-
340 340
-K
G
151 170
-H
-K
151 170
+40
45 -20
+40
Fl 45 -20
at
P an
el
45
+4 0
0
-2
45
+4 0
0
-2
321
39
6
321
39
6
70
40
A-C 70 55
15 55
15 70 F-J
20 20
70 40
(S+P)/Tan(135˚/2)+151+170 = 432.8 (S+P)/Tan(135˚/2)+321 = 432.8
(X+S+P)/Tan(135˚/2)+321+15 = 453.1 (X+S+P)/Tan(135˚/2)+321+15 = 453.1

1.3.2 Membrane Cargo Containment The backing plywood of insulation panels shall be intended to be bonded on the
double hull. All welds shall be visually checked according to the appearance criteria and all
Tank construction surface defects shall be subjected to an examination with a magnifier, then all
The upper face plywood of insulation panels shall be used to fit stainless steel seam welds shall be subjected to a tracer gas check using nitrogen/ammonia
1. General description strips for the membrane fastening and also to support the membrane. mixture and reactive paint. The results shall be recorded.
The following components of the MARK-Ⅲ containment system shall be Two and Three-way corner panels: The QA system shall ensure full traceability for all manual welding (100%) and
applied as follows: periodic control of automatic welding machines. Summary reports shall be
The corner panels include reinforcing components for anchoring of the issued to the Buyer for reference on a regular basis.
z the 1.2mm thick stainless steel primary barrier, whose main feature membrane in the corners of the tank and are;
consists of an orthogonal system of corrugations which compensate for Welder and welding machine control procedures for membrane, procedures for
thermal contraction and mechanical ship’s deflections. z Hardwood keys, made of thick plywood. qualification tests of membrane welder and procedures for operator qualification
z Heavy corner pieces, made of stainless steel (SUS340L) similar to the tests of membrane auto-welding shall be approved by the Buyer. Welder
z The insulation, which consists mainly of rigid polyurethane foam with membrane material. qualification for manual welding shall be tested every month during QA, Class
reinforcing glass fibre in between two (2) plywood sheets. The and Buyer’s attendance.
insulation transmits cargo pressure to the internal structure of the vessel. 2) Prefabricated membrane sheets
Welding procedures shall be approved by the GTT and the Class.
z The secondary barrier, which shall be laminated composite material, The membrane shall be made of 1.2mm thickness stainless steel sheets.
and which shall be made of two (2) glass cloths (for the resistance) with Welders and operators for the welding machines shall be certified on the basis of
an aluminium foil (hereinafter called “Triplex”) in between, for The corrugations make a regular orthogonal pattern having a nominal pitch of approved qualification procedures.
tightness. The secondary barrier, whose purpose shall be to contain 340mm in both directions. But the dimensions of corrugations are not similar in
LNG in case of any accidental leakage through the primary barrier, the longitudinal and transverse direction, i.e. slightly smaller corrugations shall All welds shall be subjected to qualification tests for authorization and
shall be inserted in the insulating structure. be provided as below. supervision by the GTT during the actual construction work.
The containment system shall be made of prefabricated elements which shall be z Large corrugations (LC) shall be displayed in the longitudinal direction 2. Main work procedure
assembled in the hold. of the membrane sheet.
z Small corrugations (SC) shall be displayed in the transverse direction. Main procedure of the cargo containment works shall be carried out as follows.
These elements shall be mainly:
The prefabrication (forming of the corrugations) shall be made in a workshop 1) Hold preparation
z The prefabricated insulating panels (flat and corner panels) with specific tools and standard equipment such as presses.
z The membrane sheets (flat sheets and angle pieces) Hold measurement shall be performed in order to determine the actual
A folding process which was developed by GTT shall be made in a workshop dimensions and the insulation positioning in the hold. Then tracing/marking of
The assembling shall be performed by bonding and mechanical fastening (for the with specific tools and standard equipment such as presses. the positions for the stud bolt axes shall be done.
insulating panels) and by welding (for the membrane).
Standard membrane sheets shall be of 3060 x 1020mm in dimensions. 2) Installation of the mechanical attachment
2. Manufacture
Angle pieces shall be provided for the tank corners to insure the continuity of the Welding of the studs for the panels and corner panels shall be done.
1) Prefabricated insulating panels corrugations. Typical angles shall be of 90˚ and 135˚. Welding of retainers for corner panels shall be performed at the block-
construction stages as their position is perfectly determined with respect to the
Only manufacturers with service experience and approved by GTT shall be used Insulation and membrane erection edge of the tank.
for the fabrication of the components of the containment system.
1. General 3) Setting of the levelling wedges
The insulating panels shall have a thickness of 270mm.
Insulation manuals and check sheets for the components, approved by the GTT, Levelling wedges shall be fitted in order to compensate for double hull
Standard flat panels: the class and Buyer, shall be used at every stage of installation work and the deformation and to minimize the quantities of load-bearing mastic used.
results shall be recorded.
The different components (reinforced PU foam (R-PUF), plywood and 4) Insulating panels installation
Secondary barrier) shall be bonded together in a workshop with a polyurethane The welding of the primary barrier shall be made using Tungsten-electrode Inert
adhesive. Gas (hereinafter called “TIG”) automatic welding or manual welding processes The cargo hold will be cleaned and all traces of rust, grease or pollution will be
without filler metal in general to keep the liquid tightness of the primary barrier. removed from the inner hull surface before commencing insulation installation.

Fitting of insulation panels to cargo holds shall be done by means of special

handling and securing legs and tools and also special care shall be taken to
protect the panels from damage.
Load bearing mastic application and corner panel installation shall be done.
Bonding and putting the flat wall panels at their locations shall be done.
The panels shall be kept in place with the studs.
5) Inserting of the joint between panels

The gap between panels shall be filled with glass wool.
Form plugs shall be inserted to cover the studs.
6) Bonding of the secondary barrier joints.
The completion of the secondary barrier shall be performed by bonding under

pressure and with epoxy adhesive, flat Triplex scabs over the joints between flat
wall panels and curved Triplex scabs between corner panels. Hot melt glue shall
be considered based on recommendation by GTT.
The tightness of the cover joints shall be checked by visual inspection and local
vacuum box test.
7) Installation of the top bridge pads.
Top bridge pads shall be installed between flat panels and also between two (2)
adjacent corner panels which are fitted during bonding in the erection work stage
in the cargo tanks.
8) Tracing
Tracing and membrane sheet positioning shall be done.
9) Installation of membrane sheets
Installation of the membrane sheets and temporary fixing by clamps shall be

done.
z maximum fitting gap permissible shall be 0.3 mm.
10) Tack welding
Tack welding of the edge of membrane sheets onto the anchoring pieces and/or
on the overlapped membrane sheet already in place shall be done.
11) Continuous welding operation
Continuous welding operation shall be achieved in order to ensure tightness of

the primary barrier. This welding operation shall be performed either manually or
automatically.
Simultaneously, angle pieces shall be put in place and welded as for the
membrane sheets.

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 close
at an acceptable level and to protect the inner hull steel from the effect of watch and record are kept as a check against further deterioration and spreading
excessively low temperature. If the insulation efficiency should deteriorate for of the ice formation, no further action is required. If the cold spot is extensive,
any reason, the effect may be a lowering of the inner hull steel temperature or tending to spread rapidly, salt water spraying should be carried out.
resulting in a cold spot and an increase in boil-off from the affected tank.
Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. The
inner hull steel temperature must, however, be maintained within acceptable Warning
limits to prevent possible brittle fracture. In the unlikely event that this remedy is insufficient and it is considered unsafe
to delay discharge of cargo until arrival at the discharge port, the final recourse
Thermocouples are distributed over the surface of the inner hull but, unless a will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
cold spot occurs immediately adjacent to a sensor, these can only serve as a using a single main cargo pump. This course of action should only be
general indication of steel temperature. To date, the only reliable way of considered after full consultation with Owners, Charterers and the relevant
detecting cold spots is by frequent visual inspections of the ballast spaces on the National Authorities.
loaded voyage.
The grade of steel required for the inner hull of the vessel is governed by the Illustration 1.3.3a Hull Steel Grades
minimum temperature this steel will reach at minimum ambient temperature,
assuming that the primary barrier has failed, if the LNG is in contact with the E
secondary membrane.
A A
E
For the contiguous hull, environmental conditions are issued from the USCG
rules. E E
• Air temperature = -18°C E E
• Sea water temperature = 0°C

• Wind speed = 5 knots
• LNG in contact with the secondary barrier.
For the outer hull, conditions are based on IGC

z Air temperature = 5°C E E
z Sea water temperature = 0°C

z No wind
z LNG in contact with the secondary barrier A A
The minimum temperature of the inner steel will be about -26°C.

For these conditions Classification Societies require a steel grade distribution as
D D
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade ‘E’ steel and the remaining longitudinal steelwork grade ‘DH’ both
grades having a minimum operating temperature of -30°C. The transverse
watertight bulkheads between cargo tanks are of steel grade ‘A’ with a glycol B
water heating system.

DH DH
In addition to the failure of the membrane, local cold spots can occur due to
AH
failure of the insulation. Pipe Duct
Watertight Bulkhead
Between Cargo Tanks
Whilst the inner hull steel quality has been chosen to withstand the minimum Minimum Operating Temp. ℃ and maximum plate thickness
temperature likely to occur in service, prolonged operation at steel temperatures Grade A -5 ℃ 15mm
Grade E -30 ℃ 40mm
below 0°C will cause ice build-up on the plating, which in turn will cause a Grade D -20 ℃ 20mm
further lowering of steel temperature due to the insulating effect of the ice. A A
Grade AH -10 ℃ 20mm
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient
capacity to maintain the inner hull steel temperature at 0°C under the worst
conditions.

Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

1.4 Hazardous Areas and Gas Dangerous Zone All electrical equipment sited in hazardous areas is of the intrinsically safe type.
(See Illustration 1.4a, 1.4b) Fresh air intakes, supply and exhaust ventilators for the cargo compressor room,
cargo electric motor room, side passage and pipe duct are provided.
Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas: When testing enclosed spaces for the presence of natural gas, it is important to
ensure that pockets of gas are not trapped near deckhead structures, etc.
Gas dangerous spaces or zones are zones on the open deck within 3.0 m of any
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and In the case of a leak or spillage of LNG the following procedure must be carried
entrances and ventilation openings to the cargo compressor house. They also out;
include the open deck over the cargo area and 3 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 1) Isolate the source of LNG. If loading or discharging, stop all operations
within 2.4 m of the outer space of the cargo containment system where such and close the manifold valves.
spaces are exposed to the weather. 2) Summon assistance by sounding the alarm.
3) Protect hull from possible risk of cold fracture.
The entire cargo piping system and cargo tanks are also considered gas
dangerous.
Note
In addition to the above zones, the Code defines other gas-dangerous spaces. 1. The plan shows the gas dangerous spaces and gas dangerous zones in order to
guide the detail design of “ EL. EQUIPMENT ARR’T ON DECK” (DWG
The area around the air-swept trunking, in which the gas fuel line to the engine NO. EF 061.40)
room is situated, is not considered a gas dangerous zone under the above Code. 2. Intended cargo :
Liquefied Natural Gas ( LNG : temp. : -163c, Range of Densities: from 425 to
All electrical equipment used in these zones, whether a fixed installation or 500Kg/m3)
portable, is certified ‘safe type equipment’. This includes intrinsically safe 3. Classification :American Bureau of Shipping
electrical equipment, flame-proof type equipment and pressurised enclosure type 4. AI(E), Liquefied Gas Carrier, Ship Type 2G (membrane tank, maximum
equipment. Exceptions to this requirement apply when the zones have been pressure 25kPaG and minimum temperature –163oC, specific gravity 500 kg/m3),
certified gas-free, e.g. during refit. SH-DLA, SHCM, SFA(40) AMS, ACCU, UWILD, PMS including CM, NIBS,
NBLES.
Safety Precaution
The piping system fitted on board enables the cargo system to be operated safely,
provided that certain procedures are followed. Since flammable gases are
involved, inert gas or nitrogen gas is used to eliminate the possibility of an
explosive mixture existing in the cargo system during any part of the gas-freeing
operation. The system will also enable the cargo tanks to be purged with inert gas
or nitrogen prior to filling with cargo tanks. The piping has been arranged to
eliminate the possibility of pockets of gas or air remaining after gas-freeing or
purging.
The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas,
to air, with the cargo vapour displaced by good quality inert gas before air is
introduced into the tanks. The reverse procedure is adopted when preparing the
ship for resumption of service after dry docking or lay-up.
Boil-off gas is supplied to the main boilers through an air-swept trunk that is
continuously monitored for gas leakage. Any interruption or failure of the gas
supply initiates a closure of the gas supply and an automatic nitrogen purge of
the whole engine room gas supply system.

Illustration 1.4b Hazardous Areas and Gas Dangerous Zone Plan I. GENERAL NOTE (IGC CODE)
Cargo tank vent system (IGC Code - 8.2.10)
Gas dangerous space or zone (IGC Code - 1.3.17)
1. Cargo tank pressure relief valve vent exits should be arranged at a distance at
1. A space in the cargo area which is not arranged or equipped in an approved least equal to B or 24m whichever is less from the nearest air intake or
manner to ensure that its atmosphere is at all times maintained in a gas safe opening to accommodation spaces, service spaces and control stations, or
condition; other gas safe spaces.
2. An enclosed space outside the cargo area through which any piping 2.All other vent exits connected to the cargo containment system should be
containing liquid or gaseous products passes, or within which such piping arranged at a distance of at least 10m from the nearest air intake or opening to
terminates, unless approved arrangements are installed to prevent any escape accommodation spaces, services spaces and control station, or other gas safe
of product vapour into the atmosphere of that space; spaces.
3. A cargo containment system and cargo piping; Mechanical ventilation in the cargo area (IGC CODE 12.1.6)
4. a) A hold space where cargo is carried in a cargo containment system Ventilation exhaust ducts from gas dangerous spaces should discharge
requiring a secondary barrier; upwards in locations at least 10m in the horizontal direction from ventilation
intakes and opening to accommodation spaces, service spaces and control
b) A hold space where cargo is carried in a cargo containment system not stations and other gas safe spaces.
requiring a secondary barrier;
II. IACS E12
5. A space separated from a hold space described in 4.
a) by a single gastight steel boundary. Paint lamp store 3m radius of exhaust mechanical ventilation outlet, 1m radius of
natural inlet & exhaust ventilation openings and access door
6. A cargo pump room and cargo compressor room;
III. GENERAL NOTE (LR)
7. A zone on the open, or semi-enclosed space on the open deck, within 3m of
any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve - PART6 CHAP.2 SEC13.4.3 (E)
or of entrances and ventilation opening to cargo pump rooms and cargo Zones within a 3m radius of ventilation inlet or outlet, hatch or doorways or
compressor room; other opening into dangerous spaces
8. The open deck over the cargo area and 3m forward and aft of the cargo area - PART6 CHAP.2 SEC13.4.3 (H)
on the open deck up to a height of 2.4m above the weather deck; CO2 room C2H2 room Battery room and 3m radius of mechanical ventilation
outlet, 1.5m radius of natural ventilation outlet, ventilation inlet and access door
9. A zone within 2.4m of the outer surface of a cargo containment system
where such surface is exposed to the weather;
10.An enclosed or semi-enclosed space in which pipes containing products are

located. A space which contains gas detection equipment complying with
13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter
16 (Use of cargo as fuel) are not considered gas dangerous spaces in this
context;
11. A compartment for cargo hoses; or
12. An enclosed or semi-enclosed space having a direct opening into any gas
dangerous space or zone;

Part 2 : Properties of Gases

2.1 Characteristics of LNG ...................................................................... 2 - 2
2.1.1 Physical Properties and Composition of LNG........................ 2 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures.... 2 - 3
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 4
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 6
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 7
Part 2
Properties of Gases
Part 2 Properties of Gases

Fig.1 Density Ratio Methane/Ambient Air Versus Temperature Fig.2 Boiling Point of Methane with Pressure
Pressure
mbar A
+20
0 1300
Lighter than air

- 20
1250
- 40
Methane vapour - 60
1200
temperature
- 80
-100 1150
100% Methane
-120
Heavier than air
1100
-140
-160
1050
1000
1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5
Density of Methane vapour

Ratio =
Density of Air 950
(Density of air assumed to be 1.27 kg/m3 at 15 )

900
-162 -161.5 -161 -160.5 -160 -159.5 -159 -158.5
Temperature
2-1 Part 2 Properties of Gases

Part 2 : Properties of Gases The composition of the LNG is changed by this boil-off because the lighter Table 2 Composition of LNG
components, having lower boiling points at atmospheric pressure, vapourise first. Ras Laffan Das Islands Standard
2.1 Characteristics of LNG Therefore the discharged LNG has a lower percentage content of nitrogen and
Methane (mol %) CH4 90.28 84.5 89.63
methane than the LNG as loaded, and slightly higher percentages of ethane,
propane and butane, due to methane and nitrogen boiling off in preference to the Ethane (mol %) C2H6 6.33 12.9 6.32
2.1.1 Physical Properties and Composition of LNG
heavier gases. Propane (mol %) n-C3H8 2.49 1.5 2.16
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear Butane (mol %) n-C4H10 0.49 0.5 1.20
colourless and odourless liquid. LNG is usually transported and stored at a The flammability range of methane in air (21% oxygen) is approximately 5.3 to
Iso-Butane (mol %) i-C4H10 0.00 0.00 0.00
temperature very close to its boiling point at atmospheric pressure 14% (by volume). To reduce this range, the air is diluted with nitrogen until the
(approximately -160°C). oxygen content is reduced to 2% prior to loading after dry docking. In theory, an Pentane (mol %) n-C5H12 0.02 0.00 0.00
explosion cannot occur if the O2 content of the mixture is below 13% regardless Iso-Pentane (mol %) i-C5H12 0.00 0.00 0.00
The actual LNG composition of each loading terminal will vary depending on its of the percentage of methane, but for practical safety reasons purging is
Nitrogen (mol %) N2 0.41 0.6 0.69
source and on the liquefaction process, but the main constituent will always be continued until the O2 content is below 2%. This safety aspect is explained in
detail later in this section. Average Molecular Weight 17.88 18.56 18.12
methane. Other constituents will be small percentages of heavier hydrocarbons
such as ethane, propane, butane, pentane and possibly a small percentage of Boiling Point at Atmospheric Pressure -160.8°C -161.0°C -160.9°C
nitrogen. The boil-off vapour from LNG is lighter than air at vapour temperatures above 3
Density (kg/m ) 461.8 456.8 459.4
-110°C or higher, depending on the LNG’s composition (See Fig.1), Therefore,
Higher Specific Energy (kJ/kg) 54,414 54,031 54,090
A typical composition of LNG is given in Table 2, and the physical properties of when vapour is vented into the atmosphere it will tend to rise above the vent
the major constituent gases are given in Table 1. outlet and be rapidly dispersed. When cold vapour is mixed with ambient air, the
vapour-air mixture will appear as a readily visible white cloud due to the Variation in Boiling Point of Methane with Pressure
condensation of the moisture in the air. It is normally safe to assume that the (See Fig.2)
For most engineering calculations (e.g. piping pressure losses), it can be assumed
that the physical properties of pure methane represent those of LNG. For custody flammable range of the vapour-air mixture does not extend significantly beyond
the perimeter of the white cloud. The boiling point of methane increases with pressure. This variation is shown in
transfer purposes, however, when accurate calculation of the heating value and
the diagram for pure methane over the normal range of pressures on board the
density is required, the specific properties based on actual component analysis
The auto-ignition temperature of methane, i.e. the lowest temperature to which vessel. The presence of the heavier components in LNG increases the boiling
must be used.
the gas needs to be heated to cause self-sustained combustion without ignition by point of the cargo for a given pressure.
During a normal sea voyage, heat is transferred to the LNG cargo through the a spark or flame, is 595°C.
The relationship between the boiling point and the pressure of LNG will
cargo tank insulation, causing vapourisation (boil-off) of part of the cargo.
approximately follow a line parallel to that shown for 100% methane.
Table 1 Physical Properties of LNG
Methane Ethane Propane Butane Pentane Nitrogen
CH4 C2H6 C3H8 C4H10 C5H12 N2
Molecular Weight - 16.042 30.068 44.094 58.120 72.150 28.016
Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196°C
3
Liquid Density at Boiling Point Kg/m 426.0 544.1 580.7 601.8 610.2 808.6
Vapour SG at 15°C and 1 bar absolute - 0.554 1.046 1.540 2.07 2.49 0.97
Gas volume/liquid volume Ratio at Boiling Point and
- 619 413 311 311 205 649
1 bar absolute
Non-
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable
Auto-Ignition Temperature °C 595 510 510/583 510/583 - -
Gross Heating Value at 15°C normal- 49,530 49,069
kJ/kg 55,550 51,916 50,367 -
Iso - 49,404 48,944
Vapourisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3
Critical Temperature °C -82.5 - - - - -
Critical Pressure bar(a) 43 - - - - -

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

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

Illustration 2.1.3a Temperature and Steel Grades
Note
For environmental conditions, refer to section 1.3.3 Deterioration or Failure.
+20.4 -19.4
LNG On Secondary Barrier Grade E Steel Grade Selection LNG On Secondary Barrier Grade E Steel Grade Selection
-22.8 Grade E Grade A -20.8 Grade E Grade A
Insulation Thickness Insulation Thickness
Secondary = 170 mm Grade E Grade A Secondary = 170 mm Grade E Grade A
-27.1 -23.3
+ Primary = 100 mm + Primary = 100 mm

270 mm 270 mm
Grade E -22.5 Grade E
-21.5 Grade E -20 Grade E
+5 +5
-25.9 0 0
-16.9
Cofferdam With LNG Cargo Grade E

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

2.1.4 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 a to disperse and evaporate the liquid and to protect the steelwork. The leak must be
sufficiently tough material. stopped and cargo operations suspended if necessary.
Plain carbon structural steels have a brittle to ductile behaviour transition which In the event of a major leakage or spillage, cargo operations must be stopped
occurs generally in the range of -50°C to +30°C. This, unfortunately, precludes immediately, the general alarm sounded and the emergency deck water spray
their use as LNG materials (carriage temperature -162°C). The effect is usually system put into operation.
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon
steels.
For this reason, materials which do not show such sharp transition from ductile Illustration 2.1.4a 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% Brittle Fracture transition Ductile
nickel steel and some aluminium alloys such as 5083 alloy. fracture range (mixed fracture fracture
appearance)
All of these materials behave in a ductile manner at -162°C, so that the chance of
an unstable brittle fracture propagating, even if the materials were overloaded, is
negligible.
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 that T1 might be -30°C
T2 might be +15°C
may occur. Although this depends
Notched on composition, heat
The manifold areas are equipped with a stainless steel drip tray which collects 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.
absorbed
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurised and the manifold water curtain in operation
when undertaking any cargo operation. In addition, fire hoses must be laid out at
each liquid dome to deal with any small leakages that may develop at valves and
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
Temperature

2.2 Properties of Nitrogen and Inert Gas Warning

Due to the absence or very low content of oxygen, nitrogen is an asphyxiant.
1. Nitrogen
At liquid state, its low temperature will damage living tissue and any spillage of
Nitrogen is used for the pressurisation of the insulation spaces, for purging of liquid nitrogen on the ship’s deck will result in failure as for LNG.
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas
compressors. It is produced either by the vaporisation of liquid nitrogen supplied 2. Inert Gas
from shore or by generators whose principle is based on hollow fiber membranes
to separate air into nitrogen and oxygen. 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
1) Physical Properties of Nitrogen warm up, before refit or repairs and prior to the gassing up operation post refit
before cooling down. Inert gas is produced on board using an inert gas generator,
Nitrogen is the most common gas in nature since it represents 79% in which produces inert gas at 14,000 Nm3/h with a -45°C dew point burning low
volume of the atmospheric air. sulphur content gas oil. This plant can also produce dry air at 14,000 Nm3/h and
-45°C dew point (See section 4.11 for more details).
At room temperature nitrogen is a colourless and odourless gas. Its
density is near that of air; 1.25 kg/m3 under the standard conditions. The inert gas composition is as follows:
When liquefied, the temperature is -196°C under atmospheric pressure, y Oxygen: < 0.5% in vol.
density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
y Carbon dioxide: < 14% in vol.
2) Properties of Nitrogen
y Carbon monoxide: < 100 ppm by vol.
y Molecular weight: 28.016
y Sulphur oxides (SOx): < 2 ppm by vol.
y Boiling point at 1 bar absolute (0.1MPa(a)): –196°C
y Nitrogen oxides (NOx): < 65 ppm by vol.
y Liquid SG at boiling point: 1.81
y Nitrogen: balance
y Vapour SG at 15°C and 1 bar absolute (0.1MPa(a)): 0.97
y Dew point: < -45°C
y Gas volume/liquid volume ratio at –196°C: 695
y Soot (on Bacharach scale): 0 (complete absence)
y Flammable limits: None
The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0°C.
y Dew point of 100% pure N2 : < –80°C
Warning
3) Chemical Properties Due to its low oxygen content, inert gas is an asphyxiant.
Nitrogen is considered an inert gas; it is non flammable and without

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

Part 3 : Integrated Automation System (IAS)

3.1 General ............................................................................................. 3 - 4
3.2 IAS Overview ................................................................................... 3 - 4
3.3 IAS Function Guide.......................................................................... 3 - 6
3.4 IAS Operation Guide ...................................................................... 3 - 10
Part 3
Integrated Automation System (IAS)
Part 3 Integrated Automation System
Illustration 3.1.1a IAS Overview (System Configuration)
CCR (Cargo Control Room) ECR (Engine Control Room)

COLOR HARD COLOR HARD
COPIER COPIER
EXTENSION VDU Plasma

SYSTEM Display
ALARM LOGGING Cargo Control Console Engine control Console LOGGING ALARM
PRINTER PRINTER PRINTER PRINTER
Captain DAY RM
Ch/O DAY RM
DOSS DOSS DOSS DOSS DOSS DOSS DOSS DOSS
EXT. VDU NET

(ETHERNET)
EXT. VDU EXT. VDU

SERVER SERVER
1/O DAY RM
DOGS DOGS
2/O CABIN
DEO-NET (ETHERNET)
3/O CABIN
DOPC DOPC DOPC DOPC

DOSS DOSS
Ch/E DAY RM
DOHS DOGS
3 SETS 4 SETS
1/E DAY RM CARGO I/O CABINET CARGO I/O CABINET MACHINERY I/O CABINET
OPC COMMUNICATION
SERIAL COMMUNICATION I/F SERIAL COMMUNICATION I/F WHEEL HOUSE
- FOR CARGO & MACHINERY SYSTEM
FOR CARGO SYSTEM FOR MACHINERY SYSTEM
Cargo/E DAY RM RECEPTACLES FOR - SHIPBOARD MANAGEMENT SYSTEM
- CUSTODY TRANSFER SYSTEM (DUAL) - FIRE DETECTION SYSTEM
POTABLE EXTENSION VDU
- LOADING COMPUTER (DUAL) - SHIP PERFORMANCE MONITORING SYSTEM
- 2 IN SR OFF CABIN SPARE
- FLOAT TYPE LEVEL GAUGE SYSTEM - VOYAGE DATA RECORDER(VDR)
- 4 IN JR OFF CABIN SPARE
- INTEGRATED NAVIGATION SYSTEM (INS)
- 1 IN GENERAL OFFICE
- GAS DETECTION SYSTEM
- 1 IN CONFERENCE ROOM
2/E CABIN - 1 IN DOCUMENT ROOM
- 1 IN EER
- 1 IN No.1 CSB ROOM
- 1 IN No.1 MSB ROOM
- 1 IN Electrical work shop
- 1 IN ENGINE STORE DOHS LEGEND
3/E CABIN PERSONNEL
EXTENSION
ALARMDOHS
SYSTEM
DOHS DOSS : DEO OPEN SUPERVISORY STATION
PORTABLE ALARM PANEL
DOHS : DEO OPEN HISTORY STATION
EXTENSION VDU DOPC : DEO PROCESS CONTROLLER
DOGS : DEO OPEN GATEWAY STATION
Electrical/E CABIN 27 PANELS
3 SETS
3-1 Part 3 Integrated Automation System

Illustration 3.1.1b IAS Overview (System Connection)
W/H CONSOLE CCC

EXTENSION & POTABLE VDUS
DOSS DOSS DOSS DOSS DOSS DOSS
EXT. VDU NET

(ETHERNET)
OPT. OPT.
To SMS(ETHERNET) CONV. CONV.
OPT OPT OPT OPT

(2 FIBERS) (2 FIBERS) (2 FIBERS) (2 FIBERS)
ECC
CARGO I/O CABINET
DOGS DOGS DOGS DOHS
OPT. OPT. DOSS DOSS DOSS DOSS
CONV. CONV.
DEO-NET
(ETHERNET)
DOPC DOPC DOPC
OPT. OPT.
CONV. CONV.
OPT.
CONV.
OPT OPT
I/O I/O SIM I/O I/O I/O I/O OPT OPT (2 FIBERS) (2 FIBERS)
(2 FIBERS) (2 FIBERS)
OPT. MACHINERY I/O CABINET

CONV.
DOPC DOPC DOPC DOPC
I/O I/O I/O I/O

No.2 BLR CONTROL PANEL No.1 BLR CONTROL PANEL
I/O I/O I/O I/O I/O I/O I/O I/O

LEGEND
DOHS
PERSONNEL DOSS : DEO OPEN SUPERVISORY STATION
EXTENSION
DOHS DOHS : DEO OPEN HISTORY STATION
ALARM SYSTEM
DOHS
ALARM PANEL DOPC : DEO PROCESS CONTROLLER
DOGS : DEO OPEN GATEWAY STATION
OPT. CONV. : OPTICAL CONVERTOR
SIM : SERIAL INTERFACE MODULE

Illustration 3.1.1c IAS Overview (Power Supply Concept)
W/H W/H CONSOLE CCR

CCC DOSS DOSS DOSS DOSS
COLOR HARD
COPIER
EXTENSION VDUS DOSS DOSS
DOSS DOSS DOSS DOSS
DOSS DOSS
ALARM
AC220V PRINTER LOGGING
PRINTER
A
A UPS
UPS B
B UPS
A
BATTERY ROOM B
ELECTRIC EQUIPMENT ROOM
No.1 UPS CABINET

440V (Normal) ECR ECC COLOR HARD
A DOSS DOSS DOSS DOSS COPIER
No.1 UPS CABINET 440V (Emc’y) TR UPS
CABINET DOSS DOSS DOSS DOSS
BAT
No.2 UPS CABINET ALARM
PRINTER LOGGING
No.2 UPS CABINET 440V (Normal)
UPS B PRINTER
440V (Emc’y) TR
CABINET
BAT
A
CARGO I/O CABINET UPS
B
DOHS DOGS DOGS DOGS
UPS
A A
UPS B
B
A
No.1 BLR MACHINERY I/O CABINET
A
Control Panel
B
I/Os B
PS PS PS PS PS PS
PS PS PS PS PS PS
DOPC I/Os DOPC I/Os DOPC I/Os

No.2 BLR
DOPC I/Os DOPC I/Os DOPC I/Os
Control Panel
LEGEND
I/Os DOPC
DOSS : DEO OPEN SUPERVISORY STATION TR : TRANSFORMER (AC220V / AC 100V)
DOHS : DEO OPEN HISTORY STATION UPS : UNINTERRUPTED POWER SUPPLY UNIT
DOPC : DEO PROCESS CONTROLLER BAT : BATTERY UNIT FOR UPS
DOGS : DEO OPEN GATEWAY STATION PS : POWER SUPPLY UNIT (AC 100V / DC 24V CONVERTER)

Part 3 : Integrated Automation System (IAS) - Voltage : ±10% nominal

- Frequency : ±5% nominal 3.2 IAS Overview
3.1 General
Maker : Yamatake Industrial System
The ship’s Integrated Automation System (IAS) has been designed, programmed, Note
and installed by Yamatake Industrial Systems. Two feeder (normal and emergency) are fed to both No.1 and No.2 UPS to General
ensure a dual redundant UPS system for the IAS.
Two entirely separate systems have been provided within the IAS for AC100V (60Hz, 1Phase) is provided as the power supply for each internal circuit As implemented on this ship, the IAS system controls and monitors almost all
cargo/ballast operations (referred to as the Cargo System) and machinery/electric component of IAS. systems and equipments on board. The functions of the IAS are as follows:
generation plant operations (referred to as the Machinery System). Other,
independent control systems are interfaced either with the Cargo or Machinery Intrinsic Safety System monitoring
Systems. System operation
An intrinsically safe system is provided in accordance with the requirements of
the classification society. Alarm handling, summary and acceptance
The IAS has been designed to easy and logical for the operator to use. Most
functions run automatically but at any time the operator may be intervened. Data logging and trending
The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD Data interface to other system
The grouping of alarms allows easy access for identification, action, and alarm Input signals from hazardous areas and contact barriers are applied to the contact
Control of the extension alarm system
handling. input signals.
Operation planning and control
As even a momentary interruption of electrical power supply (440V AC) to the Cargo System Control of the extension VDU system
IAS could cause the failure of the IAS, an Uninterruptible Power Supply (UPS)
system is installed for uninterrupted power supply to the designated IAS operator This system is used in the control and monitoring of the cargo and ballast Marine-DEO
station. auxiliaries and valves. In addition, automatic sequence control logic programs
are provided for the cargo and ballast operations. Displays available include
Marine-DEO is a product name of the IAS(Integrated Automation System), This
Operating Conditions overviews, operational graphics, monitoring graphics, operational guidance
section describes the following component specification of Marine-DEO.
graphics and alarm displays.
- Pressure : ±0.75% of span reading
- Temperature : ±0.75% of thermocouples The emergency shutdown system (ESDS), cargo tank protection system
(except the cargo tank filling valve close function due to the cargo tank level DOSS : DEO Open Supervisory Station
±3.0% for resistive temperature
detectors for machinery very high), and machinery trip and safety systems are operated totally DOHS : DEO Open History Station
±1.5% for resistive temperature independently of the IAS. Alarms for these systems are sent to the IAS. DOGS : DEO Open Gateway Station
detectors for cargo mach. DOPC ІІ : DEO Process Controller ІІ
- Level : ±25mm The cargo system signal from the dangerous zone inputs information through
- Flow : ±1.5% unless otherwise specified an Intrinsic Safety barrier (I.S.). The IAS circuit between the dangerous zone
and the safety zone separate into a Highway coupler module to maintain safety 1. DOSS (DEO Open Supervisory Station)
- Controllers/Receivers : ±2% of set point (steady states)
. ±5% of set point or better circuit condition. The equipment, which is relative to the I.S., is supplied with
(transient) power from the I.S. transformer. DOSS is a human-machine interface of Marine-DEO that runs on the Windows
2000 operating system. The DOSS has the following features.
Environmental Conditions Machinery System
- Display call-up toolbar
- Operating temperature : 20 ~ 55˚ C Controlled environment This system is capable of controlling and monitoring the main propulsion plant,
- Operational face plate facility
10 ~ 55˚ C Machinery space Engine Room auxiliaries and the electric generating plant system.
- One line alarm indication
-20 ~ 70˚ C Open deck
In addition, the system is capable of controlling and monitoring specified - Touchscreen in addition to trackball
- Relative humidity : 95%
control valves, e.g. superheated steam temperature, main turbine lubricating oil, - High resolution display (1280 X 1024)
- Vibration : To comply with IEC92.504
requirements cooling water, etc. However, auxiliary pump Standby/Auto selection can also
- Ship Motion : ±22.5 ˚ , 10 seconds rolling period be carried out through this system. It is fully integrated with Marine-DEO and can be a client node for DOPC and
DOHS for LNGC monitoring control.
Power Supply
- AC440v, 60Hz, 3 Phase

The DOSS has two(2) types of keyboard. 2. DOHS (DEO Open History Station) - Memory back-up by flash ROM
- Operation keyboard DOHS is a historian and provides history data for DOSS. DOPC ІІ consists of ;
- Engineering keyboard - DOCM (DOPC Control Module)
Vessel data collection and history; This is a main module of the DOPC ІІ consisting of the control modules
The Engineering keyboard is used for software modification and installation only. and the communication interface modules.
The keyboard is furnished on the console with a cover. The following figures Collect process data on a periodic basis. - Distributed I/O
indicate the layout of keyboard.
Collect various events; The I/O modules are mounted on DIN rail.
y Process Alarm
y Sequence Event DOCM (DOPC Control Module)
RESET
POWER
GOOD FAIL
y Message
STATS
y Operator Change DOCM Configuration shows the DOCM system. The DOCM is composed of the
y System Alarm following modules.
7 8 9 MAN AUTO CAS
y System Status Control Module (MSC)

4 5 6
Ethernet Module (ETM)

SP OUT
1 2 3
- Query and retrieve events by various conditions.
. 0 -
- Archive data into backup media. X-BUS Module (XBM)
! " $ = & * < > ?
ENTER
Q W E R T Y U I O P
ACK SIL Message
Clear
Execute Reliability Three (3) sets of control modules (MSC) have redundant configuration, and
A S D F G H J K L - Prev Next Close
Adoption disk mirroring (RAID1) execute the same processing synchronized with each other. The ethernet module
Page Page Cancel
SP Z X C V N M M
Alpha
Prev Next Last
TAB
(ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and
Disp Disp Cancel
Shift
get data by “logic of majority”, i.e., 2 out of 3. Even though one of MSC outputs
H/W Specification incorrect data, the remaining two (2) data are correct and used for the control and
CPU : Intel Pentium ІІІ 850MHz monitoring.
RAM : 256MB
Layout of Operation Keyboard
HDD : 18GB Control Module H/W Specification
CPU : National Semiconductor Geode GX1 300MHz
3. DOGS (DEO Open Gateway Station) RAM : 32MB
Flash Memory : 32MB
DOGS is a gateway between the DEO-NET and the Extension VDU.
The processing period of 300ms is applied to PID controls.
H/W Specification
CPU : Intel Pentium ІІІ 700MHz
RAM : 256MB
Layout of Engineering Keyboard HDD : 10GB
The major Process Displays which are Graphic Display, Group Display, Trend 4. DOPC ІІ (DEO Process Controller ІІ)
Display and Alarm Summary Display.
DOPC ІІ is a multi-function controller employing control loops, logic functions,

H/W Specification
sequence control and I/O processing.
CPU : Intel Pentium ІІІ 850MHz
- Built-in control / calculation algorithms
RAM : 256MB
- Sequence control implemented by CL (Control Language)
HDD : 10GB
- Distributed I/O for space saving
- Remote I/O capability by fibre optic connection
- Peer to peer communication with other DOPC ІІs over the DEO-NET
using the tag name basis

3.3 IAS Function Guide The “ALM” is printed in red.

DOSS DOHS In addition to the above, the system status changes including system abnormal
Time Management are printed out on the alarm printer.
The IAS has two time data. One is a marine DEO’s standard time, which could
DEO-NET A be the internal clock of IAS and the other is the ship’s time which is
DEO-NET B synchronized with the ship’s chronometer. The ship’s time is used for Alarm
Summary Display, Alarm Printing and Report Printing. Standard time is applied
to trend Group Display and Fast Alarm Printing.
ETM ETM
Alarm Management
E-1 E-2 E-3 E-1 E-2 E-3
The IAS provides several kinds of alarm as follows.
1) Process Alarm
Input from ship process by analog and digital signals.
E-A E-B E-A E-B E-A E-B
Temperature High, Level Low, Pressure High, etc.
MSC MSC MSC The alarms are indicated on the Alarm Summary Display within 2
I-A I-B I-A I-B I-A I-B seconds after receiving the signals on analog or digital input modules. Example of Alarm Print-out
2) System Abnormal
DOSS abnormal Fast Alarm Function
Alarm Printer abnormal
DOHS abnormal The fast alarm function is a high speed scanning function for finding out a trip
I-1 I-2 I-3 I-1 I-2 I-3 DOGS abnormal cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open
DORM abnormal Supervisory Station) automatically. The operator can display and print the
XBM XBM DOPC abnormal recorded Fast Alarms.
DEO-NET communication abnormal If an equipment trips, the procedure for finding out the trip cause is as follows.
DOCM Alarm Print out 1) The representative trip alarm of this equipment is reported on the
X-BUS A Alarm Summary Display and the alarm printer.
X-BUS B The alarm printers of the IAS are located as follows. 2) The Fast Alarms are indicated on the dedicated display and printed on
the logging printer with operator’s request.
1) Cargo system – 1set in CCR 3) The Fast Alarms are indicated and printed chronological order. The
I/O ~ I/O
2) Machinery system – 1set in ECR Operator can find out the trip cause for that equipment.
The historical alarm information is printed out on the alarm printer with a To realize the Fast Alarm Function, The IAS applies specialized digital I/O
DOCM Configuration reference time. For the process alarm, the alarm printout provides the following modules, i.e. DISOE, Digital Input Sequence of Event.
events. The DISOE provides high-resolution scanning within 20 ms.
---- Alarm occurrence

---- Alarm acknowledgement
---- Alarm recovery
The major printout item is as follows.
---- “ALM”, “ACK”, “RTN”

(Ship’s Clock) ---- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)
---- TAG name Example of Fast Alarm Print-out
---- Description
The available quantity of lines on the fast alarm display is as follows.

25 lines/display (Page function is applied) Alarm annunciation by the buzzer is suspended when no duty officer is selected.
Max. 2000 lines (80 pages) 1) Machinery extension alarm system (Except in case of fire alarm occurrence)
All alarms detected by IAS are extended to extension alarm panels located in When a fire alarm is initiated, a buzzer on the all Cargo extension alarm panels is
Data Logging
engineer’s cabins and public spaces by the extension alarm system. All alarms activated whether duty officer is selected or not, and activated even if buzzer cut
are grouped to 11 extension alarm groups and the group alarm status annunciates switch is “on”. The buzzer stop on extension alarm panels are invalid whilst a
The logging printers of IAS are located as follows. on extension alarm panels. Alarm annunciation on extension alarm panels are fire alarm exists. (Buzzer stop at fire alarm occurrence is only available at CCC.)
1) Cargo system – 1 set in CCR done by one audible buzzer and annunciation lamps corresponding to extension
2) Machinery system – 1 set in ECR alarm groups. If buzzer in CCC is not silenced within 10 minutes, the cargo emergency calling
system is activated.
The IAS provides data logging function in accordance with the following Group alarm indication lamps indicate as follows
specification. - New alarm Occurrence : Flashing Red 3) Navigation extension alarm system
- Alarm existing (ECC buzzer is stop) : Steady Red
1) Fixed time Report
- No alarm : Steady Gray All alarms detected by IAS are extended to extension alarm panels located in the
This report is printed out automatically in accordance with the selected navigator’s cabins and public spaces by the extension alarm system of IAS.
time interval (Based on Ship’s Time). Secondary alarm in same group also annunciates on extension alarm panels. All alarms are grouped to 2 extension alarm groups in INS, and the group alarm
- 1 hour interval : 0:00 ~ 23:00 status is transferred from INS to IAS and IAS annunciates the group alarm status
- 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00, Duty engineer selector switches are provided on ECC in ECR, and result of duty on extension alarm panels.
14:00, 16:00, 18:00, 20:00, 22:00 selection is indicated on ECC and each extension alarm panel.
- 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00 IAS receives the following digital input signal from INS.
- 8 hour interval : 0:00, 8:00, 16:00 Alarm annunciation by group alarm indication lamps is always available whether
duty Engineer is selected or not. - Back-up navigator (Duty) selection signal (5 sets) :
- 12 hour interval : 0:00, 12:00
On when selected, Off when not selected.
Alarm annunciation by the buzzer is suspended when no duty engineer is - Group alarm status signal ( 2sets) :
2) Demand Report selected. (Except in case of fire alarm occurrence) On at alarm occurrence in the group, Off at alarm acknowledge of all alarm in
This report is printed out at the operator’s request. The format of the group.
“Demand Report” is same as “Fixed Time Report”. When a fire alarm is initiated, a buzzer on the all Machinery extension alarm - Harbour mode signal (1 set) :
panels is activated whether duty Engineer is selected or not, and activated even if On during when in harbour mode (in port condition), Off when in not harbour
The re-report function is available until the next log is activated. buzzer cut switch is “on”. The buzzer stop on extension alarm panels are invalid mode.
whilst a fire alarm exists. (Buzzer stop at fire alarm occurrence is only available
at ECC.) Alarm annunciation on extension alarm panels are done by one audible buzzer
Setting of the logging interval, the demand request and the re-reporting request
and annunciation lamps corresponding to extension alarm groups.
are done from “System Operation Display” If buzzer in ECC is not silenced within 10 minutes, the machinery emergency
calling system is activated. Group alarm indication lamp indicate as follows
Extension Alarm System - New alarm Occurrence : Flashing Red
2) Cargo extension alarm system - No non-acknowledged alarm : Steady Gray
IAS provides an extension alarm system combined with an operator emergency
calling system. All alarms detected by IAS are extended to extension alarm panels located in Secondary alarm in same group also annunciates on extension alarm panels.
officer’s cabins and public spaces by the extension alarm system. All alarms are
Extension alarms are categorized into the following 3 systems: grouped to 6 extension alarm groups and the group alarm status is annunciates on Back-up navigator selector switches are provided on Navigation console in W/H,
- Machinery extension alarm system extension alarm panels. Alarm annunciation on extension alarm panels are done and result of back-up navigator selection is indicated on Navigation console and
- Cargo extension alarm system by one audible buzzer and annunciation lamps corresponding to extension alarm each extension alarm panel.
- Navigation extension alarm system groups.
Alarm annunciation by group alarm indication lamps is always available whether
Operator emergency calling system includes the following 3 systems: Group alarm indication lamps indicate as follows back-up navigator is selected or not.
- Machinery emergency calling (Call from ECC) system - New alarm Occurrence : Flashing Red
- Cargo emergency calling (Call from CCC) system - Alarm existing (ECC buzzer is stop) : Steady Red Alarm annunciation by the buzzer is suspended when no back-up navigator is
- Navigation emergency calling (Call from CBC) system - No alarm : Steady Gray selected.
One combined type extension alarm panel is provided in a room, and the panel is Secondary alarm in same group also annunciates on extension alarm panels. Alarm annunciation by the buzzer is suspended when harbour mode is selected.
used for 3 extension alarms and 3 emergency calling systems.
Duty officer selector switches are provided on CCC in CCR, and result of duty
The extension alarm system and the emergency calling system is provided selection is indicated on CCC and each extension alarm panel.
through the same hardware but the electrical circuits of both systems are separate
from each other. Alarm annunciation by group alarm indication lamps is always available whether
duty officer is selected or not.

indicated the same as on graphic displays of DOSS. Operation from extension - By manual emergency call from Bridge.
Extension alarm group in Machinery System VDU is not available. - When Bridge watch alarm is activated.
ID GROUP DESCRIPTION
Location and Specification of Extension VDU Receptacle 2. Machinery emergency calling system
1 BOILER TROUBLE
Extension Receptacle (AC220v & RJ45) - By manual emergency call from ECC.
2 M/T TRIP - When IAS buzzer on ECC is not stopped within 10 minutes.
No. Location VDU
3 M/T TROUBLE Panel Mount Type - When E/R patrol man alarm is activated.
Note Type
4 M/T REMOTE CONTROL 1 Captain day RM 1 1 Flush 3. Cargo emergency calling system
5 M/T SHUTDOWN 2 Chief Off day RM 1 1 Wall - By manual emergency call from CCC.
6 GENERATOR TROUBLE 3 1/Off day RM 1 1 Wall - When IAS buzzer on CCC is not stopped within 10 minutes.
7 AUX. MACHINERY ABNORMAL - Extension alarm system communication fail.
4 2/Off Cabin 1 1 Wall
8 E/R BILGE ABNORMAL 5 3/Off Cabin 1 1 Wall Color Printer
9 FIRE ALARM 6 Chief Eng day RM 1 1 Flush
10 GAS ALARM 7 1/Eng day RM 1 1 Wall Two sets of colour printers are provided. One is for Cargo System in CCR, and
11 SYSTEM TROUBLE
the other is for Machinery System in ECR. These printers are used to hard-copy
8 Cargo/Eng day RM 1 1 Wall of DOSS displays.
9 2/Eng Cabin 1 1 Wall Any DOSSs in CCR and ECR are available for display printing.
Extension alarm group in Cargo System
10 3/Eng Cabin 1 1 Wall
ID GROUP DESCRIPTION Plasma Display
11 Electrical Eng Cabin 1 1 Flush
1 ESD
12 SR Off Cabin Spare (A) 1 Flush One Plasma Display set is provided in CCR to show cargo overview display.
2 NON ESSENTIAL
13 SR Off Cabin Spare (B) 1 Flush The plasma display is connected to DOSS7, and always shows the same display
3 ESSENTIAL as the LCD of DOSS7.
14 JR Off Cabin Spare (A) 1 Wall
4 FIRE ALARM
15 JR Off Cabin Spare (B) 1 Wall
5 GAS ALARM The plasma display should basically show cargo overview display but is not
16 JR Off Cabin Spare (C) 1 Wall limited to this and the plasma display can show any display called up on DOSS7.
6 SYSTEM TROUBLE
17 JR Off Cabin Spare (D) 1 Wall
18 General Office 1 Flush
Plasma Display Configuration
Extension alarm group in Navigation System 3
ID GROUP DESCRIPTION 19 Conference RM 1 Flush
A PRIORITY A 20 Document RM 1 Flush
CCR
B PRIORITY B 21 EER 1 Flush
CCC
CCC2 CCC3 CCC6 CCC7
22 No.1 CSB RM 1 Flush
Extension VDU System 23 No.1 MSB RM 1 Wall with Cable Gland
LCD LCD LCD LCD
24 Electrical work shop 1 Wall with Cable Gland Signal

The extension VDU system enables an operator to monitor display of DOSS in Distributor
cabins, public spaces and room areas by fixed type extension VDU or portable 25 Engine store 1 Wall with Cable Gland
DOSS5 DOSS6 DOSS7 DOSS8
type VDU.
Calling Alarm System Video Display
The extension VDU system is applied for plant monitoring, not for plant
operation. Plant operation from an extension VDU is not available. 1) E/R Patrol Man Alarm System Plasma Display
Extension VDU provides the following two kinds of display. Location of start PB box of patrol man alarm:
- ECR (Master Panel) – Elevator inside – Near E/R entrance (U-Dk) – Lobby
- Alarm summary display (Applied for each Cargo and Machinery system) : entrance (U-Dk) – Incinerator RM (A-Dk) – Entrance (B-Dk) – Deaerator
Simplified alarm summary display designed for extension VDU system is entrance (C-Dk) – S/G RM entrance to E/R (3rd -Dk) – E/R weather locker(P)
provided and indicates the current alarm status (100 points of latest alarms as (2nd-DK) - E/R weather locker(S) (2nd-DK)
maximum) for each Cargo and Machinery system.
Acknowledge operation of an alarm is not available. The extension VDU 2) E/R calling system (Engine room calling system is to be provided in ECC)
requires no alarm acknowledge operation.
3) Emergency Calling System
- Graphic display (Applied for each Cargo and Machinery system) : Emergency calling system is activated by following event.
Simplified alarm summary display designed for extension VDU system are
provided. Process value, actual alarm status, device condition, etc. are 1. Navigation emergency calling system

Interfaces to Other Systems
The IAS communicates with other systems in the following table.
IAS Sub System Procedure Protocol Remarks KEY TOOLBAR ASSOCIATE
Custody Transfer System MOD-BUS From Other

RS232-C Dual Port Graphic Displays
(CTS) RTU
MOD-BUS Graphic Display
Loading Computer RS232-C
RTU
Process Monitoring
Float Level Gauging System MOD-BUS
RS232-C Alarm Monitoring
Cargo (FLG) RTU Pumps, Valves, Controllers,
MOD-BUS etc. Manipulating
Gas Detection System RS232-C
RTU
Integrated Navigation
MOD-BUS
System RS232-C KEY TOOLBAR KEY TOOLBAR
RTU
(INS) ASSOCIATE ASSOCIATE
Ship Performance Monitor MOD-BUS
RS232-C
(SPM) RTU
Graphic Display Trend Display
Fire Detection System MOD-BUS
RS232-C
(FDS) RTU Pumps, Valves, Controllers, Trend Trace Monitoring
Voyage Data Recorder etc. Manipulating
MOD-BUS
Machi- RS232-C
(VDR) RTU
nery
Remote I/O SELECT
Hard
BLR ACC & BMS -- with optical
Wiring
fibre Alarm Summary Display KEY : By Keyboard
LD Compressor Control Hard
--
System Wiring Alarm Monitoring TOOLBAR : By Toolbar
Alarm Acknowledgment
Shipboard Management (Flicker Stop) : By Associated display
Common Ether-net OPC ASSOCIATE
System (SMS) call-up button
: By select a desired
SELECT
alarm point
KEY TOOLBAR
Display Function Assignment
The DOSS provides the following major displays.

Graphic Display
Group Display
Trend Display
Alarm Summary Display
The Graphic Displays take the initiative in basic operations.

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

3.4 IAS Operation Guide Table 1-1-b

Display Items Contents
Section 1.Display Structure Display Control Part Common area for displays
1. SILENCE button Used to turn off sound
DOSS Operation display consists of two display parts the display consists of the Display Control Part and the Main Display 2. ALARM button Used to indicate process alarm status and to invoke alarm summary display
Part.
3. SYS STATS button Used to indicate system alarm status and to invoke system status display
The Display Control Part is common in all displays and consists of a tool bar, a one-line alarm window and a system 4. MESSGE button Used to indicate message status and to invoke message summary display
window for date/ time indication etc. 5. SEQ EVENT button Used to indicate sequence events status and to invoke sequence event summary display
6. PREVIOUS button Used to go back to previous display
The Main Display Part is for invoked displays such as Graphic display, Group display, etc. 7. NEXT button Used to go to next display
8. GRAPHIC button Used to invoke graphic display
9. GROUP button Used to invoke group display
10 TREND button Used to invoke trend display
11. DETAIL button Used to invoke detail display
12. REPORT button Used to invoke report menu display
13. SYS CONF button Used to invoke system configuration/ command menu display
14. PRINT button Used to activate CRT screen print
Note
The changeover of operability or inoperability of each operation button depends on access level. If the button is inoperable,
the target frame is not displayed in principle, even if the mouse is moved onto the button. In this case, letters on the button
are shown in grey. However, if letters on the button display the status, letters are not shown in grey and remain black.
Details of common display items on DOSS

Table 1-1-a
Display Items Contents
Free Memory Shows free main memory in DOSS
Free Disk (D:) Shows free disk space in D Drive of DOSS
Date and Time Shows Current Date and Time
Shows whether parallel operation keyboard is in
Mode Indicator
High-speed mode or ordinary mode.
Access Level Indicator Shows current Access level
One-Line Alarm Window Shows latest process alarm
Main Display Part Main area for application displays
3 - 10 Part 3 Integrated Automation System

Section 2.System Status Display Display items on the System Status Display
No. Display items Contents
The display provides the running status of the Industrial-DEO system. On this display system alarms that show system 1. Status Shows operation message for PRC(DOPC).
trouble are monitored, and Access level is changeable. In addition, the status of each node can be monitored and command is 2. Printer Status Target to invoke Printer Status display.
executable for such node.
3. On Line Change Target to invoke On Line Change display
4. Console Status Shows console status display.
5. Access Level Show current status based on 4 types, VIEWONLY, OPERATOR, SUPERVISOR and ENGINEER.
6. VIEWONLY Shows current status selected based on 2 types of operation levels, VIEWONLY or NON-VIEWONLY.
7. Message Prompt message or operation guidance related to the latest CRT operation.
8. ACK Target to make acknowledge operation for the status on the system status display.
Shows current page No.<Next Page> and <Previous Page> buttons are also available to move to the next
9. Page
or previous page.
10. No. Node No.(001 to 126)
11. Node name Shows mode descriptor that is user-configurable.
12. Type Node type e.g., PRC for DOPC, XPC for DOPCII, SS for DOSS, PL for DOPL.
Communication Shows DEO-NET cable A/B communication status of non-redundant node or left node of redundant
13.
Status (left A/B) DOPC.
Communication
14. Shows DEO-NET cable A/B communication status of right node of redundant DOPC.
Status (right A/B)
15. Status (left) Shows node status of non-redundant node or left node of redundant DOPC.
16. Status (right) Shows node status of right node of redundant DOPC, or [redundancy] of redundant DOPCII.
Note
<SYS STATS> button on tool bar change colour when an abnormality occurs:
In case of severe failure (critical failure)
Red Blink before acknowledgement
Red On after acknowledgement but failure not yet recovered
In case of soft failure (non-critical failure)
Yellow Blink before acknowledgement
Yellow On after acknowledgement but failure not yet recovered
Section 3.Alarm Summary Display
The alarm summary display provides the listing of process alarm messages generated. Newly generated alarms can be
confirmed on the display page by page basis or by message basis.
The alarm summary display provides listing of maximum 200 process alarm messages. “Overflow” indication is provided
when more than 200 process alarm messages are generated. Newly generated alarms can be acknowledged on the display on
a page by page basis or on a message basis. Unit management function is available so that process alarm messages can be
grouped by unit (maximum 500 units), and grouped messages can be managed and shown on the display or not by unit
selection function (details set on the unit assignment display are displayed, and they are connected with sequence event
summary display and message summary display).
When a message is selected among the summary list, detail display of the selected alarm point can be invoked by clicking
<DETAIL> button on the tool bar. In addition, by clicking the <Associate Display> button, displays related to point are
invoked.

16. Alarm value PV value when the alarm occurs or is returned to normal condition.
17. ID Unit to which the point in alarm is belonging.
18. Tag name Point name that is in alarm condition.
The selected units on the unit assignment display are indicated in cyan. The number of maximum
19. Select unit usable units is 500, and only the alarm messages of selected units are listed. Pages are invoked by
clicking the <<, <, > and >> buttons.
20. Column resize The width of each column can be resized by dragging with the left mouse button pressed.
21. Horizontal scrollbar The horizontal scrollbar appears when the width of all columns exceeds the screen width.
Note
1. Alarm level and indication color
Alarm level can be assigned for each alarm type during point configuration using the RTC editor. Based on the alarm level
of the points in alarm, indication colour on <ALARM>button on tool bar and character of E, H, L, N on the alarm summary
display is indicated by different colour as follows:
-Emergency alarm
Red Blink for non-acknowledged alarms
Red On for acknowledged alarms
Red in reverse for PV return to normal before acknowledge
-High alarm
Yellow Blink for non-acknowledged alarms
Yellow On for acknowledged alarm
Yellow in reverse for PV return to normal before acknowledge
-Low alarm
Magenta Blink for non-acknowledged alarms
Magenta On for acknowledged alarm
Magenta in reverse for PV return to normal before acknowledge
-Notice alarm
White Blink for non-acknowledged alarms
Display items on the Alarm Summary Display
White On for acknowledged alarm
No. Display items Contents
White in reverse for PV return to normal before acknowledge
Listed alarms can be filtered by the selection. <EHL> indicates all process alarm. <EH>indicates all
1. Filter process alarms with emergency and high alarm priority only. <E>indicates alarms with emergency
2. Alarm level and buzzer tone
priority only.
Different buzzer tone can be assigned to each alarm priority level.
2. Sort by Chronological or priority-wise alarm message sorting can be chosen.
3. Update display This is used to tentatively freeze display update or to reset display freeze. 3. Alarm acknowledge
4. Associate display Displays that are related to selected points are invoked. Two(2) actions are provided, one is <SILENCE> button on tool bar to stop buzzer and the other is <ACK>to acknowledge
5. Unit alarm summary This is used to invoke unit alarm summary display. newly generated alarms. The <ACK>operation can be synchronized to other DOSS within the same alarm group.
6. Online manual Opens the online manual specified in the point (supported in the future).(optional function)
7. ACK This is used to acknowledge alarm messages on the page.
8. Page This is used to show page No. of alarm summary display and to go to other pages.
9. Select button Move alarm message line up and downward to select dedicated alarm message.
10. Priority This indicates alarm priority of each alarm message (When items are sorted by priority)
11. Time stamp Shows time and date when the alarm occurs (When items are sorted by Time Stamp)
12. Alarm indicator This shows alarm type of each alarm message, e.g., PVHI for PV high alarm, BADPV for bad PV etc.
13. Point description Point descriptor of the each alarm point.
14. EU Engineering unit of point in alarm.
15. Set value Alarm trip point

Section 4.Message summary display Contents of Display Items

No. Display Items Contents
The display provides a listing of maximum 200 messages. Message is a tool for operators to converse with CL/DOPC, C is indicated for a message requiring confirms operation by operators. “C” is blinking when a
DOPCII sequence programs by acknowledging and confirming operation. CL/DOPC, DOPCII generates a message to 1. Status
message is generated. After ACK operation, “C” stays On. After confirm, “C” goes off.
inform operators of process status or to send operators guidance etc, so that operators can view the messages on the message 2. Time Time (hh:mm:ss) when a message is generated.
summary display to take action or make a decision.
3. Unit Unit to which PMDP point generating a message is belonging.
4. Tag name PMDP point name
Through the message summary display, details of PMDP points that manage the sequence program generating message can
5. Message Message itself generated by CL/DOPC, DOPCII program.
be invoked. Sequence phase and stem No. etc can be observed on the PMDP point
6. Associate display Displays that are related to selected points are invoked.
ACK, confirm and clear are operable as to a page or selected message. 7. Unit message summary This is used to invoke unit message summary display.
8. ACK This is used to acknowledge messages.
200 messages are displayed as a maximum, and “Overflow” is indicated when the number of messages exceeds 200. 9. Clear This is used to erase messages that are already acknowledged.
This is used to execute a confirm operation for the message requiring confirm operation. Confirm
Unit management is available for message point, and the number of units is 500 at maximum. 10. Confirm
operation is effective for each acknowledged message.
Message units selected from such 500 units are displayed on the lower side of the display (details that are set on the Unit 11. Page This used to show current page No. of message summary display and to go to other pages.
assignment display are shown, and connected with alarm summary display and sequence event summary display).
12. Select button This is used to move message line up and downward to select dedicated message.
If you select a message on the message display, detailed displays of PMDP point for which sequence is executed by clicking
the <Detail> button of display control part are invoked. In addition, by clicking the <Associate Display> button, displays Selected unit on the unit assignment display is indicated in cyan. The number of maximum usable
related to the point are invoked. 14. Select unit units is 500, and only the messages of selected units are listed. Pages are invoked by clicking <<, <,
> or >> button.
Note
1. Confirm operation and indication colour
When a message is generated, <MESSAGE>button on tool bar is displayed in a various colours:
-Message
Red Blink when non-acknowledged messages still exist.
Red On when messages requiring confirm operation exist.
Yellow On when Messages exist on message summary display.
2. Buzzer tone
Buzzer tone can b assigned to message.

Section 5.Sequence Event Summary Display Display items on the Sequence Event Summary Display
Sequence event summary display provides a listing of a maximum 200 of sequence event massages. Sequence event occurs Listed events can be filtered by the selection. <EHL> indicates all events. <EH> indicates all events with
in the following situation: 1. Filter
emergency and high priority only. <E> indicates events with emergency priority only.
-CL/DOPC, DOPCII program stops and therefore cannot proceed to the next process due to some reason while CL/HA 2. Sort by Chronological or priority-wise alarm message sorting can be chosen.
program is running.
3. Update display This is used to tentatively freeze display update or to reset display freeze.
-CL/DOPC, DOPCII detect process critical situation and initiate abnormal sequences.
4. Associate display Displays that are related to selected points are invoked.
“Overflow” indication is provided when more than 200 sequence events are generated. Newly generated events can be
acknowledged on the display page by page basis or on an event basis. 6. ACK This is used to acknowledge sequence events on the page.
7. Page This is used to show page No. on sequence event summary display and to go to other pages.
Unit management is available for alarm point, and the number of units is 500 at maximum. Message units selected from 8. Select button Moves sequence event pointer up and down to select dedicated sequence event.
these 500 units are displayed on the lower side of the display (details that are set on the unit assignment display are shown, 9. Priority This indicates event priority of each sequence event.
and connected with alarm summary display and message summary display). 10. Time Shows time and date when the event occurs.
11. description Point descriptor of each PMDP point
If you select a message on sequence event display, detailed displays of PMDP point for which sequence is executed by
12. Tag name PMDP point name that is generating sequence event.
clicking the <Detail> button of display control part are invoked. In addition, by clicking the <Associate Display> button,
displays related to the point are invoked. 13. Execution status PMDP point execution status when event is generated.
14. Operation status Operation status of PMDP point when sequence event is generated.
15. Phase Phase where sequence event is generated.
16. Unit Unit to which the PMDP point is belonging.
Selected unit on the unit assignment display is indicated in cyan. The number of maximum usable units is
17. Select unit 500, and only the alarm messages of selected units are listed.
Pages are invoked by clicking <<, <, > or >> button.
Note
1. Event level and indication colour
Event level can be assigned for each PMDP point during point configuration using the RTC editor. Based on the event level
of the points configured, indication colour on <SEQUENCE EVENT> button on tool bar and character of E, H, L on the
sequence event summary display is indicated by a different colour as follows:
-Emergency sequence event
Red Blink for non-acknowledged events
Red On for acknowledged events
Grey in reverse when the event is recovered before acknowledge
-High sequence event
Yellow Blink for non-acknowledged events
Yellow On for acknowledged events
-Low sequence event
Magenta Blink for non-acknowledged events
Magenta On for acknowledged events
2. Sequence event level and buzzer tone

Different buzzer tone can be assigned to each sequence event priority level.
3. Sequence event acknowledge

Two (2) actions are provided: one is the <SILENCE> button on the tool bar to stop the buzzer and the other is <ACK>to
acknowledge newly generated sequence events. Acknowledge operation can be executed page on a page basis or event by
event basis.

Section 6.Graphic display Indicators on Faceplate
Graphic display is a custom-made display to draw plant schematics, piping and instrumentation with associated process 1. Box Warning Message
dynamic data. Graphic display is a custom-made display so that not only indication but also customized data entry
scenarios or conversational scenarios can be implemented. A maximum of 400 graphic displays can be implemented per Indicator Contents Note
DOSS. I DOPC and DOPL is in “IDLE”
F DOPC and DOPL detects failure
Section 7.Group display
(blank) Normal
A maximum of 8 control points (tags) are displayable. Control point includes monitoring loops such as temperature and
2. Alarm/Alarm Enable Status
flow volume, control loops such as temperature control (PID) and feed forward control, On/ Off control (operation) loops
such as electromagnetic valves and pumps, interlock control and sequence control functions, and individual tags are
operable here. Indicator Contents Note
The Point is not Alarm-inhibited nor Alarm-
(blank) disabled and no alarms in the Point. Or the Applicable to all Points.
Point parameter is not accessible.
INH Alarm Enable Status is in “INHIBIT”
DIS Alarm Enable Status is in “DISABLE”
*(yellow) Deviation(PV-SP) exceeds Overview Limit. DOPC
ADV Deviation alarm to Advisory SP DOPC
BC Controller Abnormal DOPC
BP Bad PV DOPC
Command Disagree Alarm for Digital
FB DOPC/DOPL
Composite
HD Deviation (PV-SP) High Alarm DOPC
HP PVHI Alarm DOPC/DOPL
2HP PVHIHI Alarm DOPC/DOPL
LD Deviation(PV-SP) Low Alarm DOPC
LP PVLO Alarm DOPC/DOPL
2LP PVLOLO Alarm DOPC/DOPL
OFN OffNormal DOPC/DOPL
RC+ PV Rate of Change High(positive) DOPC/DOPL
RC- PV Rate of Change High(negative) DOPC/DOPL
UNC Un-commended Change Alarm DOPC/DOPL
3. SP Status
Indicator Contents Note

* SP cannot be increased/decreased because of SP Windup High/Low.
H SP exceed SP High Limit.
Contents of Display Items L SP exceed SP Low Limit.
No. Display Items Contents ^ SP cannot be increased because of output limiting.(Windup High)
1. Page This is used to move to next or previous group No. v SP cannot be decreased because of output limiting.(Windup Low)
2. Group No. This shows current group No. B Bad SP
This shows group description of group display being
3. Group Title
Indicated.
4. Faceplate This consists of maximum 8 loops of faceplates assigned to the group No.

4. PV Status 8. Mode/Mode Attribute Status
Indicator Contents Note Indicator Contents Note

B(red) Bad PV MAN Manual Mode: OP controlled by Operators
H(red) Bad PV and PV High Extended Range Violation AUTO Automatic Mode: OP is calculated by Algorithm.
L(red) Bad PV and PV Low Extended Range Violation CAS Cascade Mode: OP or SP is from primary point.
M(red) Bad PV and PVSOURCE is “MANUAL”. BCAS Backup Cascade Mode: OP or SP is from backup Point.
S(red) Bad PV and PVSOURCE is “SUBSTITUTE” P-MAN Program Manual
U(yellow) Uncertain PV P-AUTO Program Auto
H(yellow) Uncertain PV and PV is clamped to High Extended Range. P-CAS Program Cascade
L(yellow) Uncertain PV and PV is clamped to Low Extended Range. P-BCAS Program Backup Cascade
M(yellow) Uncertain PV and PVSOURCE is “MANUAL” ?????? Cannot access to Mode
S(yellow) Uncertain PV and PVSOURCE is “SUBSTITUTE” ------ Invalid Mode
(blank) Normal
9. Abnormal Handler Enable Status for PMDP Point
5. OP Status
Indicator Contents Note EMSD Emergency Shutdown sequence is ready to be started. in red colour
* Secondary Point of the Point is not in “CAS” mode. OP is not disposable. SHDN Shutdown sequence is ready to be started. in yellow colour
H OP at OP High Limit HOLD Hold sequence is ready to be started. in yellow colour
L OP at OP Low Limit
^ Integral part cannot be increased. 10. Operation Status for PMDP Point
v Integral part cannot be decreased.
6. Command Status OFF Sequence Program is not running. In green colour
NORM Normal Sequence in progress. In cyan colour
Indicator Contents Note HOLD Hold Sequence in progress in yellow colour
STOPPED OP is stopped. Counter not increased. SHDN Shutdown Sequence in progress in yellow colour
RUNNING Counter is running. EMSD Emergency Shutdown Sequence in progress in red colour
7. Point Status 11. Sequence Exec State/Sequence Error Status
Indicator Contents Note Indicator Contents Note

BYPASS Interlock Bypass (BYPASS) ON. NL Not loaded. Sequence Program is not loaded In cyan colour
TIME UP Time-up of Timer DLL Sequence Program being loaded. In cyan colour
INACTIVE Point Exec Status is in “Inactive”. LOAD Sequence Program Load completed. In cyan colour
INIT The Point being initialised. RUN Sequence Program is running. In cyan colour
NOTSEL The Point not selected by Override Selector. PAUSE Sequence Program is stopped by PAUSE statement. In cyan colour
RED TAG Point is Red-Tagged. Fxxx Failure: Sequence stopped because of Fxxx failure. in red colour
SEL The Point is selected by Override Selector. Exxx Error: Sequence stopped because of Exxx error. in red colour
SHTDWN Shutdown Flag ON. END Sequence ends and stops. in yellow colour
STANDBY MAN In Standby Manual Mode.
LOCAL MAN LOCALMAN Flag is on.
(aaaaaaaa) Up to 8 characters can be configured for status message.

12. Sequence Execution Mode Status REMOTE TREND DISPLAY

Sequence Program is in AUTO mode. In AUTO mode, Sequence Program runs
AUTO In cyan colour
automatically.
Sequence Program is in Semi-Auto mode. In Semi-Auto mode, Sequence Program
SEMI In cyan colour
stops at every PAUSE statement. Restart by Operator is required at every stop.
Sequence Program is in Single mode. In Single mode, Sequence Program stops at
SGNL In cyan colour
every statement. Restart by Operators is required at every stop.
13. Sequence message Status

(Blank) Message not generated by the Sequence Program.
CFM Message required Confirm operation and not acknowledge yet, exists In cyan colour
14. Description of Display of OPEN/CLOSE for Output

No display OPOCDSP Parameter value is NOTDISP.
O on the upper side of Bar Graph OPOCDSP Parameter value is ZEROCLOS.
C on the lower side of Bar Graph CLOSE is displayed in the case of 0%.
C on the upper side of bar Graph OPOCDSP Parameter value is ZEROOPEN
O on the lower side of Bar Graph OPEN is displayed in the case of 0%.
Note
OPOCDSP Parameters exist only on the Adjustment Control Point of DOPCII Controller. The whole Display is white. Contents of display items
1. Trend No. Trend No. currently displayed.
Section 8.Trend display Shows trend title. The title can be changed system.
2. Trend title
Configuration/ command menu display.
Industrial-DEO has the following 2 Trend displays for different purposes: 3. Trend area Space to show trend graph
4. Pen No. Pen No. associated with each trend graph
-Remote Trend: displays the history data collected by DOHS
The button is used to pop up the face plate display on the
-Local Trend: displays the history data collected by DOSS itself 5. Face plate button
left side of screen for selected pen. Pen can be selected by clicking point parameter area.
Trend operation
For each of those Trends, a maximum of 8 pens can be displayed for one group Trend display provides a maximum of 8 6. List of short-cut buttons used in the trend display
buttons
trend pens for indication of historical data on a CRT screen. Time span, display range etc can be manipulated on the trend
The time relative to the time at the right edge of the graph is displayed. When scrolled, the time relative to
display to focus on the particular plant dynamics. 7. Relative time
the time at the right edge of the graph before the scroll is displayed.
8. Digital Value Shown by bar when the Boolean value is 0 and shown by filling-in when the Boolean value is 1.
Indicates the range for the analog-type pen that is now being displayed (the range for digital-type is not
9. Display range
displayed).
Trend display
10. Shows newest and oldest time stamp for the displayed trend graph.
Time stamp
Point parameter
11. Shows associated point parameters assigned to each trend pen.
Area
Connection Shows node No., Node type and connection status
12.
Information part (connected/not connected) of the group for which you wish to collect data.

Hair line cursor The buttons are used to move hair line cursor forward and backward. The buttons are available when hair
13.
Operation buttons line cursor is active.
Shows selected display time span. This is not only standard time span, i.e., 1hour, 6hours, 1day and 6days,
14. Display time span
but also other time span resulting from zoom In/Out operation.
Time span change
15. The buttons are used to change time span selection.
Buttons
16. Scroll buttons The buttons are used to scroll trend graph forward and backward. REMOTE TREND OPERATION BUTTONS
Time-axis scroll The buttons are used to slide (scroll more precisely) trend graph forward and backward slide of trend
17.
Slide buttons graph take place when the button is released.
Shows the graph display state
Display type (only Blank: when current trend is displayed
18.
for local trend) Record: when record trend is displayed
Save: when save trend is displayed
Shows the data collection status LOCAL TREND OPERATION BUTTONS
Operation status Collecting: data is being collected by manual mode or Function of Trend Operation Button
19. (only for Local automatic mode No. Display Items Contents
trend) Waiting: waiting for collection time or collection trigger
1. Add Pen button The button is used to add new pen or to change trend parameter of active trend pens.
Suspended: collection is being suspended
2. Delete Pen button The button is used to delete active pens that are being trended.
Collection period
Shows the collection start time and collection stop time for displayed trend graph. For current trend, the Pen: Cascade
20. (only for Local 3. The button is used to cascade all active pens in full size.
collection stop time is shown is blank. button
trend)
4. Pen: Tile button The button is used to tile all active pens.
Plot: ON/OFF The button is used to plot sampled data on the trend graph by
5.
button *mark or to cancel.
Grid: ON/OFF
6. The button is used to display grid on the Trend Display Area or to cancel.
button
Auto Update The button is used to update the trend graph automatically or to freeze the graph. When past data is
7.
button displayed in playback by Scroll button or Slide button, automatic update is cancelled.
HairLine:
8. The button is used to invoke Hairline cursor or to cancel.
ON/OFF
Pen: ON/OFF
9. The button is used to erase selected pens tentatively or to cancel the erase.
button
TimeSpan:
10. The button is used to zoom-in Time-axis. This is one touch button to make the current time span half.
ZoomIn button
TimeSpan: The button is used to zoom-out Time-axis. This is one touch button to make the current time span two
11.
ZoomOut button times.
Save Pen
The button is used to save pen information created during trend operation. Display information, e.g. Grid
12. Information
ON/OFF, Plot ON/OFF etc are not subject to the Save function.
button
Connection
Change button
13. Change over displays of Group as well as the Group itself for which you are currently collecting data.
(only for Remote
Trend)
Group information
14. (only for Local Display information about the collection group and changes the collection status.
Trend)
Archive (only for This is used to list/archive/delete the trend data file. Graph display is also possible by specifying collection
15.
Local Trend) files here.
Replay (only for
LOCAL TREND DISPLAY 16. This is used to list/delete/graph display (replay) the archived data file.
Local Trend)

Section 9. Detail display Section 10. System configuration / Command Menu Display
Detail Display provides faceplate information that is equivalent to the one Group Display, and detailed configuration and System Configuration/Command Menu Display provides a tool to change system-wide parameters that need to be changed
setting parameters associated with the Point name. Through the Detail Display, the following change operation can be made: at on-line concurrently with normal plant operation and to shutdown the Harmonas system safely to prevent database
corruption etc.
- PID tuning parameters
- Alarm trip point Below is a main menu of the display.
- Point Active/Inactive
- Point configuration parameter
- Others
Display Item and Contents

1. Group Assignment This is used to invoke Configures Title and PointName for Group Display
2. Graphic/Trend Assignment This is used to invoke Configures Graphic Display Name and Trend Title Display
Display Item and Contents 3. Alarm Sound Configuration This is used to invoke Configures Alarm Sound On/Off and Tone Display
No. Display Items Contents 4. Print Screen Configuration This is used to invoke Configures Print Screen Display
1. Point name Shows selected Point. This is used to invoke Configures Print Screen Display (Setting of HDSE.INI is needed.
5. Configures Trend Type
[MMIPKG] section TrendSWitch = 1)
2. Operation Message Prompt error message is displayed.
6. Collect Maintenance Logs Collects maintenance logs.
3. Faceplate This is equivalent to that on Group Display.
7. Restart Printer Spooler Restarts Printer Spooler of printer used for screen printing and report printing.
Associated parameters with the Point are shown. Some of the parameters can be changed
4. parameters 8. Clear Screen Display Screen Saver.
through the display.
5. Tuning Trend This is used to invoke Tuning Trend Display. 9. Station Shutdown This is used to invoke Station Shutdown Display.

Section 11. Local Event Display Display Item and Contents

This is to display / print the history of various events output on the log file such as process alarms, messages, sequence The type of the set event is displayed. When alarm/message/sequence-event/SOE is selected, the selected
events or system events. Selection of
1. unit/area is also displayed. When operator-change/system is selected and a console is specified, the
Over a maximum of 2,000 lines, the message “Overflow occurred” is displayed. Displayed Events
console is also displayed.
The event history to be displayed can be selected by date, type of unit/area/console. 2. Display Start Date The display start date set in the setting dialog is displayed.
The displayed event history can be printed out.
3. Printer Name The printer name selected by the Print button is displayed.
4. Display End Date The display end date set in the setting dialog is displayed.
The display status is displayed.
- When the screen is displayed : default
5. Status Display - While the event is being searched : in progress
- When the transaction is complete : complete
- When no data is specified : no data
6. Overflow Display Displayed when there are more than 2,000 display events.
Page operation
7. Used to display the next/previous pages.
Button
8. Page Number Current page number/number of total pages.
9. Re-display Button Used to re-display the screen with the current display settings.
10. Setting Button Used to set display items.
Print Cancel
11. Used to cancel the print operation.
Button
12. Print Button Used to print out all of the displayed events.

Part 4 : Cargo System

4.1 Cargo Piping System ......................................................................... 4 - 2
4.1.1 Cargo System Piping Systems ................................................ 4 - 2
4.1.2 Material and specification of pipes and fittings ...................... 4 - 5
4.2 Cargo Tank Pressure Control System ................................................ 4 - 7
4.2.1 Cargo Tank Pressure Control .................................................. 4 - 7
4.2.2 Cargo Tank Vent Control ........................................................ 4 - 7
4.2.3 Mode Selection ....................................................................... 4 - 8
4.3 Cargo Pumps.................................................................................... 4 - 10
4.3.1 Main Cargo Pumps ............................................................... 4 - 10
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 14
4.3.3 Emergency Cargo Pump ....................................................... 4 - 18
4.4 Cargo Compressors.......................................................................... 4 - 22
4.4.1 HD Compressors................................................................... 4 - 22
4.4.2 LD Compressors ................................................................... 4 - 28
4.5 Boil-off / Warm-up Heater............................................................... 4 - 34
4.6 LNG Vaporizer................................................................................. 4 - 36
4.7 Forcing Vaporizer ............................................................................ 4 - 38
4.8 Custody Transfer System................................................................. 4 - 40
4.8.1 Radar-Based Level Gauging ................................................. 4 - 40
4.8.2 Float Level Gauge................................................................. 4 - 48
4.8.3 Trim-List Indicator............................................................... 4 – 50
4.9 Nitrogen Production System............................................................ 4 - 52
4.10 Inert Gas and Dry Air System........................................................ 4 - 54
4.11 Gas Detection System.................................................................... 4 - 58
4.12 Cargo and Ballast Valve Control.................................................... 4 - 60
4.12.1 Cargo Valve Control System............................................... 4 - 60
4.12.2 Ballast and F.O Valve Control System................................ 4 - 64
4.12.3 Emergency Shutdown System ............................................ 4 - 68
4.12.4 Ship Shore Link .................................................................. 4 - 70
4.12.5 Mooring Load Monitoring System ..................................... 4 - 75
4.13 Relief Systems ............................................................................... 4 - 80
4.13.1 Cargo Tank Relief Valves.................................................... 4 - 80
4.13.2 Insulation Space Relief Valves............................................ 4 - 80
4.13.3 Pipe Relief Valves............................................................... 4 - 80
Part 4
Cargo System
Part 4 Cargo System

Illustration 4.1a Cargo Piping System
KEY
CARGO MACHINERY ROOM
CG900
(STBD ONLY) CG907 LNG LIQUID LINE
CG071
CG073
CS011
CS031
CS021
CL011
CL031
CL021
CS043 CS041
CL041
CG915CG911 CG903
LNG VAPOUR LINE
ESD
ESD
ESD
ESD
ESD
CG927
OF
CG921
CS033
CS013
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR STRIPPING/SPRAY LINE
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
HEATER CG916CG912 OF
CG904 CS035 CS025 IGG LINE
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
SEPARATOR
SYMBOL DESCRIPTION SYMBOL DESCRIPTION
CG913CG909 CG901
OF
CG924 CG920 CG918 SPOOL PIECE BUTTERFLY VALVE

NO.2 B.O/W.U
HEATER
NO.1 L/D COMPRESSOR HYD. OPERATED BUTTERFLY VALVE
CG906
BELLOWS TYPE EXPANSION JOINT
(OPEN/SHUT TYPE)
FUEL GAS CG930 HYD. OPERATED BUTTERFLY VALVE
CG914CG910 CG902
TO BOILERS ES D OF BLIND (BLINK) FLANGE
VF (THROTTLING TYPE)
CG928
HYD. OPERATED GLOBE VALVE
FM004 SPECTACLE FLANGE
NO.2 L/D COMPRESSOR (FLANGE OPEN/SHUT TYPE)
FM006
OF OF:ORIFICE HYD. MOTOR DRIVEN GLOBE VALVE
OF
CS904 FLANGE METER
CS906 VF:VORTEX (THROTTLING TYPE)
LIFT CHECK NON RETURN VALVE
CONICAL TYPE STRAINER
(GLOBE / ANGLE)
CG929 CS903 CS901 CS902 CS905
OF
LNG FORCING Y-TYPE STRAINER SWING CHECK VALVE
FM005 VAPORISER VAPORISER
SCREW DOWN NON RETURN VALVE
R RADAR BEAM TYPE TANK LEVEL GAUGE (GLOBE / ANGLE)
F FLOAT TYPE TANK LEVEL GAUGE FLAP SPRING CHECK VALVE
ESD EMERGENCY SHUT DOWN SYSTEM CONTROL VALVE

CG705
FLOW DIRECTION NEEDLE VALVE
CG706
CG708
CG704
TIGHTNESS DIRECTION RELIEF VALVE PILOT OPERATED TYPE
CG707
CG703
OF
FROM INERT GAS/
DRY AIR PLANT SP02 GLOBE VALVE GATE VALVE
FM003
GI703
EM' CY VEN T
SP01
BA523
BALLAST LINE IN SP03
PIPE DUCT
CL701
C AR G O V APO UR
CG075
CS703
CG701
CG702
OF
FM002 CL700
C AR G O LIQUID
SP04
CS702
CS701 CS700
SPR AY MAI N
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS032 CS034
CS012 CS014
CS042 CS044
CL034
CL024
CL014
CL044
CS022 CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
FOR ISB FOR ISB FOR ISB FOR ISB
CL032
CL022
CL012
CL042
STRIP. STRIP. STRIP. STRIP.

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
F CG401 F CG301 F CG201 F CG101

CR400 CR300 CR200 CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
PORT SIDE PORT SIDE PORT SIDE PORT SIDE
STBD SIDE STBD SIDE STBD SIDE STBD SIDE
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
NO.4 CARGO TANK NO.3 CARGO TANK NO.2 CARGO TANK NO.1 CARGO TANK
C C S C C S C C S C C S
FOOT VALVE
NO.2 (S) NO.1 (P) FOOT VALVE
NO.2 (S) NO.1 (P)
4-1 Part 4 Cargo System

Part 4 : Cargo System 4.1.1 Cargo System Piping Systems Liquid dome connections:
- Two (2) discharge lines.
1. Liquid Lines - One (1) filling line
4.1 Cargo Piping System - One (1) emergency pump column
(See Illustration 4.1a) - One (1) spray pump discharge line
One (1) liquid header shall be led between No. 1 and No. 4 cargo tanks on the
- Two (2) group of spray lines for tank cooling purpose
General trunk deck and shall be connected with the crossovers.
- One (1) spray return line
- Five (5) fixed tubes for cargo sampling
The cargo piping system is illustrated in a simplified drawing showing only the One (1) liquid connection shall be branched off the liquid header and led to each - Instrumentation and electrical connections as required
principal features of the system (See illustration 4.1a). cargo tank. - One (1) radar CTS level gauge line
- One (1) float level gauge line
Two (2) main liquid, one (1) main spray and one (1)main vapour crossovers, In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom, - Two (2) safety relief valves.
common to all cargo tanks, shall be provided. Four (4) liquid shore connections and one (1) cargo filling line extended to the bottom shall be provided. In - Pilot pipe of safety relief valve
addition, a well shall be provided for lowering down the emergency cargo pump. - One (1) safety valve outlet for cargo piping
and one vapour connection shall be provided at each side of the vessel.
These lines shall penetrate the liquid dome and shall be connected to the cargo
liquid branch for each tank. The float level gauge line shall be fitted with a cryogenic gate valve for removal
On common liquid header, one common vapour header, one common gas header
of the gauge assembly with the cargo tank in service.
and one stripping/ spray header shall be provided. The liquid lines terminated at
the bottom at the aft end of each cargo tank. The loading line shall be equipped with a striking plate at the bottom.
Suitable means shall be provided to enable removal of the radar level gauge
The following valves shall be provided near the liquid dome. electronic parts with the cargo tank in service.
The liquid domes extend from inside the cargo tank up to a suitable height above
the weather deck. The vapour line shall be connected at the middle of each tank
dome. - A hydraulic remotely operated globe valve and swing check valve for 2. Stripping/Spray Lines
discharge line of each cargo pump. The swing check shall be located
inside the cargo tank, immediately adjacent to the outlet of the cargo The Spray Header shall be led between No. 1 and No. 4 cargo tank and shall be
All cargo and associated piping shall be laid on the trunk deck.
pump. connected with crossovers at the shore connections and each tanks.
Special attention shall be given to the arrangement in way of the dome area to - A hydraulic remotely operated butterfly valve for each cargo filling line. One (1) spray connection shall be branched off the spray header and led to each
allow safe and easy access for maintenance work.
cargo tank.
- A hydraulic remotely operated globe valve and lift check valve for the
Draining piping shall be arranged, if necessary, so that the liquid in cargo piping discharge line of the emergency cargo pump.
Valves shall be provided in the spray header to avoid unnecessary cooling down
can flow down into cargo tanks from shore connections.
- A hydraulic remotely operated butterfly valve to the liquid header. of header sections.
An electrical bonding system shall be provided throughout to ensure that
A connection between liquid line and safety return line shall be provided for The system shall be used for cooling down the cargo tanks before loading as
potential differences shall be avoided.
purging. necessary.
Small drip and upper spray shields of 316L stainless steel shall be provided on A connection between liquid line and spray line shall be provided for liquid
filling. At initial cooling down, the liquid shall be fed from shore to the spray header
all flanged connections in liquid cargo lines (fixed and removable type).
through the liquid crossover. The spray header shall be connected to two (2)
Those portions of the liquid line where liquid may be blocked between two (2) groups of spray nozzles in each cargo tank.
Fluid velocities:
The pipelines shall be designed for the following velocities during the normal valves shall be protected by spring loaded pressure relief valves.
Liquid nitrogen will be supplied to the LNG vaporizer through the spray lines
loading and discharging procedures. Higher velocities shall, however, be used for
The cargo liquid and spraying header shall be protected by at least two (2) relief from the cargo manifold.
other procedures, such as warming up operation, gas freeing, inerting and
aeration where increased frictional losses are acceptable. valves, one on the fore part, one at the aft part.
The liquid supply to the spray header shall be remote controlled by throttling the
Relief valve set pressure shall be equal to the design pressure of the system. valve of the spray return line.
• LNG and LN2 liquid lines
7m/sec: in general, maximum liquid flow rates shall not exceed 10m/sec
The relief valve shall discharge vapour to the cargo tank. The spray nozzles shall be located along the top edge of the top chamfer of the
except at the shore connection, where 15m/sec will be allowed.
tanks.
• Vapour lines In order to allow any tank to be put out of service, the outlet piping of these
Maximum vapour flow rate shall not exceed 40m/sec except at the shore relief valves shall be connected to at least two (2) different cargo tanks. A spool The nozzles in each cargo tank shall be installed depending on the tank size. The
connection. piece with blank flanges shall be provided for closing the connection to the cargo capacity of the spray nozzles shall be decided based on the initial cooling down
tank not being connected. A non return valve shall be fitted at the tank of the cargo tank and cooling down before loading at the end of the ballast
connection. voyage.

Filters shall be provided in the spray lines to the nozzles in the tank. Loading stations shall be provided port and starboard on a platform above the Lifting and support arrangements for spool pieces and small davits for handling
upper deck as shown on the G.A. manifold blanks and adaptor pieces shall be provided.
The following valves shall be provided near each liquid dome.
The cargo manifold consisting of four (4) liquid lines and one (1) vapour line Expansion and/or sliding arrangements for shore connections to compensate for
- A hydraulic remotely operated globe valve and lift check valve for the arranged L.L.V.L.L shall be provided port and starboard on platforms above the thermal connection of the cargo lines shall be provided.
discharge line of each stripping / spray pump. main deck and be in compliance with OCIMF standards at the loading and
discharging ports. Load bearing shall be designed to absorb the loads of an ESD II condition.
- A hydraulic remotely operated globe valve on the common line and
hydraulic remotely operated globe valve for each spray nozzle inlet line.
Manifold height above the keel shall be approximately 30.8 m. Nitrogen supply and purging connections shall be fitted on the pipes close to
- A hydraulic remotely operated globe valve on the spray return line. spool pieces.
The spacing between liquid and vapour lines shall be 3.0m. The distance
- A manually operated globe valve for the connection to cargo tank liquid between the ship manifold flanges and the ship’s side shall be about 3.5m. Manifold connections
branch
The distance between the bottom edge of the manifold flange and the top of the Cargo handling shall be by means of liquid and vapour pipeline systems above
3. Vapour Lines deck or working platform shall be about 900mm. the deck.
One (1) vapour header shall be led between No.1 and No.4 cargo tanks, used for The shore connections shall consist of: Manifolds for the cargo shall comply with the recommendations of OCIMF
gas handling operations such as loading and discharging of cargo, warm up and Class (B) category and consider loading and unloading terminals’ arm
cool down. - Two (2) 600mm dia. liquid crossovers connected to the fore and aft installation.
liquid header and terminating with a Y branch at each end. A
This header shall be led to each cargo tank via a vapour branch line, provided hydraulically operated butterfly valve with emergency shutdown and a Manifold flanges shall be 16” ANSI 150lbs RF for both liquid and vapour
with a manually operated butterfly valve and a spectacle flange, and connected to manually operated butterfly valve shall be fitted to each manifold liquid
manifolds. Connection for loading marine diesel/gas oil, fuel oil and fresh water
the vapour crossover which leads to the shore connection. line, both fitted with a hinged blank flange.
shall be adjacent to the cargo manifold, fore and aft.
- One (1) 600 mm dia. vapour crossover connected to the fore and aft
One (1) vapour return line shall be provided between the H/D compressor Strainers, distance pieces and reducers
vapour header and terminating at each end with one (1) hydraulically
discharge and the vapour crossover at the shore connections for discharging operated butterfly valve fitted with a hinged blank flange.
cargo vapour during loading, warming up, cooling down and inert gas purging Twelve (12) sets of manifold strainers (six (6) for discharging and six (6) for
operations. The outer length of each manifold up to the first support shall be increased to loading) shall be provided and stored in a water tight box on the loading
schedule 40S pipe for the loads imposed by hard-arms, and shall be provided platforms.
Pressure control devices shall also be provided to vent excessive boil-off vapour with a pressure gauge and drain connection.
to the atmosphere through No. 1 vent mast. Strainers when in use shall be located in the manifolds immediately inboard of
Water curtain pipes (90-10 copper-nickel) shall be provided at the ship’s side in the presentation flanges.
The pressure control of vapour to shore shall be provided by automatic remote way of each loading station to protect the side shell during loading and
control from the IAS. discharging. (Not spraying type, film type). Cargo reducers shall not be provided but eight (8) adapter pieces shall be
provided suitable for connecting shore arms having hydraulic quick
4. Gas pipe connection The water curtain pipe shall be fitted with a drain valve at the lowest point. connect/disconnect couplers. The adapter pieces shall be stored in a watertight
box on the loading platforms.
- One (1) vapour return/ boil off line. Sea water for the sea water curtain shall be supplied from the fire and wash deck
- One (1) fixed tube for cargo sampling. main line near the loading station. The material of the strainers shall be AISI 316L.
One (1) emergency vent header shall be led between No.1 and No.4 cargo tanks, Sea water hose connections shall be provided for de-icing the cargo manifolds. Strainers provided shall be a 20 gauge and 60 gauge mesh type in accordance
used for tank gas freeing operations. with SIGTTO recommendations.
All remotely operated valves as well as emergency shutdown valves shall be
This header shall be led to near each vapour branch line and connected to the operable from the IAS and valves shall be capable of manual operation locally at Cargo jettisoning
vapour branch line using an expansion bellows type spool piece which is the solenoid rack and by hydraulic hand pump in general.
provided separately. The Emergency Vent line shall not be insulated. A portable nozzle for cargo jettisoning shall be supplied capable of connection to
There shall be no permanent connections between liquid and vapour headers. any manifold liquid line port or starboard. The nozzle mounted shall extend not
5. Cargo manifold less than 3 meters outboard of the ship’s side and it shall be designed to achieve
Spool pieces or equivalent shall be provided for temporary connections. an outlet velocity of 40 m/sec at the delivery capacity of two (2) main cargo
Cargo manifold arrangement: pumps operating simultaneously.

6. Loading platform The fuel gas master valve of the emergency shut down system shall be opened foot valve shall be provided at the bottom of the pump guide pipe.
automatically from the burner logic, and shall be closed manually from the
The loading platform shall be of stainless steel (SUS 304) with coaming and one engine sub control room, from the CCR and from the wheelhouse. When The main cargo pumps, cargo stripping/spray pump, cargo loading line, pipes for
(1) drip tray made in AISI 316L with stainless steel support shall be provided manually closed, remote operation of this valve shall be prohibited. level gauging equipment, temperature sensors and other necessary fittings shall
under each manifold side in accordance with the OCIMF standards. Details shall be accommodated within the pump column structure.
be to Buyer’s approval. The valve shall be automatically closed by:
Material of pump column is generally stainless steel 304L.
GRP grating on the manifold deck shall be provided within the area surrounded - High gas content in vent hood and fuel gas pipe duct.
by the coaming, including stainless steel (SUS 304) grating inserts in load - Fuel gas pipe duct vent fan failure The lower support of the pump column shall be fitted to the inner hull in
bearing areas. - Boil-off/warm-up heater high or low outlet temperature accordance with GTT’s design.
- Engine room ventilation failure (min. 2 fans)
- Black-out
Means shall be provided to deflect a spill of LNG overboard to facilitate the - Emergency shutdown One (1) welded type liquid dome shall be arranged at the aft part of each cargo
rapid escape and evaporation of the liquids in accordance with the OCIMF - High or low gas pressure tank and one (1) gas pipe shall be arranged in the mid-part of each cargo tank as
standards. - Both boiler trip shown on the General Arrangement drawing.
- Others according to Rule requirements
A separate coaming with drain plug shall be installed around the bunker The size, details, construction, insulation and pipe penetrations shall be in
manifold. The duct shall be ventilated by two (2) exhaust fans and shall be connected to a accordance with GTT’s design.
vent hood. A nitrogen purge system, stop valves and automatic cut off valves
7. Vent masts for cargo tanks shall be provided. The liquid dome cover and pipe penetration material shall be stainless steel 316L
in accordance with the design philosophy of the cargo system materials
Four (4) vent masts about 14.2m high above the trunk deck shall be provided and One (1) indicating and integrating flow meter shall be fitted on fuel gas piping specification.
fitted with a nitrogen purging connection complete with isolating valve. outside the cargo machinery room.
The integrating unit and indicating unit shall be located in the IAS. Pipe penetrations through the liquid dome shall be minimized as far as
The vapour header shall be permanently connected to the forward vent mast practicable in compliance with GTT’s recommendations and design.
which shall be fitted with a pressure control valve and a trip closing arrangement, 9. Pump column, liquid dome and gas pipe
operated from the IAS & W/H, with a manual override. In order to improve the piston effect during some operations, deflection plates
The materials and design of the pump column, liquid dome and gas pipe shall shall be provided at the end of the vapour line in cargo tanks.
The vent mast shall be of stainless steel pipe (SUS 316L). A bottom plate and a comply with the latest issue of GTT relevant documents, data and information,
drain connection with a small drip tray shall be provided at the bottom of each and mutual agreement between GTT and the Builder. 10. Sampling, drain and purge connections
vent mast.
Construction standards and detail design shall be developed by GTT. The Each of the following locations shall be provided with sampling and/or purge
A ladder shall be fitted on the vent mast for access to the head of each mast top, builder shall produce production drawings subject to the approval of Class and connections where applicable, and drain connections shall be provided where
and wire rope stays shall be provided to prevent vibration of the mast. the buyer, and inspection and supervision by GTT during construction. necessary.
The top of each mast shall be fitted with a stainless-steel wire-mesh protection One (1) pump column shall be installed at the aft end of each cargo tank. Design Each point shall be fitted with a double shut-off valve and a pressure gauge
screen, cowl and drain provision, and designed to prevent rain from entering the and installation shall be integral with the liquid dome in accordance with GTT connection. Sample valves that are not connected to open ended pipe work shall
mast but allow gas to escape vertically upwards. design. be provided for use during line purging, including sample points around all cargo
machinery and at spool piece connections.
An access platform shall be provided for maintenance. The column structure shall be designed to slide vertically to reduce thermal
stresses during cooling down and warming up of cargo tanks. The design shall be - Each cargo manifold
8. Boiler fuel gas line take into account sloshing loads, dynamic loads due to vessel motion, vibration - Each filling and discharge line at cargo tank
and loads in way of attachments, for following filling limits: 0~10% cargo tank - Each end and mid point of liquid header
A boiler fuel gas pipe line from the cargo tank area to the boilers shall be - Each end and mid point of vapour header
length and 80%~98.5% (exceeds design target of 70%)of cargo tank height.
- Each end and mid point of emergency vent line
arranged.
- Each vent mast (drain connection only)
Consideration shall be given for suitable design changes, if needed, in case other - Each insulation space
The fuel gas pipe line shall be connected with butt welded joints for the pipe line filling limits are acceptable for GTT and Class. - Each vapour connection
from the cargo tank area to the engine room bulkhead. - Emergency pump column
The guide pipe for the portable cargo pump and the two (2) main cargo pump - Pipe duct for float level gauge
The fuel gas master valve shall be located in the cargo machinery room after the discharge lines shall form part of the pump column structure. The pump guide - Inlet/outlet of the compressors, heaters and vaporizers
boil-off/warming-up heaters. pipe shall be used when lowering the emergency cargo pump. A spring loaded - Inlet of the tank safety relief valve
- Each spool piece

- Fixed sampling tubes for tank liquid dome (5 points per tank) Cargo tank dome and vapour line penetration pieces of piping shall be in Expansion bellows shall be flanged type except in the gas connection and fuel
- Boiler fuel gas line accordance with GTT’s design and recommendations. gas line around the accommodation.
- Other necessary points Other penetration pieces of water and gas tight bulkheads, decks or tank top The expansion bellows shall be of multi-ply design with INCOLOY 825 for the
plating shall be in accordance with the Builder’s standard practice and with the outer layer and stainless steel 316L for inner layers.
A Purging connection for the cargo manifold shall be provided with quick Buyer’s approval.
connection. 5. Bolts, nuts and U bolts
Material of spool pieces shall be the same as the corresponding piping.
11. Vapour flow measuring system The material of bolts, nuts and U bolts for piping shall be stainless steel except
2. Pipe joints where otherwise specified.
Flow-meters shall be provided as follows.
Butt welded joint for cargo piping shall generally be used except where - Bolts and studs / Nuts for cargo piping : ASTM A320 B8M CLASS II/
Orifice type flow-meter for: necessary to provide removable joints such as flanges, unions, sockets and ASTM A194 M8
- Forcing vaporizer discharge flow
expansion joints, subject to the requirements of the Class. - U bolts/ Nuts : SUS 316
- LNG vaporizer discharge flow
- Vapour from shore
- Vapour to shore Weld-neck raised-face flanges shall be used in piping for low temperature Bolts and studs shall be strain hardened type.
- Vapour to atmosphere service in general except for piping inside cargo tanks and open ended piping on Bolts, nuts and all fitting inside tanks shall be secured in order to prevent bolts,
deck, where slip-on welded flat-face flanges shall be used. nuts and all fittings from loosening.
Vortex type flow-meter for:
- Boil-off gas line to boiler Weld-neck raised-face flanges for low temperature service shall be to ANSI #150 6. Electrical bonding
- N2 flow to barrier space (25A) pound rating.
- N2 flow to purging header (25A) The liquid and gas lines shall be carefully electric-braid bonded to the ship’s hull.
- N2 flow to engine room BOG line purge (25A) Welded connections shall be used to the first valve flange of branch connections All flanges shall be bridged with stainless straps bolted at both ends. The end
in cargo piping for accessory lines and instrumentation lines. For non-cryogenic flanges adjacent to pumps, compressors and other units shall include plugs for
The orifice type flow-meters shall show the indication only, with integration
parts of the cargo piping screwed connections may be applied, subject to subsequent maintenance dismounting.
calculated by the IAS. The vortex type shall show indication and integration. Owner’s approval on a case by case basis.
Cross-pipes shall be bonded directly to the hull.
The total flow rate of boil-off gas supplied to the main boilers shall be measured.
Fabricated tees shall be used throughout the piping for low temperature service
The measurement, compensated for variations in temperature and pressure shall in general. In accordance with the GTT design, earthing arrangements shall be made to
be displayed and recorded. The total recording and measurement system
prevent electrostatic build up within the tanks.
accuracy shall be better than ±3%.
Where branch lines are relatively small compared to the main line, welding
outlets may be used instead of tees. A potential-equalizing device shall be provided in order to electrically bond the
4.1.2 Material and specification of pipes and fittings ship’s lines to the shore installations before loading and unloading operations.
3. Gaskets
General 7. Pressure gauges and Thermometers
Gaskets for cryogenic service piping shall be used as follows
The specifications described in this section shall be applied to the cargo piping.
Pressure gauges for the cargo handling system shall be glycerine filled type.
The design temperature and pressure, pipe wall thickness and the material of - Gaskets on deck: Graphite vortex type
pipes, flanges, valves and other major systems shall comply with the piping
- Gaskets inside tank: Graphite vortex type Thermometers for the cargo handling system shall be gas filled type.
application.
- Gaskets for pump discharge inside tank: According to the pump
manufacturer’s specifications. Material of the external body of pressure gauges and thermometers shall be SUS
1. Pipes 316L stainless.
Due attention shall be paid to avoid the gasket protruding within the free area of
Piping shall be designed to allow for stress due to thermal expansion/contraction the corresponding pipe. 8. Pipe supports
and deflection of the vessel’s structure and to be adequately protected against
mechanical damage.
4. Expansion joints Pipes on deck exposed to low temperature shall be supported by U-type bolts
and/or clamp anchoring pieces of stainless steel at suitable intervals to avoid
The bending radius at the centreline of bends of stainless steel and carbon steel
For pipes on the weather deck, expansion loops shall be used on the liquid lines vibration, taking into consideration the movement of the pipes.
pipe shall not be less than 1.5 times the nominal diameter of the pipes. Small
and bellows type expansion joints shall be used on the vapour lines.
radius bending of pipe shall be fabricated with welded elbows, having a radius Bellows type expansion joints shall be used to protect piping from excessive Support for piping adjacent to shore connections shall be reinforced against
approximately equal to nominal diameter of the pipe.
strains due to thermal movement and vessel deflections. abnormal loads on the loading arm. Anchoring pieces shall be welded to pads

on pipes, not directly to the pipe. The thickness of insulation shall be as follows.
Sliding supports shall be provided with PTFE material or equivalent between Nominal dia. of pipe Insulation thickness (mm)
fixed and moving parts. There shall be no metal to metal sliding contact. (mm) Liquid cargo line Cargo vapour line
25 and below 30 (1 layer x 30) 30 (1 layer x 30)
Position and type of pipe supports and anchors shall be chosen to avoid stress 32 to 100 50 (2 layers x 25) 40 (2 layer x 20)
concentrations. Above 100 80 (2 layers x 40) 60 (2 layer x 30)
Consideration shall be given during detail design of pipe supports to reduce Details of insulation shall be submitted to the buyer for approval before
maintenance, by using closed type profiles or pipes as far as possible. installation.
Details shall be in accordance with the builder’s practice with buyer’s approval. 10. Pipe treatment for the stainless steel pipe
9. Pipe line insulation 1) Weather (Exposed) part

- Cryogenic and Insulated ares : No paint to be applied.
The cryogenic piping system outside the cargo tank shall be insulated with rigid - Non Cryogenic and Non insulated area : Paint to be applied.
P.U Foam or equivalent, suitable for temperatures up to + 80oC.
The foam shall be self-extinguishing type. 2) Enclosed part : No paint to be applied.
In general the pipe insulation shall be of two (2) layer construction, with each 3) Stainless steel and pipe outside on decks shall be treated as follows:
layer able to slide smoothly against the other (except small pipes (under 25mm) - Vent mast, drip tray, liquid dome cover : To be grit blasted and
and the fuel gas line). coated same as upper deck.
- Stainless steel pipe and fitting outside : To be cleaned by means of
The insulation shall be covered with a moulded GRP cover to act as a tough thinner and coated with one (1) coat of epoxy primer and one (1)
water and vapour-tight barrier. coat of finish paint.
Special attention shall be paid to the ends of the insulation section and thermal - Cargo valve and flange joint and connection area where not to be
expansion/ contraction arrangements to avoid humid air entering into the coated : Passivation to be applied.
insulation in service and during construction.
To absorb the contraction stresses of the insulation, glass wool shall be used
between the pipe and the primary layer, and between the primary and secondary
layers. No glue shall be applied between the pipe and the primary layer
insulation.
Preformed high density polyurethane foam shall be used in way of support parts.
The fuel gas line outside the engine room shall be insulated to avoid temperature
drop in the fuel gas (one (1) layer x 30mm).
The following portions shall not be insulated:
- Pipes in cargo tanks

- Safety relief piping, including vent masts
- Valves, bellows type expansion joints and flanges
- Nitrogen gas supply lines and pressurisation lines
- Gauge and drain pipes
- Anchor stoppers
- Sampling lines

4.2 Cargo Tank Pressure Control System Table 1 Vapour header pressure and related function
Open : 230 mbar
Close : 210 mbar
4.2.1 Cargo Tank Pressure Control Vapour Header Pressure
Function Remark
Press Up Press Down PT
1. Over Pressurising 25 kPa Cargo Tank Pressure Relief Valve Open Each Tank
To protect the cargo tanks from being over pressurised due to natural boil off, the 23 kPa Vent Valve Opens Automatically (100%) IAS
Vapour manifold
gas has to be burned by the boiler or vented to atmosphere. The LD compressors 22 kPa High High Pressure Alarm IAS CG702
will supply the natural boil off gas to the boilers as fuel gas to keep the vapour 21 kPa Vent Valve Closes Automatically (0%) IAS
header pressure stable.
20 kPa High Pressure Alarm IAS
If the boilers require less fuel gas than that which is naturally boiling off, the 19 kPa 4 kPa Gas management system IAS
vapour header pressure will increase. To prevent an increase in the pressure the 5 kPa 2kPa
Tank Protection Control
IAS
(zone up to 5 kPa from 2 kPa)
boiler control system will have to use more fuel gas thus producing more steam
than is needed for the steam system. This excess steam has to be dumped. Absolute Pressure Control
5 kPa IAS
(above 5 kPa)
2. Under Pressurising 3.5 kPa Reset the FO Back-Up Order IAS

2 kPa Cargo Tank Pressure Low Alarm IAS 3. Vent Control at “Vent” Mode
To protect the cargo tanks from being under pressurised the LD compressor logic FO Back-Up Order to Boiler Control
has two (2) tank pressure protection controllers; one for Ballast mode and one for 3 kPa System IAS In vent mode, the IAS controls the opening of the vent control valve (CG702)
Cargo Tank Pressure Low Alarm
Laden mode. according to the vapour header pressure while BOG is being routed to the engine
Tank Protection Activate room for burning in the boilers. In this mode, the manual operation of the control
Cargo tank Low Low Pressure Alarm
The controller for the LD compressor shall limit the compressor capacity when 2 kPa
ESDS Activate
IAS valve is not available. In this mode the vent valve is opened 100% and closed 0%.
the vapour header pressure falls below a set pressure of 2 kPa. The minimum Vapour Header Low Low Pressure Alarm This function has third priority.
capacity control for the LD compressor will be reset when the pressure increases 1.5 kPa Reset the FO Boost-Up Order IAS
up to 5 kPa. 1 kPa FO Boost-Up Order IAS
4. Manual Operation
-1 kPa Cargo Tank Vacuum Relief Valve Open Each Tank
When the vapour header pressure falls to 3.0 kPa, a FO Auto Backup signal will When any of the above automatic controls are not activated, the IAS doesn’t
be sent to the burner management system (BMS) to start a FO burner. The FO manipulate the valve position controller and the vent valve can be manipulated
Auto Backup signal will be reset when the pressure increases to 3.5 kPa. by the operator.
1. Vent Inhibit
At Very Low cargo header pressure (1.0 kPa) a FO Boost Up signal will be sent When the vent control valve is under automatic control of the IAS (under the
In the manual vent inhibit mode, the vent valve will stay closed when the vent conditions 1, 2, 3 above), point mode of the valve position controller is fixed at
to the boiler management system and the LD compressor stop sequence is
inhibit order is set from the wheelhouse or telegraph astern signal. In this mode P-AUTO mode, and manual operation of the point is not available.
initiated. The FO Boost Up signal will be reset when the pressure increases to 1.5
manual operation of the vent mast valve is not available. The tank protection
kPa.
vent mode will override the manual vent inhibit and open the valve under high
vapour header pressure.
The ‘Ballast’ and ‘Laden’ mode controllers will limit the available BOG flow to
This function has first priority.
the boilers when the cargo header pressure falls below a set pressure.
2. Tank Protection Vent Control

4.2.2 Cargo Tank Vent Control
In the tank protection vent mode, the vent control valve CG702 will open to full
Vent control valve CG702 is controlled from the IAS and has four control levels
flow (100% capacity) when a pressure on the vapour header exceeds the set
as follows:
value 23 kPa. The valve will stay in this mode until the pressure registered on the
1. Vent Inhibit vapour header drops below 21 kPa at which point the valve will close. In the
2. Tank Protection vent Control. tank protection vent mode, the manual vent is inhibited and vent control at vent
3. Vent Control at “Vent” mode. mode is disabled and manual operation of the vent valve is not available.
4. Manual Operation. Vapour venting valve is locked in auto mode.
The order of the control priority is : 1 > 2 > 3 > 4 This function has second priority.

4.2.3 Mode Selection Fig. 1 Ballast and Laden Mode Logic
1. Ballast and Laden Mode
There are two pressure controllers, one for Laden Voyage and one for Ballast
Vapor Header Main Pressure (Abs)
Voyage, in the GMS that tell the Boiler Management System (BMS) how much
Vapor Header Main Pressure (Gauge)
boil-off gas is available to the burner or how much gas has to be released to
atmosphere to keep the vapour header pressure at its set point.
Manual inputs are the “Estimated BOG Flow” in Laden and Ballast mode and the Gauge Abs
pressure selection switch that enables the operator to select between absolute or Est. BOG Flow Est. BOG Flow
gauge pressure (for Laden mode). Ballast Mode (kg/h) Laden Mode (kg/h)
The pressure controllers will protect the cargo tanks and adjust the “Available
FeedF Ballast mode Set FeedF Laden mode Set
BOG Flow” according to its set point. To control the vapour header pressure
either the ballast or laden pressure controller will be active at all times. press controller press controller
The logic is the same for ballast and laden mode but separate controllers are used
for the two.
Switching between Laden and Ballast mode is performed during loading /
unloading. Ballast Laden
1) Pressure Sensor Mode
Voyage Mode Pressure Sensor Pressure Range

Ballast Gauge Only option.
Absolute When the vapour header Available BOG Flow (kg/h)
pressure is above 5 kPa.
Laden
Gauge When the vapour header
pressure is below 5 kPa.
Switching between absolute and gauge pressure is bump-less and can be
done at any time.
2) Failsafe Handling Ballast Mode Controller
Cause Effect Comments

Vapour header pressure Controller put in manual Gauge
measurement signal mode with the current pressure.
failure. controller output.
3) Failsafe Handling Laden Mode Controller
Cause Effect Comments

Vapour header pressure Controller put in manual Gauge
Failure. controller output.
Vapour header pressure Controller put in manual Absolute
Failure. controller output.

Illustration 4.3.1a Main Cargo Pumps
DISCHARGE
Characteristic Curve of
Stripping/Spray Pump
Pump Down Hd (m)

NPSHR Hs (m)
Total Head H (m)

Pump Efficiency E (%)
Shaft Horse Power P(kW)
TERMINAL BOX 180
H
160
140
80 120
Height fromInducer Inlet

CABLE 60 E
40
BALL BEARING
20
2.0 20 0
P
1.5 15
STATOR COIL 1.0 10
Hs
1,460 mm 0.5 5 Hd
ROTOR CORE
0
0 10 20 30 40 50 60
STATOR CORE
Capacity Q (m3 /h)
Q~ A Curve
(Pumping Capacity ~ Ampere Curve)
70 70
SHAFT
High Current
62A
60 60
BALL BEARING
Current I (A)
BALANCE SEAT
r=0.50
50 50
Low Current 40 40
Current I (A)
36A
r=0.45
30 30
IMPELLER
Discharge Flow Rate

Allowable Minimum Flow

At Continuous Running
INDUCER
SUCTION STRAINER 20 20
SUCTION
TANK BOTTOM 10 10
0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
Capacity Q (m 3 /h)

4.3 Cargo Pumps 2. Operation part will contract at a different rate, resulting in damage to the parts and ball
bearing due to the partial excessive heat distribution. (When loading the
4.3.1 Main Cargo Pumps Preparation for Operation (Starting condition) liquid directly to the cargo tank, the cooling down rate must be less than
Before starting the pump, the following should be confirmed. 50oC/h.) When the pump is cooled down over a period of more than 3 hours,
1. General Description since the contraction of each part is equal, no excessive heat distribution
(See Illustration 4.3.1a) 1) The overall insulation resistance should be more than 5MΩ. occurs and each part becomes stable.
Specification (1) After turning off the power switch provided in the starter, insulation 4) The cargo pump discharge valve should be cracked open.
resistance between the power cable terminal in the starter and the grounding
Pump should be measured and recorded, using a 1000V Megger tester. Pump Start
Manufacturer: Shinko Ind. Ltd.
Pump model: SM350 (2) If the measurements are less than 5MΩ the motor coil may be damaged, so 1) Confirm that all the preparatory conditions described above are met.
Capacity rated flow: 1,700 m3/h do not start the motor.
Total head: 155 m 2) Depress the start button to start the motor.
Operating temperature: -163°C (3) The insulation resistance which has dropped lower than the requirement
Cool Down Time: 3 hours may recover by leaving the motor coil for a long time. Note
Design pressure: 1.0 MPaG Therefore, the insulation resistance of the motor coil should be measured If the discharge pressure does not rise to the required value (approx. 0.8
Liquid spec. Gravity: 0.5 again without fail before unloading. MPaG) or greater approximately 10 seconds after the start in direct-on-line
Shaft Power : 443 kW starting, stop the motor immediately and examine possible causes.
Efficiency: 81 % (4) The insulation resistance value of 5MΩ is the minimum value for starting The excessively low discharge pressure means that the pump may be rotating
Direction of rotation: Clockwise the motor. The proper insulation value is more than 50MΩ, so it is in the reverse direction. In this case, two phases of the motor power cable
Discharge flange: ANSI 150 LB – 350A FF recommended that the cause of deterioration of insulation resistance is traced should be changed over.
Minimum starting level: 1.9 m and countermeasures carried out after pump operation when the measured
Minimum restarting level: 0.7 m value is below that minimum value. 3) Starting the motor should be carried out only once whenever possible. In
NPSHR/Pump down level: case of unavoidable restart, the frequency of starting should be according to
At rated flow: 1.2/0.4 m (5) In case the insulation resistance has lowered too much compared with the the liquid level in the tank, as follows:
At minimum flow: 0.5/0.2 m value measured when the pump was last run, it is recommended that the
Minimum flow: 650 m3/h cause of deterioration of insulation resistance is traced and countermeasures (1) For starting at first unloading.
carried out after pump operation.
Motor For 1.9 meters or more from tank bottom
Type: Vertical submerged 3-phase 2) The liquid level in the cargo tank should be more than Approx. 1.9 meter or The motor may be started and stopped by inching continuously twice.
Induction higher from the tank bottom. The third starting should be carried out after more than 15 minutes have
Rated Output: 530 kW passed after the second stopping.
Synchronous Speed: 1800 rpm (1) To prevent damage due to dry operation of the ball bearing, the pump
Electric Power Source: AC 6600V/60Hz should not be started when liquid level is below the minimum level. It is For less than 1.9 meters from tank bottom
Rated Current: 62 A desirable that the minimum liquid level for starting should be more than 1.9 The second starting should be carried out after more than 30 minutes have
Starting Current: 400 A metres from the tank bottom, however, in unavoidable cases, it is permitted passed after the first stopping.
Insulation class: Class F to start the pump at a level of more than 0.7metres.
Min. Starting voltage: 80 % (2) For starting after stopping continuous running
Min. Resistance value for starting: 5 MΩ 3) Pump and motor to be cooled sufficiently.
If the motor is stopped after continuous running, the next starting should be
The pump is of the vertical single-stage volute type with inducer and has been (1) At least 3 hours must pass after loading LNG in the cargo tank. carried out after more than 30 minutes have passed.
designed and manufactured as an LNG cargo pump. Never operate the pump within three (3) hours. Even if it is necessary to If the pump does not start without problems within 3 seconds of pushing the
The pump and motor is of solid construction and is operated within the cargo operate the pump unavoidably, for instance during sailing, the temperature in start switch, starting should be carried out after the problem has been
tank and kept immersed in the liquid so that no gas explosion may happen even cargo tank must be less than -130oC. rectified and more than 30 minutes have passed.
if sparks occur in the motor.
The inducer is provided under the impeller, where the low NPSH characteristic (2) It is necessary to cool down each part of the pump and motor sufficiently The operation other than inching should be regarded as “Continuous
can make the remaining liquid quantity in the cargo tank very small. before pump operation. (In case the pump is operated when insufficiently Running.” “Inching” means that the operating time is less than 5 minutes.
Bearing lubrication and motor cooling are of forced lubricating system via the cooled down, there is a possibility of contact between parts with fine
liquid handled. clearance or damage to the ball bearing.) If cooling down is too fast, each
4 - 10 Part 4 Cargo System

Note prevent such states, the operator should close down the discharge valve Pump Stop
1. Since the shock load on the bearings during starting decreases the service life gradually to decrease discharge flow until the discharge pressure and electric
of the bearing, frequency of starting should be as low as possible. current stabilise. If the discharge pressure continues to fluctuate or lower, 1) Ordinary stop
repeat throttling the discharge valve as required. Depress “Stop” button with the discharge valve slightly opened or closed to
2. Each time the motor is started, its temperature rises due to generation of heat. stop the motor. When closing the discharge valve, stop the motor
If the temperature of the motor is high during starting, gas generates in the (1) If cavitation or gas inclusion occurs in the pump, vibration increases and immediately.
motor with a possibility of bearing damage or coil burn out. Therefore the impact load will act on the bearing, with a risk of shortening the bearing life.
starting frequency of the motor should be kept to a minimum whenever 2) Auto stop
possible. The temperature of a motor which has been subjected to continuous (2) If liquid level becomes very low, there is a risk of cavitation occurring.
running or restrained running (impossible start) is high, and it is necessary to During stripping operations, it is necessary to carry out unloading work (1) If current value becomes less than 40 A, low-current trip stops the motor
set the cooling time of the motor until the next start attempt as described effectively while avoiding cavitation and gas inclusion occurrence by automatically. (Time setting point - 5 sec)
above. carrying out discharge valve operation carefully as described above while
watching the discharge pressure gauge and the ammeter. (2) If current value exceeds 62 A, the motor stops automatically on high
Running current trip. (Time setting point - 0 sec)
4) During stripping operations, repeat discharge valve throttling operations as
1) It is desirable to operate the pump close to the rated flow condition. in the above section (3), and take great care that the pump does not stop Note
When discharge pressure and electric current are stable after starting, the automatically on the motor low current trip (due to a large drop in discharge “Automatic stop device” is an emergency trip device to protect the pump and
discharge valve should then be gradually opened until the unloading operation pressure and electric current) or through manual stopping. Once a pump has motor from accidents. Therefore, at the time of the completion of unloading
is carried out as close to the rated discharge flow as possible. started, carry out discharge valve operations carefully to maintain continuous work, the device should be set at “ordinary stop” (manual stop).
running without stopping all the way to completion of stripping. Do not set it at “auto stop” due to low current trip.
2)Even when running close to the rated flow is difficult, the flow rate should
always be within the following range: Note Measures after Stop
If the motor stops during pump running, cargo liquid in the discharge piping
Min. Flow Rate Rated Flow Max. Flow Rate drops, so that the impeller rotates in an opposite direction, serving as a water 1) To prevent accidental operation after use, turn OFF the starter power switch.
(650 m3/h) (1700 m3/h) (2040 m3/h) wheel, and it takes several minutes to come to a complete stop.
42 A 54 A 56 A If the motor is restarted during the opposite rotation, shock is transmitted to 2) When a large amount of gas which passes through the pump and discharge
the rotating element with a risk of causing damage such as a bent shaft. piping in switching cargoes in the tank and other work even if the pump is
(Above current values are the approximate values on characteristic curve.)
stopped, the impeller serves as a windmill, and the pump shaft rotates. As a
5) When the residual liquid in the cargo tank becomes extremely low even if result, the bearing is under a dry operation condition, which may cause
(1) Since a discharge flow meter is not supplied on board, the “Q–A curve
discharge valve operation as described above is repeated, it becomes damage. Therefore, take precautions against generating idle rotation due to
[Pump capacity – ampere curve]” is useful to control the pump discharge
impossible to prevent a large drop in discharge pressure due to cavitation or gas passing through the pump.
flow. It should be remembered that the current varies depending on the
gas inclusion. In such a case, unloading by the pump is impossible and it
specific gravity of LNG.
should be manually stopped immediately. When the liquid level in the tank Note
The current value also varies with the source voltage and the voltage
has reached a prescribed minimum level, the pump should also be manually IMPORTANT ITEMS IN HANDLING THE PUMP
difference between the three phases. Accordingly, the Q–A curve should be
stopped. 1. Operation must not be carried out under cavitation conditions .
used as reference data only.
(Especially, do not restart the pump if the low current trip has been activated
6) Do not operate the pump with the discharge valve fully closed. with the low liquid level lower than the minimum starting liquid level.)
(2) The bearing may be damaged by cavitation, vibration, excessive thrust,
etc, at both higher than max. flow rate and lower than min. flow rate.
(1) Be careful that the discharge valve may be fully closed immediately 2. The pump must not be operated under an idle condition (normal rotation,
Therefore, extended running at any range outside the design flow range must
before the completion of stripping. opposite rotation) during purging, gas switching or the like.
be avoided. On starting ensure that the discharge valve is slightly open, and
after completion of starting (stable discharge pressure and current) open the
(2) If the pump is operated with its discharge valve almost fully closed or 3. The pump must not be operated with the discharge valve fully shut.
discharge valve immediately and increase the discharge amount to
approximately fully closed, the liquid in the pump and motor may be
approximately the rated flow.
heated and gasified. This may result in seizure of bearings, rotating and
stationary parts, damage to the motor coil or some other accident. It may
3) When the liquid level in the cargo tank has become considerably low, the
generate excessive thrust, which may also lead to damage to the bearings.
operator should operate the pump while monitoring the discharge pressure
It should be noted that these accidents may not occur during the operation
and electric current. When the discharge pressure or electric current becomes
with the discharge valve fully closed immediately on starting, however
unstable and begins to fluctuate or lower, it means that cavitation has
they become potential causes for accidents during subsequent operation.
occurred or the pump is being operated in a gas inclusion condition. To

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Illustration 4.3.2a Stripping/Spray Pumps
Charact eristic Curve of

DISCHARGE
Stripping/Spray Pump
Pump Down Hd(m)

NPSHR Hs (m)
Total Head H (m)

Shaft Horse Power P(kW)
TERMINAL BOX 180 H
160
140
80 120
Height fromInducer Inlet

CABLE 60 E
40
BALL BEARING
20
2.0 20 0
P
1.5 15
1.0 10
STATOR COIL
Hs
0.5 5 Hd
1,460 mm
ROTOR CORE
0
0 10 20 30 40 50 60
STATOR CORE Capacity Q (m3 /h)
Q~ A Curve
(Pumping Capacity ~ Ampere Curve)
60 60
SHAFT
High Current
BALL BEARING 50 50 50A
Current I (A)
BALANCE SEAT
40 40
r=0.50
Current I (A)
30 30
Low Current
IMPELLER 25A

INDUCER r=0.45
20 20
Discharge Flow Rate

SUCTION STRAINER
SUCTION 10 10
TANK BOTTOM
0 0
0 10 20 30 40 50 60 70 80
Capacity Q (m 3 /h)

4.3.2 Stripping/Spray Pumps 2. Operation bearing due to the partial excessive heat distribution. (When loading the
liquid directly to the cargo tank, the cooling down rate must be less than
1. General Description Preparation for Operation (Starting condition) 50oC/h.) When the pump is cooled down over a period of more than 3 hours,
(See Illustration 4.3.2a) Before starting the pump, the following should be confirmed. since the contraction of each part is equal, no excessive heat distribution
occurs and each part becomes stable.
Specification 1) The overall insulation resistance should be more than 5MΩ.
4) The cargo pump discharge valve should be cracked open.
Pump (1) After turning off the power switch provided in the starter, insulation
Manufacturer: Shinko Ind. Ltd. resistance between the power cable terminal in the starter and earth should Pump Start
Pump model: SM65-2 be measured and recorded, using a 1000V Megger tester.
Capacity rated flow: 50 m3/h 1) Confirm that all the preparatory conditions described above are met.
Total head: 145 m (2) If the measurements are less than 1MΩ the motor coil may be damaged,
Operating temperature: -163°C so do not start the motor. 2) Depress the start button to start the motor.
Cool Down Time: 3 hours
Design pressure: 1.0 MPaG (3) The insulation resistance which has dropped lower than the requirement (1) If the discharge pressure does not rise to the required value (approx. 0.6
Liquid spec. Gravity: 0.5 may recover by leaving the motor coil for a long time. MPaG) or greater approximately 10 seconds after the start in direct-on-line
Shaft Power : 19 kW Therefore, the insulation resistance of the motor coil should be measured starting, stop the motor immediately and examine possible causes.
Efficiency: 52 % again without fail before unloading. The excessively low discharge pressure means that the pump may be
Direction of rotating: Clockwise rotating in the reverse direction. In this case, two phases of the motor power
Discharge flange: ANSI 150 LB – 80A FF (4) The insulation resistance value of 1MΩ is the minimum value for starting cable should be changed over.
Minimum starting level: 1.19 m the motor. The proper insulation value is more than 2MΩ, so it is
Minimum restarting level: 0.41 m recommended that the cause of deterioration of insulation resistance is 3) Starting the motor should be carried out only once whenever possible. In
NPSHR/Pump down level: traced and countermeasures carried out after pump operation when the case of unavoidable restart, the frequency of starting should be according to
At rated flow: 0.4/0.1 m measured value is below that minimum value. the liquid level in the tank, as follows:
At minimum flow: 0.25/0.08 m
Minimum flow: 20 m3/h (5) In case the insulation resistance has lowered too much compared with the (1) For starting at first unloading.
value measured when the pump was last run, it is recommended that the
Motor cause of deterioration of insulation resistance is traced and countermeasures For 1.19 meters or more from tank bottom
Type: Vertical Submerged carried out after pump operation. The motor may be started and stopped by inching continuously twice.
3-Phase Induction The third starting should be carried out after more than 15 minutes have
Rated Output: 24 kW 2) The liquid level in the cargo tank should be more than 1.19 metres passed after the second stopping.
Synchronous Speed: 3600 rpm approximately or higher from the tank bottom.
Electric Power Source: AC 440V/60Hz For less than 1.19 meters from tank bottom
Rated Current: 50 A (1) To prevent damage due to dry-operation of the ball bearing, the pump The second starting should be carried out after more than 30 minutes have
Starting Current: 300 A should not be started when liquid level is below minimum level. passed after the first stopping.
Insulation class: Class F It is desirable that the minimum liquid level for starting should be more than
Min. Starting voltage: 80 % 1.19 meter from the tank bottom, however, in unavoidable case, it is (2) For starting after stopping continuous running
Min. Resistance value for starting: 1 MΩ permitted to start the pump at the level of more than 0.41meter.
If the motor is stopped after continuous running, the next starting should be
The pump is of the vertical single-stage volute type with inducer and has been 3) Pump and motor to be cooled sufficiently. carried out after more than 30 minutes have passed.
designed and manufactured as an LNG cargo pump. At least 3 hours must pass after loading LNG in the cargo tank. If the pump does not start without problems within 3 seconds of pushing the
The pump and motor is of solid construction and is operated within the cargo Never operate the pump within three (3) hours. Even if it is necessary to start switch, starting should be carried out after the problem has been
tank and kept immersed in the liquid so that no gas explosion may happen even operate the pump unavoidably, for instance during sailing, the temperature rectified and more than 30 minutes have passed.
if sparks occur in the motor. in the cargo tank must be less than -130oC.
The inducer is provided under the impeller, where the low NPSH characteristic The operation other than inching should be regarded as “Continuous
can make remaining liquid quantity in the cargo tank very small. (1) It is necessary to cool down each part of the pump and motor sufficiently Running.” “Inching” means that the operating time is less than 5 minutes.
Bearing lubrication and motor cooling are by forced lubricating system via the before pump operation. (In case the pump is operated when insufficiently
liquid handled. cooled down, there is a possibility of contact between parts with fine
clearance or damage to the ball bearing.) If cooling down is too fast, each
part will contract at a different rate, resulting in damage to the parts and ball

Note electric current stabilise. If the discharge pressure continues to fluctuate or Pump Stop
1. Since the shock load on the bearings during starting decreases the service lower, repeat throttling the discharge valve as required.
life of the bearing, frequency of starting should be as low as possible. 1) Ordinary stop
(1) If cavitation or gas inclusion occurs in the pump, vibration increases and Depress “Stop” button with the discharge valve slightly opened or closed
2. Each time the motor is started, its temperature rises due to generation of heat. impact load will act on the bearing, with a risk of shortening the bearing life. to stop the motor. When closing the discharge valve, stop the motor
If the temperature of the motor is high during starting, gas generates in the immediately.
motor with a possibility of bearing damage or coil burn out. Therefore the (2) If liquid level becomes very low, there is a risk of cavitation occurring.
starting frequency of the motor should be kept to a minimum whenever possible. During stripping operations, it is necessary to carry out unloading work 2) Auto stop
The temperature of a motor which has been subjected to continuous running or effectively while avoiding cavitation and gas inclusion occurrence by
restrained running (impossible start) is high, and it is necessary to set the carrying out discharge valve operation carefully as described above while (1) If current value becomes less than 30 A, low-current trip stops the motor
cooling time of the motor until the next start attempt as described above. watching the discharge pressure gauge and the ammeter. automatically. (Time setting point - 5 sec)
Running 4) During stripping operations, repeat discharge valve throttling operations as (2) If current value exceeds 50 A, the motor stops automatically on high
mentioned in the above section (3), and take great care that the pump does current trip. (Time setting point - 0 sec)
1) It is desirable to operate the pump close to the rated flow condition. not stop automatically on the motor low-current trip (due to a large drop in
When discharge pressure and electric current are stable after starting, the discharge pressure and electric current) or through manual stopping. Once a Note
discharge valve should then be gradually opened until the unloading has started, carry out discharge valve operations carefully to maintain “Automatic stop device” is an emergency trip device to protect the pump and
operation is carried out as close to the rated discharge flow as possible. continuous running without stopping all the way to completion of motor from accidents. Therefore, at the time of the completion of unloading
stripping.) work, the device should be set at “ordinary stop” (manual stop). Do not set it
2)Even when running close to the rated flow is difficult, the flow rate should at “auto stop” due to low current trip.
always be within the following range: Note
If the motor stops during pump running, cargo liquid in the discharge piping Measures after Stop
Min. Flow Rate Rated Flow Max. Flow Rate drops, so that the impeller rotates in an opposite direction, serving as a water
(20 m3/h) (50 m3/h) (60 m3/h) wheel, and it takes several minutes to come to a complete stop. 1) To prevent accidental operation after use, turn OFF the starter power
32.5 A 40 A 45 A If the motor is restarted during the opposite rotation, shock is transmitted to switch.
the rotating element, with a risk of causing damage such as a bent shaft.
(Above current values are the approximate values on characteristic curve.)
2) When a large amount of gas which passes through the pump and discharge
5) When the residual liquid in the cargo tank becomes extremely low even if piping in switching cargoes in the tank and other work even if the pump is
(1) Since a discharge flow meter is not supplied on board, the “Q–A curve
discharge valve operation as described above is repeated, it becomes stopped, the impeller serves as a windmill, and the pump shaft rotates. As a
[Pump capacity – ampere curve]” is useful to control the pump discharge
impossible to prevent a large drop in discharge pressure due to cavitation or result, the bearing is under a dry operation condition, which may cause
flow. It should be remembered that the current varies depending on the
gas inclusion. In such a case, unloading by the pump is impossible and it damage. Therefore, take precautions against generating idle rotation due to
specific gravity of LNG. The current value also varie with the source
should be manually stopped immediately. When the liquid level in the tank gas passing through the pump.
voltage and the voltage difference between the three phases. Accordingly,
has reached a prescribed minimum level, the pump should also be manually
the Q–A curve should be used as reference data only.
stopped. Note
IMPORTANT ITEMS IN HANDLING THE PUMP
(2) The bearing may be damaged by cavitation, vibration, excessive thrust,
6) Do not operate the pump with the discharge valve fully closed. 1. Operation must not be carried out under cavitation conditions.
etc, at both higher than max. flow rate and lower than min. flow rate.
(Especially, do not restart the pump if the low current trip has been activated
Therefore, extended running at any range outside the design flow range
(1) Be careful that the discharge valve may be fully closed immediately with the low liquid level lower than the minimum starting liquid level.)
must be avoided. On starting ensure that the discharge valve is slightly open,
before the completion of stripping.
and after completion of starting (stable discharge pressure and current) open
2. The pump must not be operated under an idle condition (normal rotation,
the discharge valve immediately and increase the discharge amount to
(2) If the pump is operated with its discharge valve almost fully closed or opposite rotation) during purging, gas switching or the like.
approximately the rated flow.
approximately fully closed, the liquid in the pump and motor may be
heated and gasified. This may result in seizure of bearings, rotating and 3. The pump must not be operated with the discharge valve fully shut.
3) When the liquid level in the cargo tank has become considerably low, the
stationary parts, damage to the motor coil or some other accident. It may
operator should operate the pump while monitoring the discharge pressure
generate excessive thrust, which may also lead to damage to the bearings.
and electric current. When the discharge pressure or electric current
It should be noted that these accidents may not occur during the operation
becomes unstable and begins to fluctuate or lower, it means that cavitation
with the discharge valve fully closed immediately on starting, however
has occurred or the pump is being operated in a gas inclusion condition. To
they become potential causes for accidents during subsequent operation.
prevent such states, the operator should close down the discharge valve
gradually to decrease discharge flow until the discharge pressure and

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Illustration 4.3.3a Emergency Cargo Pump
Characteristic Curve of
Emergency Cargo Pump
NPSHR Hs (m)
Pump Down Hd (m)
TERMINAL HEADER
Total Heal H (m)

Shaft Horse Power P (kW)
200
FLEXIBLE CABLE
COLUME COVER
180
H
160
DISCHARGE N2 GAS
INLET JUNCTION BOX
TO SWITCH 140
POWER CABLE BOARD
Height from Inducer Inlet

80 120
60
LIQUID DOME TOP WORKING LEVEL
5.0 200 40
P
GUIDE ROLLER 4.0 150 20
3.0 100 0
SUPPORT WIRE ROPE

2.0 50
Hs Hd
POWER CABLE 1.0 0
1,900 mm
0
0 100 200 300 400 500 600 700
1,600 mm
Min. liquid level for normal start up
Capacity Q (m3/h)
EMERG. C. Min. liquid level for

emergency restart
PUMP
850 mm
PUMP Motor
Capacity : 550m3/h Output: 200 kW
375 mm
Total Head : 155 m Synchronous Speed :3,600 rpm
SUCTION
Suc. Head : –m Electric Source: AC 440V 60 Hz
120 15mm
FOOT VALVE
Liquid Name : LNG
520 mm TANK BOTTOM
Temperature : -163 ˚C
Specific Gravity : 0.5
Minimum Flow : 220 m3/h

4.3.3 Emergency Cargo Pump If a main cargo pump should be out of order, this pump is installed in the column 3) The pump discharge valve is to be fully closed.
of the respective tank, and is operated in place of the main pump. When the main
1. General Description cargo pump has once again become available for use, this pump is removed from (1) If the opening of the pump discharge valve is excessive, water hammer
(See Illustration 4.3.3a, see procedure 7.5 for details of installation) the column and stored again in the container, standing by ready for the next occurs in the discharge piping and an excessive shock is given to the ball
emergency usage. bearing which may become the cause of trouble.
Specification The emergency column is provided with a stationary foot valve at its lower part.
The foot valve is a valve for shutting off LNG when this pump is installed in or 4) At least 3 hours must pass after pressure in the column is stable.
Pump pulled out from the column.
Manufacturer: Shinko Ind. Ltd. When this pump is not installed in the column, the column is provided with a (1) This cooling down time should be allowed so that the pump and motor
Pump model: SMR200 stationary cover (supplied by dockyard ) at its upper part. While this pump is are cooled down approximately to the same temperature with LNG. If
Capacity rated flow: 550 m3/h installed in the column, a special column cover is necessary. This column cover, cooling down is insufficient, it may cause bearing trouble and damage to
Total head: 155 m along with this pump, is stored in a container, usually in the motor room. parts having small running clearances between rotating and stationery
Operating temperature: -164°C elements.
Cool Down Time: 3 hours This is a vertical single–stage centrifugal pump with an inducer, designed and
Design pressure: 1.0 MPaG manufactured for service as an emergency cargo pump on an LNG carrier. Pump Start
Liquid spec. Gravity: 0.5 The pump and the motor are integrated with each other and are submerged in
Shaft Power : 161 kW LNG during service. Since it is operated while submerged in LNG, there will be 1) Confirm that the preparatory work for operation has been completed.
Efficiency: 72 % no gas explosion even if sparking should be generated in the motor as a result of
Direction of rotating: Clockwise an electric accident, so it is intrinsically safe in terms of explosion-proofing. 2) Press the starting button to start the motor.
Discharge flange: ANSI 150 LB – 600A
Minimum starting level: 1.72 m An inducer is provided at the lower side of impeller and minimises the amount of (1) If discharge pressure does not rise to more than 0.6 MPaG within 10 sec.
Minimum restarting level: 0.97 m LNG remaining in the cargo tank by its low NPSH characteristic. (full tank) to 60 sec. (liquid level 2m) after start-up, stop the motor
NPSHR/Pump down level: Both the lubrication of the ball bearings and the cooling of the motor are immediately.
At rated flow: 1.4/0.5 m performed by the forced lubrication system, using the discharge LNG liquid.
At minimum flow: 0.5/0.3 m (2) In case discharge pressure is extremely low or it takes quite a long time to
Minimum flow: 220 m3/h 2. Operation raise the discharge pressure, there is a possibility of reverse rotation of the
motor. Check the direction of rotation with a rotation checker at the
Motor Preparation for operation electric source side and motor side in the motor starter.
Type: Vertical Submerged Before starting the pump, the following should be confirmed:
3-Phase Induction (3) Examine the possibility of the foot valve being closed.
Rated Output: 200 kW 1) The total insulation resistance of the motor winding and power cable is to be
Synchronous Speed: 3600 rpm higher than 1MΩ Caution
Electric Power Source: AC 440V/60Hz When the liquid level in the cargo tank is high, the weight of the pump alone
Rated Current: 360 A (1) Turn off the power switch at the starter, and measure and record the cannot open the foot valve. In this case supply dry nitrogen (N2) gas into the
Starting Current: 2500 A insulation resistance between the power cable terminal in the starter and column to pressurize the inside of the column (about 0.15 MPaG).
Insulation class: Class F earth/ground, using a 500V Megger tester. If this value is less than 1MΩ do When the foot valve is not open, the pump is positioned by approx. 40mm
Min. Starting voltage: 80 % not start the motor as the motor windings may be burnt out. Even if higher than the specified position, and is not on the foot valve case. When the
Min. Resistance value for starting: 1 MΩ insulation resistance lowers, it is sometimes restored by itself after it is left foot valve is opened, the pump lowers and seats itself on the specified position.
for some time, so be sure to measure the insulation resistance of the motor
This is a backup pump to be used for unloading cargo (LNG) in place of a main coil again before unloading. 3) The motor should be started only once as far as possible. If it is unavoidably
pump when the main cargo pump has become unavailable due to some failure or necessary to restart the motor, ensure that more than 15 minutes has passed
whatever reason. It is, therefore, usually stowed in a storage container. 2) The liquid level in the cargo tank is to be 1.72 metres (Min. liquid level for since the motor stopped.
normal start up) or higher from the tank bottom. In case of emergency the
This system enables an operator to install the pump in the tank or pull it out from pump may be started at 0.97 metres (Min. liquid level for emergency restart) (1) Every time motor starting is repeated, the temperature of motor windings
the tank with a high degree of safety even when a certain amount of LNG still or higher. (See Illustration 4.3.3a) rises owing to heat generation. If the temperature of the motor is high when
remains in the cargo tank. starting, gas generates in the motor and it may damage the bearings or the
One column is provided in each cargo tank to facilitate the installation of this (1) To prevent any damage and accident due to dry running of the ball bearing, motor windings. Therefore, the less number of times the motor is started,
pump. Each column serves as a discharge pipe when the pump is installed. the pump should not be started below the minimum liquid level. the better. As the temperature of the motor is high after continuous running
This pump, only one of which is supplied, is usually stored in the motor room; it or locked-rotor operation (power on and the motor does not rotate), it is
is normally not installed in any of the columns provided in the cargo tanks. necessary to cool down sufficiently before next start. When the pump stops,

LNG in the column flows back into the cargo tank and the pump runs in (2) If liquid level is excessively low, there is a risk of cavitation or gas (2) The motor may auto stop via the low-current trip when the discharge
reverse for a long time. inclusion. In stripping operations, therefore, it is necessary to conduct valve is closed or slightly opened.
If the pump is started again during this time, reverse torque acting on the unloading work efficiently, avoiding cavitation and gas inclusion by
carrying out discharge valve operation carefully as mentioned above, (3) Stop the motor immediately when the discharge valve is closed, without
rotational element may cause bending of the shaft and damage to other parts.
observing the discharge pressure gauge and the ammeter as required. waiting for the motor to stop automatically under the conditions in (b).
Running 4) During stripping operations, repeat the discharge valve throttling 2) Automatic stopping
operations as mentioned in the above section (3), and take great care to
1) It is desirable that the pump should be operated as near the rated flow rate as prevent the pump stopping automatically on low-current trip due to (1) When the current value is below 190A, the motor stops automatically
possible. Accordingly, when discharge pressure and current are stable after excessive drop in electric current. Once the pump has been started, care (low-current trip) [ Timer setting - 15 seconds]
starting, gradually open the discharge valve immediately, and carry out the must be taken to keep the pump running without stopping until stripping
unloading operation as near to the rated discharge flow as possible. has been completed. (2) If the current value exceeds 360A, the motor stops automatically (high-
When the operation is carried out with the discharge valve fully closed or current trip) [ Timer setting - 0 seconds]
slightly opened, there will be a possibility of automatic stop of the motor due (1) If the pump is restarted after the pump stops during the stripping
to low-current trip, so be careful. operation, the bearings or other parts may be damaged. The higher the Note
cumulative frequency of restarting, the higher the possibility of damage. “Automatic trip device” is an emergency trip device for protecting the pump
2) Even for carrying out operation other than at the rated flow rate, observe the When the motor stops during running, cargo liquid in the column drops, and motor from trouble. Therefore, the pump should be stopped manually
following flow rate range: the impeller rotates in reverse, acting as a water wheel, and needs whenever possible.
several minutes before coming to a complete stop. If the motor is
The range of continuous running flow Steps To Be Taken After Stopping
restarted during this reverse rotation, a shock load is applied to the
rotating element, resulting in bending of the shaft and damage to other 1) To prevent dry operation and accidental operation after use, turn off the
parts. starter power switch.
Min. Flow Rate Rated Flow Max. Flow Rate 5) If the remaining liquid amount in the cargo tank is excessively small even 2) If the amount of gas which passes the pump and discharge piping is large
(220 m3/h) (550 m3/h) (660 m3/h) by repeating discharge valve operation as mentioned above, it will become when switching cargoes in the tank even though the pump is stopped, the
impossible to prevent discharge pressure from dropping suddenly due to pump shaft may rotate with the bearings in a dry condition, thereby causing
cavitation or gas inclusion. If this happens, unloading by the pump will be damage. Therefore, take proper steps not to allow dry operation due to gas
impossible and the pump must be stopped manually. Moreover, if liquid passing through the pump.
(1) A flow meter is not installed for this ship. The Q–A curve (Pump level in the tank has reached the specified minimum level, the pump must
discharge flow against Electric current curve) is useful for controlling the be stopped manually.
(See section 7.5 Emergency Cargo Pump Installation)
pump discharge flow rate. However, current will vary depending on the
6) Do not close the discharge valve completely during pump operation.
specific gravity of LNG, the actual supply voltage and voltage imbalance
between phases, so this curve should be used for guidance only. (1) There is a possibility of motor auto stop via the low-current trip when
the pump is operated with the discharge valve fully closed or slightly
Caution opened.
Except above range of flow, the ball bearings may be damaged by cavitation,
vibration, excessively large thrust and so on. Therefore, avoid long operation (2) In the event that the pump does not auto stop, shut-off operation should
out of the above flow rate range. After completion of start-up (after the be within 15 seconds.
discharge pressure and electric current have settled), immediately open the
(3) If the pump is operated with the discharge valve fully closed or
discharge valve and increase the discharge flow up to the rated flow.
approximately fully closed, liquid in the pump and the motor is heated
and liquid is gasified, so that the bearing and rotating and stationary parts
3) If liquid level in the cargo tank has become relatively low, always monitor may seize, which may cause damage to the motor windings. In addition
and watch the variation of discharge pressure and electric current during an excessive thrust may be generated and there is a possibility of bearing
operation. If discharge pressure and electric current are unstable and begin to damage. Note that a shut off operation may be the possible cause of
change or drop, the pump may be in cavitation or gas-inclusion operation. future trouble even if there was no evidence of this at the time.
Throttle the discharge valve gradually to decrease discharge capacity of the
pump until discharge pressure and electric current has become stable or has
Pump Stop
risen. Each time discharge pressure and electric current fluctuate or drop,
repeat the throttling operation of the discharge valve. However, the pump
1) Manual stopping.
must not be operated below the minimum flow rate.
(1) It is recommended to stop the pump when the discharge valve opening is
(1) If the pump is operated under cavitation or gas inclusion conditions,
as small as possible (motor low-load condition).
vibration increases and impact load acts upon the ball bearings, which may
shorten their service life.

Blank Page

Illustration 4.4.1a HD Compressor

COMMON
TRIP
PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI A A
11 11 1A 2A 2A 2B 2B VENT 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER
CRYOSTAR
I2 I1 I2 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A I2 9A 8C 10A READY TO START
A L COMMON ALARM MOTOR
PSL A A
A 15.1
8A A
TSHH TSH TSH TSL TSHH TSL TSH POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EMS EXTERNAL
F 2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 15 SHUTDOWN
11 PT 10A 10B
EMERGENCY POWER ON EMERGENCY EMERGENCY
D 8
PCV STOP STOP STOP
11 5
PI TE TE TE TE TE L L L HS
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
11 COMPRESSOR READY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR AUX. L.O. PUMP READY TO START
COMPRESSOR
5 PCV CA HSH
F 15 15.2
INSTRUMENT AIR 3 8
DRTD HORN START REMOTE START
COMPRESSOR COMPRESSOR
SURGE CONTROL HSL
15.2
PT
ZI PDI PDI FIC 2A L STOP REMOTE STOP
PT B BULKHEAD
3A 1 1A/1B 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PT TI SYSTEM
PDI PI PT TE TE
1 2 ABNORMAL COMPRESSOR
1 2 2 2A 2B E-MOTOR LAMP
TEST RUNNING
L
T
15.8
C C
TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
ABNORMAL HORN
OIL FILTER
SILENCE
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI BULKHEAD TROUBLE
1
1
CV PDI PDI PDT PDT PDI

ZSL ZSH F PSV PSV V 6A 7A 7B
1 1 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
COMPRESSOR 7A
6A Set : 1.5 7A
8 bar
FE IGV A
1 MAIN
OIL PUMP V DV COMPRESSOR ROOM
PSV
1.5
6B 6B 6 MOTOR ROOM
YE AUX. OIL
TI 9 F L.O. OP CV COOLER LOCKED
V
1 5C FILL V PUMP 6B 6B OPEN
6F
DV YET 6C
TT TE 1 9 B
1 1 LSL LOCKED
OPEN EM
5 HS
6 C TCV
ZT 15.3
ZSL LG 6 6
3
3 5 RESET
START STOP TI TI
PCV OIL TANK L.O. PUMP L.O. PUMP 6A
TSH TI 6B
3C ZE ZI 5 5A HSH HSL EMLH OIL PUMP PI
3 3 6B
6 6 6 RUNNING L
V TSL PI
3C 5
FEEDBACK
P 6A CUSTOMER
PI AUX. L.O. PUMP
TCV H
MOTOR FAIL
5 5 CRYOSTAR
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
3 3 3 EMY
L/R 6 WATER
PI OUT
YSH YT YSHH YLHH YI AUX. READY TO AUX. L.O. PUMP READY TO START
9 9 9 9 9 L.O. PUMP START AUX. OVERLOAD AUX. L.O. PUMP
DV
HY A A A 5 RUNNING L.O. PUMP
PCV 3 T
I2 3A I/P I2 I1 I1 A
ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH

1 1 3 1 3 3 5 5 5 9 9 9
CLOSEDOPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL STEAM INLET STEAM OUTLET START STOP
4-20mA
Legend Key
Cargo Control Room T Trip Circuit LNG Vapour Line
LO Line
Local Instrument A Alarm Circuit
Steam Line
Local Panel Instrument I1 Start-up Interlock L.O Pump
Fresh Water Line
Remote Panel Instrument I2 Start-up Interlock Machine Instrument Air Line

4.4 Cargo Compressors z Lube oil immersion heater The clogging indicator indicates the pressure drop across the operating filter, and
z El. Motor driven auxiliary lube oil pump provides an indication of the condition of the filter element. Differential pressure
General z Gear driven main lube oil pump over 0.2MPaA indicates filter element changing. A flow orifice regulates the oil
Two High Duty (HD) compressors, installed in the cargo compressor room on z Oil cooler flow and (oil) pressure to the bulkhead seal. This oil is used for the lubrication of
deck, are provided for handling gaseous fluids, LNG vapour and various the bulkhead/ shaft seal and returns back to the oil tank.
mixtures of LNG vapour, inert gas or dry air during the cooling down, cargo z Duplex oil filter
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
operation and tank treatments. z Gear coupling (low speed)
valve sets the supply pressure to bearings. Excess oil bypasses the machine and
z Bulkhead/ shaft seal
returns directly to the reservoir. The pump relief valve acts as back up valves and
Two Low Duty (LD) compressors, installed in the compressor room on deck, are z Main drive el. Motor
provided for handling the LNG vapour for the boiler produced by the natural boil is set at 0.8 MPa.
off and forced vaporisation, which is used as fuel.
Compressor Systems The lube oil flow is then directed to the gear box where the lube oil is injected in
The HD and LD compressors are driven by electric motors, installed in an the bearings. Separated pressure switches provided:
electric motor room segregated from the compressor room by a gas tight 1. Compressor one does activate the alarm and energise the auxiliary lube oil pump and the
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal. second is set to shutdown the system when the pressure falls below minimal
The skid-mounted compressor features a plug-in closure assembly, which allows pressure. The seal gas is applied outboard of the lube oil. Preventing the lube oil
4.4.1 HD Compressors for quick replacement of the rotating portion and adjacent stationary components. mist from entering the process stream and avoid cold gas flow into the gear box.
(See Illustration 4.4.1a) The compressor portion of the machine is of axial inflow type, with variable inlet Temperature sensors at the main bearings sense the oil outlet temperature of the
guide vanes. The compressor has been designed to operate over the range of bearings.
Specification pressures and flow rates. Proximity probe pick-ups are provided to allow the Nominal temperature range is 45 to 50℃ for the gear bearings. The high
HD Compressors monitoring of the compressor shaft vibration. temperature condition (60℃) will cause actuation of the alarm relays.
Manufacturer: Cryostar The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Model: CM 400/55 2. Seal gas system lube oil and seal gas. The seal gas is vented from the reservoir through a mist
Type: Centrifugal. Single stage. Fixed speed
separator and piped away to the atmosphere.
with adjustable guide vanes. The seal gas system is provided to prevent lube oil mist from entering the
No. of Sets: 2 process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is
Volume flow (Design): 32,000 Nm3/h 4. Surge control system
applied between the gear shaft bearing and the compressor wheel. The seal gas is
Inlet pressure: 103 kPaA
provided by a source external to the skid. The seal gas system features a pressure An automatic surge control system has to be provided to protect the machines
Outlet pressure (Design): 200 kPaA
control that is a function of the compressor outlet pressure. Seal gas entering the from inadvertently operating in surge.
Inlet temperature (Design): -140°C
Shaft speed: 11,200 rpm gear box from shaft seals is returned to the lube oil sump, separated from the oil
Inlet guide vanes setting: -30 to +80 deg and vented to atmosphere. Compressor surge is characterized by erratic compressor inlet and discharge
Efficiency: 80% pressure and (usually audible) flow pulsation. It is caused by flow instability in
HD Compressor Motor 3. Lube oil system the compressor. Severe compressor surge causes shaft vibration to increase and
Manufacturer: Nishishiba may result in severe damage to the compressor
Electric source: 6,600 V/60Hz Oil from the gear box is stored in a vented 400L lube oil sump. The oil sump
Power: 1000 kW includes an integral steam immersion heater. Set-point for the lube oil system The two compressors are equipped with an automatic surge control system; using
Speed: 3570 rpm controls are listed on table. Lube oil is supplied from the sump through separate a by-pass valve responding to a low flow controller. The inlet guide vanes on
suction strainer screens and two lube oil pumps. The outlets from the lube oil both compressor suction sides will be controlled by a process loop. Speed and
Description of equipment pumps are through check valves to a common lube oil line in order to prevent inlet guide vanes control the flow.
back-up oil under pressure from entering the non-operating pump lines. The low
The compressor system is skid-mounted as shown on the equipment layout speed shaft gear drives the main operational pump. Upon failure of the lead Operation
drawing. The P&I diagram presents a complete flow schematic for the pump, the stand-by pump is ENERGIZED immediately and a remote alarm
Compressor System. The system consists of a direct-coupled compressor with indicates that the auxiliary pump is operating. 1. General
integrated gear box, and the sub-system as follows:
A self-contained lube oil system for lubrication of the gears and rotor bearings in The lube oil passes through the heat exchanger where it is cooled. The thermal Operation of the compressor system requires following a systematic procedure to
the gear box, a seal gas system, and a control and indicating system for bypass temperature control valve prevents overcooling of the lube oil within a ensure that an adequate and constant supply of lube oil is available to the
monitoring and safe operation of the unit (local panel and sub-station) limited range (38 to 47℃) machine that the seal gas system is operative and that product is available to the
The sub-system contains the following main components: machine for processing.
Then the lube oil passes through either of two filters. The position of the
z Compressor inlet guide vane actuator changeover valve determines through which filter the lube oil passes. Before starting system, make sure that the external seal gas supply is connected
z Oil mist separator and available to the skid, that the external air pressure supply for operation of

certain of the system controls is connected to the skid, that the water cooling Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms z Open bleed valves on top of filter to bleed air from both filters. After
system is connected and operative, and that process gas is available to the inlet of and check lamps. Check if all indicators work correctly. bleeding air from filter, select filter, leaving other on stand-by. Adjust
the compressor. lube oil supply pressure with press. regulating valve and check pressure
3) Compressor purge system on. Check downstream lube oil pressure switch for correct readings resp.
2. Subsystem start-up settings.
Long period :
This section covers procedures necessary to start the subsystems and establish After a period of non-operation of more than 8 days without seal gas and
z Test operations of auxiliary pump. On running machine check that
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling prior to take any part of the machinery again into operation the unit must be
water required to safety start the compressor. These instructions provide a purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15°C. stand-by pump comes on automatically by lowering the lube oil
systematic procedure for a safe start-up of the compressor system. Open purge inlet valve. pressure with press. regulating valve.
Preliminary checks: z Purge system for 10 min. minimum when compressor main inlet and Caution
(Principally for initial commissioning of the installation only) outlet valve are closed (on process side) until all possible NG The lube oil pump is not operating below 15 ℃.
introduced within the machine has been exhausted. Flow min. 12 Nm3/h
Before any mechanical equipment is put into operation the following main check at 0.15 MPaG max.
points should be observed: z Close by-pass valve and apply seal gas. 6) Cooling water
z Check fixing bolts and retightens if necessary. z Open cooling water inlet/ outlet valves from oil cooler in accordance
Short period :
z Verify allowable forces and moments of process piping connections. with lube oil flow.
During periods of less than 8 days of non-operation without seal gas we
z Check if inlet screen on process side is installed and is clean. z Observe cooling water temperature rise on return line.
recommend to pressurize the unit with warm and dry air max. 0.03MPa over-
z Remove inlet process pipe and turn by hand the wheel (Rotor). press, while the compressor main inlet and outlet valves are shut.
z Remove low speed coupling. 7) Surge control
z Operate idle motor and check for correct rotation. z Open purge inlet valve.
z Clean lubrication system with oil reservoir including chemical cleaning The surge control system is provided to prevent inadvertent surging of the
and passivation where required. Note compressor during start-up and steady state operation. The surge system is a
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen) are full automatic system.
z Clean and check cooling water system. Open block valves of cooling
water supply and return line. necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by 3. Compressor start-up
z Fill-up oil reservoir and the chamber of the steam heater with the
under gas for extended periods.
specified oil. 1) Following valve to be closed : Drain of compressor casing
z Check seal gas system.
4) Seal gas system
z Check circulation of lubricant and verify that all oil supply valves have 2) Apply instrument air.
to be opened before the start-up. z Open seal gas inlet valve.
z Check vent system of oil tank and mist separator. z Check if filter element of seal gas regulator is clean and adjust the seal 3) Check if oil temperature of oil tank is in accordance with table.
z Check and operate inlet guide vanes actuator. gas supply.
4) Apply seal gas.
z Check alignment of gear and motor shafts. z If necessary, seal gas DP may be adjusted with seal gas regulator.
z Install low speed coupling. z As long as the seal gas system is on operation, the machine can be left 5) Run aux. lube oil pump 15~30 min. prior of blower start-up time to warm-
stand-by under gas for extended periods. up the gear box, bearings etc. make sure that lube oil temp. is about 30 ℃
1) Instrument air
5) Lube oil system 6) make sure that I.G.V position is set at 0% (start position)
Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter. z Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level) 7) Pressure compressors reset button and check if all alarms/ trip lamps are off
With local pneumatic control station, set to MAN. Stroke IGV actuator and prior to expected blower start-up time. The heater will automatically and if ready to start lamp on.
observe for full stroke.
switch of at ~25℃ lube oil temp. Lube oil temp. should be kept at
Adjust for 0% position (IGV’s in start position). z Press compressor start button.
approx. 40 to 50 ℃.
z Observe that no alarm or trip spy-lamps are on.
2) Electrical system Note z Observe bearing temperatures and vibration levels.
Do not start heating with steam heater without oil in the reservoir.
Check out for correct wiring and power supply voltage and frequency.

8) Switch I.G.V: position controller to automatic or manual mode without z Do not operate the unit for longer periods while alarms are indicated. 1) ESDS
bumping. z Manual switch off
6. Compressor shutdown z Fusible plug melted
z Check that remote signal press: level is equal to manual pressure (0.06
z Optical interface failure from shore
MPa = 50% opening). Voluntary shutdown is accomplished essentially by performing the operations
z Electric interface failure from shore
of the preceding sections in reverse. The principal objectives are to take the
z Pneumatic press. Low in ship/shore communication
4. Compressor start-up (Cont.) compressor off the line without causing surge, and/ or major upsets to the other
process equipment. z Control air press. Low.
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will The proper procedure is summarized below: z Cargo tank level extremely high (99.2%)
stop after start of main motor, while gears driven (main) pump delivers enough z Vapour header press Low Low (To within 2 kPaG)
pressure for oil system. 1) Close the compressor inlet guide vanes to 0% position. z IS ESD SOL V/V Power fail.(3C, 4C, 8C)
z ESD logic fail
Observe the following parameters: 2) Press the STOP BUTTON to shut down the main motor drive. Observe that z Electric power fail ( port/starboard)
auxiliary motor-pump is coming on. z Hydraulic oil press Low
1) Seal gas delta P should read 0.01 to 0.02 MPa.
(Adjust supply reducer if required) 3) Controller will open surge control valve.
2) Tank Protection System 1:
z Cargo tank press Low Low (To within 2 kPaG)
2) Lube oil supply pressure should read 0.2 ~ 0.25 MPa. 4) The unit may be left in cold condition as long as the lube-oil and seal-gas
(Adjust supply regulator if required) subsystems are operating satisfactorily. Following the procedures as
described in the previous chapters may restart it. In case the units are going 3) Gas Leakage Control
3) Lube oil supply temperature to gearbox should be higher than 30 ℃. to be shut for a longer period of time the lube oil pump can be switched-off z Gas leak detected in Elec. Motor or Cargo Mach. Room
and the seal gas can be shut after not less than 30 min. of compressor shut-
4) Check local panel for pre-alarm. down; this to keep cold from creeping towards to bearing. Safeties on local control system (oil temperature, oil pressure, discharge gas
temperature, seal gas pressure and shaft vibration)
5) Check complete operating system for oil-, seal gas-, air-, water leaks, and 5) In case the units are shut-down for a period of up to 1 hour with either no
product leakage. seal gas or oil pump running (power failure) or both then restore seal gas
supply and run the lube oil pump for at least 30 min. prior to start-up. Check
6) Check instrument set-points annually (when unit is not on duty) by the oil temperatures and pressures to be within prescribed limits.
manipulation or simulation controls.
7. Emergency shut down
5. Steady state operation
The compressor may be rapidly shut down at any time by depressing the
Performance may be expected in the indicated range of pressures and flow rates, COMPRESSOR STOP BUTTON at the compressor control panel or at any of
providing that the following normal precautions are observed: the remote stations. Any shutdown resulting from the compressor safety system
will accomplish the same result.
z Do not operate compressor in surge. Compressor surge is characterized
by erratic compressor in let and discharge pressures and (usually In the event of an emergency shutdown the following procedures should be
audible) flow pulsation’s. followed:
z There is no surge control protection while in the manual mode.
1) Take all measures required by the plant contractor’s operating manual to
Therefore, it is important to set up steady state operation and transition
minimise the effect of the shut down on other process equipment.
from manual to automatic surge control as quickly and smoothly as
possible, per start-up instructions. 2) If shutdown occurred as a result of the safety system, release the cause of
z Do not operate the compressor under conditions, which lead to the malfunction before restarting.
excessive thrust load (eg. Surge, high pressures).
z Check complete operating system for oil-, seal gas-, air-, water leaks The compressors are operated locally or from the IAS in the CCR. The
and product leakage regularly. Maintain reservoir level at the level following conditions trip the compressors:
indicated on the reservoir sight glass. Check periodically.
Safeties in ESDS and Tank protection system:
z Check seal gas and lube oil filter pressure drops regularly. Replace filter
elements.

HD Compressor Alarm and Trip Settings (T: Trip, A: Alarm/I1: Start-up interlock L.O pump/I2: Start-up interlock machine)
Normal Instrument range Action

No. Item Tag. No. Operation Set Point Signal
Condition Setting Range H, HH, L, LL Type
0 to 0.2 MPaG
1 Suction Gas Pressure PT 1 3kPaG - - - 4 to 20 mA
-2.5 to 20 kPaG
0 to 0.2 MPaG
2 Discharge Gas Pressure PT 2 0.1 MPaG - - - 4 to 20 mA
0 to 0.11 MPaG
3 Suction Gas Temperature TT 1 -140 °C -200 to +200°C - - - 4 to 20 mA
TT 2A -109.8 °C -200 to +200°C - - - 4 to 20 mA
4 Discharge Gas Temperature TE2A
TSHH 2A - - HH T +100°C Contact
TT 2B -109.8 °C -200 to +200°C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
TSH 2B - - H A +90°C Contact
6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position Contact
ZSL 1 - - - - -
0 to 62 kPaG
8 Process Gas Flow PDT 1 5.2 kPaG - - - 4 to 20 mA
0 to +5.5 kPaG
YET 9 10 to 30 µm 0 to 100 µm - - - 4 to 20 mA
9 Vibration YE9 YSH 9 - - H A 50 µm Contact
YSHH 9 - - HH T 75 µm Contact
0 to 2.1 MPaG
PDT 7 50 kPaG - - - 4 to 20 mA
10 Oil Filter Diff. Press. 0 to 0.5 MPaG
PDSH 7A - - H A 0.25 MPaG Contact
11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 - 40°C - - - -
TSL 5 L A, I1 25°C Contact
13 Temperature Oil Tank 55°C -45 +93°C
TSH 5 H A 60°C Contact
TT 8 ~ 42°C 0 to +100°C - - - 4 to 20 mA
14 Temperature Oil System(TE8) TSL 8 - - L I2 20°C Contact
TSH 8 - - H A 55°C Contact
TT 10A ~ 60°C 0 to +100°C - - - 4 to 20 mA
15 Temperature Oil Bulkhead(TE10A)
TT 10B ~ 60°C 0 to +100°C - - - 4 to 20 mA
16 Temperature Oil Bulkhead(TE10B)
TSH10B - - H A +75°C Contact
TT 9A ~ 65 °C 0 to +100°C - - - 4 to 20 mA
17 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75°C Contact
TT9F ~ 65 °C 0 to +100°C - - - 4 to 20mA
18 Bearing Temperature TE9F TSL 9F - - L A, I2 15°C Contact
TSH 9F - - H A 70°C Contact
0 to 1 MPaG
PT 8 ~ 0.16 MPaG - - - 4 to 20 mA
19 Lub. Oil Pressure (Gear Box) 0 to 1 MPaG
PSL 8A - - L A, I2 0.1 MPaG Contact
20 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 0.16 MPaG -0.1 to 0.125 MPaG LL T 80 kPaG Contact
21 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 0.11 MPaG -0.1 to 0.125 MPaG L A, I2 40 kPaG Contact
22 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 0.11 MPaG -0.1 to 0.125 MPaG LL T 20 kPaG Contact
23 Seal Gas Control Valve PCV11 - 25 kPaG - - - -
24 Seal Gas Pressure PSL11 - -0.1 to 0.125 MPaG L A, I1, I2 20 kPaG Contact
25 Seal Gas Pressure PSLL11 - -0.1 to 0.125 MPaG LL T 15 kPaG Contact
26 IGV Position ZE3 ZT3 - -30 to +80 ° - - - 4 to 20 mA
27 IP Converter Control Valve PCV 3A - 0.2 MPaG - - - -
28 HIC Control Valve PCV 3B - 0.1 MPaG - - - -
29 Nozzle Actuator Control Valve PCV 3C - 0.6 MPaG - - - -

Blank Page

Illustration 4.4.2a LD Compressor

COMMON
TRIP
PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI A A
11 11 1A 2A 2A 2B 2B VENT 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
CUSTOMER
CRYOSTAR
I2 I1 I2 T T L
PLLL TLHH PLLL TLHH PLLL TLHH A
T A T A T T A T T 15.5
11 2A 8A I2 9A 8C 10A READY TO START
A L COMMON ALARM MOTOR
PSL A A
A 15.1
8A A
TSHH TSH TSH TSL TSHH TSL TSH POWER ON
2A 2B PT 8 8 9A 9F 9F TSHH TSH
PSLL PSL 8A 10A 10B
11 11 TT TT PI PSLL TT TT TT PSLL PSL L L EMS EMS EXTERNAL
F 2A 2B 8B 8A 8 9A 9F 8C 8C TT TT 15.6 15.1 15 15 SHUTDOWN
11 PT 10A 10B
EMERGENCY POWER ON EMERGENCY EMERGENCY
D 8
PCV STOP STOP STOP
11 5
PI TE TE TE TE TE L L L HS
REMOTE
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
SEAL GAS FI
11 COMPRESSOR READY TO READY TO LOCAL/REMOTE
RUNNING START START
GEAR BOX COMPRESSOR AUX. L.O. PUMP READY TO START
COMPRESSOR
5 PCV CA HSH
F 15 15.2
INSTRUMENT AIR 3 8
DRTD HORN START REMOTE START
COMPRESSOR COMPRESSOR
SURGE CONTROL HSL
15.2
PT
ZI PDI PDI FIC 2A L STOP REMOTE STOP
PT B BULKHEAD
3A 1 1A/1B 1 SEAL 15.9 COMPRESSOR COMPRESSOR
1A
HS
CONTROL 15.4
PT TI SYSTEM
PDI PI PT TE TE
1 2 ABNORMAL COMPRESSOR
1 2 2 2A 2B E-MOTOR LAMP
TEST RUNNING
L
T
15.8
C C
TI CONTROL HS COMPRESSOR
S A
PROCESS GAS OUT 8 MOTOR 15.5 MOTOR ABNORMAL
ABNORMAL HORN
OIL FILTER
SILENCE
I/P PDT A F
FY 1 7 CONTROL SYSTEM
PI BULKHEAD TROUBLE
1
1
CV PDI PDI PDT PDT PDI

ZSL ZSH F PSV PSV V 6A 7A 7B
1 1 6A 7 7A 7A
1 6A 6B
PROCESS GAS IN OP PDSH PDAH
COMPRESSOR 7A
6A Set : 1.5 7A
8 bar
FE IGV A
1 MAIN
OIL PUMP V DV COMPRESSOR ROOM
PSV
1.5
6B 6B 6 MOTOR ROOM
YE AUX. OIL
TI 9 F L.O. OP CV COOLER V LOCKED
1 5C FILL V PUMP 6B 6B OPEN
6F
DV YET 6C
TT TE 1 9 B
1 1 LSL LOCKED
OPEN EM
5 HS
6 C TCV
ZT 15.3
ZSL LG 6 6
3
3 5 RESET
START STOP TI TI
PCV OIL TANK L.O. PUMP L.O. PUMP 6A
TSH TI 6B
3C ZE ZI 5 5A HSH HSL EMLH OIL PUMP PI
3 3 6B
6 6 6 RUNNING L
V TSL PI
3C 5
FEEDBACK
P 6A CUSTOMER
PI AUX. L.O. PUMP
TCV H
MOTOR FAIL
5 5 CRYOSTAR
DAC
3 F F WATER
PCV HIC ZS HS 5A 5B
3B IN
3 3 3 EMY
L/R 6 WATER
PI OUT
YSH YT YSHH YLHH YI AUX. READY TO AUX. L.O. PUMP READY TO START
9 9 9 9 9 L.O. PUMP START AUX. OVERLOAD AUX. L.O. PUMP
DV
HY A A A 5 RUNNING L.O. PUMP
PCV 3 T
I2 3A I/P I2 I1 I1 A
ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH

1 1 3 1 3 3 5 5 5 9 9 9
CLOSEDOPEN REMOTE REMOTE
REMOTE CONTROL SIGNAL STEAM INLET STEAM OUTLET START STOP
4-20mA
Legend Key
Cargo Control Room T Trip Circuit LNG Vapour Line
LO Line
Local Instrument A Alarm Circuit
Steam Line
Local Panel Instrument I1 Start-up Interlock L.O Pump
Fresh Water Line
Remote Panel Instrument I2 Start-up Interlock Machine Instrument Air Line

4.4.2 LD Compressors pressures and flow rates. Proximity probe pick-ups are provided to allow the Nominal temperature range is 45 to 50℃ for the gear bearings. The high
(See Illustration 4.4.2a) monitoring of the compressor shaft vibration. temperature condition (60℃) will cause actuation of the alarm relays.
The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Specification 2. Seal gas system lube oil and seal gas. The seal gas is vented from the reservoir through a mist
LD Compressors separator and piped away to the atmosphere.
Manufacturer: Cryostar The seal gas system is provided to prevent lube oil mist from entering the
Model: CM 300/45 process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is 4. Surge control system
Type: Centrifugal. Single stage. applied between the gear shaft bearing and the compressor wheel. The seal gas is
Adjustable guide vanes. provided by a source external to the skid. The seal gas system features a pressure An automatic surge control system has to be provided to protect the machines
Volume flow (Design): 8,000 Nm3/h control that is a function of the compressor outlet pressure. Seal gas entering the from inadvertently operating in surge.
Inlet pressure: 103 kPaA gear box from shaft seals is returned to the lube oil sump, separated from the oil
Outlet pressure (Design): 200 kPaA
and vented to atmosphere. Compressor surge is characterized by erratic compressor inlet and discharge
Inlet temperature (Design): -40˚C
pressure and (usually audible) flow pulsation. It is caused by flow instability in
Inlet guide valve setting: -30 to +80 deg
3. Lube oil system the compressor. Severe compressor surge causes shaft vibration to increase and
Efficiency: 49 %
LD Compressor Motor may result in severe damage to the compressor
Oil from the gear box is stored in a vented 400L lube oil sump. The oil sump
Electric source: 420 V / 60 Hz
Power: 280 kW includes an integral steam immersion heater. Set-point for the lube oil system The two compressors are equipped with an automatic surge control system; using
Speed: 3580 rpm controls are listed on table. Lube oil is supplied from the sump through separate a by-pass valve responding to a low flow controller. The inlet guide vanes on
suction strainer screens and two lube oil pumps. The outlets from the lube oil both compressor suction sides will be controlled by a process loop. Speed and
Description of equipment pumps are through check valves to a common lube oil line in order to prevent inlet guide vanes control the flow.
back-up oil under pressure from entering the non-operating pump lines. The low
The compressor system is skid-mounted as shown on the equipment layout speed shaft gear drives the main operational pump. Upon failure of the lead Operation
drawing. The P&I diagram presents a complete flow schematic for the pump, the stand-by pump is ENERGIZED immediately and a remote alarm
Compressor System. The system consists of a direct-coupled compressor with indicates that the auxiliary pump is operating. 1. General
integrated gear box, and the sub-system as follows:
A self-contained lube oil system for lubrication of the gears and rotor bearings in The lube oil passes through the heat exchanger where it is cooled. The thermal Operation of the compressor system requires following a systematic procedure to
the gear box, a seal gas system, and a control and indicating system for bypass temperature control valve prevents overcooling of the lube oil within a ensure that an adequate and constant supply of lube oil is available to the
monitoring and safe operation of the unit (local panel and sub-station) limited range (38 to 47℃) machine that the seal gas system is operative and that product is available to the
The sub-system contains the following main components: machine for processing.
Then the lube oil passes through either of two filters. The position of the
z Compressor inlet guide vane actuator changeover valve determines through which filter the lube oil passes. Before starting system, make sure that the external seal gas supply is connected
z Oil mist separator and available to the skid, that the external air pressure supply for operation of
z Lube oil immersion heater The clogging indicator indicates the pressure drop across the operating filter, and certain of the system controls is connected to the skid, that the water cooling
provides an indication of the condition of the filter element. Differential pressure system is connected and operative, and that process gas is available to the inlet of
z El. Motor driven auxiliary lube oil pump
over 0.2MPaA indicates filter element changing. A flow orifice regulates the oil the compressor.
z Gear driven main lube oil pump
flow and (oil) pressure to the bulkhead seal. This oil is used for the lubrication of
z Oil cooler the bulkhead/ shaft seal and returns back to the oil tank. 2. Subsystem start-up
z Duplex oil filter A pressure control valve regulates the oil flow to the gear box. Adjustment of this
z Gear coupling (low speed) valve sets the supply pressure to bearings. Excess oil bypasses the machine and This section covers procedures necessary to start the subsystems and establish
z Bulkhead/ shaft seal returns directly to the reservoir. The pump relief valve acts as back up valves and electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
z Main drive el. Motor is set at 0.8 MPa. water required to safety start the compressor. These instructions provide a
systematic procedure for a safe start-up of the compressor system.
Compressor Systems The lube oil flow is then directed to the gear box where the lube oil is injected in
the bearings. Separated pressure switches provided: Preliminary checks:
1. Compressor one does activate the alarm and energise the auxiliary lube oil pump and the (Principally for initial commissioning of the installation only)
second is set to shutdown the system when the pressure falls below minimal
The skid-mounted compressor features a plug-in closure assembly, which allows pressure. The seal gas is applied outboard of the lube oil. Preventing the lube oil Before any mechanical equipment is put into operation the following main check
for quick replacement of the rotating portion and adjacent stationary components. mist from entering the process stream and avoid cold gas flow into the gear box. points should be observed:
The compressor portion of the machine is of axial inflow type, with variable inlet Temperature sensors at the main bearings sense the oil outlet temperature of the
guide vanes. The compressor has been designed to operate over the range of bearings. z Check fixing bolts and retightens if necessary.

z Verify allowable forces and moments of process piping connections. Short period : with lube oil flow.
z Check if inlet screen on process side is installed and is clean. During periods of less than 8 days of non-operation without seal gas we z Observe cooling water temperature rise on return line.
z Remove inlet process pipe and turn by hand the wheel (Rotor). recommend to pressurize the unit with warm and dry air max. 0.03MPa over-
z Remove low speed coupling. press, while the compressor main inlet and outlet valves are shut. 7) Surge control
z Operate idle motor and check for correct rotation.
z Open purge inlet valve. The surge control system is provided to prevent inadvertent surging of the
z Clean lubrication system with oil reservoir including chemical cleaning
and passivation where required. compressor during start-up and steady state operation. The surge system is a
Note full automatic system.
z Clean and check cooling water system. Open block valves of cooling
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen) are
water supply and return line. necessary to purge the instrument impulse lines. 3. Compressor start-up
z Fill-up oil reservoir and the chamber of the steam heater with the As long as the seal gas system is operated, the machine can be left stand-by
specified oil. under gas for extended periods. 1) Following valve to be closed : Drain of compressor casing
z Check seal gas system.
z Check circulation of lubricant and verify that all oil supply valves have 4) Seal gas system 2) Apply instrument air.
to be opened before the start-up.
z Check vent system of oil tank and mist separator. z Open seal gas inlet valve. 3) Check if oil temperature of oil tank is in accordance with table.
z Check and operate inlet guide vanes actuator. z Check if filter element of seal gas regulator is clean and adjust the seal
z Check alignment of gear and motor shafts. gas supply. 4) Apply seal gas.
z Install low speed coupling. z If necessary, seal gas DP may be adjusted with seal gas regulator.
z As long as the seal gas system is on operation, the machine can be left 5) Run aux. lube oil pump 15~30 min. prior of blower start-up time to warm-
stand-by under gas for extended periods. up the gear box, bearings etc. make sure that lube oil temp. is about 30 ℃
1) Instrument air
6) make sure that I.G.V position is set at 0% (start position)
Open instrument air supply valve on main inlet and panel inlet. This supplies 5) Lube oil system
instrument air to the IGV actuator and transmitter. 7) Pressure compressors reset button and check if all alarms/ trip lamps are off
With local pneumatic control station, set to MAN. Stroke IGV actuator and z Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
and if ready to start lamp on.
observe for full stroke. prior to expected blower start-up time. The heater will automatically
Adjust for 0% position (IGV’s in start position). switch of at ~25℃ lube oil temp. Lube oil temp. should be kept at z Press compressor start button.
approx. 40 to 50 ℃. z Observe that no alarm or trip spy-lamps are on.
2) Electrical system
Note z Observe bearing temperatures and vibration levels.
Do not start heating with steam heater without oil in the reservoir.
Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms 8) Switch I.G.V: position controller to automatic or manual mode without
and check lamps. Check if all indicators work correctly. z Open bleed valves on top of filter to bleed air from both filters. After bumping.
bleeding air from filter, select filter, leaving other on stand-by. Adjust
lube oil supply pressure with press. regulating valve and check pressure z Check that remote signal press: level is equal to manual pressure (0.06
3) Compressor purge system
on. Check downstream lube oil pressure switch for correct readings resp. MPa = 50% opening).
Long period : settings.
After a period of non-operation of more than 8 days without seal gas and 4. Compressor start-up (Cont.)
prior to take any part of the machinery again into operation the unit must be z Test operations of auxiliary pump. On running machine check that
purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15°C. Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stand-by pump comes on automatically by lowering the lube oil
Open purge inlet valve. stop after start of main motor, while gears driven (main) pump delivers enough
pressure with press. regulating valve. pressure for oil system.
z Purge system for 10 min. minimum when compressor main inlet and
outlet valve are closed (on process side) until all possible NG Caution Observe the following parameters:
The lube oil pump is not operating below 15 ℃.
introduced within the machine has been exhausted. Flow min. 12 Nm3/h
at 0.15 MPaG max. 1) Seal gas delta P should read 0.01 to 0.02 MPa.
(Adjust supply reducer if required)
6) Cooling water
z Close by-pass valve and apply seal gas.
2) Lube oil supply pressure should read 0.2 ~ 0.25 MPa.
z Open cooling water inlet/ outlet valves from oil cooler in accordance

(Adjust supply regulator if required) subsystems are operating satisfactorily. Following the procedures as Master Gas Valve Close Control:
described in the previous chapters may restart it. In case the units are going z Normal operation.
3) Lube oil supply temperature to gearbox should be higher than 30 ℃. to be shut for a longer period of time the lube oil pump can be switched-off z Gas leak detected in gas hood/pipe.
and the seal gas can be shut after not less than 30 min. of compressor shut- z Both B.O.G hood room fan not running.
4) Check local panel for pre-alarm. down; this to keep cold from creeping towards to bearing. z Less than 2 E/R vent fans running.
z Both boilers tripped.
5) Check complete operating system for oil-, seal gas-, air-, water leaks, and 5) In case the units are shut-down for a period of up to 1 hour with either no
z Master gas valve trip.
product leakage. seal gas or oil pump running (power failure) or both then restore seal gas
supply and run the lube oil pump for at least 30 min. prior to start-up. Check z No.1/2 gas heater outlet temp. high/low.
6) Check instrument set-points annually (when unit is not on duty) by the oil temperatures and pressures to be within prescribed limits. z ESD condition.
manipulation or simulation controls.
7. Emergency shut down Gas Leakage Control
5. Steady state operation
The compressor may be rapidly shut down at any time by depressing the z Gas leak detected in Elec. Motor or Cargo Mach. Room.
Performance may be expected in the indicated range of pressures and flow rates, COMPRESSOR STOP BUTTON at the compressor control panel or at any of
providing that the following normal precautions are observed: the remote stations. Any shutdown resulting from the compressor safety system 8. Vacuum Pump data
will accomplish the same result.
z Do not operate compressor in surge. Compressor surge is characterized
The LD compressor can be used for I.B.S vacuum operation
by erratic compressor in let and discharge pressures and (usually In the event of an emergency shutdown the following procedures should be
audible) flow pulsation’s. followed: Molecular weight: 17.22 kg/kmol
z There is no surge control protection while in the manual mode. Flow: 6000
Therefore, it is important to set up steady state operation and transition 1) Take all measures required by the plant contractor’s operating manual to Inlet pressure: 70
minimise the effect of the shut down on other process equipment. Inlet temperature: -110 °C
from manual to automatic surge control as quickly and smoothly as
Outlet pressure: 150 kPaA
possible, per start-up instructions.
2) If shutdown occurred as a result of the safety system, release the cause of Outlet temperature: -66.5 °C
z Do not operate the compressor under conditions, which lead to the malfunction before restarting. Coupling power: 126.9
excessive thrust load (eg. Surge, high pressures). Shaft speed: 21600rpm
z Check complete operating system for oil-, seal gas-, air-, water leaks The compressors are operated locally or from the IAS in the CCR. The Wheel diameter: 270
and product leakage regularly. Maintain reservoir level at the level following conditions trip the compressors: Inlet guide vanes setting: -30 to +80 deg
indicated on the reservoir sight glass. Check periodically.
The compressors are operated locally or from the IAS in the CCR. The
z Check seal gas and lube oil filter pressure drops regularly. Replace filter
following conditions trip the compressors:
elements.
z Do not operate the unit for longer periods while alarms are indicated. Safeties in ESDS, master gas valve close control and gas leakage control
system:
6. Compressor shutdown
ESDS :
Voluntary shutdown is accomplished essentially by performing the operations z Manual switch off.
of the preceding sections in reverse. The principal objectives are to take the z Fusible plug melted.
compressor off the line without causing surge, and/ or major upsets to the other z Optical interface failure from shore.
process equipment. z Electric interface failure from shore.
The proper procedure is summarized below: z Pneumatic press. Low in ship/shore communication.
z Control air press. Low.
1) Close the compressor inlet guide vanes to 0% position.
z Cargo tank level extremely high (99.2%).
z Vapour header press Low Low (To within 2 kPaG).
2) Press the STOP BUTTON to shut down the main motor drive. Observe that
auxiliary motor-pump is coming on. z IS ESD SOL V/V Power fail.(3C, 4C, 8C).
z ESD logic fail.
3) Controller will open surge control valve. z Electric power fail ( port/starboard).
z Hydraulic oil press Low.
4) The unit may be left in cold condition as long as the lube-oil and seal-gas

LD Compressor Alarm and Trip Settings (T: Trip, A: Alarm/I1: Start-up interlock L.O pump/I2: Start-up interlock machine)
Normal Instrument range Action
No. Item Tag. No. Operation Set Point Signal
Condition Setting Range H, HH, L, LL Type
0 to 200 kPaG
1 Suction Gas Pressure PT 1 3kPaG - - - 4 to 20 mA
-2.5 to 20 kPaG
0 to 2000 mbar(g)
2 Discharge Gas Pressure PT 2 100 kPaG - - - 4 to 20 mA
0 to 110 kPaG
3 Suction Gas Temperature TT 1 -140 °C -200 to +200°C - - - 4 to 20 mA
TT 2A -109.8 °C -200 to +200°C - - - 4 to 20 mA
4 Discharge Gas Temperature TE2A
TT 2B -109.8 °C -200 to +200°C - - - 4 to 20 mA
5 Discharge Gas Temperature TE2B
TSH 2B - - H A +90°C Contact
6 IGV Start Position ZSL 3 - - - I2 - Contact
ZSH 1 - - - I2 -
7 Surge Valve Position Contact
ZSL 1 - - - - -
0 to 62 kPaG
8 Process Gas Flow PDT 1 5.2 kPaG - - - 4 to 20 mA
0 to +5.5 kPaG
YET 9 10 to 30 µm 0 to 100 µm - - - 4 to 20 mA
9 Vibration YE9 YSH 9 - - H A 50 µm Contact
YSHH 9 - - HH T 75 µm Contact
0 to 2100 kPaG
PDT 7 50 kPaG - - - 4 to 20 mA
10 Oil Filter Diff. Press. 0 to 500 kPaG
PDSH 7A - - H A 250 kPaG Contact
11 Oil Tank Level LSL 5 - - L A, I1 - Contact
12 Oil Heater Temperature TCV 5 - 40°C - - - -
TSL 5 L A, I1 25°C Contact
13 Temperature Oil Tank 55°C -45 +93°C
TSH 5 H A 60°C Contact
TT 8 ~ 42°C 0 to +100°C - - - 4 to 20 mA
14 Temperature Oil System(TE8) TSL 8 - - L I2 20°C Contact
TSH 8 - - H A 55°C Contact
TT 10A ~ 60°C 0 to +100°C - - - 4 to 20 mA
15 Temperature Oil Bulkhead(TE10A)
TT 10B ~ 60°C 0 to +100°C - - - 4 to 20 mA
16 Temperature Oil Bulkhead(TE10B)
TSH10B - - H A +75°C Contact
TT 9A ~ 65 °C 0 to +100°C - - - 4 to 20 mA
17 Bearing Temperature (TE9A)
TSHH 9A - - HH T 75°C Contact
TT9F ~ 65 °C 0 to +100°C - - - 4 to 20mA
18 Bearing Temperature TE9F TSL 9F - - L A, I2 15°C Contact
TSH 9F - - H A 70°C Contact
0 to 1000 kPaG
PT 8 ~ 160 kPaG - - - 4 to 20 mA
19 Lub. Oil Pressure (Gear Box) 0 to 1000 kPaG
PSL 8A - - L A, I2 100 kPaG Contact
20 Lub. Oil Pressure (Gear Box) PSLL 8A ~ 160 kPaG -100 to 125 kPaG LL T 80 kPaG Contact
21 Lub. Oil Pressure (Bulkhead) PSL 8C ~ 110 kPaG -100 to 125 kPaG L A, I2 40 kPaG Contact
22 Lub. Oil Pressure (Bulkhead) PSLL8C ~ 110 kPaG -100 to 125 kPaG LL T 20 kPaG Contact
23 Seal Gas Control Valve PCV11 - 25 kPaG - - - -
24 Seal Gas Pressure PSL11 - -100 to 125 kPaG L A, I1, I2 20 kPaG Contact
25 Seal Gas Pressure PSLL11 - -100 to 125 kPaG LL T 15 kPaG Contact
26 IGV Position ZE3 ZT3 - -30 to +80 ° - - - 4 to 20 mA
27 IP Converter Control Valve PCV 3A - 200 kPaG - - - -
28 HIC Control Valve PCV 3B - 100 kPaG - - - -
29 Nozzle Actuator Control Valve PCV 3C - 600 kPaG - - - -

Blank Page

Illustration 4.5a Boil off/Warm-up Heater
PT PI
1 1
PT
3
PI
TE TSHH
CG923 2 2 3
CG924
DRTD DRTD
GAS OUTLET
ST561F
VENT ST563F
STEAM INLET
ST562F
ST564F
LSHH
4
LSH
4
TSLL
LI DRTD 4
4 TE
4
PT PI SD552FSD553FSD554F
1 1 PCV SD557F SD558F SD559F
2 CONDENSATE OUT
SD701F
SD702F
SV
2 TCV
HY 2 SD551F
2
CG917 TE CG921 CS919 SD556F
FC
S
CG918 1 CG922 CG920
FC
DRTD PCV
GAS INLET 1
ZT TCV DRAIN
1 HY
2
1
ZI
2 ZT
1 SV
ZI 1
1 S
KEY PI
6
LNG VAPOUR LINE L/R
ZS HS HIC INSTRUMENT
STEAM LINE 1 1 1 PCV AIR SUPPLY
L/R 6
CONDENSATE LINE
ZS HS HIC
2 2 2
INSTRUMENT AIR LINE

4.5 Boil-off / Warm-up Heater The vapour lines will be set for using the LD compressor to deliver vapour to
2. Operating Procedure in Warming-Up Configuration the No.2 B.O/W.U heater.
1. General The vapour lines will be set for using the HD compressor to deliver vapour to the
(See Illustration 4.5a) When the heater has been vented and warmed through, proceed as follows:
No.1 B.O/W.U heater.
There are two steam-heated gas heaters located in the cargo compressor room, 1) Open the shell side vent valve.
which is situated on the starboard after side of the trunk deck.
1) Open the shell side vent valve. 2) Open the shell side condensate valves and check the drains.
The heaters are shell and tube type. 2) Open the shell side condensate valves and check the drains. 3) Crack open the manual steam supply valves ST564F and 563F.
The heaters are used for the following functions: 3) Crack open the manual steam supply valves ST562F and 561F. 4) When all the air has been expelled from the shell, shut the vent valve.
1. Heating the LNG vapour delivered by either of the HD compressors to the
4) When all the air has been expelled from the shell, shut the vent valve. 5) When water has been drained from the shell, shut the drain valve.
specified temperature for warming up the cargo tanks before gas freeing.
5) When water has been drained from the shell, shut the drain valve. 6) Slowly open the manually operated steam inlet valve ST564F and close
2. Heating the boil-off gas delivered by either of the LD compressors for fuel gas
6) Slowly open up the steam inlet valve SC562F and close 561F. 563F.
to the boiler or for venting to atmosphere via the liquid header or via the gas
main. Free flow can be applied alternatively. 7) Check the condensate level.
7) Set the vapour lines as detailed for the operation and put the cargo
Caution heater in use. 8) Set the LNG vapour lines as detailed for the operation to be taken.
When returning heated vapour to the cargo tanks, the temperature at the heater
8) In the CCR, set the controls for the heater to the ON position on the IAS. 9) Open the vapour outlet valve CG924 and the vapour inlet valve CG918.
outlet should not exceed +80°C to avoid possible damage to the cargo piping
insulation and safety valves. 9) Open the instrument air supply to the controls for the heater. 10) In the CCR, set the controls for the LD heater on the IAS.
10) Check the condensate level in the sight glass. 11) Open the control air supply to the LD heater controls.
Specification
Manufacturer: Cryostar 11) Set the temperature and level controller to the correct settings for the 12) Set the temperature and level controllers to the correct settings for gas
Model: 65-UT-38/34-3.2 operation being undertaken (first stage: 0°C, second stage: +80°C for burning of +30°C.
Type: BEU warming up operation with vapour, approx. 50°C for warming up and 13) Monitor the gas vapour outlet and condensate temperatures.
Tube Side Operating Case inerting operation with inert gas).
Unit
(Process fluid) Design Beg WU Interm End WU Boil-off
On completion of the operation
Mass Flow kg/h 16,000 24,940 17,000 10,000 8,607 12) Open the hydraulically operated gas inlet valve CG917 and manually
Inlet Volume Flow m3/h 10,139 9,750 9,339 8,687 5,014 operated outlet valve CG923. 1) After the LD compressor has been shut down and the gas supply valve
Outlet Volume Flow m3/h 24,052 30,202 24,251 15,033 11,656 to the engine room shut, close the inlet valve to the LD heater CG918.
13) Monitor the gas vapour outlet and condensate temperatures.
Inlet Temperature °C -25 -120 -58 67 -45
Outlet Temperature °C 80 11 62 80 45 On completion of the operation; 2) Shut the steam inlet valve ST564F.
Inlet Pressure kPaG 100 1) Switch the auto-control to manual. 3) Open the steam side vent and open the drain valve when all the pressure
Outlet Pressure kPaG 20 is off the heater.
Pressure Drop 2) Close the gas supply valve CG917 on the heater.
kPa 5 9 5 2 1 The following alarms and trips are available:
(Calculated) 3) Close the steam supply valve ST562F to the heater when the
Heat Exchange temperature at the heater outlet is above 0°C. NORMAL
kW 1,064 2,074 1,291 82 490 SET
(Actual) ITEM TAG NO. OPERATING ACTION
POINT
Design Pressure MPaG 1 4) Open the steam side vent, then open the drain when all the steam has CONDITION
Design Temperature °C -196/+186 vented. Gas outlet temperature TSH2 H ALARM 85°C
10 ~ 80°C
3. Controls and Settings TSL2 L ALARM -20°C
Shell Side Operating Case
Unit The gas outlet temperature is controlled by controllers CG919 on the inlet and Gas outlet temperature
(Saturated steam) Design Beg WU Interm End WU Boil-off switch TIC2 10 ~ 80°C HH TRIP 100°C
Steam Consumption kg/h 1,867 3,642 2,267 144 861 CG921 on the HD heater bypass line.
Inlet Temperature °C 169 The steam condensate from the heater is returned to the drains system via the Condensate
TSLL4 150 ~ 190°C LL TRIP 80°C
Outlet Temperature °C 164 cargo steam drains cooler and the cargo escape tank, the latter of which is fitted temperature switch
Inlet Pressure kPaG 700 with a gas detector sampling point. Condensate
TSL4 150 ~ 190°C L ALARM 90°C
Outlet Pressure kPaG 700 temperature
4. Boil-off Gas Heating Configuration
Design Pressure MPaG 1 Level switch LS 4A H ALARM
Design Temperature °C +186 The same procedure is followed for venting and warming through the LD heater
Level switch LS 4B HH TRIP
as described above, except that the temperature control is set for a gas outlet
temperature of approximately +45°C.

Illustration 4.6a LNG Vaporizer
PT PI
2 2
PI
3
TE
2
CG929
DRTD
GAS OUTLET VENT
ST567F
ST568F
GAS OUTLET
STEAM INLET
F1
LSHH
GAS INLET GAS INLET BACK TO 4
TANKS LSH
4
TSLL
LI DRTD 4
LSH TE
1 4
4
PT PI
2 CONDENSATE OUT
L.C
SD704F
SV
SD566F
2 TCV
HY 2
2
CS904
TE
FC
1 S CS903
CS901 FC
DRTD PCV
LNG INLET 1
ZT FCV DRAIN
1 HY
2
1
ZI
2 ZT
1 SV
ZI 1
1 S
KEY
PI
LNG VAPOUR LINE 6
L/R
LNG LIQUID LINE ZS HS HIC INSTRUMENT
1 1 1 PCV AIR SUPPLY
STEAM LINE L/R 6
ZS HS HIC
CONDENSATE LINE 2 2 2
INSTRUMENT AIR LINE

4.6 LNG Vaporizer during the whole discharge operation. Additional vapour is generated by 12) In MAN mode, crack open the flow control valve and admit LNG to the
the tank sprayer rings, the LNG being supplied by the stripping/spray vaporizer. Physically monitor all the vaporizer flanges and joints for
1. General pump. any signs of leakage.
(See Illustration 4.6a)
If the back pressure in the discharge piping to shore is not sufficient to 13) As soon as a flow has been established, set the correct value for the
The LNG vaporizer is a steam heated shell and tube type heat exchanger located have a minimum of 300kPa at the inlet to the vaporizer, a desired operation on the temperature controller; -140ºC for volumetric
in the cargo compressor room on the trunk deck. It is equipped with automatic stripping/spray pump will be used to supply liquid to the vaporizer. replacement during cargo discharge, or +20ºC for cargo tank purging
flow and outlet temperature controllers. after refit and LN2 vaporisation for insulation spaces or tank purging
If the shore is unable to supply vapour return, LNG can also be fed to duties.
Specification
the vaporizer by using one stripping pump or by bleeding from the
Manufacturer: Cryostar 14) Gradually increase the flow rate up to the desired value and change the
Model: 65-UT-38/34-5.6 liquid header.
mode to AUTO.
Type: BEU 2) Purging of cargo tanks with vapour after inerting with inert gas and
Operating Case 15) Monitor the condensate level until full gas flow has been achieved on
prior to cooldown. LNG is supplied from the shore to the LNG the vaporizer to ensure stable operations.
Tube Side Vapour vaporizer via the stripping/spray line. The vapour is produced at the
Unit LNG disch Emcy Fcg Inerting
(Process fluid) purg 16) Continue to monitor the vaporizer for leaks, the vapour outlet
(Methane) (Methane) (Nitrogen) required temperature of +20°C is then passed to the cargo tanks.
(Methane) temperature, the condensate level and the drains temperature throughout
Mass Flow kg/h 11,014 24,180 7,127 21,000 3) LN2 vaporisation for inerting the cargo tank and insulation spaces. the operation.
Inlet Volume Flow m3/h 24 54 16 16 Note Caution
Outlet Volume Flow m3/h 13,743 13,695 7,072 15,026 Due to its very low temperature, liquid nitrogen will damage living tissue and Thorough checks around the LNG vaporizer and associated flange connections
Inlet Temperature °C -163 -196 any spillage on the ship’s deck will cause fractures and failures as for LNG. must be conducted during the operation.
Outlet Temperature °C 20 -140 -40 20
On completion of the operation.
Inlet Pressure kPaG 300 4) Emergency forcing by manual operation:
Outlet Pressure kPaG 20 The LNG vaporizer can function as the forcing vaporizer when the 1) Close the manually operated liquid line isolating valve CS901.
Pressure Drop forcing vaporizer has failed:
kPa 12 67 5 21 2) Switch the flow and temperature controllers to manual and manually
(Calculated)
Heat Exchange open the valves to allow any remaining LNG to vaporise naturally.
kW 2,839 3,783 1,566 2,591 2. Operating Procedure to Bring the LNG Vaporizer into Service
(Actual) 3) When the heater outlet temperature is well above 0ºC and there is no
Design Pressure MPaG 1 Set the LNG pipelines as detailed for the operation about to be undertaken. indication of any frosting anywhere on the heater, shut the main steam
Design Temperature °C -196/+186 valve.
To prepare the LNG vaporizer for use;
1) Ensure that the deck steam and instrument air supplies are available to 4) Open the steam side shell vent valve.
Operating Case
Shell Side Vapour the LNG vaporizer. 5) When steam stops issuing from the vent open the condensate drain
Unit LNG disch Emcy Fcg Inerting
(Saturated steam) purg 2) Open the condensate drain valve and the steam side shell vent valve. valve and shut the inlet valve to the drain trap.
(Methane) (Methane) (Nitrogen)
(Methane)
3) Set up the downstream vapour lines for the required operation, to allow 6) When the heater has cooled down to ambient temperature, shut the
Steam Consumption kg/h 4,984 6,642 2,750 4,549
for gas expansion during the warming up stage. vapour outlet valve CG929 and secure the rest of the system as required.
Inlet Temperature °C 169
Outlet Temperature °C 164 4) Slowly open the vaporizer steam master valve ST568F fully.
Inlet Pressure kPaG 700 The following alarms and trips are available:
5) Crack open the isolating steam bypass valve ST567F.
Outlet Pressure kPaG 700
NORMAL
Design Pressure MPaG 1 6) When all the air has been expelled from the shell, shut the vent valve. ITEM TAG NO. OPERATING ACTION
SET
Design Temperature °C +186 POINT
CONDITION
7) When the drains are blowing clear open the drain trap outlet and inlet
valves and shut the drain. The temperatures, pressures and condensate Gas outlet temperature TSH2 H ALARM 85°C
Note ( ) : LNG discharging without vapour return from shore. -80 ~ 0°C
levels of the heater should be allowed about 30 minutes to stabilise. TSL2 L ALARM -145°C
Alarms are provided for outlet gas temperature and for condensate water high
level and low temperature. The gas outlet temperature and the condensate low 8) Slowly open the main steam valve ST568F fully and close the bypass Condensate
temperature alarms are both inhibited when the LNG vaporizer is shut down. valve ST567F. temperature switch
Condensate
The LNG vaporizer is used for the following operations: 9) Monitor the condensate level in the local level gauge. temperature
TSL4 150 ~ 190°C L ALARM 90°C
1) Discharging cargo at the design rate without the availability of a vapour 10) In the CCR, set the flow control for the vaporizer to the ON position on Level switch LS 4A H ALARM
return from the shore. the IAS, select MAN mode and ensure that the set point is for zero flow.
Level switch LS 4B HH TRIP
The vapour produced leaves the vaporizer at approximately -140°C and 11) Confirm that the spray header is pressurised and then open the manually
is then supplied to cargo tanks through the vapour header. Vapour operated liquid line isolating valve CS901.
pressure in the cargo tanks will normally be maintained at 110kPaA

Illustration 4.7a Forcing Vaporizer
PT PI
2 2
PI
3
TE
2
CG928
DRTD
GAS OUTLET VENT
ST565F
ST566F
GAS OUTLET
STEAM INLET
F1
LSHH
GAS INLET GAS INLET BACK TO 4
TANKS LSH
4
TSLL
LI DRTD 4
LSH TE
1 4
4
PT PI
2 CONDENSATE OUT
L.C
SD703F
SD561F
SV
2 TCV
HY 2
2
CS906
TE
FC
S
1 CS905
CS902 FC
DRTD PCV
LNG INLET 1
ZT FCV DRAIN
1 HY
2
1
ZI
2 ZT
1 SV
ZI 1
1 S
KEY
PI
LNG VAPOUR LINE 6
L/R
LNG LIQUID LINE ZS HS HIC INSTRUMENT
1 1 1 PCV AIR SUPPLY
STEAM LINE L/R 6
ZS HS HIC
CONDENSATE LINE 2 2 2
INSTRUMENT AIR LINE

4.7 Forcing Vaporizer control valve and liquid injection nozzles. the operation.
1. General Both vaporizer tubes are fitted with spiral wires to promote turbulence to ensure Caution
(See Illustration 4.7a) efficient heat transfer and production of superheated LNG vapour at the exit of Thorough checks around the forcing vaporizer and the associated flange
the tube nests. A re-evaporator is also used to ensure that accumulation of non- connections must be conducted during operation.
The Forcing Vaporizer is used for vaporising LNG liquid to provide gas for vaporised liquid at the vaporizer discharge is avoided and that the output is at a
burning in the boilers to supplement the natural boil off. Both the LNG and stable temperature. On completion of operation.
forcing vaporizers are situated in the cargo compressor room. This is made possible by:
1) Close the manually operated liquid line isolating valve CS902.
1) Two knitted mesh filters inserted in the gas flow path to fractionate the
The forcing vaporizer is used to supplement boil-off gas for fuel gas burning up 2) Switch the flow and temperature controllers to manual and manually
droplets and create the necessary turbulence to break down the small
to 105% MCR. open the valves to allow any remaining LNG to vaporise naturally.
droplets injected into a fine fog of liquid gas and also to moisten the
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an mesh wires acting as the vaporising surface. 3) When the heater outlet temperature is well above 0ºC and there is no
automatic inlet feed valve which receives its signal from the Boiler Gas indication of any frosting anywhere on the heater, shut the main steam
2) Two conical baffles installed in the tube to allow eventually
Management System. valve.
accumulated liquid to be directed into the gas stream on the pipe bottom.
4) Open the steam side shell vent valve.
Specification
2. Operating Procedure to Bring the Forcing Vaporizer into Service
Manufacturer: Cryostar 5) When steam stops issuing from the vent open the condensate drain
Model: 34-UT-25/21-3.6 valve and shut the inlet valve to the drain trap.
1) Ensure that the deck steam and instrument air supplies are available to
Type: BEU the Forcing vaporizer. 6) When the heater has cooled down to ambient temperature, shut the
Tube Side Operating Case
Unit 2) Open the condensate drain valve and the steam side shell vent valve. vapour outlet valve CG928 and secure the rest of the system as required.
(Process Fluid) Forcing
Mass Flow kg/h 7,402 3) Set up the downstream vapour lines for the required operation, to allow
Inlet Volume Flow m3/h 16 for gas expansion during the warming up stage. The following alarms and trips are available:
Outlet Volume Flow m3/h 7,345
Inlet Temperature °C -163 4) Slowly open the vaporizer steam master valve ST566F fully.
Outlet Temperature °C -40 NORMAL
5) Crack open the isolating steam bypass valve ST565F. ITEM TAG NO. OPERATING ACTION
SET
Inlet Pressure kPaG 500 POINT
CONDITION
Outlet Pressure 20 6) When all the air has been expelled from the shell, shut the vent valve.
kPaG
Gas outlet temperature
Pressure Drop 7) When the drains are blowing clear open the drain trap outlet and inlet TSH2 H ALARM 85°C
kPa 166
(Calculated) valves and shut the drain. The temperatures, pressures and condensate L ALARM -50°C
Heat Exchange levels of the heater should be allowed about 30 minutes to stabilise. NG : -40°C L ALARM -70°C
TSL2
kW 1,627 CH : -60°C
(Actual)
8) Slowly open the main steam valve ST566F fully and close the bypass
Design Pressure MPaG 1 valve ST565F.
Condensate
°C -196/+186 temperature switch
Design Temperature
9) Monitor the condensate level in the local level gauge. Condensate
temperature
TSL4 150 ~ 190°C L ALARM 90°C
Shell Side Operating Case 10) In the CCR, set the flow control for the vaporizer to the ON position on
Unit
(Saturated Steam) Forcing the IAS, select MAN mode and ensure that the set point is for zero flow. Level switch LS 4A H ALARM
Steam Consumption kg/h 2,856 Level switch LS 4B HH TRIP
Inlet Temperature °C 169 11) Confirm that the spray header is pressurised and then open the manually
Outlet Temperature °C 164 operated liquid line isolating valve CS902.
Inlet Pressure kPaG 700 12) In MAN mode, crack open the flow control valve and admit LNG to the
Outlet Pressure kPaG 700 vaporizer. Physically monitor all the vaporizer flanges and joints for
Design Pressure MPaG 1 any signs of leakage.
Design Temperature °C +186
13) In the CCR, set the controls for the forcing vaporizer on the IAS mimic.
Alarms are provided for outlet gas temperature and for condensate water high 14) When vapour is produced, switch the control for the liquid valve to
level and low temperature. remote and automatic.
Each Forcing vaporizer is equipped with a temperature control system to obtain a 15) Monitor the condensate level until full gas flow has been achieved on
constant and stable discharge temperature for various ranges of operation. the vaporizer to ensure stable operations.
16) Continue to monitor the vaporizer for leaks, the vapour outlet
The temperature of the gas produced is adjusted by spraying a certain amount of temperature, the condensate level and the drains temperature throughout
bypassed liquid into the outlet side of the vaporizer through a temperature

Illustration 4.8.1a Custody Transfer System
Cargo Control
Room
Cabinet
PS4685
1935x600x500
Local Display HxWxD
w/Baragraph GLK-100 Units
NL-196 NL-190 Backup Display
Graphic Display EA-Computer
NL-300 Cargo Computer Power Supplies
230 VAC 230 VAC Zenerbarriers
and Terminal boards
230 VAC 230 VAC
Pointing
Device Cabinet
CK-292
760x600x350
ATM Press. HxWxd
Transducer
Printer Printer GT302 UPS Power
Unit
24 VDC
1 pair 0.5mm2 230 VAC
230 VAC 230 VAC w/screen
Safe Area 3 x 0.5 mm2
2 x 10 mm2
Hazardous Area
3 x 3 x 1.5 mm2
2 pair 0.5mm2
1 pair 1.5 mm2
w/screen
2 pair twisted 0.5 mm2 w/screen
5 pair twisted 0.5 mm2 w/screen

2 x 3 x 2.5 mm2 110/230 VAC
Supply
Temp. Radar
Box GLA-100/5 5 pair twisted 0.5 mm2 w/screen
Vapour
Pressure
1 pair 1.5 mm2
Transmitter
w/screen
GT302
Stand
Pipe
Sections
Conn. Box
Pur
Temperature Cable
Sensors
MN3927
Cargo Tanks Pressure

Transmitters
GT303
Draft

4.8 Custody Transfer System 2. Patented Measuring Method 3. Radar Stand Pipe (RSP) measurement forGas Tanker applications
4.8.1 Custody Transfer System Kongsberg Maritime's unique detection method keeps the echo strength
relatively the same regardless of the distance to the liquid inside the The gas storage tank is designed to form a closed thermal system for the cargo,
Maker: Kongsberg Maritime AS measurement range. and is therefore kept close to the state of saturation. Gas evaporation under this
condition is fairly smooth, and a gradual boil-off process as thermal heating of
4.8.1.1 Radar-Based Level Gauging the tank content is very slow.
Echo strength : Free Space
1. Measurement Fundamentals High gas vapour density, the mixture of gases and their partial pressures, and the
(See Illustration 4.8.1a) Radar Stand Pipe(RSP) will influence the propagation speed of the microwave
n
atio signals. All these factors(which are normally not known in detail) have to be
p e ns
The GL-100 Level Gauge consists of the GLA-100 Radar Tank Gauge(RTG), Com compensated for in order to give exact distance measurement.
which contains the transmitter and receiver electronics, connected to the GLK-
100 Signal Processing Unit(SPU). Autronica's echo strength Kongsberg Maritime's unique AutroCAL verification and calibration method
applies the specially designed Radar Stand Pipe(RSP) joint signatures, at known
A swept 10GHz signal is transmitted toward the liquid, which reflects some of distances, for continuous measurement of the propagation speed. This gives very
the energy back. By measuring the phase difference (time delay) between the accurate readings of the liquid level(ullage). AutroCAL makes the system able to
Ech
transmitted and received signal the distance to the liquid (i.e. ullage) is found. o stre
ngth measure and automatically compensate for the influence of the gas mixture and
(1/R
The raw data will appear as a superposition of signals with different frequencies, ) their partial pressures.
one frequency for each reflection in the tank.
M42-00000.180 Distance
45m The pipes used as a Radar Stand Pipe(RSP) is accurately measured and the
By applying Fast Fourier Transforms(FFT) of the signal a spectrum analysis of distances are configured in to the Signal Processing Unit(SPU). AutroCAL is
the raw data is performed. The result of the signal processing is a reflection The echo strength in a free space application is reduced by a factor related to 1/R. applied at each measurement. An additional feature of AutroCAL is for the
diagram. In the reflection diagram all reflections of the transmitted signal will Kongsberg Maritime's patented detection method maintains the echo strength to surveyor to use the signature readouts, at any time, to verify the accuracy of the
appear as peaks at the respective distance from the Radar Tank Gauge(RTG). be almost constant in the entire measuring range of the radar. This eases the system. The readout can be performed without interrupting the cargo handling.
This diagram is analyzed by a decision algorithm which is able to derive the setting of signal threshold.
liquid peak from the other peaks and represent it as the liquid ullage.
Echo strength : Still Pipe
When the Signal Processing Unit(SPU) has processed the signal and derived the
liquid ullage the value is averaged. The averaging algorithm is exponential and
the weighing can be changed in the Signal Processing Unit(SPU) configuration. n
atio
The averaging is incorporated in order to smooth the ullage reading. pens
m
Co
By applying data stored in the Signal Processing Unit(SPU), the level and
volume can be calculated. Additionally the values can be compensated for the Autronica's echo strength
influence of trim and list.
Echo
stren
gth
M42-00000.180 Distance
45m
When applied in a still pipe, the pipe will act as a wave-guide for the radar signal
GLA-100 Level Sensing Unit and there will be no free space losses.
However, ohmic losses will reduce the echo strength. These losses are equally
compensated by Kongsberg Maritime's patented detection method.

4. LNG Level Gauging System Description 2) Instrument configurations 4) Ullage and level calculations
1) Radar signal propagation in a gas-filled pipe The radar level gauge will output the level reading at 20 °C. The corrections, due The distance to each echo produced by the PTFE plates down the pipe, and the
to the influence of the vapour temperature on the pipes, will be performed in the distance to the cargo echo, are all recorded simultaneously for each measurement.
The AutroCAL level gauge for LNG applications is based on the Radar Tank CTS computer. The indicated on the NL190 display will be at 20 °C. All the As the location of the active reference marker in use is known, a self-calibration
Gauge(RTG) disposed on top of a circular Radar Stand Pipe(RSP). The Radar corrections, performed in the CTS computer, regarding thermal influences on the of the measured distance to the liquid reflection is made possible. This self-
Stand Pipe(RSP) extends vertically from the tank top down to the tank bottom, Radar Stand Pipe(RSP) and tank shell are contained in the cargo calculation calibration capability allows the radar instrument to perform reliable and
and is an integral part of the level gauge instrument AutroCAL. tables issued by the sworn surveyor. accurate measurements of liquid level. The measurement accuracy is realized by
Radar signals that propagate in a Radar Stand Pipe(RSP) are retarded. The The mechanical distances from the GL0(zero ullage) of the radar sensor to the continuously correcting for the relative change in propagation speed of the radar
propagation speed is determined by the interior diameter of the pipe, the reference markers, the distance from the same reference point to the tank bottom, signal. This allows the radar instrument to measure and compensate for the
operational frequency of the radar, and the dielectric properties retained by the Hb_m (the distHb_m in 4) Ullage and level calculations figure. 1) and the influence of the gas and vapour mixture and density, or other factors, which
gas and vapour constituents (molecular mixture) of the tank atmosphere. The parameters needed for the super resolution procedure, are all configured in the in influence the propagation speed of the radar signal. The following simple
relationship is applied,
relative propagation speed in the still-pipe, as compared with signal propagation the SPU (GLK-100) of the radar level gauge instrument. The Hb_m value
Ullage20°C = (Snmech/Snel) . Ullageel (3)
in an open and empty space, can be calculated from the equation, applied is the sworn surveyor’s figure given at the tank volume reference
in which Ullageel is the electrical measured distance (influenced by vapour
temperature, normally at +20 ºC. Other reference temperatures may be used for density, temperature etc.), Snel is the uncorrected distance measured to the active
f 2 this distance, for instance –160 ºC for a LNG application. reference marker, and Snmech is the known distance (at 20 °C) to the active
1 .
Vr = εr - ( fc ) (1) reference marker (n in Sn being the signature index). The value of the measured
εr
The measured level displayed to the user is the difference between distHb_m and ullage (Ullage20°C) will consequently refer to 20 °C.
in which εr is the relative dielectric constant of the gas/vapour in the tank the ullage value measured (according to the AutroCAL. scheme).
atmosphere, f is the operational radar frequency, and fc is the cut-off frequency
for wave propagation in the still-pipe.
The latter is a purely geometric property of the pipe, and is expressed by, GL0
c
fc = (2)
p. a
in which c is the ‘speed of light’ in vacuum, p is a numerical constant (defined
by the specific mode of wave propagation employed by the radar level gauge GLK-100 Signal Processing Unit
sensor), and a is the bore radius of the still-pipe.
The ratio between the frequency of operation and cut-off frequency is subject to 3) Reference level control feature
change, due to thermal changes of the pipe diameter, and/or thermal drift of the
radar frequency. The reference level of the active reference marker in use is continuously
Such changes will alter the propagation speed of the radar signal, see eq. (1). displayed on the NL-190 digital display. This is to allow the operator or surveyor
Active Reference SelSmech
to control the accuracy of the system, at any time.
Gas and vapour mixture and density are both subject to changes, from which This is performed without interrupting the operational service of the radar level Liquid Level
follows that the dielectric properties of the gas and vapour confined within the gauge.
Ullageel
still-pipe may change. From this observation follows that the propagation speed Information regarding the location of the reference levels for each tank is
of the radar signal is subject to change, as is evident from eq. (1). contained in a separate document being issued for each radar level gauge
instrument. In order for the user to perform the comparison between the
Exact measurements of distance by a radar instrument rely on good control of the reference-level displayed in the NL-190 display the user has to include the
propagation speed of the radar signal. From the reasoning above follows that temperature correction for the vapour temperature.
temperature, pressure, and composition and density of the gas and vapour in the
tank vapour space is all subject to changes. In the general case, most of these
changes have to be considered predictable only in qualitative terms, but beyond distHb_m
control in quantitative terms. This means that the propagation speed of the radar Tank Bottom
signal may change without control, and exceed the limits defined to meet the Figure. 1 The pipe installation
accuracy requirements claimed for the radar level gauge instrument. If the speed
is not known with required accuracy, due to changes in the relevant The temperature in the tank vapour space is continuously measured by a separate
NL-190/LNG Graphic LCD Back-Up Display
environmental parameters, the speed has to be measured. Means to measure the temperature measurement system installed close to the Radar Stand Pipe(RSP).
propagation speed has therefore been implemented in the Radar Stand Pipe(RSP). The pipe is assumed to have the same average temperature as recorded for the
tank vapour space.

5) Use of reference markers during operation 6) Radar Stand Pipe(RSP) design 7) Bottom zone and Minimum Indicated Level (MIL)
During operation the PTFE plates give rise to radar echoes. The locations of the Each RSP is made of several pipe sections. The physical length of each pipe The MIL has been set to 70 mm (datum level) above the bottom.
plates are known, thus serving as reference markers for distance down the RSP. section is carefully measured at 20 °C. As for pipe examination, selection and Below MIL the level of the liquid can not be indicated.
The GL100 level gauging system has multi-target capability, and a complete final approval KM has implemented a very strict regime to ensure the highest
reflection picture (all echoes) is available for analysis for every measurement. possible quality of the AutroCAL instrument.
The system will automatically identify the liquid echo and the closest reference The scheme is divided in 3 steps.
marker echo, and the latter will be selected as the active reference.
As the liquid is raised to a level close to the location of a marker, the echoes a) The first step in the procedure starts with the prequalification of each
from the marker and the liquid will interfere. individual section of pipe. This qualification is conducted by KM at the site of
Special super resolution algorithms are implemented in order to resolve the two the sub-supplier before starting any work with the pipes (i.e. cutting to correct
echoes, thus allowing the level gauge to monitor the true level of the liquid. length, welding flanges, drilling venting holes, cleaning, etc.).
Below a Reflection Diagram is shown the diagram has been recorded from a Pre-qualification includes visual inspection and measurement of pipe ovality.
vessel carrying LNG. The pipe contains five PTFE plates, or disks. The locations Said measurement of ovality is carried out by employing a network analyzer to
of the plates along the pipe are indicated above the respective echoes. examine the co-polar to cross-polar wave coupling (the coupling is closely
Additionally a typical reflection from LNG is also indicated (LNG cargo will related to ovality). Only pipes meeting strict requirements as to the coupling
typically be some 5 to 8 dB stronger than the disks). factor are approved for the intended use in AutroCAL. Qualified pipes are duly
The last large peak represents the bottom, which is visible through the liquid due marked to allow the sub-supplier to weld flanges and drill venting holes correctly
to the transparency of the LNG. with in regard of ovality.
b) Finished pipes, as manufactured and delivered by the sub-supplier, are

thoroughly examined before approval. Said approval is based on inspection and Figure. 1 The MIL and EOP
qualification of mechanical parameters, on one side, and measurement of cross-
polar wave propagation, on the other side. The requirement allows a maximum
of 0.4 % (–24 dB) of the energy to be transferred from co-polar to cross-polar
wave propagation.
c) The final step in the process is qualification of the pipe assembly (RSP) in
regard of cross-polar wave propagation. The qualification requirement allows
6.3 % (–12 dB) of the energy to be transferred to cross-polar waves. The
requirement applies regardless the length of the assembled Radar Stand
Pipe(RSP).
Transfer of energy to the cross-polar wave means that the copular wave loses
energy. As the loss of energy is the same both ways (down and up) in the pipe,
we conclude that the total transfer of energy to the cross-polar wave never Figure. 2 The increasing deviation reaching the MIL
exceeds a tiny 10·log10(100%/(100% – 2·6.3%)) = 0.6 dB.
The pipe length data form the basis for the self-calibrating feature of the radar The increase in the error is indicated in Figure 2. The error increases as the level
instrument, and will guarantee that measurement accuracy is maintained during approaches the bottom which is due to:
operations.
a) The stability of the liquid surface below EOP (surface disturbance caused by
The Radar Stand Pipe(RSP) sections are joined together utilizing specially the pumps, etc).
designed mating flanges. A perforated Teflon (PTFE) plate is mounted inside the
pipe at each flange joint. Based on the measurements of the pipe section lengths b) The possibilities for the radar to resolve two reflections with the super
at the factory, the exact location of each of the PTFE plates along the pipe is resolution procedure given the high relative strength of the bottom reflection to
Figure.1 Reflection diagram in the RSP
known at 20 °C. the liquid reflection.
c) Below EOP the liquid will be outside the pipe. Outside the pipe the radar
wave will be in free space. This will influence the super resolution capabilities.

8) Example on a typical membrane tank KM utilizes the method of least squares to fit measurements of the fused pulses
to the mathematical model CP. This approach has proven very efficient in order
The temperature specification for the tank is -160° to +80°, due to the to track the liquid echo in the vicinity of a Teflon signature. Accuracy of liquid
temperature influence to the Radar Stand Pipe(RSP) the safety margin between level complies with accuracy claimed for AutroCAL. Maximum permissible
the EOP and the membrane is set to 60 to 70 mm at 20°C. When the tank is error: ±(3.3 + 0.08D)mm where D is the distance, in meters, from the upper
cooled down or cargo is loaded the vapour temperature will typically be -135 °C reference (GL0) point to the liquid surface (ISO 13689).
to -155 °C. The Radar Stand Pipe(RSP) will then subtract (assuming AISI 316 Additionally, the procedure is also applied in the bottom in order to resolve the
steel) and the level to EOP will increase to approximately 140 mm. two pulses in this zone. The difference between the two cases is that in the latter
Consequently the error will typically increase to ±20 mm at Minimum Indicated the interfering reflection, the bottom reflection, is much stronger than the
Level(MIL), the accuracy will be retained at EOP. reflection from the PTFE reference marker which is less than the liquid reflection.
Figure. 2 Two pulses combined into one pulse
9) Level indicated below Minimum Indicated Level(MIL) 12) Example of limitations imposed by the limited bandwidth
LNG liquid are highly transparent for the microwaves.
When the level is below Minimum Indicated Level(MIL), three different options The transparency of liquid makes the bottom reflection apparent even if the there Close to the bottom of the LNG tank there will be two targets present. The first
have been incorporated: is liquid in the tank, as in Figure. 1 and Figure. 2. will be the LNG liquid. The second target will be the reflection from the bottom
which is visible due to the transparency of the liquid. This has been illustrated in
a) Display zero level until MIL has been reached. 11) Super resolution Figure. 1 The reflection from the bottom and liquid.
b) Display MIL until the level has reached the MIL. Super resolution is made in order to derive a level even at a situation as in 10)
Radar resolution and Super resolution Figure 2. Two pulses combined into one
c) The third option incorporates the use at the bottom sensor. pulse. In this part the super resolution procedure is described.
To understand the concept of super-resolution one may start with observing that
The system incorporates the level and the bottom zone sensor, and a configurable a radar echo is characterized by three parameters, the first being the echo
MIL and temperature limit. Even if the level is below MIL this level will be strength A (amplitude), the second being the location U (ullage) of the radar
indicated when the bottom temperature is lower than the temperature limit target, and the third being the phase φ of the radar signal. For a specific target all
(indicating liquid at the temperature sensor). When the temperature increases three can be measured in time domain (that is after FFT) by inspecting the
above the limit zero level will be indicated. corresponding echo pulse. The pulse shape is uniquely described by a
mathematical function, say P(A, U), indicating that the phase φ of the radar
10) Radar resolution and Super resolution signal is irrelevant in regard of the shape of the pulse. As the shape function has
two unknowns, A and U, we need minimum two measured values of the pulse to
An inherent property of FMCW radar is that resolution is limited by the estimate (measure) the unknowns. KM employs five measured values of the
bandwidth. Resolution defines the ability of the radar to resolve between closely pulse to minimize uncertainty of the estimates.
Figure. 1 The reflection from the bottom and liquid
spaced targets. Two closely spaced targets will be perceived as one target at an
intermediate range, as in Figure. 2 Two pulses combined into one pulse. In case of two closely located radar targets it is important to observe that each
The result of the reflections is a combined pulse, in which the two reflections
A higher bandwidth enables the radar to resolve two closely spaced targets. target produce the same type of unique pulse as described above. Let the shape
reside, this occurs when the liquid is close to the bottom. The KM strategy is to
Alternatively, given a limited bandwidth, super resolution can resolve the two function be P(A1, U1) for the first target and P(A2, U2) for the second.
apply super resolution in order to resolve the two reflections.
pulses. Overlapping pulses can be described mathematically in time domain (after FFT)
as the sum of the two pulses. However, when two echoes fuse into one combined
echo one has to account for the phases φ1 and φ2 of the respective echoes. As for
the shape of the combined pulse only phase difference Δφ = φ2 – φ1 counts,
though, from which follows that the combined pulse has five unknowns. In
mathematical language the envelope (shape) of the combined pulse can be
expressed by,
We observe that CP carries information about five unknowns. In order to

maximize confidence in the results produced by the estimation algorithm KM
employs 10 to 15 measured values of CP (the number of measured values of CP
Figure. 1 Two separated pulses depends on the separation distance ΔU = U2 – U1 between the targets).

4.8.1.2 Temperature and Pressure Measuring 2. Pressure Measuring Principle 4.8.1.3 System Readout and Control
1. Temperature Measuring Principle The measuring principle is based on a capacitive pressure transmitter. The 1. Operator Station with Presentation Program
transmitter consists of a capacitive pressure-sensing cell together with an
The measuring principle is based on the Pt100 temperature sensing element electronic unit encapsulated in the transmitter body. A ceramic diaphragm is The Operator Stations are the main presentation unit in the system, and are based
delivered according to IEC 751. The resistor element gives a decreasing connected to a solid ceramic substrate via a glass frit. upon the Windows NT operating system with redundant high-speed data
resistance value when the ambient temperature increases. Nominal resistance at 0 communication between the various computers and microprocessors in the
~ 100ºC is 100 ~ 138.5 ohm. The element used for LNG applications are Gold plates at the ceramic diaphragm and the ceramic substrate comprise the system. Dedicated process displays are created in conjunction with the customer
delivered according to 1/10 DIN, thus giving an accuracy of ± 0.03ºC at 0ºC. capacitor. An applied pressure will deflect the diaphragm and the corresponding to provide the best operational environment.
change in capacitance will be converted to an output signal by the sensor
To obtain the required accuracy each temperature sensor is calibrated. Therefore electronics. The Operator Stations are normally situated in the Cargo Control Room, where
each temperature sensor has a serial number for identification purposes. Before the operator can monitor the data and control all essential operating parameters.
calibration all sensors are stabilised by varying the temperature from -196ºC and A number of Operator Stations can be connected in a network to provide several
up to room temperature several times. operator consoles at different locations onboard. Alarms are handled
continuously in the background to ensure that the operator is immediately alerted
Thereafter each sensor is measured several times at three different temperatures, if any alarm limits are exceeded. Failures that may occur in the system are
and a calibration certificate is issued for each sensor. The total accuracy will also immediately reported on the screen. Reports on failures and alarms, as well as
take into account the other parts of the system signal converters, microprocessor, history/trend reports on level, volume, vapour pressure and temperature are
etc. logged and stored and can be printed out at any time. Customised reports are also
available.
To measure liquid and vapour temperature of LNG, each cargo tank will be
equipped with five (5) sensors. Normally spare sensors will also be installed. The system is operated with a track-ball connected to the Operator Station. From
Two sensors including spares will be installed in the tank bottom and the tank the Main Menu, the selection of each sub-menu can be done. Pop-up windows
top in order to constantly measure the temperature of liquid and vapour for parameter values and alarm limit settings are displayed on the screen.
respectively. The remaining 3 sensors including spares will be installed at equal
distances between the tank bottom and top. 1) Main functions of the Operator Station:
Both average and individual temperatures readings for liquid and vapour are - Handling of alarms and failures
available at the displays. GT-402/LNG - Configuration of the system
- Storage of measured parameter values
Each Kongsberg Maritime's MN3927/LNG Temperature Sensor consists of a One GT302/LNG Pressure Transmitter is installed on each tank to measure the - Calculation using measured parameter values
mantle cable made of AISI 316 acid resistant steel of required length. In the gas vapour pressure. The transmitter will be installed on top of the tank and - Logging of History/Trend
lower end the Pt100 element is sealed in a tube while in the upper end there is only the ceramic diaphragm will be exposed to the tank atmosphere. Fastening - Generation/Printout of customised CTS reports
compression fitting for fastening of the sensor. The sensor cables (four (4) wires arrangement for the transmitter can be adapted to the actual installation. - Graphic presentation of all relevant data
per cable) are normally connected to terminals in a cabinet on deck. The Cabling for the pressure transmitters can either be via the temperature sensor - Control functions (Option available when integrated to the IAS.)
transmitter for the vapour pressure can also be connected to terminals in the cabinet, or via the connection box for the radar sensor.
same cabinet. 2) Data available on the screen if implemented:
- Cargo tank name
- Cargo tank liquid level
The temperature sensors can either be clamped inside the tank or mounted in an
- Cargo tank liquid volumes (total, individual and group)
open penetrated pipe. - Cargo tank temperature (average liquid, average vapour, individual)
- Cargo tank vapour pressure
- Trim, List and Draft
- ATM (atmospheric pressure)
- Miscellaneous level, temperature and pressure readings
- Alarms
- Faults/Diagnosis
- Trend curves
MN3927/LNG Pt 100 1/10 DIN Temperature Sensor - Clock
- Configuration data
- Parameter settings
- Miscellaneous Reports
- Control functions (Option available when integrated to the IAS.)

2. Displays in the System “Click on” the CTS and the picture that appears on the screen will be as below. After inserting the text start the logging “click on” OK. The “NO ACTIVITY”
will change to “LOADING” and a green lamp will start blinking.
Main Menu
When the “LOADING and UNLOADING” is completed, “click on” the “STOP
LOADING” button. The reports generated by the system is automatically printed
and stored to the system hard drive.
The picture gives the operator an “overview” of all the Cargo tanks. By licking
on the Cargo tank Name button, the following display will appear on the screen: To get back to the MAIN MENU “click on” the button “MAIN MENU”. “Click
on” the button “SETUP CONFIG” to enter this display the user will be requested
a password. After inserting password the following menu will appear on the
screen.
z On the left hand side and below the alarm window:

Status bar showing DRAFT (A, M and F), TRIM, LIST and
Atmospheric Pressure.
z Top window:
Alarm window showing the last four alarms.
z Upper right corner:

Window showing local time, UTC-time, number of alarms and fault Detailed information of the tank parameter is displayed. Moving from one tank
page. to another is easily done by “Clicking on” the tank name in the upper right
corner. “Clicking on” the CTS activity button a new pop up menu will appear on
In this menu different system parameter can be selected and changed. The
At the bottom of the main menu screen, the operator can call the different the screen.
system also allows the user to enter manual values for some parameters that will
functions and displays in the system using the function buttons. The be used instead of automatic read values. If “TRIM and LIST” is selected the
menu/function buttons also correspond directly to the keys (F1-F12) on the CTS activity, details of all the parameter of the chosen tank is displayed. In this
display the buttons “START LOADING and UNLOADING” will activate the following picture will appear.
keyboard.
logging of the system.
To fully operate the presentation program NL-300 and CTS a mouse or trackball
is required. Pointing on an actual key with a mouse click can also activate the
menu/function buttons.
To simplify the instruction the term “click on the function” is used as a short
form for “point on the function and click with the left mouse and trackball
button.”
Manually values for “TRIM and LIST” can be inserted and used in the system.
When the activity is started a sub-menu will show in the display.
Text header that shall be displayed in the CTS report is inserted.

After selected “SET IN AUTOMATIC” or “SET NEW VALUES” the system “Click on” the group name of which group you want to set-up. “Click on” the
returns back to the menu display. A new selection of function can then be made. tank you want to appear in selected group and then the tank name will be
If the operator selects “TEMP SENSOR CTS” the following display will come displayed in the group “box”. When finish “Click on” the “CARGO GROUPS”
on the screen. button then next display is shown on the screen.
Next button in the configuration menu is “CALIBRATION VAPOUR” if the

operator is sure that the vapour pressure transmitter is ventilated to ATM
pressure, the sensor can be 0 adjusted in this display.
Normally two sets of temperature sensors are installed in the tank, one set as First the sensor must be reset, and then new offset can be set and afterwards
spare. In this picture the operator can select what sensors that shall be used in the execute the setting.
CTS calculation on the different tank. “Click on” “PREV MENU” will return to Back in “MAIN MENU” “Click on” the “CARGO TANKS” a display giving
“CONFIG MENU.” If “TEMP SENSORS MAN.SET” is selected the following overview of all the tanks in the system will come on the screen.
display will show. In this display manually entered values can be inserted and
used in the system.
Returning back to the MAIN MENU “click on” the “SET-UP CARGO” the
display will be as follow:
The system also support trending of the parameters, trends can be configured by
Selecting the “CARGO TANKS” the below display will come on the screen. the operator and viewed in the trend window.
Changing of ALARM limits in the system can be done in this display.
The operator has the possibility to set-up groups of tanks that he wants
information from. One tank can be displayed in different groups if selected.
“Click on” the “CARGO TANK DETAILS” in the configuration set up menu the
following display will show. This picture gives information of radar parameter
setting.

Illustration 4.8.2a Float Level Gauge
Hazardous Area
LNG Cargo Tanks
Flush Mounting HCLE
in Panel 92 x 92
TK 2 TK 1 -0 -1 mm
RS232-RS422
Converter
Control Room
3304 Gauge 3304 Gauge

+ 2047MT Transmitter + 2047MT Transmitter
RS485
TK 3 TK 4 1761
I.S. Power Supply
I.S.RS485
110/220V
50/60 Hz
3304 Gauge 3304 Gauge

+ 2047MT Transmitter + 2047MT Transmitter

4.8.2 Float Level Gauge Materials allowing time stamping of notable events in the monitoring system. The display
(See Illustration 4.8.2a, 4.8.2b and 4.8.2c) Gauge Head Body/Cover : Cast Stainless Steel to BS100-316C16 provides the required data in an “at a glance” format. The tank ID and product
Gauge Head Cover : Stainless Steel to BS 970-316S16 contained in the tank shown. The level is shown in large 12mm high characters,
General Gauge Internal : Stainless Steel with PTFE Bearing as well as a graphic display of percentage level, tank temperature, and pressure.
Float : Poly-tetra-fluoro-ethylene (PTFE) Pre-programming of the unit is completed by menu select options using six keys.
The Whessoe float level measurement system is of conventional tanker type, but Tape : Invar Steel 64% Fe, 36% Ni, Tensile Access is protected by a user-programmed code, which can be changed at regular
uses an Invar tape to compensate for temperature variations. intervals to maintain security.
strength 46 kgf/mm2
A gauge head, containing a mechanical indicator, an invar tape tensioned by a Capacity : Up to 32 tanks
negator spring and a 12” diameter PV float attached to the lower end of the tape, 2047MT-Advanced Marine Tank Gauge Transmitter
Inputs : Level
is fitted to each liquid dome. Dimensions : 96 x 96mm DIN rack mount
The 2047MT-advanced marine tank gauge transmitter has been specifically
designed to further reduce costs of upgrading remote level, temperature and Power Supply : 24 or 48 VDC, 110/120/220/240 VAC
Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm Power : 20VA
above the tank bottom, which is secured to the trellis structure base plate. The pressure monitoring systems. The transmitter offers technical advantage by
utilizing absolute digital encoding without need for expensive potentiometers Display : Large format backlit LCD
sinkage of the float in LNG is 15mm and the minimum level which can be read
whilst maintaining full flexibility for commissioning. The transmitter has 4 on- Data Transmission : Whessoe Bus, RS-232, RS-485, or
from the gauge is 145mm.
board digital alarm connections, which can be configured from the cargo control 20mA loop
Caution room as opposed to time-consuming set up on deck. Innage / Ullage and Metric Outputs : Level
To avoid the risk of tape failure and wear on the gauging mechanism, the floats or English measurement can be selected without need for hardware modification
should be fully stowed at all times, except when taking a sounding. Care should over a 50m measuring range. Up to 5 individual spot temperature measurements 1761 Power Supply Intrinsically Safe
be taken when stowing the float as excessive tension may cause tape breakage. It can be directly interfaced along with facility for inert gas pressure measurement.
is possible for a failed tape to foul the capacitance column, resulting in the loss The new 1761 power supply has been designed to consider the ever-increasing
of gauging facilities for that tank. The system is connected using Field Bus – RS485 intrinsically safe technology demand on space within cargo control rooms. Its physical dimensions and weight
offering the advantage that it can be connected in any one loop with only 1 cable have been significantly reduced to ensure simple and flexible installation with a
To obtain the liquid level, the float is released from its stowage position using returning to the cargo control room. wide range of power supply voltage options.
the release lever, and allowed to descend freely to the liquid surface. The tank
sounding may then be read from the meter. The Whessoe gauges are checked Range : 0 – 50m DC Power Supply : 9.5v to 17v function of number of
against the Kongsberg CTS during each alternate loading. Accuracy : ±1mm Transmitters connected
Power Supply : 13 VDC from I.S supply Max. current : 150mA
Description Power : Approx. 17mA @ 12 Volts Max. no. of transmitter : 8
Elec. Connection : 2x¾” NPT Glands, 2x¾” NPT Plugs
The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical Has Area App : LCIE EExia ⅡB T4 Field Cables to Transmitters
system of accurately and continuously measuring liquid levels in the refrigerated Data Transmission : IS EIA 485 Bus
tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep Alarms : 4 level alarms The wiring cable between transmitter and receiver or between transmitter and
and at temperatures as low as -200˚C. The gauge is entirely mechanical in Housing : SGI transmitter must conform to the intrinsically safe standard.
operation and does not require any power to provide a constant local readout. Enclosure : IP56 All wiring must be designed to support 250 volts in service.
The 0 volt is floating ( not connected to the earth )
The main components are a float, invar or stainless steel measuring tape, counter 1084 Mini Receiver
mechanism, tape storage drum, and a negator spring. The gauge is float actuated, Recommended Cable:
and employs a “Tensator” spring as a counter balancing mechanism. This The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks • Copper diameter 0.8 to 0.9 mm
maintains a constant tape tension at the float so that float immersion is not simultaneously via a backlit LCD display. The 1084 Mini receiver is a stand • PVC or polythene insulation
affected by the length/weight of the tape throughout the measuring range. The alone display unit designed to read the data sent by up to 32 inventory • 2 twisted pair screen or braid with continuity wire
accurately perforated tape transmits float movement to the sprocket wheel, which management instruments. The information is displayed on a large format, backlit • PVC sheath
drives to the counter mechanism. This transmits via a magnetic coupling across LCD display for easy viewing, which can then be retranslated and sent to a DCS, • Armoured steel protection
a solid barrier flange which completely isolates the counter chamber from the or host computer system. This is achieved by an easy to use tactile user interface. • External sheath hydrocarbon resistant
tank atmosphere. The unit provides complete on-site configuration to industry standard protocols
in 3 serial ports, with 4 programmed alarm relays (flexible baud rates). It has The 2047MT requires 4 wires, but if multi-core cable is used to support wire
Range : 0 – 54m (164 ft) been designed to consider minimal fixing dimensions for DIN rack mounting damage or future options, the 2047MT wires must be screened.
Accuracy : ±7.5 mm (gauging LNG over 45m (96mm x 96mm). The receiver systems include RS232C, EIA-485 and 4-20mA. The transmitter body must be connected to tank earth, and all intrinsically safe
range using 255mm diameter pan The unit is based on 16-bit micro controller technology with memory battery standards, if used, must be carefully followed.
float in a 12” Stillwell) backup. A single buzzer is available as well as 4 programmable relays.
Repeatability : ±4 mm Max. current : 150mA
Operating Pressure: 3.5kg/cm2 (50 psi)/0.4MPa (60 psi) The unit is based upon a 16-bit architecture micro-controller, and has a battery Max. transmitter : 8
Product Temperature Range: -200°C to ambient back up with a 10-year shelf life. Additionally, the unit has a real time clock

Non I.S Cabling to Control Room Equipment

Illustration 4.8.2b Float Level Gauge Illustration 4.8.2c Float Level Gauge
A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084
114 150
components. This should have a conductor size of 24 AWG (7/32 AWG) tinned Gauge Head Shown without
copper conductors, with PVC jacket for extended cable life. Forward AFT
Rewote Transmission 68
ow
Cable Glands for 2047MT transmitter 85 ut
Wi
nd
Readout Window
o
ad
Re
al
L oc
Type : Flameproof EExd ⅡC / EExe Ⅱ 2-holes 16 Dia. for Handle
M16 Screws Gauge Head
Manufacturer / Model : CAPRI:848794
25
Material : Brass Inspection Plate Support
Handle in Stower and
Gauge Warring Position
Stating Operation of
Gland Size: 7
425 Approx
Crank Handle
515
Entry Thread Size : ¾” NPT
152.5
Screw
Nut across flat (A/F) : 30mm Flat Faced Flame

Seal Washer
Inner Sheath : 8.5 – 16mm
267
Support
Outer Sheath : 12 – 21mm
190.5
Spring loaded automatic (Not Whessoe Cushion Spring Inspection Hatch
151
float lock up and datum Supply)
Armour : 1.25 plunger "PULL" to release
float
(125mm)
5" Min.
Inspection Chamber
(Not Whessoe Supply) 55
12" Gate Valve

(Not Whessoe Supply)
Tape Clamp
12"
Multi-stand Flexible (305 mm)
Stainless Steel Wire
Plunger
Tank Top
Float Well
Float Recovery Plate

Magnetic Stainless Steel
76
Flat Body P.V.C.
Closed Cell Rigid Foam
755 Dia.
120 Maximum Clearance 120 Maximum Clearance

Tank Bottom Tank Bottom

4.8.3 Trim-List Indicator
The ship is provided with a fixed Trim-List Indicator system for the Custody
Transfer System.
Specification
Maker : Kongsberg Maritime AS.
Type : Dual axes high precision inclinometer.
Range : ± 2° trim, ± 5° list
Accuracy : List: ±0.0025 degrees (±0.05% FSO)

Trim: ±0.001 degrees (±0.05% FSO)
Power supply : DC 24 V
Output : 4~20 mA (separate signals, common 0V)
Operating temperature range : -40 to +80°C
General
A dual axes high precision inclinometer is to be used for trim and list corrections.
The inclinometer is a dual close loop instrumentation transducer, which can
measure angles along two perpendicular directions. The sensing element is a
galvanometer pendulum associated with an optical position sensor. The signal
outputs are proportional to the sine of the angles (component of the gravity
acceleration). When the instrument is submitted to a certain angle, alpha, the
pendulous mass tends to move in the direction of the inclination. The position is
detected and converted into a current, which feeds back the galvanometer in
order to bring back the initial position. This current proportional to the measured
gravity passes through a precision resistor and provides the output signal. An
output amplifier allows low output impedance.

Illustration 4.9 Nitrogen Generator
PERMEATE VENT OFF-SPEC.

TO ATMOSHERE TP
N2 VENT TO ATM.
4 TP
3
AAHH AAH MAH
DN 40
1A 1A 1A
DN 50
CONTROL AIT MIT FI FAH
1A 1A 1A 1A
PANEL
ZERO (GAS)
5.1A
DN 50
FI
400V, 60Hz 440V 60Hz 2A S
EL. SUPPLY TAH DN 25
EL. SUPPLY
2A
CALIBRATION XV-3A
IV-5A IV-7A
EL. SUPPLY
PDA
220V 60Hz
SPAN
1A
TAH TIC PAL
FEED AIR COMPRESSOR FAC-1A 2A 1A
ME
CONTROL 1A
1A
PANEL INLET
STARTER FILTER
PCV-3A
DPS
COMPRESSOR A PS PI PDI PDI TS TE PI TI PS PCV-2A PI
TP 2A 3A 3A 1A
1A 2A 1A 4A
1A
AFTER WS-2A
WS-1A F1A F2A IV-3A IV-4A V-4A IV-5A S
COOLER DN 25
M EH-1A MS-1A FIT
1A
TP DN 40 DN 25
OIL 7A V-1A FCV-1A XV-2A CV-1A
SEP. EL HEATER
OIL OIL TI TS V-15A
FILTER COOLER FCV-2A TI
LA 1A
S
4A
S S S
XV-4A
V-16A
S AD AD AD
1A 2A 3A DN 50
AD
4A V-5A V-6A V-7A
TP TP TP
8A 9A 10A AAHH AAH MAH
1B 1B 1B
CONTROL AIT MIT FI FAH
DN 50
V-16
1B 1B 1B 1B
PANEL
ZERO (GAS)
5.1B
FI S
400V, 60Hz 440V 60Hz 2B DN 25
EL. SUPPLY TAH
EL. SUPPLY
2B XV-3B
IV-5B
CALIBRATION IV-7B
EL. SUPPLY
PDA
220V 60Hz
SPAN
1B
TAH TIC PAL
FEED AIR COMPRESSOR FAC-1B 2B 1B
ME
CONTROL 1B
1B
PANEL INLET
STARTER FILTER
PCV-3B
DPS
COMPRESSOR B PS PI PDI PDI TS TE PI TI PS PCV-2B PI PI
1B 2B 1B 2B 3B 3B 1B 4B 7
AFTER WS-2B
WS-1B F1B F2B IV-3B IV-4B V-4B IV-5B S IV-9
COOLER
DN 25
M EH-1B MS-1B FIT
1B
TP DN 40 DN 25
OIL 7B V-1B FCV-1B XV-2B CV-1B
SEP. EL HEATER
OIL OIL TI TS V-15B TP
FILTER COOLER FCV-2B TI
1B
DN 25
LA 1B
S
4B
S S S
XV-4B
V-16B
S AD AD AD
NITORGEN GENERATOR
1B 2B 3B
AD
4B V-5B V-6B V-7B
DN 15
TP TP
TP TP TP 6 2
8B 9B 10B PAH PAL PI START/STOP START/STOP
5 5 5 SYSTEM A SYSTEM B
PSV
21 TP
24
TP SET : PT PI PS PS
COOLING F.W 5 1,300 kPa TP
5 6 2A 2B
25
INLET
V-21 V-22 IV-23 IV-24
COOLING F.W TO E/R BILGE TP
OUTLET 23
V-13 TP
BT-1 27 INSTRUMENT BOARD
NITROGEN
V-23 V-14
KEY BUFFER
TANK DN 50
COOLING WATER TO CONSUMERS
V-22 V-21
COMPRESSED AIR
TP TP
NITROGEN 22 21
TP
26
V-24

4.9 Nitrogen Production System 3. Process Description Dew point of 100% pure N2 : Below -80 °C
1. General The compressed air supply to the units is fed from the E/R control/service air 2) Chemical Properties
(See Illustration 4.9a) system. Compressed air with no liquid slugs is fed to the Nitrogen generator and
passes through a filter package which will protect the membranes from any Nitrogen is considered as an inert gas; it is non flammable and without
Two membrane type nitrogen generators, installed in the engine room, each harmful particles, oil, and water condensate. chemical affinity. However, at high temperatures, it can be combined
produce gaseous nitrogen at a rate of 90Nm3/h which is used for the with other gases and metals.
pressurisation of the insulation spaces, as seal gas for the HD and LD The air then passes through an electric heater which will heat the air to
compressors, fire extinguishing in the vent masts and for purging the fuel gas approximately 50 °C which is the optimal temperature to reach the design Warning
system and various parts of the cargo piping. capacity. The heater is controlled by a temperature controller receiving its signal Due to the absence or to the very low content of oxygen, nitrogen is an
from a temperature transmitter located downstream of the heater. A temperature asphyxiant. At liquid state, its low temperature will damage living tissue and any
Specification switch in the heater and in the piping will protect the heater and the membrane spillage of liquid nitrogen on the ship’s deck will result in failure as for LNG.
Manufacturer: Air Products from over-temperature. Membranes can withstand temperatures up to approx.
Operating Principle: Membrane Separation of Nitrogen 85~90 °C without being damaged. To avoid any potential overheating, heater 5. Alarm and Trip List
from Air shut down set point is 65 °C.
Ambient Temperature: Min. 20°C, Max. 50°C
Alam Item Alarm Monitoring
Ambient Relative Humidity: Max. 80% The heated air is now fed via a manifold to each individual membrane separator Set Point Remark
Sensor Type Location of Sensor
Max. Capacity: 90 Nm3/h x 2 sets and the product exiting the membrane is nitrogen.
TAH Air Heater High Temp. System
N2 Purity (N2+Argon): 97vol % The nitrogen is collected in a manifold and passes a flow control valve which 120 °C
Temp. Switch Feed Air Heater shutdown
N2 Dew Point at atm Press.: -70°C will be set for the design capacity. A variable area flowmeter is installed to
N2 Discharge Pressure (Process design): 650 kPaG (At skid outlet/tank inlet) TAH Feed Air High Temp. System
monitor the nitrogen flow. 65 °C
N2 Buffer Tank Start/Stop Switch: 300 / 650 kPaG Temp. Controller Downstream Feed Air Heater shutdown
Outlet Temperature: Max. 50°C MAH Dew-point level High
Downstream of the flowmeter the flow control valve (FCV-1A/B) is installed to -60°C Alarm
Dew point Analyser Dew-point Analyser
maintain a constant process flow hence approximately constant product purity.
Nitrogen Buffer Tank (Horizontal) AAH Oxygen Content High
When this valve is set, the nitrogen consumption cannot exceed the package 3.5 % Alarm
Capacity: 24 m3 Oxygen Analyser Oxygen Analyser
design capacity, in this way ensuring that a high oxygen content will not occur
Mech. Design Temperature (Min/Max): 0 / 70°C AAHH Oxygen Content High High System
during operation in spite of variation of the skid outlet pressure. 4.0 %
Mech. Design Pressure: 1.3 MPaG Oxygen Analyser Oxygen Analyser shutdown
Hydrostatic Test Pressure: 1.95 MPaG PAL Feed Air Pressure
Max. Operating Pressure: 1.0 MPaG (Max. normal 650 kPaG) The Oxygen analyser will continuously monitor the oxygen content in the 600 kPaG Alarm
Pressure Switch Pressure Switch
Pressure Safety Valve – set pressure: 1.3 MPaG product nitrogen. If for any reason oxygen content rises above the design value,
an alarm will be initiated. If the oxygen content rises further, a second alarm XA Emergency Shut-down System
N/A
(oxygen content high-high alarm) will be initiated, close the delivery valve (XV- Push Button Control Panel shutdown
Feed Air Compressor
Maker: Tamrotor 1A/B) and open the purge valve (XV-2A/B). When oxygen content has fallen to XA Control System Failure System
N/A
Type/Model: TMC 54/13 EWNA limits within specification, the purge valve will close and the delivery valve will Alarm Relay Control Panel shutdown
Operating Principle: Screw Type, Oil Flooded open to supply nitrogen again. FAH Nitrogen Flow 3
100 Nm /h Alarm
Operating Environment: 85 %(Relative Humidity) Flow Transmitter Flow Transmitter
Operating Temperature (Min/Max): 0 - 50°C The nitrogen is stored in a 24 m3 Nitrogen Buffer tank, where high and low PAL Nitrogen Buffer Tank Press.Low
150 kPaG Alarm
Capacity at Normal Working Pressure: 5.2 m3 /min FAD service pressure set points actuate the starting and stopping of the generators. Pressure transmitter Pressure Transmitter
Normal Working Pressure: 1.2 MPaG PAH Nitrogen Buffer Tank Press.High
900 kPaG Alarm
Max. Working Pressure: 1.3 MPaG 4. Physical Properties of Nitrogen Pressure transmitter Pressure Transmitter
Min. Working Pressure: 0.3 MPaG XA Compressor Fault System
Nitrogen is the most common gas in nature since it represents 79 % in volume of NA
Alarm Relay Control Panel shutdown
2. Control Systems and Instrumentation the atmospheric air. At room temperature, nitrogen is a colourless and odourless ADA Auto Drain Failure Level High/ System
gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions. Auto Drain Sensors Auto Drain Valve Unit Failure shutdown
The control panel permits fully automated and unmanned operation of the units. When liquefied, the temperature is -196 °C under atmospheric pressure, density
The following alarms and controls are mounted on the control panels. of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
y System status indications 1) Properties of Nitrogen

y Push button for audible alarm acknowledgement
y Continuous N2 delivery pressure Molecular weight: 28.016
y Continuous O2 content reading Boiling point at 1 bar absolute: -196 °C
Liquid S.G at boiling point: 0.81
y Dew point analyser
Vapour S.G at 15 °C and 1 bar absolute: 0.97
y Electrical heater temperature control Gas volume/liquid volume ratio at -196 °C: 695
y Emergency stop push button Flammable limits: None

Illustration 4.10a Inert Gas and Dry Air System
TI T ZA
H
PZ A
H
PI Dry Inert Gas
4 40 4 4 40 7 4 41 0 4 40 8
PI PZ A Upper Deck
1 50 3 1 50 5 L
4 41 1 4 40 9
Instrument Air 1 50 4 1 50 6
Weather Deck PI C
2 11 2
S P
P 5 44 1
2 11 1 FW Rinsing 4 40 1 Purge To 5 45 1
5 45 2
S 5 44 2
1501 1502 E/R Outside on Deck
PI C
Hose Conn. GS
b
1 50 9 PC PC
PC
4 20 9
4 20 8 4 20 6
PI
4 20 2
R404A Discharge 5 45 0 5 44 0
H TI
TI T ZA
H
2 30 7 PC
To Outside TC T IS 5 05 6
Cooling Water 2 31 1 2 31 2 Rinsing 4 20 3 4 21 0
4 20 7
4 12 7 4 12 5 5 45 7 5 45 6 5 45 3
5 05 7 5 05 8 5 45 9 5 45 8
2 13 2
Water Hose Conn. 4 10 2
2 31 0
Liquid Separator
Drain Within Cooler
2 11 4 S 5 43 0
4 20 4 Drain Within
S
2 30 9 4 20 5
4 12 2 Dryer Coaming Dryer Coaming Cooling
TI
B C 4 21 4
P
S S
P 5 43 7
Water
2 10 5 2 34 4
4 22 5 R404A 4 10 3
Sample Gas 5 01 7 5 01 6
5 02 3
5 02 6
5 02 7 D rain 5 43 6
5 01 3
4 02 1 Charging GS GS
rator To Oxygen Analyser b b

S S
2 10 3 S
4 12 3 4 13 1 4 12 8 Evapo 4 11 7 5 01 4 5 02 4
Filling
S
5 01 8 P P 5 02 8
5 01 2 5 02 2
1 06 2 1 05 6 2 04 0 XZ A 2 30 8 PI
4 13 3
H
PI TI PZ A
2 02 2 4 00 3 S 4 41 5
Fuel PI
1 00 3
1 63 6 1 63 9
L
5 40 5
rner
Oil PZ A PI PI 1 63 7 XZ A
4 21 7 4 41 4
S
1 00 6 1 05 3 2 03 7 GS GS GS GS
1 05 4
Pilot Bu 2 12 1 Washing / Cooling LI a b a b
1 00 4 4 10 5 TI
PI PZ A
1 00 2
1 01 2
P H P 2 03 8 L
Tower 4 00 8 4 00 6 5 01 1 5 02 1 5 40 8
5 40 1
Ambient Air
Main B A
Fuel 1 00 1 1 05 1
1 05 2
1 05 9 2 03 2 2 04 2 urner H
T ZA Scre en
5 40 9
Oil TI 4 13 7 PI PZ A P
P H 2 00 3 4 02 6 1 11 U 5 30 5 L 5 40 2
5 40 7
M F.O. Pump PI
2 01 2 Combu
2 32 2a
H
4 12 0
4 10 4
Demister 5 30 4 5 30 6
5 30 1 5 30 2
1 06 0 2 03 3
2 01 3 stion C L ZA
4 01 2 4 04 0
Vessel Steam
hambe 2 32 2 T ZA
M Fan
r 4 00 4
4 10 9 4 11 6
Instrument
TI
5 22 5
5 40 3 Heater
H
PZ A Motor PT
5 40 4
5 10 1
2 01 0
4 13 9
4 13 5
Air Filling
6 00 6
Filling
S 2 01 4 2 31 3
R404A
H S 4 10 8 4 11 9
Sample Line 6 00 5 5 40 6
Upper Deck
AS
PZ A Rinsing Water Compressor 4 13 0 Drain Drain
D 5 00 4 D
H
5 00 5
Steam 5 10 9a
P
2 05 3 L
2 01 1
A
4 13 2 4 12 6
4 12 4
PI
T ZA
5 21 6 Heater 5 10 8a
2 01 5 5 10 1 5 11 0a 5 11 1a
2 05 0 G S G S H 4 11 1 DEWPOINT 5 25 1
5 25 2
a b
H
2 32 4 4 00 5 PC
ANALYSER
PI
PZ A
Oil 4 21 2
T AG No . 71 00 5 08 4 5 09 4 S
2 05 1 2 05 2
2 31 8
2 32 1
Lub. Oil Charging 4 01 5 Separator (2 X) (2 X) P
5 11 4
5 11 0
5 11 6
Excess Air (Hot) 2 31 5 2 31 9 2 31 4 + T ra ci ng a n d
In sula tio n
4 01 0 PC
4 21 1
4 11 3 S S 5 11 5
S
To Outside Drain TC
5 10 9
4 01 9 5 08 3 PC V
5 11 3
4 00 7 4 01 1 PI
4 01 6 4 03 0 4 13 8 4 12 1 D rain PI P P PI
P 5 10 5
TI
2 31 7
PC
Vessel 1 5 06 1 5 08 2 5 09 2 5 07 1 Vessel 2 5 10 6
5 10 8
2 21 7 4 11 8 S 5 00 2 5 00 3
4 22 2 5 06 2 GS GS GS GS
Ambient 2 20 2 Load Water Line a b a b 5 07 2
PC 5 11 2
Air 2 20 4
PC
8 00 7
4 22 1
4 31 9
5 08 1 5 09 1
S 5 10 7
2 20 1 2 20 5 5 11 1
P
5 10 4a
M 2 20 3
PI C
4 03 2
S
5 10 4
5 10 3
2 32 3 5 00 7 5 00 8
E-Mo to r Blower 1 PZ A
2 32 0 D PT
2 42 5 4 31 2
P
Pilot Receiver
2 41 1 5 03 2
L
AS Drain Drain 5 10 2
2 41 0
4 31 5 5 03 3
H Condensate
24 P R404A Discharge 4 30 6
T IC
G 20 5 41 2 T ZA
2 22 7 Rinsing 24 C
21 G To Outside
5 03 1 5 41 4
a/ S
Ambient 2 22 2 b LI LC
4 31 8
P 5 05 1 P
L
H
T ZA Steam
2 32 5 H 5 04 1
Air 24
19 G
PT
4 30 8 4 31 1
4 31 7
R 40 4 A DR AI N
S
5 04 2
GS GS
5 05 2
S
TT
5 41 5
TT
5 41 3
5 41 6
2 22 1 2 22 5 2 22 4 P a /bS 4 30 4 4 03 1 Ve n t 4 31 6 b b
AS 2 41 7 2 41 5 24
30 Package Ve n t PI 4 30 5 Electrical
4 33 3
M 2 22 3
PI C PI C Orifice to be GS
a/b Unit PC
TI
4 30 9
4 31 0
4 30 7 5 04 3 5 05 3
Heater
1 63 8 1 63 3 4 32 6 4 31 4 5 41 1
Adjusted on Board S 4 32 1 4 33 4
Condenser 4 30 1 4 31 3
E-Mo to r Blower 2 1 63 2 1 63 2 2 31 6
2 41 6 Washing/Cooling
S S PI C
PI PI PZ A
AS
Water Overboard 4 30 3
PC V
4 32 4
1 62 2 1 62 6 1 63 4
PC L C
GT
1 62 4 AS
Steam 1 62 1 1 60 2 1 62 3 1 62 4 P 1 63 5
To Bilge
4 32 3
H
B
1 60 1 1 63 1 Hold Tank W a te r Se a l
1 62 5 Fresh Water
1 60 6
1 60 3
Drain / 4 32 5
Decompr
1 60 5 Drain Fresh Water
Condensate 1 60 4
Within Chamber Key
4 32 7 4 33 1 W a te r F illin g
Coaming C ap
Sea Water PZ A TI
4 32 8 L 4 32 9
PI
4 33 0 Steam Line R-404A Line
Fresh Water
To Dryer Unit
Diesel Oil Line Fresh Water Line
Rinsing Water Sea Water Line Air Line
Drain Inert Gas Line Condensate Line

Condensate

4.10 Inert Gas and Dry Air System during operation, independent of pressure fluctuations in the piping system. This of the compressor.
(See Illustration 4.10a) is done via a pressure control valve at the end of the installation. - Level controlled expansion valve.
- Evaporator pressure control valve.
1. General 3. Blower Unit - Refrigerant condenser with water regulating valve at cooling-water
outlet.
The inert gas/dry air plant is located in a segregated compartment in the engine The air required for combustion is supplied by means of a blower unit. This unit - Flooded type inert gas cooler.
is direct driven and mounted on a frame with vibration isolators, coupling-guard, - External demister.
room. It produces inert gas or dry air for the inerting, purging and aerating of the
flexible hose connection, non-return valve, combined filter suction silencer and - All safety equipment.
cargo tanks and associated piping systems prior to and after refits or other
discharge silencer.
inspection periods. The operating principle is based on the combustion of a low
7. Inert Gas Dryer
sulphur fuel and the cleaning and drying of the exhaust gases. The inert gas/dry
4. Ultramizing Burner
air plant is locally operated. The connection to the cargo system is made through In this equipment the inert gas is dehumidified to the required final dewpoint. A
two non-return valves and a blind flange valve, which is normally in the closed A good combustion process is the first requirement for a reliable inert gas desiccant, adsorbing the water still contained in the inert gas now effects drying.
position. generator. The burner is special design according to the Smit Ultramizing System. The inert gas dryer has two vessels, while one vessel is in drying operation, the
In this design the fuel oil is atomised in two steps. First a conventional nozzle second vessel is being regenerated.
Specification sprays the oil , supplied under pressure to the burner. Then the oil spray is The changeover from drying operation to regeneration is automatically
Manufacturer: SMIT Gas System subjected to a tangential impulse flow of combustion air, which added to the controlled. Provisions have been included to ensure that the regeneration process
Type: Gln 14,000 – 0.25 BUFD mainly axially orientated impulse flow of the oil spray itself, results in an ultra- will be fully completed after the generator has been stopped.
Capacity: 14,000 m3/h fine dispersion of the requid. Vessel changeover takes place every eight hours. The vessel is regenerated by
Discharge pressure: 25kPa The tangential impulse flow of combustion air is created by supplying the air flushing it with hot air of about 150℃. No inert gas is required then, the water in
Dew point: Max. -45°C after expansion to atm- through slots in an atomisng ring, which is fitted at the end of the burner gun. the adsorbent is evaporated by the hot air and carried off in the flushing stream.
ospheric pressure The combustion process guarantees that absolutely no soot will be produced, not Heating of the air can be done electrically and by steam. The dryer has to be
Temperature: About 30°C Average (Max. 65°C even at understoichiometric conditions, e.g. during combustion-air shortage, insulated. Smit Gas System will do insulation of the dryer with glass wool
during switch-over of dryer vessel) caused by a lower speed of the combustion air blower, which could occur by (thickness 50 mm).
Tyical gas composition (on dry basis)- voltage and/or frequency fluctuations in the electrical supply. Soot cannot be The electric heater controls the temperature of the regeneration air. The hot air
Oxygen (O2): Max. 1.0 vol.% tolerated in the plant, neither in the ship’s cargo tanks nor in the piping system. goes in counter flow through the vessel that just finished the adsorption period
Carbon-dioxide (CO2): Max. 14 vol.% To prevent soot formation, especially on the long run, a stable and well-balanced and was depressurized (5016/5026 valve is open for depressurization via 5453,
Carbon-oxide (CO): Max. 100 ppm combustion process is obligatory. valves 5011/5021 and 5081/5091 are open during adsorption). The hot air leaves
Sulphur-oxides (SOx): Max. 10 ppm the vessel via 5016/ 5026.
Nitrogen-oxides (NOx): Max. 100 ppm 5. Inert Gas Generator The regeneration is stopped on the regeneration air temperature (5057). Now the
Nitrogen (N2): Balance cooling period starts. Valve 6440 opens, while 5401 closes (automatically). At
Soot (On Bacharach scale): 0 (= Complete absence) The combustion chamber is cooler by a water jacket. Scaling in the cooling- the same time valve 5031 opens to fill the cooling circuit with dry inert gas.
water jacket of the combustion chamber is prevented both by the low Valve 5450 keeps the circuit under a slight over-pressure (approx. 200mm WC).
2. Working Principle temperature rise and the positioning of the openings for the supply and discharge 5031 remains open. The fan sucks inert gas through the cooler and starts
of the seawater. circulating the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves
Inert gas produced by the combustion of oil with air, followed by further The inert gas coming from the burner has a rather high temperature and contains will be open for 1 hour (5016, 5026,5011, 5021 all open) to have parallel drying
treatments in order to obtain the required quality and properties. The combustion sulphur oxides. of both vessels. The regenerated vessel is now ready for the next adsorption
is a chemical reaction between the hydrocarbon and oxygen, mainly producing In the cooling/ scrubbing section the construction ensures an intense contact period alone.
carbon dioxide and water. The water is condensed for the greater part. between gas and water, reducing the inert gas temperature and the content of
The nitrogen of the air leaves the generator unchanged. Some small rest sulphur oxides. Water droplets are separated, by means of a demister, before the 8. Pressure Control System
quantities of carbon monoxide and hydrogen may remain. Thus, the inert gas gas leaves the generator.
produced mainly consists of nitrogen and CO2. A pressure control valve maintains a constant pressure in the inert gas generator
The hot combustion gases are cooled, first indirectly in the combustion chamber 6. Refrigeration Unit (R404A refrigerant) system, in order to guarantee the specified gas quality. The pressure in the inert
by a seawater cooled jacket. The principal cooling, however, occurs afterwards in gas generator is not affected by variations behind the pressure control valve.
the cooling section. This unit cools the required quantity of inert gas or dry air. The capacity of the
Because of the intense contact between inert gas and seawater in the cooling plant is automatically controlled over a range of 0-100% to adapt the cooling 9. Electrical Equipment
tower, the inert gas temperature is decreased close to the seawater temperature, capacity to the seawater temperature, which may vary between 0-32 ℃. This is
while corrosive sulphur oxides are washed out of the inert gas. The cooling / necessary to prevent the condensing water from freezing.
1) Panels
scrubbing water leaves the generator through the waterseal. At the end of the The materials applied in the inert gas cooler are adapted to the presence of
seawater vapours in the inert gas. The system has several panels for starting, control and safeguarding:
cooling section the gas is passed through a demister to separate the water
droplets from the gas stream. Further removal of the water takes place in two
The unit consists of: - One main separately installed control panel to control the inert gas
steps. The gas is cooled down in a refrigeration unit first. The bulk of the water
- Compressor unit with capacity control (by unloading the cylinders by generator (combustion and scrubbing) and the whole system. This
present in the gas is condensed and drained. Then in the first stage, the water is
means of valve lifting regulated at suction pressure); at lower capacity , panel is giving ‘instructions’ to the local panels (automatic starting of
removed by adsorption in a desiccant dryer. The roots type air blower supplying
the capacity is controlled by hot gas flowing from a high pressure side fuel-oil pump and blower, checking conditions on refrigeration and
the combustion air to the burner achieves the required final pressure of the gas.
of the compressor thorough a by-pass control valve to the suction side dryer site). It has a mimic diagram in the front. In case of a failure, a
The pressure inside the plant is maintained constant to ensure a stable flame

sound will be given and the direct cause of the failure will be indicated content of combustibles CO + H2). The generator will not stop at alarm
in the mimic. condition. This enables the operator to change the adjustment of the fuel/ air
- One starter panel for fuel oil pump, for mounting close to the motor. ration and to see the result. The inert gas produced is purged at alarm condition.
For remote indication or recording a 4-20 mA signal is available.
- One starter panel for blower, for mounting close to the motor. Both
panels contain a circuit breaker (with manual and automatic 12. Operation
disconnection), thermal overload protection, starter relays and hour
counter (ammeter is optional). - First of all manual valves for utilities (seawater, fuel, etc.) will be
opened.
- One control/ starter panel, mounted on the refrigeration skid for fully
independent starting and control of the refrigeration unit, completely - Main switch is actuated.
cabled to the components on the skid, with mimic in the front.
- Switch for starting refrigeration unit and dryer is actuated.
- One control/ starter panel, mounted on the dryer skid for fully
independent starting and control of the dryer unit completely cabled to - Now the generator can be started by operating a switch. This is possible,
the components on the skid, with mimic in the front. since the complete starting process is fully programmed and
safeguarded.
2) Electrical connection of the various main parts
- The purge line is open when the generator is started.
All electrical equipment on the inert gas generator main units will be cabled.
All cables will end in a connecting box fitted to the generator and in the control The starting program runs as follows:
panels on the refrigeration and dryer unit.
The interconnecting cabling between these connecting boxes, the control panel, - The blower purges the system with air before the pilot burner is ignited
the electric motors, etc., is no part of our of our delivery. by a spark plug.
We deliver a diagram of connections with numbers and sizes of cables, and
showing the terminal numbers of all electrical equipment delivered by us. - The pilot burner is ignited; as soon as the flame is detected the main
burner is started.
10. Protections and Safety Devices
- After flame detection of the main burner and flame stabilization, the
The generator is equipped with several protections and safety devices, which are pilot burner is shut down.
partly shown in the flow diagram. There are direct and indirect-acting protections
and safety devices. - After 4 minutes of purging after start, the delivery line is opened and
Direct-acting protections are breakers, pressure relief valves and water-seal; they the purge line closed, provided that the oxygen content is correct. If not.
are operated by the medium they have to protect. Indirect-acting protections are The purge line remains open until the correct fuel/ air ratio has been set
components which continuously compare the actual process value to a set value; and the correct oxygen content is obtained.
if this set value is reached or exceeded, they will give a signal to the signalizing
system which undertakes the required actions in the generator operations. - For longer standstill periods it is recommended to purge the seawater
Combined with limit switches, these protections and safety devices from a series cooling system with fresh water.
of conditions for safe and proper operation. The high water level alarm of the
washing/ scrubbing tower will be always alert, also if the generator is totally - An extra contact is available in the control panel for connection to the
switched-off; this alarm is fed by the ship’s emergency system. (IAS-system). ship’s main control room to allow for a remote stop of the generator.
Level switch (2322) is equipped with two switches for the purpose.
13. Maintenance
11. Oxygen Content Measurement
Hardly any maintenance is required owing to the application of high-quality
The classification authorities prescribe a continuous check (indication and alarm) components and the selective choice of materials. Components requiring
of the analyzer constantly indicates the oxygen content in the inert gas and will maintenance as well as vital parts will be always situated at a readily accessible
effect an alarm when a set maximum or minimum quantity of oxygen is place. In the instruction manual you will find a clear description of the
maintenance procedures.
exceeded. The highest value is determined by the application of the inert gas.
The lowest value protects against under-stoichiometric combustion (too high

6. Alarm and Safety Device
1) Inert Gas Generator Alarm and Safety Device 2) Cooling Unit Alarm and Safety Device
Audible , Visible Alarm

After Purge and Blower Stop
Audible, Visible Alarm LCRP

Delivery Valve 6041 Closed
Cooler Unit Failure

Compressor Stop
Purge Valve 6021 Open
Common Fault LCRP

Description POS Set Point (2)
Water Pump Stop

Description Pos Set Point (3)
Check
Blower Stop
Burner Off
IAS
FOD Stop
Check
1 Emergency Stop ㅇ (1)
IAS
2 Compressor Motor Failure H 4002 … A ㅇ ㅇ ㅇ
1 Emergency stop ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ (2) ㅇ ㅇ 3 Discharge Temperature H 4004 120 °C ㅇ ㅇ ㅇ
2 Power failure ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 4 Discharge Pressure L 4006 2.1 MPa ㅇ ㅇ ㅇ
3 Fuel pump failure 1013 … A ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 5 Suction Pressure L 4003 100 kPa ㅇ ㅇ ㅇ
4 Generator Trip ㅇ 6 Lub. Oil Pressure L 4024 150 kPa ㅇ ㅇ ㅇ ㅇ
5 Fuel Oil Pressure L 1053 1 MPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 7 IG-Temperature outlet L 4403 0 °C ㅇ ㅇ ㅇ
6 Instrument Air Pressure L 1505 500 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 8 Cooling Water Pressure Low L 4328 100 kPa ㅇ ㅇ ㅇ
7 Combustion Air Pressure H 2010 45 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 9 PLC battery Low L ㅇ ㅇ
8 Combustion Air Pressure L 2011 5 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ Note:
9 Steam Pressure 100% mode L 1634 250 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ (1) No audible alarm
10 Steam Pressure 50% mode L 1640 150 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ (2) Set points will be final after testing
11 No Flame Main Burner 2022 (1) ㅇ ㅇ ㅇ (1) ㅇ ㅇ ㅇ ㅇ ㅇ
12 No Flame Pilot Burner 2121 ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
13 Blower Motor 1 Failure 2203 295 A ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
3) Drying Unit Alarm and Safety Device
14 Blower Motor 2 Failure 2223 295 A ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
Audible , Visible Alarm

15 CW Outlet Temperature H 2312 55 °C ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
16 CW Inlet Pressure L 2320 150 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
17 CW Inlet Pressure H 2321 100 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ Description
Dryer Failure
POS Set Point (2)
18
Dryer Stop
Water Level H 2322 ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
19 IG Outlet Temperature H 4407 35 °C ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
Check
20 IG Outlet Pressure H 4410 40 kPa ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
IAS
21 Cooler Unit Failure ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ
22 Dryer Failure ㅇ ㅇ ㅇ 1 Emergency Stop ㅇ ㅇ (1)
23 Dryer Stop ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 2 Fan motor Failure 5404 … A ㅇ ㅇ
24 IG-Temperature cooling unit Outlet H 4402 7 °C ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ ㅇ 3 Heater Temperature H 5416 300 °C ㅇ ㅇ
25 IG-Temperature drying unit Outlet H 5216 60 °C ㅇ ㅇ ㅇ ㅇ ㅇ 4 Heater Outlet Temperature H 5414 170 °C ㅇ ㅇ
26 Oxygen Content HH 8006 1 % ㅇ ㅇ ㅇ ㅇ ㅇ
5 Heater Outlet Temperature L 5414 140 °C ㅇ ㅇ
27 Oxygen Content H 7001 0.6 % ㅇ ㅇ ㅇ
6 Heater Failure ㅇ ㅇ
28 Oxygen Content L 7001 0.25 % ㅇ ㅇ ㅇ ㅇ ㅇ
7 Instrument Air Pressure L 5305 600 kPa ㅇ ㅇ ㅇ
29 Oxygen Analyser Failure 7001 ㅇ ㅇ ㅇ ㅇ
30 Dew point H 7101 -40 °C ㅇ ㅇ ㅇ ㅇ ㅇ 8 Heating Time Too Long 5058 120 °C ㅇ ㅇ
31 IG Delivery Pressure H 6053 25 kPa ㅇ ㅇ ㅇ ㅇ ㅇ 9 Suction Temperature Of Fan H 5409 75 °C ㅇ ㅇ
32 PLC Battery L ㅇ ㅇ 10 Valve Position Failure ㅇ ㅇ
33 Purge Failure ㅇ ㅇ 11 PLC Battery L ㅇ ㅇ
Note: Note:
(1) With automatic drain selected (Switch S11 on panel 2) (Active during ignition of main burner only) Drain valve 2415 (1) No audible alarm
will be opened and control valve 2419 will be closed. (2) Set points will be final after testing
(2) No audible alarm
(3) Set points will be final after testing

Illustration 4.11a Gas Detection System

Cargo Manifold (P)
Passage Way
27 26
11 8 5 2
12 9 6 3
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Stop Valve No.4 No.3 No.2 No.1
(To be located
at safety area)
No.4 10 Gas Dome No.3 7 Gas Dome
No.2 4 Gas Dome
No.1 1 Gas Dome
El. Equip. RM
Main Panel
Liquid Dome Liquid Dome Liquid Dome Liquid Dome
Anlysing
Unit
El. Motor RM Cargo Machinery RM
Air Supply
29 28
Passage Way
Cargo Manifold (S)
No.4 No.3 No.2 No.1

Vent Vent Vent Vent
Mast Mast Mast Mast
Drain
C-Deck 21 22
Separator
E.E.R
Dia.20 Coomon
Anlysing
Outlet Box (20, 34) 33 32 31 30

Unit
C/D
B-Deck
Dia.8 x 33 Lines
A-Deck
Stop Valve
(To be located at safety
area on accomm. front wall)
17 16 15 14 13
24 Bosun Store
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
( C)
nk
Engine Room 25 Ta
S)
O
HF Bow
&
P
Thr.
.(
.T
Room
.B
W
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank F.P. Tank
D
FW
19 18
Cargo Mach. Elec. Motor

Room Room
Collector Cone Filter

C-Deck
Gas Dection Air Supply Cargo Area Gas
Compression Type Lines Analysing Unit
BHD Union in Ele. Equip. Room Liquid Dome
D-Deck Gas Dome
ay
Pa
Safety Line
-w
ss
Stop Valve with Filter

ss
-w
(To be located at safety

Pipe Duct Access Trunk
Pa
ay
area on accomm. front wall) Gas Detection Lines

Gas Detection Lines
(Pass through Trunk)
Cargo Tank
Section for Acc. Front Wall Typical Sec. for Cargo TK IBS/IS
W. B. Tank Pipe Duct W. B. Tank
Typical Section

4.11 Gas Detection System discharges the gas through the analysing unit before being discharged to 3) Accommodation space
(See Illustration 4.11a) atmosphere. As each point is being analysed the corresponding indicator lights
up, one sampling cycle is settled for within 30 minutes. Specification
There are two systems for gas detection throughout the ship, one covers the The analyser works on the principle that infrared light is absorbed by the Detecting gas: methane (CH4)
methane gas. Methane gas has a distinctive absorption band in the infrared Detecting principle: catalytic combustion type
cargo area, Engine Room, Accommodation, cargo motor room Forward Area
spectrum. Therefore if a sample of gas is compared against a reference sample of Detecting range: 30 % LEL, 60 % LEL
and B.O.G pipe duct.
air, the difference in out put from an infrared sensor will be in proportion to the Measuring points: 9 points
Infrared gas analysers are used for both systems as the measuring principle.
gas concentration.
1. Cargo Area System 1 Wheel house
If the methane concentration of any sample point reaches 30% LEL an audible 2 CCR
alarm is sounded in the main panel in the CCR and the corresponding indicator 3 Dining room
Gas detection panel and alarm unit are installed in Elec. Equipment room. lamp is lit. Additionally, a gas detection alarm is activated on the wheelhouse 4 Mess room
and fire control room, on their respective repeater panels. 5 Lounge
Specification Individual alarms for whole areas shall be interfaced into the IAS. 6 Smoking room
Detecting gas: methane (CH4)
7 Recreation room
Detecting principle: Infrared Type 2. Engine Room, Accommodation, cargo motor room and Forward Area 8 Ship’s office
Detecting range: 0 ~ 100 % LEL, 0 ~ 100 % VOL
System 9 galley
Measuring points : 29 points
10 Airconditioning plant
1 No.1 cargo tank inter barrier space (1)
Gas detection panel and alarm unit are installed in Elec. Equipment room. 11 Main entrances
3 No.1 cargo tank insulation space
1) Cargo Motor Room 4) Forward ship
Specification Specification
Detecting gas: methane (CH4) Detecting gas: methane (CH4)
Detecting principle: Catalytic type Detecting principle: catalytic combustion type
Detecting range: 30 % LEL, 60 % LEL Detecting range: 30 % LEL
Measuring points: 3 points Measuring points: 1 points
1 Bow thruster room
The first alarm is initiated at 30% LEL and the second alarm at 60% LEL. If the
gas concentration continues to rise to 60% LEL at any two(2) sensors the trip 3. B.O.G Pipe Duct
13 Duct keel forward
signal activated to the power to all motor and all non-intrinsically safe
14 Duct keel aft
electrical equipment. Gas sampling boses are installed in each local.
15 Gas vent drain tank for condensate
16 Cargo machinery room forward
2) Engine room Specification
17 Cargo machinery room aft
Detecting gas: methane (CH4)
18 Bosun store
Specification Detecting principle: Infrared type
19 Forward pump room
Detecting gas: methane (CH4) Detecting range: 30 % LEL, 60 % LEL
20 Air lock for cargo motor room
Detecting principle: catalytic combustion type Measuring points: 5 points
21 Passage way port forward
Detecting range: 30 % LEL, 60 % LEL 1 Gas pipe duct No.1
22 Passage way port aft
Measuring points: 9 points 2 Gas pipe duct No.2
23 Passage way starboard forward
1 Engine room supply fan No.1 3 Boiler gas hood (STBD)
24 Passage way starboard aft
2 Engine room supply fan No.2 4 Boiler gas hood (PORT)
25 No.1 cargo tank vent mast
3 Engine room supply fan No.3 5 Inert gas line after dryer
4 Engine room supply fan No.4
5 Engine room 2nd deck No.1 B.O.G pipe duct area samples are continuously monitored by infrared type
6 Engine room 2nd deck No.2 detector. The first alarm is initiated at 30% LEL. If the gas concentration
29 Gas vent drain tank for bilge
7 Engine room exhaust fan No.1 continues to rise to 60% LEL the trip signal activated to the LD compressor and
8 Engine room exhaust fan No.2 the fuel master gas valve.
The infrared type (IR type) can be switched automatically or manually between
9 Emergency generator room
29 points with % LEL and % VOL analyser. In order to ensure a representative
sample is monitored each time a space is sampled, each sample line has two way
solenoids, which are operated sequentially by the control unit. One of the sample
lines is connected to the sampling pump, while the other line is connected to the
pre-sampling pump on the bypass manifold. The pre-sampling pump discharges
the samples not being analysed directly to atmosphere, while the sampling pump

Illustration 4.12.1a Cargo Valve Hydraulic Lines
# MANIFOLD(P)
(CL011) (CL021) (CG071) (CL031) (CL041)

* * * * *
* * * * * (CS300) (CS301) (CS303) (CS307) (CS308)
* * *
(CL401) (CL402) (CL403) (CL400)(CL407) (CG708) * (CL101) (CL102) (CL103) * * *
(CL075) (CL100) (CL107) (CG702)
* * * * *
* * * (CL201)(CL202)(CL203) (CL200) (CL207)
* * * (CL301) (CL302) (CL303)
(CS400)(CS401) (CS403)
* * * * *
(CL300)(CL307) (CS100) (CS101) (CS103) (CS107) (CS108)
(CS407) (CS408) (CS702)
* * *
(CS200)(CS201)(CS203)(CS207)(CS208)
H.P.P ROOM
UPP. DECK
CLEAN TANK A A
(1900 LTR) NO.7C SOL. NO.5C SOL.
NO.4C SOL. C
NO.3C SOL.
C
NO.2C SOL. NO.1C SOL.
V/V BOX V/V BOX
V/V BOX C
V/V BOX C V/V BOX V/V BOX
DIRTY TANK
(1250 LTR) P T P T P T P T P P T P T
STOP V/V
POLISHING
FILTER
SIDE PASSAGE
HYDRAULIC POWER PACK

Main p/p : 2sets (78l/min)
COFFERDAM
COFFERDAM
COFFERDAM
COFFERDAM
COFFERDAM
Topping up p/p : 1 sets (24l/min)
P T
TRUNK DECK TRUNK DECK TRUNK DECK TRUNK DECK
P T
ACCUMULATOR STAND SIDE PASSAGE

Accumulator : 9sets (50l)
Needle V/V
2EA
HYD. POWER PACK WITH

ACCUMULATOR STAND FOR
BALLAST SYSTEM P T #
A
NO.6C SOL.
C
C
V/V BOX
(CG930)
* (CS071)
(CG900)(CG901)(CG902) (CG903) #
MANIFOLD(S) * : REMOTE HYD. CONTROL /
THROTTLING
(CG904) (CG917) (CG918) (CG925) # : REMOTE HYD. CONTROL /

(CL012) (CL022) (CG072) (CL032) (CL042)
CARGO MACHINERY ROOM EMERGENCY SHUTDOWN

4.12 Cargo and Ballast Valve Control be manually bypassed. 6) No.6 Solenoid valve box feeds cargo compressor room
In normal use, the isolating valves must be kept shut. Valves CG901, 902, 903, 904, 917, 918, 925, 930, 900
All the valves necessary for the operation of the cargo and ballast system are
hydraulically operated by separate hydraulic power packs, situated in the Setting Value 7) No.7 Solenoid valve box feeds No.4 cargo tank
hydraulic power pack room on upper deck. Control of the power packs and valve Normal pressure: 12.0 MPa Valves CG708
operation is from the IAS in the CCR. High pressure (Alarm): 13.0 MPa Valves CL400, 407, 401, 402, 403
Stand-by pump start pressure: 10.0 MPa Valves CS407, 408, 702, 400, 401, 403
4.12.1 Cargo Valve Control System Low pressure (Alarm): 9.0 MPa
Low Low pressure (For ESD): 8.0 MPa
Relief valve: 14.0 MPa Note
1. Description Accumulator(20L) for fuel master valve is provided at No.6C solenoid valve box,
(See Illustration 4.12.1a) High temperature (Alarm): 60 °C
Filter clogging (Alarm): 0.2 MPa and accumulators(20Lx4 sets) for manifold valves are at No.3C and No.4C
Low level (Alarm): 990 litre solenoid valve boxes for emergency closing of corresponding valves.
The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal loading and unloading operations only one pump is required to Low Low level (P/P Shut Down): 660 litre
meet the demand, while the second pump is put on automatic standby cut-in 4. Remote Control
Note
mode and will cut in when the system pressure is reduced to 10.0MPa. The 1) Low Low level - a timer allows up to 30 seconds operation after the Low
topping up pump is normally used during sea-going condition and forcing Valve remote control and position indication is carried out from the IAS.
Low level contact activates.
vaporisation operations.
2) Standby pump start pressure - in case of topping-up pump running, the Caution
General Specification topping up pump will not be automatically stopped. When the signal position at full close or full open is required, keep the solenoid
Maker: AMRI-SEIL energized for a minimum of 10 seconds. Do not energize a solenoid valve for
Tank capacity: 1740 Liter 3. Location of Cabinets more than 10 minutes continuously as this may cause the solenoid to be damaged.
Accumulator capacity: 50 Liter x 9 Sets
N2 Bottle: 45 Liter x 1 Sets All remotely operated valves are piston operated except for the liquid dome and 1) For Open/Closed Valves
Main electric motor: 25kW, 1750rpm, 440V, 60Hz the spray header isolating valves, which are vane type actuators. The supply oil Opening or closing order is obtained when the solenoid corresponding
Topping up electric motor: 9kW, 1750rpm, 440V, 60Hz is distributed to 6 solenoid valve boxes situated in the side passageway (port and to the requested motion is energised (the signal to be through
Main pump capacity: 78 Liter/Min starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area, intrinsically safe power supply unit in the barrier box). The valve moves
Topping pump capacity: 24 Liter/Min cargo compressor room and the master BOG station has its respective solenoid to full open or full close and cannot be stopped at any intermediate
valve box as follows:
position.
2. Hydraulic Power Pack
1) No.1 Solenoid valve box feeds No.1 cargo tank
2) For Intermediate Valves
The power pack builds up the hydraulic pressure for actuating the valves. The Valves CG702
An opening or closing order is obtained when the solenoid
constant running pumps are of the self regulating type, which keep the oil Valves CL100, 107, 101, 102, 103
corresponding to the requested motion is energised. The valve moves as
pressure at the preset pressure in the circuit. Valves CS100, 101, 103, 107, 108
long as the corresponding solenoid is energised (the signal to be through
The hydraulic power pack can be operated remotely from the IAS or locally from the IS relay repeater in barrier box). * Marked valve can be stopped at
2) No.2 Solenoid valve box feeds No.2 cargo tank
the local control box. any intermediate position.
Valves CL200, 207, 201, 202, 203
Valves CS200, 201, 203, 207, 208
When no valve operation is required, running of the topping-up pump for each 3) For ESD Valves (# Marked valves)
system is sufficient. The hydraulic topping-up pump is designed to keep the Under normal operating condition, the ESD valves can be controlled in
3) No.3 Solenoid valve box feeds No.3 port manifold
system pressurised when no valve is under operation. the same way as the other valves (ESD solenoid valve is normally
Valves CG071, 075
energised and shuts the oilway from the ESD solenoid to the closing
Valves CL011, 021, 031, 041
When valve operation is required, one of the two main pumps is to be started. chamber of the corresponding actuators).
Each hydraulic main pump has sufficient capacity to close or open two (2) of the Under ESD conditions, the ESD solenoid valve is de-energised to open
largest valves within one (1) minute. When one main pump is selected, the other 4) No.4 Solenoid valve box feeds No.4 starboard manifold
the oilway from the ESD solenoid valve to the closing chamber of the
main pump will act as the standby pump. Valves CG072
corresponding actuators.
The accumulator will store pressurised oil from the hydraulic pumps through the Valves CL012, 022, 032, 042
“P” port of the accumulator which is connected in parallel to the main hydraulic Valves CS071
Consequently, ESD valves are automatically shut at the ESD condition.
“P” line. The isolating valve on the “P” port of the accumulator is to remain
normally opened and the drain port normally closed. 5) No.5 Solenoid valve box feeds No.3 cargo tank The hydraulic power for closing ESD valves (at ESD condition) is
Valves CL300, 307, 301, 302, 303 supplied from the hydraulic accumulators.
In the event that the Cargo System hydraulic pack fails, the Ballast System Valves CS307, 308, 300, 301, 303 The capacity of the accumulators has been sized to allow 3 strokes of
hydraulics may be used instead by opening two(2) isolating valves . the corresponding ESD valves.
In this case the “hydraulic pressure low low” switch signal for the ESDS should

2) Emergency control of the solenoid valves. b) Specification

a) In case of electric power failure y Tank Volume : 5 Litre
Push the manual override on the solenoid valves y Stroke Volume : 25ml
(right :close, left: open) y Max. Pressure : 13 MPa
y Open/shut valves : push the manual override until obtaining a
corresponding valve position (full close or full open). c) Operating Procedure
y Intermediate valve : push the manual override until obtaining a y Check the oil level in the tank.
corresponding valve position. y Connect the threaded ends ① to the actuator, “O” and “S”
y Work the pump lever and monitor the pressure on the pressure
b) In case of lack of hydraulic Pressure gauge ②
y Close the main isolating valves.
y Connect the emergency hand pump with connection block on the
pressure common line and return common line
y Push the manual override on the solenoid valves (right: close, left:
open) while pumping the emergency hand pump until a
corresponding valve position is obtained.
y Open/shut valve : full close or full open position.
y Intermediate valve : full close / full open or any required valve
position
3) Valve position indication

a) O/S valves with a limit switch
Opening or closing position indication is obtained from the limit
switch on the hydraulic valve actuator, connected through the
intrinsically-safe type relay repeater in the barrier box, where
voltage-free contacts are used to indicate the valve position in the
IAS.
b) Intermediate remote controlled valves

Opening or closing position indication is obtained from the
potentiometer on the hydraulic actuators in order to indicate the
valve position in the IAS.
- Potentiometer signal : Converted to 4 ~ 20mA signal through IS
R/I converter in the barrier box.
4) Valve Operating time adjustment

Valve operating time adjustment can be adjusted using the flow control
valve installed in each solenoid valve block.
5. Emergency Control
1) Emergency hand pump
a) One(1) emergency hand pump set is provided for the cargo system.
The pump includes,
y 1 x 5litre tank with filling plug including -
y hand pump (25cm3/stroke)
y 1 pressure gauge (0 – 25 MPa)
y 2 x 5m high pressure flexible hose
The whole is secured on a frame with small wheels.

Blank Page

Illustration 4.12.2a Ballast Valve Hydraulic Lines
UPPER DECK
H.P.P ROOM ON DECK ON TRUNK

*
DECK
UPP. DECK )
)
) (P )
(P
(P K (P STOP V/V
(OF501)
K
TK .T TK
.T
* * * . .B . FWD
.B
.B
.B W
W
CLEAN TANK
W W PUMP ROOM
(1900 LTR) .4 .3 .2
.1
(OF534)(OF533)(OF532) (SP574)
NO NO NO
NO
DIRTY TANK
(1250 LTR)
WD)
PASS. WAY
. TK (F
POLISHING
FILTER
*
ENGINE * * * *
(OF511)
* * *
H.F.O
F.P. TK
ROOM
(BA518)(BA519)(BA520)(BA521) (BA514)(BA515)(BA516)(BA517) (BA510)(BA511)(BA512)(BA513) (BA506)(BA507)(BA508)(BA509)
(SP573)(SP572) (SP571)(FD572)(FD571)
* * *
(BA502)(BA503)(BA504)(BA505)
S)
P
P&
K(
T
T
.B.
* * * PIPE DUCT
W
EP
P (WS012)(WS010)(WS009)
DE
) ) ) )
* * (S (S (S (P
D
K K K K
.T
FW
E/R .T .B .T .T
A
(BA031)(BA032) .B W .B .B
W W W
C
.4 .3 .2 .1
NO NO NO NO
C
* *
P
(BA028) (BA014)
* *
(BA027)(BA025)(BA015)(BA019)(BA018)(BA021) (BA020)(BA017)(BA016)
(BA013)(BA012)(BA010)(BA009)(BA008)(BA007) (BA003)(BA002)(BA001)
* *
*
(BA006)(BA011)
* *
(BA026)(BA029) (BA030)(WS001)(WS002)(WS023)(WS101)(WA102)(WS131)(WS301)(WS304)

4.12.2 Ballast and F.O Valve Control System pressurized when no valve is under operation. The pump assembly is secured on a frame with small wheels.
1. Description In the event that the Ballast System hydraulic pack fails, the Cargo System b) Specification
(See Illustration 4.12.2a) hydraulics may be used by opening two (2) isolating valves .
y Tank Volume : 5 Litre
In normal use, the isolating valves must be kept shut.
y Stroke Volume : 25ml
The system is supplied for remote control of valves and actuators, designed y Max. Pressure : 13 MPa
Setting Value
primarily for use on board ships as shown in the attached hydraulic schematic c) Operating Procedure
diagram and valve lists. Normal pressure: 12.0 MPa y Check the oil level in the tank.
The remote valves are provided with hydraulic actuators powered from a High pressure (Alarm): 13.0 MPa y Connect the threaded ends (1) to the actuator, “O” and “S”
hydraulic power unit and controlled by electro-hydraulic solenoid valves. Low pressure (Alarm): 9.0 MPa y Work the pump lever and monitor the pressure on the pressure
All remote valve actuators are designed to be capable of local manual operation. Standby pump start pressure: 10.0 MPa
gauge (2)
Relief valve: 14.0 MPa
Low level (Alarm): 580 litre
General Specification
Low Low level (P/p Shut Down): 390 litre
Maker: AMRI-SEIL
High temperature (Alarm): 60 °C
Tank capacity: 1000 Litre
Accumulator capacity: 50 Litre x 2 Sets Filter clogging (Alarm): 0.2 MPa
N2 Bottle: 45 Litre x 1 Sets Note
Main electric motor (2sets): 9 kW, 1750rpm, 440V, 60Hz 1) Low Low level - a timer allows up to 30 seconds operation after the Low
Topping up electric motor (1set): 4.8 kW, 1750rpm, 440V, 60Hz Low level contact activates.
Main pump capacity (2set): 24 Litre/Min 2) Standby pump start pressure – if the topping-up pump is running, it will not
Topping-up pump capacity (1set): 12 Litre/Min be automatically stopped.
2. Ballast and F.O. Systems 4. Valve Control

1) Remote Control of Valve
The hydraulic power unit consists of two main pumps and one topping-up pump. a) For O/S valves
During normal loading and unloading operations, only one pump is required to Opening or closing order is obtained when the solenoid 2) Emergency control of the solenoid valves.
meet the demand, while the second pump is put on automatic standby mode corresponding to the requested motion is energized. The valve a) In case of electrical failure
ready to cut in when the system pressure is reduced to 10.0 MPa. The topping-up moves to full open or full close and cannot be stopped at any Push the manual override on the solenoid valves
pump is normally used when the vessel is in sea mode condition. intermediate position. (right: close, left: open)
y Open/shut valves : push the manual override momentarily.
All remotely operated valves are piston operated. The supply oil is distributed to b) For intermediate valves y Intermediate valve : push the manual override until the required
a solenoid valve board situated in the engine room. The operation of the valves is Opening or closing order is obtained when the solenoid valve position is obtained.
conducted from the IAS in the CCR. corresponding to the requested motion is energized. The valve
moves as long as the corresponding solenoid is energized. The valve b) In case of lack of hydraulic pressure:
3. Hydraulic Power Pack can be stopped at any intermediate position. y Close the column isolating valves.
y Connect the emergency hand pump to the connection block on
The power pack builds up the hydraulic pressure for actuating the valves. The the pressure line (column) and return line(column)
Caution
constant running pumps are of the self-regulating type, which keep the oil y Push the manual override in the required direction for open/shut
When the signal position at full close or full open is required, keep the solenoid valves while pumping the emergency hand pump until the valve is
pressure at the preset pressure in the circuit. energized for a minimum of 10 seconds. Do not energize a solenoid valve for in the required position.
more than 10 minutes continuously, as this may cause the solenoid to be y Push the manual override continuously for throttling valves while
The hydraulic power pack can be operated remotely from the IAS or locally from
the local control box. damaged. pumping the emergency hand pump until the required valve
position is obtained.
When no valve operation is required, running of the topping-up pump for each 5. Emergency Control 3) Valve position indication
system is sufficient. The hydraulic topping-up pump is designed to keep the a) O/S valves with a limit switch
1) Emergency hand pump
system pressurised when no valve is under operation.
a) Two(2) emergency hand pump sets are provided for the ballast Opening or closing position indication is obtained from the limit
When valve operation is required, one of the two main pumps is to be started. system. Each pump includes: switch on the hydraulic valve actuator, which is connected through
Each hydraulic main pump has sufficient capacity to close or open two (2) of the y 1 x 5L tank with filling plug including - the terminals in the barrier box to the IAS (if the valve is located in
largest valves within one (1) minute. When one main pump is selected, the other y hand pump (25cm3/stroke) the hazardous area, it to be connected through an intrinsically safe
main pump will act as the standby pump. When the delivered pressure falls y 1 pressure gauge (0–25 MPa) type relay repeater in the barrier box) in order to indicate the valve
below the setting pressure value due to the some reason, the stand-by pump starts y 2 x 5m high pressure flexible hose position in the IAS.
automatically. The hydraulic topping-up pump is designed to keep the system

b) Intermediate remote controlled valves

Opening or closing position indication is obtained from the
potentiometer on hydraulic actuators and the signal is converted to
a 4 ~ 20mA signal through an R/I converter (if the valve is located
in the hazardous area, the R/I converter is an intrinsically safe type)
in the barrier box in order to indicate the valve position in the IAS.
4) Valve Operating time adjustment

Valve operating time can be modified by adjusting the flow reducer
installed on each solenoid valve block
Note
The operating time depends on the length of the yard piping and oil
characteristics. The operating time is set at ambient temperature, however, the
actual operating time is strongly influenced by the actual ambient temperature
and the oil characteristic, particularly if the distance between actuator and
solenoid control valve is long.

Blank Page

Illustration 4.12.3a Emergency Shutdown System
INPUT SIGNAL I.S BARRIER & ESDS CONTROL PANEL OUTPUT SIGNAL
NORMAL OPERATION BOILER CONTROL

PANEL
CCR
NORMAL OPERATION ALARM
NORMAL TRIP PRESSURE SETTING
Supplied IAS
by VRC Vendor
I.S. SOL. VALVE BOX SHORE CONNECTION SHORE CONNECTION
VRC
INTERLOCK/OVERRIDE OPERATION BARRIER (I.S.) VALVE (PORT)
ESDS VALVE (PORT)
(SOL. CONT.) CLOSE ORDER Q'TY - 5
ESDS TEST SWITCH NO
SHORE CONNECTION SHORE CONNECTION
TEST (CCC5) SOL. VALVE BOX VALVE (STBD) VRC VALVE (STBD)
(I.S.) CLOSE ORDER ESDS Q'TY - 5
CCC5 ESDS RESET SWITCH NO
RESET (CCC5)
CARGO PUMP
CARGO SWITCH Q'TY - 8 ESDS TPS 1
ESDS CANCEL SWITCH BOARD SPRAY PUMP
NO
CANCEL (CCC5) Q'TY - 4 ESDS TPS 1
TANK LEVEL VERY HIGH & ESD/FILL V/V NO

CTS TANK LEVEL EXTREMELY CLOSE OVERRIDE CARGO SWITCH H/D COMPRESSOR
HIGH OVERRIDE SWITCH (CTS) BOARD Q'TY - 2 ESDS TPS 1 GLC
ESDS PLC
EMERGENCY SHUT DOWN SYSTEM
MANUAL SWITCH NC CARGO SWITCH L/D COMPRESSOR

MANUAL SWITHES (I.S.) I.S. Q'TY - 2
BOARD ESDS TPS 1 MGV GLS
BARRIER EMERGENCY
CARGO TANK LIQUID DOME TOP ----- Q'TY 4
SHORE CONNECTION --------------------- Q'TY 2 (SIGNAL) SHUT DOWN
FORWARD AREA ---------------------------- Q'TY 1 CONTROL
CARGO COMPRESSOR ROOM --------- Q'TY 1
ELECTRIC MOTOR ROOM ---------------- Q'TY 1 CARGO SWITCH IGG BLOWER
OR BOARD Q'TY - 2 ESDS
MANUAL SWITCH NC
(N.I.S)
CCR (CCC5) ----------------------------------- Q'TY 1 ESDS FAIL CARGO SWITCH EM'CY CARGO PUMP
FIRE CONTROL STATION (FCS) -------- Q'TY 1
SELF BOARD Q'TY - 1 ESDS
WHEELHOUSE ------------------------------- Q'TY 1 TPS 1
ECR CONSOLE ------------------------------- Q'TY 1 DIAGNOSIS I.S. BARRIER
AND (SOL.CONT.)
FIRE
FUSIBLE PLUG NC
SOL. VALVE BOX
FUSIBLE PLUG TANK FILLING VALVE
(I.S.) (I.S.)
MELTED Q'TY - 4
CARGO TANK LIQ. DOME TOP -------- Q'TY 4 TPS 2
SHORE CONNECTION ------------------- Q'TY 2
CARGO COMPRESSOR ROOM -------- Q'TY 2
ELECTRIC MOTOR ROOM --------------- Q'TY 1
SOL. VALVE STAND GAS MASTER VALVE
PNEUMATIC PRESS. LOW TANK (I.S.) Q'TY - 1
PRESS. TRANSMITTER PNEU. PRESS.< TRIP PRESS. ESDS GLC MGV GLS
IN SHIP/SHORE PROTECTION
CONNECTION (I.S.) SET(CCC5) CONTROL 1
SPRAY NOZZLE VALVES SPRAY NOZZLE VALVE

CONT. AIR PRESS. PRESS. TRANSMITTER CONT. AIR PRESS. < NORM. PRESS. Q'TY-8 Q'TY - 8
LOW (AIR CTRL BOARD) SET(CCC5) TPS 1
TANK
PROTECTION I.S. BARRIER
OR (SOL.CONT.) SHIP/SHORE
CONTROL 2
CARGO TANK LEVEL I.S. TYPE NC PNEU. CONNECTOR
EXTREMELY HIGH (99.2%) SENSOR AIR RELEASE
I.S. TYPE AIR RELEASE MAGNETIC VALVE
Q'TY - 1
MASTER GAS ESDS
VAPOR HEADER PRESS. LOW LOW I.S. TYPE NC
IAS VALVE
(TO WITHIN 2 kPaG OF ATM.) SENSOR CLOSE
CONTROL I.S. BARRIER
I.S BARRIER
(SIGNAL) (SOL.CONT.)
IS ESD SOL V/V POWER FAIL NC
(3C, 4C, 6C) PNEUMATIC
INTERFACE ESDS TO SHORE
GAS
LEAKAGE
HV CARGO SWITCH AIR SIGNAL
NO
CONTROL
BOARD I.S. BARRIER
(PORT) BLACKOUT (SOL.CONT.)
ELECTRICAL POWER
FAIL
HV CARGO SWITCH
NO OPTICAL ESDS
BOARD
INTERFACE FROM/TO SHORE
(STBD) BLACKOUT
NC
OPTICAL SIGNAL
HYD. OIL PRESS. LOW PRESS. SWITCH
TANK PROTECTION SYSTEM 1

ELECT. CONNECTOR ESDS
CARGO TANK PRESS. LOW LOW I.S. TYPE NC INTERFACE FROM/TO SHORE
IAS
(TO WITHIN 2 kPaG) SENSOR
EER ELECTRIC SIGNAL
TANK PROTECTION SYSTEM 2

SHIP/SHORE LINK CABINET ESDS EM'CY SHUT DOWN
SYSTEM
CARGO TANK LEVEL I.S. TYPE NC
VERY HIGH (98.7%) SENSOR TPS 1 TANK PROTECTION
: SEIL- AMRI SUPPLY SYSTEM 1
TPS 2 TANK PROTECTION

REGEND SYSTEM 2
NO : NORMAL OPEN CONTACT GLC GAS LEAKAGE

CONTROL
MASTER GAS VALVE CLOSE CONTROL
NC : NORMAL CLOSE CONTACT
CCR : CARGO CONTROL ROOM MGV GLS MASTER GAS VALVE
CLOSE
I.S : INTRINSICALLY SAFETY
GAS LEAKAGE CONTROL

4.12.3 Emergency Shutdown System The operator can manually set the filling valve close override in the
y Manifold valves (shore connection valves) close mimic for each cargo tank, so that the logic function of filling valve
In the event of fire or other emergency condition, the entire cargo system, gas y Main cargo pumps stop close is deactivated. The override function is prepared for each cargo
compressors and master boil-off gas isolating valve to the engine room may be y Spray pumps stop tank respectively.
shut down by a single control. y Emergency cargo pump stop
y IGG blower stop 4. Master Gas Valve Close Control
Shut down of the cargo system is actuated either manually or automatically by
y HD/LD compressors stop
fire or certain off-limit conditions.
y ESD signal to shore 1) Causes
y Master gas valve close
1. Description
(See Illustration 4.12.3a) y Air release magnetic valve close y Normal operation
y Gas leak detected in gas hood/pipe
The manual emergency shutdown push buttons are located as follows 3. Cargo Tank Protection y Both BOG hood room fans not running
(Total 12 units): y Less than 2 E/R vent fans running
y Central control room (1 unit) 1) TPS 1 (Tank Protection System 1: Underpressure) y Master gas valve trip
y Fire control station (1 unit) a) Causes y No.1/2 gas heater outlet temp. high/low
y Wheelhouse (1 unit) y ESD condition
y Each cargo tank liquid dome (4 units) y Cargo tank pressure Low Low (2 kPa).
y Deck forward area (1 units) 2) Actions
y Port and starboard manifold platforms (2 units) b) Actions
y Cargo compressor room (1 unit) y LD compressor stop
y Electric motor room (1 unit) y Main cargo pumps stop y Master gas valve close
y Emergency cargo pump stop
Fusible elements that are designed to melt at temperature between 98 ~ 104°C y Spray pumps stop 5. Gas Leakage Control
are installed on the following locations (Total 9 units): y HD compressor stops
y Each cargo tank liquid dome (4 units) y Spray nozzle valve close 1) Causes
y Port and starboard manifold platforms (2 units)
y Cargo compressor room (2 unit) The trip overriding functions for each cargo tank, high duty compressor y Gas leak detected in electric motor room (Voting 2 of 3)
y Electric motor room (1 unit) and low duty compressor are prepared to prevent trip of each equipment y Gas leak detected in cargo mach. room
from the TPS1 system when the differential pressure condition is lower
There are three ESDS interface connections made to the shore facility; electrical, then the set-point. 2) Actions
optical and pneumatic. In port, the optical link and pneumatic systems will
inform the shore of any ship’s ESDS actuation and will stop the loading or
2) TPS 2 (Tank Protection System 2: Overfilling) y HD/LD compressor stop
discharge pumps and close the shore liquid valves.
a) Causes y Master gas valve close
2. Emergency Shutdown Function
y Cargo tank level very high (98.7%)
1) Causes
b) Actions
y Manual switch off
y Fusible plug melted y Relevant cargo tank filling valve close
y Optical/Electric interface failure from shore
y Ship/Shore pneumatic pressure low Cargo tank Very High level sensors - filling level (98.7%) - are installed
y Control air pressure low in each cargo tank (4) for alarming and closing of the filling valve on
y Hydraulic oil pressure low (8.0 MPa) each tank.
y Cargo tank extreme high level (99.2%)
y Vapour header pressure low low (2 kPa) The sensors are interfaced via the tank level system by serial line to the
y IS ESD SOL. valve power fail IAS. From the IAS the very-high level alarm is interfaced to ESD by the
y ESD logic fail redundant network.
y Electric power failure
The Filling valve close override for each cargo tank is prepared to
2) Actions prevent closing of the filling valve when level very high is activated.

Illustration 4.12.4a Ship-Shore Link
ELEC. EQUIPMENT ROOM CARGO CONTROL ROOM SHIP SIDE PORT ON DECK FR100
ACCOMODATION
SHIP SHORE LINK ENCLOSURE UPP DK FR46
FIBRE OPTIC SYSTEM ELECTRICAL SYSTEM TRIP INPUTS

LAMP
PORT
TEST HEALTHY HEALTHY ESD HEALTHY
PRESS SYSTEM SELECTOR
TO SHORE RECEIVING
TEST FIBRE OPTIC ELECTRIC HIGH LEVEL HEALTHY
SELECTED SELECTED
LOADING ARM TRIP 1 HEALTHY
LOADING ARM TRIP 2 HEALTHY
INHIBIT INHIBIT
CARGO CONTROL CONSOLE

RESET RESET
FO & EL SYSTEM SELECTOR MODULE
PORT STBD
ITT
FO PORT STARBOARD SELECTOR MODULE
CANNON
CCC4 CCC9
ESD SYSTEM Telephone SYSTEM
MLM DESKTOP PC
LAMP SYSTEM
TEST FAULT
SHIP -> SHORE NORMAL
PRESS
TO NORMAL
TEST ABNORMAL
CH 1 CH 2 CH 3 CH 4
AUDIO
ALARM ESD SHORE -> SHIP NORMAL
PRESS
TO ABNORMAL
TEST
SIGNAL FAULT
PSU
PRESS
CIRCUIT TO
FO CONTROL & ALARM MODULE TEST TEST
220VAC
1X2X2.5
MODEN
FO ESD MODULE
AC MAINS
SUPPLY
NORMAL ABNORMAL
POWER SUPPLY MODULE
HOTPHONE PRIVATELINE
TRIPS ACTIVE SHIP TO SHIP
REVERSE CONNECTION
SW 7
ESD SYSTEM SELECT TEL CH1 TEL CH2 TEL CH3 TEL CH4
C MIYAKI C C C C
HOT-LINE TELEPHONE
B D PYLE ITT B D B D B D B D
CANNON
PSU
A E A E A E A E A E
SW 1 SW 2 SW 3 SW 4 SW 5 SW 6
220VAC EM'CY POR GENERAL ALM
ELECTRIC SYSTEM CONFIGURATION MODULE
1X2X2.5
PABX PUBLIC
TELEPHONE TELEPHONE SERIAL
JB-INT
C/O
SWITCH
STBD
GENERAL ALM GENERAL ALM
HOT-LINE SHIP SIDE STBD ON DECK FR100

TELEPHONE ITT
(SPARE) CANNON
RJ11 RJ11 RJ11
RJ11 9w D
ESDS (AMRI-SEIL)
ELECTRIC ESD SHIP SHORE/SHORE-SHIP

FO ESD SHIP SHORE/SHORE-SHIP
IAS (YAMATAKE)
COMMON ALARM
AC 220V MAIN NORMAL POWER

24V DC BACKUP SUPPLY, 8A MAX

4.12.4 Ship Shore Link The system cabinet comprises 19" rack units in an enclosure to which all yard 2. Control Panel Components
(See Illustration 4.12.4a & 4.12.4b) cabling is brought to and all Zener barriers are installed in. The system can be
supplied as a stand-alone system but may be installed in the same cabinet as the 1) Power Supply Module
General Seatechnik-NFI Fibre Optic Communications and ESD system. The FO PSU Module is utilised for the electric system.
Linked ship-shore emergency shutdown systems have been required by SIGGTO A Configuration panel handles connection variations between some terminals.
since the early days of LNG loading and discharge installations. They minimize The common functions are handled by the Electric System Selector Module. 2) System Configuration Module
the consequences of an accident or, if abnormal conditions arise, they allow the With the Pyle-National – Dual Miyaki adapter, this system mates with any The various ports specified for this project have variations between ESD
process to be shut down with minimum spillage of liquid. Thus consequent risk Miyaki system enabling ships to berth at over 60% of all LNG terminals. circuits and ESD pin outs on the Shipside connector. Some use additional
to jetty and ship’s structures and escape of flammable vapour is avoided. inputs, e.g., loading arm limit trips in some European terminals. Different
The main Fibre Optic Ship Shore Link system (FO-SSL) is used in conjunction hotline telephones are also in use, and finally there are differences in pin-
Since both the ship and the shore exchange liquid and vapour, the shipside and with this Electric ESD system (PNC). outs in use on the ship side connector for some telephone circuits.
shoreside Emergency Shutdown (ESD) must be linked. Ship to ship transfer also requires one ship to cross over the ESD ship-shore
The system relies on Pyle National Ex’d’ flameproof connectors for connection and shore to ship connections with an otherwise normal configuration.
This is to avoid: of the shore cable at the ship-shore interface and, once connected to the ship, at To avoid risk of problems, red LEDs indicate certain configurations
the fixed receptacle at the shore cable reel. The system uses a 37 way Pyle selected.
y Excessive pressure on the loading arm connection causing National connector which carries both telecommunications and ESD digital These differences are accommodated by a set of six 5-position selector
damage, should the upstream valve be closed first. signals. The 37 pin connector is fitted to the end of a cable reel on which the switches. A set of configuration tables will be issued for all ports within the
shore end is provided with a second connector provided by NFI. The telephones final manuals for which information has been received.
y Overfilling ship or shore tanks. on the ship are connected to the shore and are not powered from shipboard
supplies. 3) System Selector Module
y Risk of damage or spillage due to excessive movement of ship A selector switch on the front panel of the module is used to select between
with respect to berth. There is a 4 way earthing connector fitted from ship-shore as used on some the Electric System or Fibre-Optic System.
European terminals, but this contravenes current OCIMF and SIGGTO When Electric system is selected, there is no need for Port and Starboard
In addition to safety, the requirement for the ESD ship to shore link has been regulations and is not recommended unless insisted upon by the terminal. selection as there is only ever one shore cable connected to the ship at any
extended to handle communications by telephone. one time. The module indicates to the Fibre-optic system when Electric is
A 35m umbilical is fitted to enable ship to shore linking. Ship supply is required selected so the shore input from the system not in use is inhibited. ‘ESD’
The ship-shore links are implemented on the ship as follows: by some terminals. Reset, Inhibit and Test push buttons are fitted to the module which function
with the system selected.
4.13.4.1 Electric Communication The length is increased to 50m to enable LNGC ship-shore transfer. The Selector panel indicates Shore trip healthy and which system is selected.
For the Electric system, it indicates if the additional trips in use in the US
Description A similar 35m length Earth umbilical is supplied for use in those European are selected. The input (shore-ship) circuit state is indicated by green LEDS.
The Ship-Shore Link Control Panel for Emergency Shut Down System (ESDS) terminals which insist on its use.
& Communications, is supplied for complete compatibility with the Middle 3. IS Panel
Eastern and Atlantic Basin import LNG Terminals. These systems are used in 1. Configuration of 37-way connector Behind this panel the IS barriers are located. These are Pepperl & Fuchs ,
30% of all LNG terminals as either a main system or as a back-up system. The An additional feature, specified by experienced LNGC operators to ensure which carry ATEX certification.
system handles; safe functioning during emergency breakaway, requires all ESD circuits to be
protected by intrinsically safe (Ex’ia’) techniques. The standard telephone 4. Pyle National Connector
z 4 telephone channels circuits which cannot be passed through Ex’ia’ certified barriers are powered These are in 37-way and 4-way formats (earthing format) and carry Cenelec
z Single ship-shore and Shore-ship ESD volt-free contact signals from shore and isolated by Ex’ia’ relays on shore which are switched by and KEMA approval.
z additional shore-ship ESD signals as required by certain US import continuity loops on board. The principal certification and protection is
terminals however Ex’d’. Operation
Telephone circuits are isolated by most shore systems via relay contacts,
The proposed system is a backup Electric Ship-Shore Link system for normally open. 1. ESD Operation
Emergency Shut Down System & Communications. This uses Ex’d’ UL – The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD ESD operation is by the opening of a volt free contact on board the ship that
certified (but not JIS ) shipside explosion proof connectors. An additional feature circuits and one 4-way Pyle Receptacle whose pins are grounded to the ship’s trips the ESD relay.
specified by Shell Stasco to ensure safe functioning during emergency structure.
breakaway requires all ESD circuits to be protected by intrinsically safe (Ex’ia’) 2. Alarm Outputs
techniques. The telephone circuits which themselves cannot be passed through A common fault alarm is given to the IAS (DCS) together with the FO system
Ex’ia’ certified barriers are powered from shore and isolated by Ex’ia’ relays on alarms if a fault condition exists with the final High Integrity output relay.
shore which are switched by continuity loops on board.

Illustration 4.12.4b Ship-Shore Optic Fibre Transmission and ESD Link System Schematic
Shore Side Ship Side
From Mooring Load Monitor Display

From Mooring Tension Monitor Computer
Mooring
Mooring Public Ship's Hot
Hot Load Exch. Line
Load Public Plant Phone
Line Monitor Phones Phone
Monitor Phone Phone
Phone Modem
Modem
Port Side
Ship Connector el I/F el I/F el I/F el I/F
el I/F el I/F el I/F el I/F Unit Unit Unit Unit
Unit Unit Unit Unit
Multiples Unit
Multiples Unit Shore Side Electric / Optical
Electric / Optical Connector Interface
Interface Port / Stb.d Section
Emergency
Emergency Shutdown Unit
Shutdown Unit With E/O Interface
With E/O Interface
Power Supply Unit

Power Supply Unit
Control Alarm
Control Alarm
Spare Module
Module Spare
Shore Side Optical
Cable Reel
50 - 100m
Starboard Side
Ship Connector Yuken Plant Emergemcy
Yuken Plant Emergemcy Shutdown Control System
Shutdown Control System

Installation The system comprises: Multiplex Method : Frequency Division Multiplex modulation.
Modulation Scheme : Frequency Shift Method Carrier 2.6 kHz.
The modules are installed within the Ship shore Link cabinet. • Control Enclosure : usually located in or adjacent to the cargo control room.
Frequency Allocation
• Fibre Optic Cable ; from Control Enclosure to shipside boxes for fibre optic
1. Cable Entry connector. Channel
Ship-Shore Receive Ship-Shore Transmit
Cable entry to the cabinet is via a cable entry gland plate with entry seal strip carriers carriers
at the bottom of the cabinet. This gland plate can accept cables of up to • Shipside boxes : port and starboard for 6-way fibre optic connectors to 1-Data Channel 18 kHz 78 kHz
50mm dia. shore System. 2-Hot line phone 30 kHz 90 kHz
3-Public phone 42 kHz 102 kHz
2. Earthing • Hotline Telephone : Seatechnik CTS-HP3 Iwatsu compatible Hotphone.
4-Internal phone 54 kHz 114 kHz
Inside the enclosure is a Safety Earth Bar, Intrinsically Safe Earth Bar.
During normal operation the indicators display the status of each telephone
• Loop-Back Connector : Check plug for testing system and cabling before
channel received from the ship and shore as follows:
3. Ship Side Connections ship berths.
The shipside boxes are supplied fitted with Pyle National Connector
Telephone circuit in operation
Receptacles and STRAINSTALL connectors, as well as the NFI Fibre Optic available as a passive connector (SUPPLIED FOR THIS PROJECT) and an Green indicator
(signal received & detected)
connector. Where earth-bonding connectors are supplied these are fitted within active loopback test unit which electrically simulates a shore system.
Telephone circuit not in operation
the same enclosure. Shipside boxes are SUS construction and are fitted with The system developed by Seatechnik-NFI in 1995-6 is guaranteed to be totally Yellow Indicator
(no signal is received & detected)
gland connections. The receptacles are provided with suitable glands for ship compatible electrically and mechanically with the shore systems provided by
wiring cable typically 32-38mm OD for the 37 core cable and smaller glands Seatechnik-NFI and it has also formally been proved compatible with the
for other cables. Connection is by heat shrink solder-less crimp splice Furukawa Japanese developed system in use in terminals worldwide. 2) ESDS Module
connectors (supplied) for the 37-way receptacle and screw connectors for the 4- A wide range of telephones may be used with the FO SSL, including the The ESD signal functionality is divided into three operating regions :
way receptacle. Seatechnik CTS-HP3 Iwatsu compatible Hotphone.
y Normal (Healthy) ; This condition exists when the frequency tone
4. Umbilical cable Pyle-Pyle 1. Control Enclosure emitted from the shore to ship and received by ship from shore is
It is a requirement of some terminals that the ship provide the ship-shore
in the region 10 kHz +/- 1kHz.
umbilical cable, which is fitted at each end with 37-way Pyle National Plugs The NFI-Seatechnik system is installed in the Electric Equipment Room.
and in the case of earth-bonding cables, 4-way 37-way Pyle National Plugs. • (Standard) Japanese equivalent size ( W500/600mm x D600mm x
Abrasion-resistant Heavy-duty EPR-CSP non-armoured sheath is provided. y Signal Fault ; This condition exists of no tone is received or if the
H1670mm) cabinet. signal is outside the Normal and ESD conditions. This may occur
Armouring is not normally supplied to avoid inadvertent earthing.
The cables are fitted with strain-relief cable basket weave grips for hauling on This standard unit is an IP55 steel enclosure with part glazed front door panel. if the FO connector is removed or a core is broken.
board/ashore.
The internal equipment includes: y ESD (Trip) ; This condition exists when the frequency tone
4.13.4.2 Fibre Optic Shipside System emitted from the shore to ship and received by ship from shore is
y 4 off full duplex Telephone Interface Module (Tel /IF) in region 5 kHz +/- 1kHz.
Description y 1 full duplex ESD Module – ship-shore and shore-ship
This specification covers the equipment and operation of the standard Safetylink y Electrical/Optical Interface unit to connect to cabling For the three ESD operation states, the ESD module produces the
fibre-optic ship-shore link for communications and emergency shutdown. y Port Starboard Selector Module appropriate outputs as shown in the table below.
A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of multiplexed y Dual Redundant Power Supply Module
communications/data, ship-shore and shore-ship Emergency Shutdown (ESD) is y Control & Alarm Module Condition Input Output
in use at 55% of LNG Terminals worldwide and almost all of the Japanese Normal Close Close
Import terminals. The system is designed for ship or shore use, and complies with IEC-945 for
shipboard equipment. The equipment complies with SIGTTO July 1987 ESD Open Open
The original Ship-Shore Link system was developed in Japan by Sumitomo and
manufactured by Furukawa Electric Ltd, and in 1996, a totally compatible, but recommendations. Signal Fault Open
significantly improved system was developed by UK partners, Seatechnik-NFI,

for the Das Island export terminal. 1) TEL/IF Unit 3) Control & Alarm Module
The shipboard system and terminal systems are identical other than the Alarm indication via failure-open volt-free contact in case of:
transposition of frequencies of the telecommunications transmit and receive 3 voice and 1 data channels, multiplexed
channels and the need for a special fibre-optic cable reel on the shore and y Optical Cable failure.
selector switches for the shipboard installation between port & starboard. Transmission Scheme : Modem 2 wire full duplex voice-band carrier y Power failure to Control panel.
frequency with both side Band (BSB). y Plug Disconnection.

y System Failure, via diagnostics facilities of modems and via 1) Ship Side (Fibre-Optic) FO Connection Box 3. Loop-Back Connector (Check Plug) - optional
'Carrier Detect' modules on all incoming channels The system utilises 2 shipside connector boxes, one port and one
starboard. Each box measures 1180mm wide x 550mm high x 350mm The loop-back connector is used to carry out local functional test of the system.
4) Power Supply deep. The Fibre-Optic shipside connector is found in the middle part of It allows a full test to be carried out from the electrical telephone and ESD
the box. This is a combined box along with connectors used in the inputs via the cable, up to the shipside combination connector, mounted in the
y Input : 100W max at 100-240V AC 50/60Hz Electric side of the system. The connector box includes a hinged connector box, without the need for the vessel to be alongside a jetty.
y Dual Input : (optional) Power supplies are dual fed with auto- (vertical) lockable door and is made entirely from 316 stainless steel.
changeover facility (optional) Power supply 24VDC The boxes are certified to IP66 (DNV certificate no 3170644). 4. FO Active Test Connector
y Indication/Controls Power Supply distribution module with In the event of damage to the Fibre-Optic connector, the tail can be
isolation switch, fused/MCCB protection and power on indicator. replaced without the need for specialist skills or tools. This is in effect a complete shore system simulator. The Active loop-back
connector is used to carry out a full local functional test of the system and
5) Port/Starboard Selector Module 2) Hotline Telephone unit supersedes the simple passive loop-back connector.
This 1U rack module carries port and starboard selector pushbuttons. The Seatechnik Hotphone, Model CTS-HP-3, is a desk Flush Mounted The simple passive loop-back connector can carry out a full test of the ESD
The ESD electrical Rx signals from the FO Connection Box to the ESD phone system for use in all applications demanding an immediate highly circuits by feeding the ESD Normal or ESD Trip signal which is generated by
Module input are routed via this module and the ESD electrical Tx reliable communications link for use in a wide range of marine and the systems Tx circuit back to the Rx circuits by connection of cores 3-4. The
signals to the FO Connection Box are routed via this module. The industrial environments. test can be limited on some installations where the Received ESD causes a
module is used to select the shipside connection box in use. If the The dial-less version of the CTS-HP-3 is for use with LNG optic-fibre transmitted ESD. The same test is limited for the Tel-If as the transmit carriers
system is in operation on the Port Connection box, Port is selected and ship-shore links (OFTSSL) and is fully compatible with the IWATSU are on different bands from receive carriers. Detection circuitry built into the
the red Pushbutton is lit. An Abnormal ESD will occur if the Starboard TS3. The Seatechnik Hotphone, CTS-HP-3 can be used with either the main system, Tel/if will sense the Tx band carriers. This can indicate problems
Pushbutton is pressed and vice versa. The Telephone signal selection is Seatechnik Safetylink OFT-SSL or the Furukawa equivalent. with the fibre cores but will not prove the telephone circuits themselves.
via the FO Connection Box. This unit outputs the control voltage (24V The dial-less version of the CTS-HP-3 uses two push buttons, Call and The unit comprises an Ex’d’ explosion-proof box, which includes a 1.2m length
DC) to select Starboard. Signal. The Seatechnik Hotphone consists of the telephone body and of optic cable and a 6-way shore-type connector. The Active Test Unit
handset, an external power supply and an external speaker. connector is connected to the FO connector in the ship side box, and the
6) Regulation Compliance The Seatechnik Hotphone supports the following functionality for a functional tests are carried out.
The system is designed for ship and/or shore use. The systems comply maximum of 8 interconnected Hotphones :
with IEC-945 for shipboard equipment, which is more rigorous than The test unit is fitted with three switches :
IEC 801 for Shore side equipment. The Equipment is CE-Marked
following generic testing carried out on prototypes and a build file route y Call : The terminal Hotphone(s) are called by lifting the handset y OFF-NORMAL-ESD : Switching to NORMAL position will
to compliance in accordance with UK TSO practice. The equipment and pressing the call button whilst the caller speaks into the generate a ESD healthy on the ship system. Setting to ESD will
complies with SIGTTO July 1987 recommendations as far as the ESD is mouth piece. These actions result in the caller being heard at the generate an ESD trip.
specified. called phones and a visual indication. A two way conversation
can commence when the handset on one of the called phones is y CH1-4 Selector with LED Test : Switches the handset to the
2. Cable lifted. required channel, or performs an LED test.
Two lengths of pre-terminated 6-core armoured fibre optic cable are supplied y Signal : The terminal Hotphone(s) are signalled by lifting the y ON Hook/ OFF Hook : When OFF Hook is selected, channel
with a ship system. These are normally 200m in length, and the final length handset and pressing the signal button. These actions result in an selected on above switch will ring. Communication through the
must be specified by the shipyard. Both ends are pre-terminated with ST fibre audible tremolo sound and a visual indication at the signalled handset can be accomplished.
optic connectors fitted and protected by a hard PVC sheath for connection onto phones. A two way conversation can commence when the handset
the control panel at the control room end, and into the connector box at the on one of the signalled phones is lifted. A central window gives access to the circuitry and allows the LEDS to
manifold end. The cable is a 6-core flexible optic-fibre type. Each core has a Certain terminals fitted with the electric type Ship shore link, be viewed.
graded index fibre-optic core, with each core of silicon buffer, nylon jacket, conform to the Private Line type signalling. This means that the
reinforced thread and PVC sheath marked with the core number. The cable is called hotline telephone rings when the handset is lifted on the y NORMAL.
constructed with a central 8mm tension core of fibre reinforced polyurethane. calling telephone and vice versa. The hotline telephone signalling y ESD.
The fibre-optic cores are covered with a polyurethane sheath, tape and flexible type can be switched externally by the Electric System y SIGNAL FAULT.
Galvanised Steel Wire Braid armoured cover. A black fire retardant EPR/CSP Configuration Module. y Rx and Tx NORMAL and ABNORMAL status for the channel
sheath of 2.2mm thickness is used. The sheath is marked with type and The External speaker and CALL SIGNAL Pushbuttons function selected.
manufacturer’s name and date. only with the Seatechnik CTSHTP3 / Iwatsu type signalling y Battery LOW
selected. y Incoming Ring signalling for the for the channel selected

An intrinsically safe handset allows all 3 telephone channels including

hotline to be tested for Tx and Rx signalling and speech paths.
The whole unit allows a full pre-berthing test to be carried out from the
electrical telephone and ESD inputs via the cable, up to the shipside
combination connector, mounted in the connector box, without the need
for the vessel to be along side a jetty.
The unit is powered using rechargeable Lithium ION batteries and can
operate for a minimum of 1 hour.
The unit weight is approximately 14 kg with carrying handles for 1 or 2
persons.
5. Approvals
The system is designed for ship or shore use, and complies with IEC-945 for
shipboard equipment. The equipment complies with SIGTTO July 1987
recommendations. The system is inherently intrinsically safe and has received
ABS approval on the first system delivered by Seatechnik-NFI.
6. PABX/Public Telephones
Two standard type European telephones for 48VDC operation with off-hook
line impedance 600 ohm, on hook line impedance 6000 ohm will be supplied.
Line termination shall be by RJ11 standard type socket outlet
(USA/International). The telephones may be mounted on the console. They will
be connected into the fibre-optic ship-shore link cabinet and switched by
internal circuitry within the fibre-optic ship-shore link cabinet. The System
Selector Module selects the phone routing by use of the selector switch on the
front panel within the SSL cabinet.
4.13.4.4 Pneumatic Systems
Two quick-connect male/female umbilical pneumatic connectors are provided at

main deck level underneath the manifolds for use with the similar systems used
at Ras Laffan and other terminals. These directly trip the loading valves on
pressure loss and are sensed by the Yuken ESD system.

4.12.5 Mooring Load Monitoring System selected from the list of available jetties. 2) Load Histograms
The mooring line loads are displayed graphically as histograms. The
Description histograms are grouped by dolphin and are individually labelled.
The terminals at which the ship berths are fitted with MLM/Mooring Tension Histogram Colour Coding
Monitor systems. These include quick release mooring hooks which have load The histograms change colour according to the status of the hook loads.
cells which monitor the mooring line tension accurately.
The colour scheme is:
The analysis of tensions is carried out by a shore-based computer.
Green Line tension is acceptable.
In each case, the shore system relays data to the shipboard repeater and displays Red Line tension is beyond High or Low alarm point
graphically the tensions on a screen in the CCR. Shore side MLMS has flagged illegal data.
Grey
These loads are also crossed out with red
1. Monitoring Line Monitoring – Vessel Repeater Old data is indicated, after a loss of two data
Navy
Dock Select Window packets, by navy-blue histograms
1) General
Shore based Mooring Line Monitoring Systems (MLMS) are present at
many cargo ports. Mooring data is provided from the MLMS via an 2. Load Monitoring Graphics
RS232 serial communications port to the Ship-to-Shore Link (SSL). Numerical Load Display
Some jetties provide a direct serial interface SSL cable, others Note The line tension can be viewed numerically on the pedestal. The readout in a
multiplex/demultiplex signals onto a telephone channel of a common The graphical images contained in this document are indicative only and the pedestal, below the histograms, can be toggled on and off by left-clicking the
carrier. The common carrier may use a cable Delivered Software Graphics may vary. pedestal with the mouse.
SSL or Fibre Optic (FO) SSL. 1) Load Monitoring

This software (MLM – Vessel Repeater) assumes the serial connection The operator interface to the Mooring Line Monitoring System displays
is established from the local RS232 connection to the remote serial port the data in a separate window. The figure below shows a typical screen
at the MLMS, either via a leased line modem and SSL or the jetty’s layout.
direct serial interface SSL cable. The MLM – Vessel Repeater accepts Mooring load monitoring is always active once a jetty has been selected.
mooring data from the MLMS and presents it on the Graphical User The load-bar graphs show the current line loads, without further
Interface (GUI). operator intervention.
MLM – Vessel Repeater includes a database of the vessel information, a
table of port specifications as per the SIGTTO data CDROM (March
2000) supplied by Seatechnik and a table to store mooring patterns for
each jetty. The database is customised for each vessel by HME.
2) Computer System Hardware Requirements

The following hardware is a minimum specification for the Workstation
PC. Histograms with numerical load readout on and off
CPU: 1 GHz Pentium III or Pentium 4

Ram: 256Mb
Hard Disk 100Mb (available space)
Serial Ports: 2 x RS232 (9 pin)
Display: 1024 x 768 Pixels 256 Colour
Operating System: NT4, MS-2000 or Windows XP
Modem Requirements
NEC LSI DATAX 1200 – 2/4 wire leased line modem
3) Selecting a Jetty
To establish communication with the shore-based MLMS and MLM Vessel Repeater Window
commence a vessel mooring monitoring session, a jetty must be

3) Mooring Patterns system. If the connection to shore is lost the status will return to a red “Not
A graphical representation of the preferred mooring pattern may be Connected”. Data will be marked as bad (grey) or old (navy) depending on the
created, saved edited, recalled or deleted for each jetty. Dragging a line condition of the last packet received.
from a hook to a fairlead position draws a mooring line. Right-clicking
on the fairlead allows a choice of which line to remove. Continue
drawing or deleting lines for each active hook until the mooring pattern
is completed. Once complete the pattern can be saved for this jetty
Creating and Saving a Mooring Pattern
Communications Status
Communication between the Shore Data Monitoring System and the Mooring
Line monitoring system is via the serial port.
Communication Status
The communications status indicator will change from a Red “Not Connected” to
a Green “Connected” when a valid data packet is received from the shore-based

Index of LNG Terminals and Emergency Shutdown Systems and

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

1 by direct Plug
Incheon 2 Korea Import Miyaki System Marimatech a/s via

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

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

Upstream

Blank Page

Illustration 4.13.1a Cargo Tank Relief Valves Illustration 4.13.2b Insulation IBS & IS Relief Valves
Specification Specification
No. of sets: 8 No. of sets: 16
Type: Pilot Operated Type: Pilot Operated
Set pressure: 25 kPaG Set pressure: 3 kPaG (For IBS), 3.5 kPaG (For IS)
Closing pressure: 22 kPaG Closing pressure: 1.8 kPaG (For IBS), 2.1 kPaG (For IS)
Required capacity: 22,000 Nm3/h Required capacity: 228 Nm3/h (For IBS), 228 Nm3/h (For IS)
Relieving capacity: 28,260 Nm3/h Relieving capacity: 420 Nm3/h (For IBS), 481 Nm3/h (For IS)
Test gag
Test Gag
Adjust screw
Adjust Screw
Exhaust Tube
Pilot Valve
Diaphragm Vent Tube

OFF SET 20
Check plate
Diaphragm
For test Connection

RC 1/2 For manual lifting device
Check Plate connection Rc1/2
Pilot Valve
Diaphragm retainer
Diaphragm
For Test Connection Exhaust Tube

RC 1/2
For manual lifting device

connection RC1/2 Diaphragm Retainer Supply Pipe
Set Plate
Supply
Nozzle
Pipe
Nozzle

4.13 Relief Systems 4.13.2 IBS & IS Relief Valves 4.13.3 Pipe Relief Valves
(See Illustration 4.13.2a & 4.13.2b)
General Description Each section of the cargo pipe work, except the vapour line that can be isolated
Specification by two valves, has an overpressure relief valve fitted. The cargo manifold relief
Each cargo tank is fitted with two pressure/vacuum relief valves as required by Manufacturer: Fukui Seisakusho Co., Ltd. lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
the IGC code. The IBS and IS are each protected by two pressure relief valves Design Type: Pilot Operated are led to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to
per cargo tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and Type & Size: PSL-MD12-131-S1(B), 2” X 3” No.1 & 2 vapour domes.
are designed specifically to work on marine based LNG systems. Number of units: 16
Number per tank: Inter Barrier Space: 8 Specification
4.13.1 Cargo Tank Relief Valves Insulation Space: 8 Manufacturer: Fukui Seisakusho Co., Ltd.
(See Illustration 4.13.1a & 4.13.1b) Setting Value Design Type: Conventional
Set Pressure: 3 kPaG (I.B.S), 3.5 kPaG (I.S) Type & Number of units: REC131-S1(E), 19EA
Specification Reseating Press: 1.8 kPaG (I.B.S), 2.1 kPaG (I.S) Type & Number of units : REC131-S1(N), 16EA
Manufacturer: Fukui Seisakusho Co., Ltd. Required Capacity: 228 Nm3/h (I.B.S), 228 Nm3/h (I.S)
Design Type: Pilot Operated Relieving Capacity: 420 Nm3/h (I.B.S), 481 Nm3/h (I.S) Setting Value (Except CN516 on N2 Pressure Header)
Type & Size: PSL-MD13-131-LS1(B), 10”x12” Relieving Pressure: 0.1049 MPaA (I.B.S) Set Pressure: 1.0 MPaG
Number of sets: 8 0.1055 MPaA (I.S) Reseating Press: 0.9 MPaG
Number per tank: 2 Vacuum Relieving: -80 kPaG Relieving pressure: 1.2013 MPaA
Setting Value The IBS and IS are protected by 4 relief valves per cargo tank. Setting Value of CN516
Set Pressure: 25 kPaG Set Pressure: 0.06 MPaG
Reseating Press: 22 kPaG A gas detection line is lead out from below the valves, (one point for the I.B.S Reseating Press: 0.054 MPaG
Required Capacity: 22,000 Nm3/h and one point for the I.S per cargo tank) to the gas monitoring system, to give a Relieving pressure: 0.1673 MPaA
Relieving Capacity: 28,260 Nm3/h constant indication of the atmosphere inside the I.B.S and I.S.
Relieving Pressure: 0.1313 MPaA
Vacuum Relieving: -1.0 kPaG The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is to prevent any counter pressure or
The cargo tank relief valves are fitted at the vapour domes of each tank and vent back flow from the main vent mast should the cargo tank relief valves lift, or
to their associated vent mast riser. A cargo tank pressure sensing line relays the from the nitrogen snuffing system.
pressure directly to the pilot operating valve. In this manner, accurate operation
at the low pressures prevailing inside the tank is assured. It is extremely important that the vent line is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
The cargo relief valves are set up initially by the manufacturers for the operate at their correct settings, which would otherwise be altered if water were
requirements on the ship. If overhaul of the valves by ship’s staff is carried out, to accumulate in the vent mast and flow into the valve assembly.
the valves must be checked and reset to the original settings (See manufacturer’s
instructions for details). The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is
not necessary for these to be led to a vent mast as the likelihood of LNG vapour
It is extremely important that the vent mast is checked on a regular basis and in the insulation space is very remote.
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were The I.B.S and I.S valves are set up initially by the manufacturer for the
to accumulate in the vent mast and flow into the valve assembly. requirements on the ship. If overhaul of the valves by ship’s staff is carried out,
the valves must be checked and reset to the original settings (See manufacturer’s
instructions for details).

Illustration 4.13.2a Cargo Tank Relief Valves (REC131-S1(E)) Illustration 4.13.2b Cargo Tank Relief Valves (REC131-S1(N))
Test gag Test gag

Plug Plug
Lifting fork
Cap
lock nut Lock nut
Shaft
Cap nut
Adj. screw Cap Adj. screw

lock nut lock nut
Adjusting screw Adjusting screw
S S
Spring
Spindle Lever Spindle

Lever
Spring
Stud bolt & nut
Stud bolt & nut
Guide
Guide
Disc Disc
Adj. ring Adj. ring
S S
Plug Plug
Adj. lock bolt Adj. lock bolt
Nozzle Nozzle


5.1 Temperature Monitoring System ....................................................... 5 - 3
5.2 Insulation Space Nitrogen Control System........................................ 5 - 6
5.3 Cofferdam Glycol Heating System.................................................. 5 - 10
5.3.1 Glycol Water Heater ............................................................. 5 - 10
5.3.2 Cofferdam Glycol Heating System ....................................... 5 - 12
5.3.3 Hull Ventilation..................................................................... 5 - 14
5.4 Cargo Machinery FW Cooling System............................................ 5 - 16
5.5 Ballast System ................................................................................. 5 - 18
5.6 Fire Fighting System........................................................................ 5 - 20
5.6.1 Fire and Deck Wash System ................................................. 5 - 20
5.6.2 Water Spray System.............................................................. 5 - 22
5.6.3 Dry Powder System .............................................................. 5 - 26
5.6.4 CO2 System........................................................................... 5 - 30
5.6.5 Fire Detection System........................................................... 5 - 32
Part 5
Cargo Auxiliary and Ballast System
Part 5 Cargo Auxiliary and Ballast System

Illustration 5.1a Temperature Monitoring System (Secondary Barrier, Trunk Deck and Duct keel)
STARBOARD PORT STARBOARD PORT

TE TE
6A 6B TIAL TE
CTn07 21
TE TE TIAL TE
TIAL 5B 5A CTn08 20
CTn01
AFT Bulkhead AFT Bulkhead

TIAL
CTn02
TIAL
CTn16
TE TE
7A 7B
TE TE TE TE
8A 8B 4B 4A
TIAL
CTn06
TIAL
CTn03
TIAL TIAL
CTn19 TIAL CTn18
CTn17
Duct Keel
TE TE TE TE TIAL TE
10A 10B TE TE 9A 9B TE TE CTn19 19
1A 1B 3B 3A
TIAL TE
TE TE CTn10 18
2A 2B TIAL TIAL TE
CTn04 CTn09 17
TIAL
CTn05
Key Key
- Temperature sensors in primary space : TE 1A, TE 1B - Temperature sensors on double hull (3 in duct keel, 2 in trunk deck) :
(1 Ffor service and 1 for spare) TE 17, TE 18, TE 19, TE 20, TE 21
- Temperature sensors on secondary barrier (7 for service 7 for spare) :

TE 2A, TE 2B, TE 3A, TE 3B, TE 4A, TE 4B, TE 5A, TE 5B, TE 6A, TE 6B,
TE 7A, TE 7B, TE 8A, TE 8B
- Temperature in primary barrier : TE 9A, TE 9B, TE 10A, TE 10B

(1 for service and 1 for spare)
5-1 Part 5 Cargo Auxiliary and Ballast System

Illustration 5.1b Temperature Monitoring System (Cofferdam)
STARBOARD PORT PORT STARBOARD
AFT Bulkhead FWD Bulkhead

TE TTAL TE TTAL
7 CH106 12 CH101
TIAL TIAL
CH204 CH201
TIAL TE TIAL TE
CH405 10 TIAL CH102 15 TIAL
CH304 CH301
TIAL TE TIAL TIAL TE
TIAL
CH107 8 CH404 CH103 13
CH401
TIAL
TIAL
CH205
TE TIAL CH202
11 CH408 TE TIAL
TIAL
TIAL 16 CH105
CH305
CH302
TIAL TE TIAL TIAL
CH406 CH108 TE TIAL
9 CH402
14 CH104
TIAL
TIAL
CH206
CH203
TIAL
TIAL
CH306
CH303
TIAL
TIAL
CH407
CH403
Key Key
Temperature sensors in cofferdam Temperature sensors in cofferdam
- TE 7, TE 8, TE 9 (TE10, TE11 Tank 4 Only) - TE 12, TE 13, TE 14 (TE 15, TE 16 Tank 1 Only)


5.1 Temperature Monitoring System
1. General Description
(See Illustration 5.1a, 5.1b)
Monitoring equipment is provided in the CCR for the secondary insulation

barrier and inner hull temperatures, to give warning in case of failure of
insulation or leakage of the primary insulation barrier.
Each sensor is of the PT100 resistance type. The sensors are installed in the
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.
The secondary insulation barrier thermocouples (sensors) are installed at 14

points around the space as shown, all 14 of them in pairs.
For the inner hull temperature measurement there are 11 sensors in each tank.
Three(3) is located along the bottom of the tank in the pipe duct and two(2)
sensors is located in the trunk deck. In the cofferdam spaces there are 3
temperature sensors on each of the forward and aft bulkheads.
In the No.1 cofferdam space there is 2 temperature sensors added on forward

bulkhead.
In the No.4 cofferdam space there is 2 temperature sensors added on aft

bulkhead.
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.
The thermocouples for the secondary insulation barrier sensors’ alarm points are
set at -120 °C.
The thermocouples for the inner hull sensors’ alarm points are set at 0°C.
Trend curves from the received data can be plotted via the IAS in the CCR.

Blank Page

Illustration 5.2a Insulation Space Nitrogen Control System

I.B.S. and I.S. Piping I.B.S. and I.S. Piping
Arrangement on Liquid Dome Arrangement on Gas Line
F
To N2 Vent Mast To N2 Vent Mast
To Gas Detector
To Gas Detector To Gas Detector
ABCDEF = N2 distribution of nitrogen at I.B.S. bottom and stripping

JL of the leaked cargo in I.B.S. (Bottom AFT part)
G = Portable liquid level measuring (Bubbling type) Q S

K
and portable gas sampling for I.B.S. (Low point) M H R T
H = N2 distribution at I.B.S. top and portable

gas sampling (High point)
I = Safety valve connection for I.B.S.

Q = N2 exhaust, safety vent, and gas detection
V = N2 distribution in I.S. (Bottom through cofferdam AFT) and portable gas sampling for I.B.S.
with portable liquid level gauge (Bubbling type) & manual sounding (AFT)
and portable gas sampling for I.S. (Low Point-AFT) R = Pressure sensor connection to controller
and indicator for I.B.S.
L
W = Portable liquid level gauge (Bubbling type) & manual sounding (FWD) J
E F
and portable gas sampling for I.S. (Low Point-FWD) C
D S = Exhaust, safety vent, and gas detection
B and portable gas sampling for I.S.
A
K = Safety valve connection for I.S. G
T = Pressure sensor connection to controller
M = I.S. safety valve pilot and indicator for I.S.
FWD IS W
portable gas sampling for I.S. (High Point) Bilge Well (C) V I.B.S. = Interbarrier space
I.B.S. = Interbarrier space
AFT IS I.S. = Insulation space
I.S. = Insulation space Bilge Well (C)
N = I.B.S. safety valve pilot
IS Cofferdam IS IBS In Tank
Motor Room Cargo Machinery Room

Bulkhead Sealing Shaft Sealing
Oil Demister
CN438
L.O
M LDC
M LDC
Manifold (PORT FWD)

Manifold (PORT AFT)
(Near Deck Store)
M LDC
PI
CN552
FM007
CN514CN515 VF
CN506
CN503
CN501
CN902
M LDC
FM008
From N2 Buffer Tank CN901

CN513 VF
CN510
in Engine Room
CN511
CN509
CN512
CN516
Sett.
60kPa
Insulation Space Pressurization Header Key
CN551
N2 Main Line
PI
Purging & Sealing Header Insulation Space
Gas Sampling Line
CN435
CN335
CN505
CN235
CN135
CN401 CN301 CN201 CN101
CN115
CN415
CN315
CN215
CN409
CN309
CN209
CN109
CN407
CN307
CN207
CN107
CN504
CN502
CN405
CN305
CN205
CN105
CN446
CN427
CN346
CN327
CN246
CN227
CN146
CN127
CN117
CN116
CN417
CN416
CN317
CN316
CN217
CN216
To Gas To Gas To Gas To Gas
CN403 CN303 CN203 CN103
CN445
CN345
CN245
CN145
OP1 PT PI Detector OP1 PT PI Detector Manifold (STBD AFT)
OP1 PT PI Detector OP1 PT PI Detector
Manifold (STBD FWD)
CN111
CN411
CN311
CN211
CN110
CN410
CN310
CN210
CN428 CN328 CN228 CN128
CN455
CN456
CN457
CN355
CN356
CN357
CN255
CN256
CN257
CN155
CN156
CN157
CN425 CN325 CN225 CN125
PI PI PI PI
K M K M K M K M
V S V S V S V S
T T T T
CN437
CN337
CN237
CN137
AFT FWD GAS To Gas AFT FWD To Gas GAS AFT FWD To Gas GAS AFT FWD To Gas GAS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
LIQUID DOME LIQUID DOME LIQUID DOME LIQUID DOME
IS
IS
IS
IS
B/W B/W Detector B/W B/W Detector B/W B/W Detector B/W B/W Detector
LINE LINE LINE LINE
IS
IS
IS
IS
CN436 CN336 CN236 CN136
Q R Q R Q R Q R
CN441
CN404
CN304
CN204
CN104
I I I I
H G L J F EDCBA N H G L J F EDCB A N H G L J F EDCBA N H G L J F EDCB A N
Detector Detector Detector Detector
N2 Purge Exhaust
for Fuel Gas Line
CN451
CN452
CN453
CN351
CN352
CN353
CN251
CN252
CN253
CN151
CN152
CN153
CN426 CN326 CN226 CN126
CN113
CN114
CN413
CN414
CN313
CN314
CN213
CN214
PI PI PI PI
CN432 CN431 CN430 CN332 CN331 CN330 CN232 CN231 CN230 CN132 CN131 CN130
PT PI PT PI PT PI PT PI
CN406
CN306
CN206
CN106
CN119
OP1 OP1 OP1 OP1
CN422
CN421
CN419
CN422
CN321
CN319
CN222
CN221
CN219
CN122
CN121
CN112
CN412
CN312
CN212
CN408
CN308
CN208
CN108
CN433 CN333 CN233 CN133
CN118
CN418
CN318
CN218
CN420
CN320
CN120
CN366
CN220
CN266
CN166
CS405
CS305
CS205
CS105
CN402 CN302 CN202 CN102
FM504
FM503
FM501
FM502
OF
OF
OF
OF
CN466
To Spray Line To Spray Line To Spray Line To Spray Line
No.4 Tank No.3 Tank No.2 Tank No.1 Tank

5.2 Insulation Space Nitrogen Control System For the insulation space (I.S) the pressure shall be maintained between 1.0 kPa The compartment for the cargo tank liquid dome shall be maintained inerted. The
(See Illustration 5.2a) and 1.5 kPa above atmospheric pressure. O2 content shall not exceed 5 % by volume.
Nitrogen shall be used for inerting; O2 content and CH4 concentration shall be
General The barrier space header control valve CN511 reacts to the demand on the checked at regular intervals.
Nitrogen is produced by nitrogen generators and stored in a pressurised buffer system and maintains the header pressure at 0.5 MPa. A flowmeter upstream of
tank in the E/R. It is supplied to the cargo side pressurisation headers through CN511 gives an indication on the IAS of the current demand on the nitrogen 4. Barrier Space Pressure Control
make-up regulating valves. It is also used for purging gas in the fuel gas line in system.
the E/R. IAS controls N2 header pressure, IBS (Inter Barrier Space) N2 pressure and IS
(Insulation Space) N2 pressure by PID controllers (Fig 1 - Barrier Space
High/Low and differential pressure alarms are fitted to the pressure control
Pressurisation Control).
From the headers, branches are led to the insulated spaces of each tank. Excess systems for each primary and secondary insulation space.
nitrogen is vented through exhaust pressure control valves of each tank vent mast
1) N2 header pressure control
from the I.B.S and I.S. 2. Insulated Space Pressure Control
The IAS controls N2 header press via a PID controller.
Both I.B.S and I.S of each cargo tank are provided with pressure relief valves 1) Nitrogen Supply System
which open at a pressure, sensed in each space, of 3.0 kPa for the I.B.S and 3.5
2) IBS (Inter Barrier Space) N2 press control
kPa for I.S. Two (2) make-up control valves for each tank, one (1) for each inter barrier
and insulation space, shall automatically maintain a minimum pressure for
The IAS controls each cargo tank IBS N2 pressure via two PID controllers;
In normal operation, the inter-barrier space and insulation space shall be purged each space. A by-pass valve shall be provided to each make-up valve.
one is for the IBS N2 supply valve control, and the other is for the IBS N2
with nitrogen in relation with atmospheric pressure variation and cooling or exhaust valve control.
The control valves shall be designed for the normal make-up flow rate to the
warming of the spaces during loading or unloading. The inter-barrier space The two PID controllers use the same PV (cargo tank inter barrier space N2
inter barrier and insulation spaces as well as for the make-up flow rate
should be continuously purged with nitrogen if gas is detected through a micro- pressure), but the PID controllers are separate from each other.
required for cargo tank loading and cooling down operation.
leakage of the membrane.
3) IS / IBS N2 differential pressure control
Audible and visual alarms which are duplicated in the wheel house and the
If a gas detector shows a gas concentration above 30% of LEL in one (1) inter- IAS and are activated in case of insufficient pressure in the pressurized
barrier space through a micro-leakage of the welded parts of a membrane, this The IAS controls each cargo tank IS/IBS N2 pressure via two PID
insulated spaces, shall be provided
gas concentration should be reduced by continuous nitrogen purging using the controllers; one is for the IBS N2 supply valve control, and the other is for the
IBS N2 exhaust valve control.
by-pass to the pressure control valve on the nitrogen supply line of this space in 2) Venting system
Two PID controllers use the same PV (cargo tank inter-barrier space N2
accordance with the recommendation from GTT.
pressure), but the PID controllers are separate from each other.
The venting system shall be consist of two (2) vent control valves for each
The nitrogen is provided as a dry and inert medium for the following purposes: cargo tank, one (1) for each inter barrier and insulation space and a by-pass
4) IS/IBS N2 differential pressure monitoring
valve shall be arranged for each space. Valve operation shall be indicated in
y To prevent formation of a flammable mixture in the event of an the IAS. Each vent control valve shall be dimensioned to handle the
The IAS calculates each cargo tank IS/IBS N2 differential pressure by
maximum nitrogen flow rate.
LNG leak. comparing the IS N2 pressure and IBS N2 pressure.
y To permit easy detection of an LNG leak through a barrier.
3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms
y To prevent corrosion. Caution
During cargo loaded, as normal procedure, maintain the I.B.S pressure at or
y I.B.S pressure below cargo tank pressure and maintain the I.S pressure at, or above the I.B.S
1. Insulated Spaces
(High press. alarm: 1.3 kPa, Low press. alarm: 0.2 kPa) pressure
There are two (2) different spaces located between the primary barrier and the y I.S pressure
5) Table of I.B.S and I.S Valve Control System
inner hull. (High press. alarm: 2.5 kPa, Low press. alarm: 0.3 kPa)
y Differential pressure between I.B.S and I.S. I.B.S Pressure Control

- The inter barrier space (I.B.S) between the primary and secondary barrier.
- The insulation space (I.S) between the secondary barrier and the inner hull. (Very low press. alarm: 0.0 kPa) 1.0 kPa I.B.S N2 EXH. Valve Control
0.5 kPa I.B.S N2 SUP. Valve Control
These two (2) spaces shall be maintained under a dry and inert atmosphere using y Nitrogen Barrier Space Header excessive flow alarm
I.S Pressure Control
nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly (160 Nm3/h)
I.B.S + 0.5 kPa I.S N2 EXH. Valve Control
above atmospheric pressure in order to prevent any air ingress.
y Nitrogen Barrier Space Header pressure I.B.S + 0.2 kPa I.S N2 SUP. Valve Control
For the inter barrier space (I.B.S) the pressure shall be maintained between 0.5 (High press. alarm: 55 kPa, Low press. alarm: 20 kPa)
kPa and 1.0 kPa above atmospheric pressure.

Fig. 1 Barrier Space N2 Pressurisation Control
IAS
PV PV PV PV PV
N2 HEADER IBS N2 SUPPLY IBS N2 EXHAUST IS N2 SUPPLY IS N2 EXHAUST

CONTROL CONTROL CONTROL CONTROL CONTROL
SP SP SP SP
(SPHILM:1.15) (SPHILM:1.15) (SPHILM:0.8) (SPHILM:0.8)
PID PID PID PID PID
[REVERSE] [REVERSE] [DIRECT] [REVERSE] [DIRECT]
<CT004> <CTn51S> <CTn51E> <CTn56S> <CTn56E>

IS/IBS
DIFF.
PRESS
HIGH/LOW HIGH/LOW HIGH/LOW HIGH/LOW CTn52
LIMIT LIMIT LIMIT LIMIT x-y
x y
<CT005> <CT041> <CTn54> n = 1~4 <CTn55> <CTn51I> <CTn56I> <CTn58> <CTn59> <CTn58> <CTn59>
IS/IBS
PT PT DPT DIFF. PT
IBS SUPP. IS SUPP. PRESS
V/V V/V
LIQUID GAS
IBS
IBS
IS
IS
DOME LINE
N2 SUPP. LINE
IBS EXH. IS EXH.
PT V/V V/V
N2 HEADER
TO OTHER N2 EXH. LINE

CARGO TANK
N2
BUFFER TANK TO VENT MAST

Blank Page

Illustration 5.3.1a Glycol Water Heater
To be Located in Safe Area

Flame Screen Top of Electric Motor Room
Key
Main Line
Stand-by Line
Air Line
F.W Line
Glycol Reservoir Glycol Water
(4.5 m3) Expansion Tank
Steam
(1 m3)
Inlet
Sett.
0.6 MPa
GH635F
GH632F
GH636F
GH701F Air Separator

GH612F GH611F GH609F GH608F GH606F N-1 N-2
GH602F GH601F
No.1 Glycol
Water Heater
From Comp. Air
GH610F
No. 1 Glycol Water N-6 GH604F
Circulating Pump
(30 m3/h x 30 MWC)
GH633F
Condensate
GH613F
GH615F
(2 m3/h x 10 MTH)
Pneumatic Pump
AR551F
GH634F
WG542F
GH631F
GH614F
GH616F
Steam
From Fresh Water
Inlet
Sett.
0.6 MPa
Mixing Tank
Sight Glass
(0.2 m3, 750L)
GH639F
GH702F Air Separator
GH628F GH627F GH625F GH624F GH622F N-1 N-2
GH618F GH617F
No.2 Glycol
Water Heater
GH626F
GH637F
No. 2 Glycol Water N-6 GH620F

Circulating Pump
(30 m3/h x 30 MWC)
Condensate
GH638F
L.O
[Electric Motor Room]

R1 R2 A2 A1

5.3 Cofferdam Glycol Heating System 4) Ensure the outlet valve GH632F is closed, then transfer the 200 litres of 2. Topping up Procedure
glycol water into the glycol water expansion tank using the pneumatic
5.3.1 Glycol Water Heater transfer pump. If the level falls in the glycol water expansion tank, it must be replenished by
(See Illustration 5.3.1a) 45% glycol water mixture.
5) Repeat until the glycol water expansion tank is full and repeat steps
The glycol water heating system is located in the electric motor room. The 1) Ensure that valves GH634F and GH637F at the mixing tank are closed.
1) ~ 4) whenever the glycol water expansion tank level falls low.
system heats glycol water which is pumped around the cofferdam system to
maintain the temperature inside those spaces, when loaded, at approximately 2) Calculate the proportion of strong glycol required which, with water
6) Open all the test valves/vents in the starboard passageway to both main
+5°C. added, produces 200 litres of 45% glycol.
and stand-by cofferdam heating systems.
The main and stand-by heating coils are served by main and stand-by steam 3) Open valve GH636F and run down strong glycol to this level as
heaters. 7) Close valves GH617F, GH628F to the stand-by coils and fill the main
observed on the gauge glass. Close this valve and add water to the 200
system via valves GH601F and GH612F until glycol water just starts to
issue from the test valves. The No.1 glycol water circulating pump or litre mark by opening valve WG542F.
The system comprises:
No.2 glycol water circulating pump can be used. Close each test valve
4) Ensure the outlet valve GH632F is closed, than transfer the 200 litres of
y 2 x glycol water centrifugal circulating pumps rated at in turn.
glycol water into the glycol water expansion tank using the pneumatic
30m3/h x 30 MTH.
8) Check that glycol water is flowing at the flow sight glasses in each transfer pump.
y 2 x steam heaters rated at 223,476kcal/h with high and low
steam demand regulating valves. branch to the cofferdams. Force a flow through any stagnant branches
by closing off return valves to the other branches as necessary. 5) Repeat until the glycol water expansion tank is full and repeat steps
y 1 glycol expansion tank of 1000 litre.
1) ~ 4) whenever the glycol water expansion tank level falls low.
y 1 glycol reserve tank of 4500 litre.
y 1 glycol mixing tank of 200 litre. 9) Open the vent valves on No.1 and 2 glycol water heaters to vent air
from the system. Continue until no more air is vented. 6) Open the vent valves on No.1 and 2 glycol water heaters to vent air
y 1 pneumatic operated expansion tank topping up pump rated
from the system.
at 2.0m3/h x 10 MTH.
10) Close valves GH601F, GH612F to the main coils and fill the stand-by
There are two (2) steam heaters to heat the glycol water with service steam at system via GH617F and GH628F until glycol water just starts to issue
0.8 MPa. The steam flow is controlled by manipulating the steam flow control from the test valves. No.1 or 2 glycol water circulating pump can be
valve in accordance with the measured outlet temperature. Also, the inlet used. Close each test valve in turn.
temperature to the cofferdam and liquid dome is controlled by manipulating a
3-way temperature control valve.
11) Check that glycol water is flowing at the flow sight glasses in each
branch to the cofferdams. Force a flow through any stagnant branches
1. Filling Procedure
by closing off return valves to the other branches as necessary.
The capacity of the system is 6.42 m3 of 45% by volume glycol water mixture.
An initial fill of the glycol reservoir is sufficient for the whole system. If glycol 12) Open the vent valves on No.1 and 2 glycol water heaters to vent air
is supplied already mixed then steps 2) and 3) can be omitted. If stronger glycol from the system. Continue until no more air is vented.
or neat glycol is supplied, follow steps 2) and 3) to correctly mix 45% glycol
water. 13) Set the system ready for operation by closing stand-by valves GH617F
and GH628F and opening the main valves GH601F and GH612F.
1) With valve GH636F closed, fill the glycol reservoir from drums using a
pneumatic portable pump. 14) Set No.1 glycol water circulating pump to stand-by.
2) Ensure that the valves GH633F, GH634F and GH637F at the mixing
tank are closed.
3) Calculate the proportion of strong glycol required which, with water

added, produces 200 litres of 45% glycol. Open valve GH636F and run
down strong glycol to this level as observed on the gauge glass. Close
this valve and add water to the 200 litre mark by opening valve
WG542F.
5 - 10 Part 5 Cargo Auxiliary and Ballast System

Illustration 5.3.2a Cofferdam Glycol Heating System
No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
Drain 1/2"
Low Point
No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Tank Tank Tank Tank
PF 1/2" Temp. Boss
PF 3/8" Press. Boss

GH570F
GH568F
GH569F
GH567F
GH558F
GH556F
GH557F
GH555F
GH546F
GH544F
GH545F
GH543F
GH534F
GH532F
GH533F
GH531F
GH521F
GH518F
GH520F
GH517F
Angle Valve
with Blind Flange
GH560F GH562F GH548F GH550F GH536F GH538F GH524F GH526F GH510F GH512F
GH563F GH551F GH539F GH527F GH513F
GH711F
GH709F
GH707F
GH705F
GH703F
GH564F GH552F GH540F GH528F GH514F
GH712F
GH710F
GH708F
GH706F
GH704F
GH511F
GH559F
GH561F
GH566F
GH565F
GH547F
GH549F
GH554F
GH553F
GH535F
GH537F
GH542F
GH541F
GH523F
GH525F
GH530F
GH529F
GH509F
GH516F
GH515F
No.1 Supply (Main)
No.2 Supply (Stand-by)
No.2 Return (Stand-by)
No.1 Return (Main)
Expansion Loop
GH508F
GH507F
GH506F
GH505F
as Necessary
GH504F
GH503F
GH502F
GH501F
Air Eliminator
A1 A2 R2 R1
Electric Motor Room

See Illustration 5.3.1a
Key
Main Line
Stand-by Line

5.3.2 Cofferdam Glycol Heating System

(See Illustration 5.3.2a) 1. Control of the Heating Coils
Description There are five (5) temperature controllers in the IAS to manipulate the 3-way
The purpose of this system is to ensure that the cofferdam temperature is kept at type pneumatic control valves in accordance with the measured temperature at
all times at 5°C or above, when the cargo tanks are in a cold condition. Each the cofferdam and liquid dome. Each controller has main and stand-by
cofferdam can be heated by two independent systems; one in service, with the temperature control valves.
other on stand-by.
The purpose of this system is to ensure that the cofferdam temperature is kept at
The maximum heating condition is determined by the following extreme all times at 5 °C or above, when the cargo tanks are in a cold condition. Each
operating conditions: cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.
y LNG against the secondary barrier : -163 °C The five (5) PID controllers are provided to ensure that the cofferdam
y External air temperature : -18 °C with 5 Knots winds temperature is kept constant. According to the measured temperature, each PID
y Sea water temperature : 0 °C controller manipulates either the main or stand-by 3-way control valve,
depending on which coil is in service. The main or stand-by service selection is
The requirements for the individual cofferdams are as follows: done from the schematic display or point detail display in the IAS.
z No.1 Cofferdam 48,604 kcal/h with a heating coil length of 360 m 2. Steam Heater Outlet Temperature Control
z No.2 Cofferdam 49,070 kcal/h with a heating coil length of 363 m
z No.3 Cofferdam 58,140 kcal/h with a heating coil length of 430 m The IAS provides one (1) controller to control the heater outlet at the required
z No.4 Cofferdam 58,140 kcal/h with a heating coil length of 430 m temperature. The controller is used to control the heater outlet temperature by
z No.5 Cofferdam 9,513 kcal/h with a heating coil length of 71 m manipulating two (2) steam flow control valves.
If the glycol temperature from the heater outlet increases to 90 °C, the IAS fully
Any failure of the cofferdam heating system with cargo on board must be treated closes the large and small steam flow control valves automatically and generates
as serious and repairs must be effected immediately. an abnormal alarm.
Any accumulation of water in the cofferdam areas can be pumped out using the
bilge eductor located in the engine room.
Special valves (Auto Balancing Valve, see Illustration 5.3.2b) combined with
ball valve and flow regulator function shall be provided on each inlet line of the
cofferdams as follows:
z Cofferdams :
- No.1 Cofferdam : GH703F, GH704F
The above valves shall be set based on the most severe condition in the winter
season and LNG on the primary barrier.
Note
In an emergency case with LNG on secondary barrier, the flow cartridge with
spring should be removed from the dynamic auto balancing valve body to
increase the flow rate of glycol water to the maximum.

Illustration 5.3.3a Hull Ventilation
Cargo Manifold (P)
Passage Way Passage Way Passage Way

Nat. Supp. Vent Mech. Exh. Fan Nat. Supp. Vent
Passage Way
Flex. Hose Conn. for Flex. Hose Conn. for
Dry Air Supply Dry Air Supply
Dry Air Supply To Passage Way (AFT-P&S) Em'cy Vent Line To Passage-way (FWD-P&S)
From IGG System
in Engine Room Flex. Hose Conn. for
GI703
Dry Air Supply
H M/H M/H M/H M/H
To Cofferdam (P-only)
Spool Conn. for
Piece portable Fan (P-only)
Pipe Duct To be installing portable
Nat. Supp. Vent fan on manhole for trunk space
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
M/H M/H M/H M/H M/H M/H M/H M/H
To Cargo (AFT side - P&S) Passage Way
Vapour Line Mech. Exh. Fan
Manhole cover for trunk

to be opened when gas
M/H M/H M/H freeing (FWD side - P & S) M/H M/H M/H M/H M/H
H M/H To be Installing Portable fan on injured person's M/H M/H M/H
Manhole for Cofferdam (STBD only)
El. Motor RM Cargo Machinery RM Manhole cover for Cofferdam
to be opened when gas freeing. ({ & S)
H M/H M/H M/H M/H

Passage Way
Cargo Manifold (S)
Portable gas freeing fan

on dry air pipe for cofferdam (PORT)
Manhole cover for on manhole for trunk (AFT - P&S)
trun to be opened Portable gas freeing fan
Manhole cover for C/D to be when gas freeing on Manhole for C/D
opened when gas freeing (P&S) (FWD - P&S)
Typical Section for Gas Freeing & Dry Air Supply

(Trans. C/D, Trunk Spade)

5.3.3 Hull Ventilation

(See Illustration 5.3.3a)
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 one 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 duct trunk top is a natural supply ventilator
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 and starboard side of each cofferdam is provided with access manholes
for exhaust of air.
There are two (2) portable supply fans for the cofferdam spaces which give 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 natural supply ventilators 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 5.4a Auxiliary Fresh Water Cooling System
Motor Room
LO Cooler
for No.1 HDC
The vent to be connected
WF512F at the highest point on the
40 cooling return line
WF511F
WF519
40
LO Cooler
for No.2 HDC
WF514F
40
WF513F
40
65
65
LO Cooler
for No.1 LDC
WF516F
40
WF515F
40 Cargo Machinery Room

80
80
LO Cooler
for No.2 LDC
WF518F WF501F 7-I
40
Vent(A)
WF502F Drain Cooler
WF517F (50 m3/h)
Drain(B)
40 7-II
SUS 304 SCHIOS

Weather Part
100
100
80
80
Key
Fresh Water Line
P-way
125
From E/R 125

5.4 Cargo Machinery FW Cooling System

(See Illustration 5.4a)
1. General
The cargo machinery cooling fresh water system is provided by two Cargo
Machinery fresh water cooling pumps located in the engine room. The Cargo
Machinery fresh water system is cooled by the Central Cooling system in the
engine room..
Specification
Cargo Machinery Cooling FW Pump

Maker: Shinko Ind. Ltd.
Type: Vertical, centrifugal, electric motor driven
Number of sets: 2
Rated output: 80 m3/h X 40 MTH
Each pump can be started locally or remotely. For the remote control of each
pump, the pump control position should be set to remote on the motor starter
panel. Also, if the control position is not in remote position, the stand-by logic
cannot be activated on the IAS. If the following conditions are met, the IAS
activates the stand-by logic control function:
z Control position of each pump is set to Remote.

z The stand-by control mode is set to AUTO on the schematic display.
The FW cooling system is used to serve the following equipment
z HD compressor LO coolers and air cooler of electric motor.

z LD compressor LO coolers.
z Cargo compressor room steam drain cooler.
2. Operating Procedures
One auxiliary cooling FW pump is normally required to meet the system cooling
capacity.
1) Open the inlet and outlet valves on both Cargo Machinery cooling FW
pumps.
2) Open the valves on the respective system to be cooled i.e. HD compressor

LO cooler and motor air cooler, LD compressor LO cooler, and steam
drain cooler. Check for leaks.
3) Select one of the Cargo Machinery cooling FW pumps on local control

and start the pump. Check that the system pressures are normal.
4) Select the other pump on stand-by.
5) Stop the running pump and ensure that the stand-by pump cuts in.
6) Return the pumps to their original running condition of one pump running
and the other on stand-by.

Illustration 5.5a Ballast System
B.W.L
BA523F
From Inert Gas Line
(10K)
Inside Tar
BA026F
Epoxy
P)
K( BA524F
.T
.B
P) P) P) ) Manual Hyd.
K(
W
K( K( (P
R
E/ Transmitter
T T T K
. . . .T
BA030F In Bosun Store
)
.B .B .B
(P
W .B
TK
W W W
.4 .3 .2 . 1
.B.
No No No
BA031F
No
pW
Back Flusing
No.2 Ballast
A
To M/C for
e
Strip. Eductor
De
Overboard
BA035F
To IGG
D
FW
Bilge
No.1 Ballast
B
BA036F
BA015F Strip. Eductor
BA520F
BA518F
BA522F
BA516F
BA514F
BA512F
BA510F
BA508F
BA506F
BA504F
A BA013F
BA017F
BA020F
BA014F BA012F
Ballast Main
S.W. Main in Engine Room
BA502F
No. 1
Spool
Ballast Pump Piece
BA025F
BA501F
(3,000 m3 x 3.0k)
BA008F
BA034F
BA010F
A.P. TK BA028F BA023F
L.C
BA041F BA024F BA011F BA009F

Pipe Duct F.P. TK
BA503F
No. 2
BA027F
BA001F
BA016F
BA003F B.T. RM
BA006F BA002F
Ballast Main
B
BA021F No. 3
BA511F
BA521F
BA519F
BA517F
BA515F
BA513F
BA509F
BA507F
BA505F
BA007F
BA033F
(S)
TK
B.
S) ) S)
W.
K( (S K( S)
BA032F
K K(
ep
. T . T . T T
De
.B .B .B .
.B
D
W W W
FW
.4 .3 .2 W
No .1
K(
S) No No No
.T
(10K)
.B
W
BA029F
R
E/
Inside Tar
Epoxy
B.W.L
* MARKED VALVES SHALL HAVE THE FUNCTIONS OF THROTTLING Key

AND FULL POSITIONING Sea Water Line

5.5 Ballast System y Automatic Ballast Control

(See Illustration 5.5a) All valves are butterfly valves hydraulically operated. The tank main suctions,
Pump discharge valves and driving water valves to eductor are of the 1) Manual Ballast Control
General intermediate position controlled type. In manual mode the operator can start/stop pumps and open/close
valves by operating the selected pump or valves from the operator
The ballast spaces beneath and around the outboard side of the cargo tanks are The ballast tanks stripping suction are not of the intermediate position controlled
station. The ballast pump safety system and start interlocks remain
utilised as ballast tanks to optimise draft, trim and heel during the various load type, only the driving water valves to eductor are of the throttling type.
functional in manual mode.
conditions of the vessel.
Three ballast pumps are electric motor driven.
2) Automatic Ballast Control
Ballast will be carried during the return passage to the loading port, when only
sufficient gas is carried to maintain the tanks and their insulation at cryogenic They are mounted at the forward end bottom platform of the engine room. These In automatic mode all valves and pumps will be set to automatic
temperatures. pumps take their suction from the sea/sea cross over, with the high sea suction control. The control of valves and pumps is then performed by the
being on the port side and the low sea suction being on the starboard side. The sequential logic of IAS system.
The ballast spaces are divided into 8 tanks, that is port and starboard under each latter being the normal operation when loading ballast. When discharging ballast
of the 4 cargo tanks. In addition, the fore peak water ballast tank deep ballast they take their suction from the ballast crossover main. System Capacities and Ratings
tank (port and starboard) and aft peak tank are also used to carry ballast when
required. There are also two small ballast tanks in the engine room, which are The ballast pumps are used to supply sea water to the inert gas system. Ballast pumps:
used to give fine list control This gives a total ballast capacity of 57,341m3, Manufacturer: Shinko Ind. Ltd.
approximately 58,775 tonnes when filled with sea water. Three, 3,000m3/h, System Control Model: GVD 500-3M (No.1 & 2 Pumps)
vertical centrifugal pumps are fitted, which enable the total ballast capacity to be GVD 500-3MS (No.3 Pump)
discharged or loaded in approximately 12 hours for ballasting or deballasting. The ballast system is controlled entirely from the CCR using the IAS in Rating: 3,000m3/h x 30 MWC
During cargo loading and unloading two(2) sets of the ballast pumps shall be conjunction with the ballast mimic. Speed: 900 rpm
used and during ballast water exchange, three(3) sets of the ballast pumps shall Power: 330kW
be used. The pumps are driven by electric motors and are located on the engine The ballast pumps are started and stopped using the mimic, provided that the
room floor, starboard side forward. switches on the local control panel are set to remote. The pumps have an auto Ballast stripping eductors:
stop sequence control for low and high tank status. When on local control, the Rating: 300m3/h
The 600mm fore and aft ballast main runs through the pipe duct with tank valves pumps can be started and stopped from the local control panel and can be Driving water shall be supplied by the ballast pumps
mounted on tank bulkheads. This is connected to the stripping eductors. 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
Control and Alarm Settings
The ballast pumps fill and empty the tanks via the port and starboard side any time.
600mm main.
All hydraulically operated valves in the system are also operated using the on IAS TAG CODE Description
Each ballast tank from No.1 W.B.tank(P&S) to No.4 W.B.tank(P&S) is provided screen menu/keyboard in conjunction with ballast mimic. Two basic types of BD005 LI Fore peak tank low high
with one(1) main suction(450A) and one(1) stripping suction(150A). They are valve are fitted, those which can be positioned at the fully closed position or
fully open, and those which can be positioned at any point between fully open BD006 LI Aft peak tank low high
located at after part of each tanks.
and fully closed. The position of all valves is shown on the mimic. BD007 LIAH Fwd water ballast tank port level low high
Two eductors are fitted for stripping and final educting of the tanks, one port
Provision is made for a portable hand pump to be used to operate each valve in BD008 LIAH Fwd water ballast tank port level low high
(No.1) and one starboard (No.2), with their own respective discharge valves.
The driving water for No.1 ballast stripping eductor is from No.1 ballast pump the event of hydraulic accumulator failure. The pump discharge valves, and tank BD009 LIAH No.1 port ballast tank level low high
and No.2 ballast stripping eductor is fed from No.3 ballast pump, though either after main suction valves are multi-positional. All other valves are either open or
eductor may be driven from any of the three ballast pumps via the discharge closed. In addition to being operable from the CCR, the valves can also be BD010 LIAH No.1 starboard ballast tank level low high
crossover main. operated from the solenoid valve station, using the pushbuttons on the individual BD011 LIAH No.2 port ballast tank level low high
solenoids.
BD012 LIAH No.2 starboard ballast tank level low high
Ballast tank stripping is a manual operation, done by starting Ballast Pumps,
opening the Water Ballast Stripping Eductor Discharge valve and The on screen ballast menu also shows when the pumps are switched to remote, BD015 LIAH No.3 port ballast tank level low high
corresponding valves for the actual tank. Ballast pumps can also be used in the pump’s suction and discharge pressure, the position of the manually operated
manual mode from the IAS for tank stripping. valves and the level in each tank, in terms of inage.
BD019 LIAH No.4 port ballast tank level low high
All valves are butterfly valves, hydraulically operated. The tank aft main Ballast Control Modes
suctions, pump discharge valves etc, as indicated with * on the above drawing
The ballast control mode can be selected by the operator from the Ballast or BD021 LIAH E.R. water ballast tank port level low high
are of the intermediate position controlled type.
Ballast Exchange mimic. There are two different mode of operation from the BD022 LIAH E.R. water ballast tank starboard level low high
All ballast pipes in the pipe duct are of GRP. with galvanised steel bulkhead IAS.
pieces and suction bell mouths. y Manual Ballast Control

Illustration 5.6.1a Fire and Deck Wash System

Nav. Deck
Trunk Deck
FD546F
FD545F
FD628F
FD626F
FD589F
FD585F FD583F FD581F FD630F
HB
To No.9 To No.7 To No.5
Bilge Eductor Bilge Eductor Bilge Eductor
FD599F
B-Deck
FD641F (FD573F) FD571F
HB FD601F FD555F FD575F FD539F FD527F
FD515F
FD597F
FD595F
HB
S.W Cooling Line for
Air Eliminator FD501F Windlass Break Disc
Passage Way
FD564F
FD557F
FD549F
FD535F
FD529F
FD521F
FD568F
FD517F
Located HB HB HB HB HB HB
in C/D FD701F
From
E/Casing FD502F
FD566F
FD562F
FD559F
FD553F
FD551F
FD543F
FD541F
FD537F
FD533F
FD531F
FD525F
FD523F
HB HB HB HB HB HB
Hawse Pipe
FD603F
FD627F
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
FD644F
From HB
A
AFT Engine E/R FD507F No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk FD519F FD631F FD629F
Mooring Deck Casing Accomm. D-Deck

FD646F FD645F
FD563F
HB
FD604F
FD567F
FD560F
FD554F
FD552F
FD544F
FD542F
FD538F
FD534F
FD532F
FD526F
FD524F
FD503F
Room FD561F
HB HB HB HB HB HB
HB
El. Motor Room

FD623F
Cargo Mach.
FD622F
HB
FD569F
FD565F
FD558F
FD550F
FD536F
FD530F
FD522F
HB
Located FD504F
in C/D HB HB HB HB HB HB
FD516FFD518F
FD702F
FD602F
FD572F
Passage Way
HB
FD600F
FD598F
FD596F
FD642F B-Deck
HB (FD574F)
FD590F FD582F
To No.10 To No.7 To No.6 FD625F
FD586F Bilge Eductor FD584F Bilge Eductor Bilge Eductor
FD548F
FD547F
HB HB
FD624F
Trunk Deck
FD643F FD640F
C-Deck FD618F
HB HB HB
Key
Water Spray Main Line

Sea Water Line NAV.-DK
FD620F
Fire Main Line

CCR
HB
D-DK FD621F
HB
S.W Cooling Line for FD021F

Windlass Break Disc (P&S) C-DK
HB
B-DK
FD507F
FD022F
A HB Fire Control Station FD619F
FD510F
Manual Hyd.
HB Transmitter HB
HB
B-Deck HB
FD703F HB
A-DK FD611F
FD615F
HB
FD573F
Bosun Store
FD513F
FD509F
FD508F
FD506F

HB HB To No.1 Water Spray P/P E.S.B From Fire & W/D
From Main FD51F FD054F System
Bilge Eductor 2nd Dk Room
FD511F Cross-over HB HB HB
FD055F
To No.3 FD647 Line N.O FD052F FD053FN.O
C.L
N.C
FD018F FD024F FD028F
Bilge Eductor
FD653F FD041F Fire P/P FD043F

FD512F
Bilge Eductor HB From Main FD614F

Cross-over 3rd Dk
N.O HB HB HB
To No.2
Line N.O FD042F N.O HB

Steering Gear FD655F
FD019F FD025F FD029F
Fire Jockey
B.W Room Water Expansion
Pump 4th Dk HB
Bilge Eductor
Tank (1 m3) From Main FD015F FD016F HB HB HB FD617F

Cofferdam
Hyd. Swimming
Cross-over FD020F FD026F FD030F
Tank Pool
To No.4
Line ZN From Fire & W/D

Anode Floor
System
FD654F
HB HB HB
Cofferdam
From Main FD001F CO2 Room
AFT CENTER PORT STBD
FD574F
FD649F Cross-over
Line N.O No.1 B.F & G/S FD012F
FD648F
FD652F FD005F Pump HB

FWD Bow Thr. FD650F
A-Deck
FD031F
Em'cy Fire Pump Direct Bilge FD616F
F.P Tank Suction FD010F
Pump Rm Room (72 m3/h x 120 MWC)
FD006F FD003F FD008F FD605F HB
FD005F Incinerator
From Clean Room
Drain TK
A.P TK From FW
Tank
FD004F
H.F.O.T. (C) From E/R Bilge To Bilge Well
FD607F
Main Line No.2 B.F & G/S FD013F HB
From Main FD002F Pump

Cross-over
Line FD011F
FD009F To Ballast Eductor FD608F
N.O
C.W.T Overboard Line
HB
Sea Pipe Duct CO2 Room

FWD W.G.T (P & S) Chest
FD606F HB

5.6 Fire Fighting System

The fire main also serves the water curtain below the port and starboard manifold
5.6.1 Fire and Deck Wash System areas during cargo loading and unloading.
The fire main supplies the driving water for the bilge eductors in the side passage
The fire main system is supplied from the engine room by the two Fire Pumps. way, pipe duct, forward pump room, bow thrust room, bosun’s store and
They are electric motor driven vertical centrifugal pumps, with a delivery cofferdams. It also supplies anchor washing water.
capacity of 150 m3/h at 100 MTH.
Fire hydrants are situated along the cargo space, with a fire hose mounted
Specification adjacent.
Fire, Bilge & G/S Pump The Emergency Fire pump can be started locally, from the bridge, Fire Control
Maker: Shinko Ind. Ltd. Station(FCS) and Cargo Control Room(CCR).
with self priming Under normal operating conditions the fire main will be under pressure in port,
Model: RVP200-2MS
supplying the manifold water curtain and with hoses run out as a fire precaution.
Number of sets: 2
Rated out-put: 150 m3/h X 120 MTH
Rated out-put: 245 m3/h X 35 MTH Note
Sea chest valve(WS146F) for em’cy fire pump to be locked open position.
Fire Pump
Model: RVP200-2MS
Number of sets: 1
Jockey Pump
Type: Horizontal, centrifugal, electric motor driven
Model: SHQ50M
Number of sets: 1
Emergency Fire Pump
with self priming
Number of sets: 1
Rated out-put: 72 m3/h X 120 MWC
The Emergency Fire Pump is located under S/G Flat. This pump is a electric
motor driven vertical centrifugal pump with its own direct sea suction. The pump
rate is 72 m3/h X 120 MWC.
The fire main is kept pressurised by a Jockey Pump rated at 2 m3/h X 120 MTH.
This pump is an electric motor driven horizontal centrifugal pump and has an
automatic pressure cut-in/out switch. Pressure switches and a low level alarm
switch are fitted on the accumulator tank (capacity: 2.0 m3) to pressurise the fire
main line.
The deck fire main has a main isolating valve FD570F before the port, starboard
and ring main isolating valves. The ring main is fitted with a further four section
isolator valves on each side at regular intervals along the deck to allow any part
of the system to be supplied from either side of the ship.

Illustration 5.6.2a Water Spray System
SP602F Cargo Manifold (P) SP601F
SP571F
SP580F SP605F No.3 Group
SP581F SP606F Passage Way

No.4 Group
SP572F SP501F
Engine Room
SP531F SP502F SP511F SP511F
CS701F
SP542F
SP541F
SP543F
SP532F
SP522F
SP513F
SP512F
For
For
CS075F
For CL700,
CG700-702F
For
CG704
For CG703, 705-708,
No.4 No.4 CL701, CS702, 703F No.3 No.3 No.2 No.2 No.1 No.1
No.2 Group
Liquid Dome Gas Dome Liquid Dome Gas Dome Liquid Dome Gas Dome Liquid Dome Gas Dome
For
No.1 CS700F/701F
Group
SP573F
SP551F
SP579F
SP552F Passage Way
SP607F SP604F SP603F
Cargo Manifold (S)
Key
SP564F
W/H-Top Water Spray Sea Water Line
to Satcom W/H-Top
NAV.-Deck
NAV.-Deck
D-Deck
C-Deck Electric Cargo Machinery D-Deck
Motor RM Room
Life Boat Embarkation (P&S)
B-Deck N= 10 ea C-Deck
No.3/4 Group Nozzle (P&S)

N= 10 ea
Front View
A-Deck Nozzle (P&S) Looking AFT
B-Deck N= 2 ea
Life Boat (P&S)
N= 2 ea Trunk Deck Space
SP561F
SP562F
SP563F
SP574F
SP610F
SP609F
SP578F From
Cofferdam
SP608F
Engine Room
Cofferdam
No.4 Caro Tank

From Main
Cross-over
Line
Water Spray Pump )
&S
(P
K
.T Cargo Machinery Room
.B Nozzle for
. 4W
Cargo Domes
Sect. View
No Looking FWD
No.1 Cargo
for Accomm.
SP608F
No.3 Group
SP601/2 (P) for Manifold
SP603/4 (S) From Water Spray Pump
No.4 Group
for Manifold in Engine Room
No.3 Group
for Manifold

5.6.2 Water Spray System

(See Illustration 5.6.2a & 5.6.2b) Number of Nozzles and Capacity
General Group 1 (Accommodation)

The accommodation block front, cargo machinery and electric motor room, Satcom : 1 nozzle at total flow 99 l/min
cargo liquid and gas dome and manifold areas are protected by water spray from Top to Nav. DK.: 26 nozzle at total flow 491 l/min
the effects of fire, gas leakage, or liquid spill. There is one (1) 700 m3/h x 90 Nav. To D DK.: 36 nozzle at total flow 756 l/min
MTH Water Spray Pump, mounted on the bottom platform in the engine room, D to C Deck : 36 nozzle at total flow 756 l/min
delivering to three (3) spray rails across the accommodation block front, lifeboat C to B Deck (Side): 8 nozzle at total flow 168 l/min
embarkation areas port and starboard, cargo machinery room sides and deck B to A Deck (Side): 8 nozzle at total flow 168 l/min
domes/manifolds. They are grouped into four sections as follows; Life Boat Embarkation (P): 10 nozzle at total flow 195 l/min
Life Boat Embarkation (S): 10 nozzle at total flow 195 l/min
y Group 1: Accommodation (front wall and side wall up to Life Boat Door (P): 5 nozzle at total flow 195 l/min
3m to aft), lifeboat embarkation area and access Life Boat Door (S): 5 nozzle at total flow 195 l/min
to the life boat. Total : 139 nozzle at total flow 2928 l/min
y Group 2: Cargo machinery and electric motor room. Group 2 (Cargo Machinery & Electric Motor Room.)
Forward Side Wall : 14 nozzle at total flow 336 l/min
y Group 3: Cargo manifold port and starboard. After Side Wall : 14 nozzle at total flow 336 l/min
Port Side Wall : 25 nozzle at total flow 600 l/min
y Group 4: Cargo liquid and gas dome valves. Bottom : 43 nozzle at total flow 1419 l/min
Total : 96 nozzle at total flow 2691 l/min
Each group main spray rail has a remotely operated hydraulic isolating valve
operated from the fire control station, CCR and manually at the local side. The Group 3 (Cargo Manifold)
spray pump can be started locally and from the wheelhouse, CCR, on the main Port Side : 8 nozzle at total flow 888 l/min
deck close to the accommodation exits and the fire control room. Starboard Side : 8 nozzle at total flow 888 l/min
Cargo Valve : 3 nozzle at total flow 77 l/min
Each main group is subdivided into smaller sections, with a flow regulating and Total : 19 nozzle at total flow 1853 l/min
section isolating valve fitted. The accommodation front is covered by three (3)
such subsections, beginning at deck level D, right through to the Group 4(Cargo Liquid & Gas Dome)
navigation/bridge deck. The decks below D deck will have sufficient flow No.1 Liquid Dome : 23 nozzle at total flow 763 l/min
passing over them so that they do not need to be covered by a fixed rail. No.2 Liquid Dome : 16 nozzle at total flow 655 l/min
No.3 Liquid Dome : 18 nozzle at total flow 722 l/min
The nozzle arrangement is as shown below; for plain vertical surfaces, nozzles No.4 Liquid Dome : 16 nozzle at total flow 672 l/min
are set 800 mm apart and at 45° to the vertical. Headers are 250 mm from Cargo Valve : 4 nozzle at total flow 100 l/min
bulkheads and nozzles are flat cone design. No.1 Gas Dome : 12 nozzle at total flow 105 l/min
No.2 Gas Dome : 12 nozzle at total flow 105 l/min
Principle No.3 Gas Dome : 12 nozzle at total flow 112 l/min
No.4 Gas Dome : 12 nozzle at total flow 112 l/min
The system is capable of covering all areas mentioned above with a uniformly Cargo Valve : 5 nozzle at total flow 585 l/min
distributed water spray of at least 10 litres/m2 per minute for the horizontal Total : 130 nozzle at total flow 3931 l/min
protected surfaces and 4 litres/m2 per minute for the vertical surfaces.
Area coverage extends 0.5m in length from any direction of pipes, fittings, There are drain connections provided at main deck level below the manifold
valves or surfaces and the area of the drip tray whichever is greater. area and below the life boat area.
- The water spray pump is capable of covering all protected surfaces The water spray system can be flushed with fresh water by cross connecting.
simultaneously.
- There is a connection with an isolating valve between the water spray main
and fire main line.

Illustration 5.6.2b Water Spray Nozzle
① "FF" Type Fogjet Spray Nozzle ② "HH-W" Type Fulljet Spray Nozzle
A
A
S.S.CO. Fulljet
B
B
Conn. Cap. Capacity (L/Min) Dimensions Conn. Cap. Max. Free Capacity (L/Min) Spray Angle ˚)( Dimensions
Part No. Nozzle Type Part No. Nozzle Type Passage
Size Size 1bar 2bar 3bar 5bar 7bar 10bar A(mm) B(mm) Size Size Dia.(mm) 1bar 2bar 3bar 4bar 5bar 6bar 0.3bar 0.7bar 6.0bar A(mm) B(mm)
WS 1200 003 02 05 1FF-BRASS25 NPT 1 25 57 81 99 127 151 180 WS 1200 004 02 05 3/8HH-BRASS27W NPT 3/8 27W 2.8 12.0 16.3 19.5 22.0 24.0 26.0 114 120 106 30.0 17.0
29.5 25
WS 1200 003 02 06 1FF-BRASS25 NPT 1 35 80 113 138 178 210 252 WS 1200 004 02 06 1/2HH-BRASS30W 30W 2.8 13.4 18.1 22.0 25.0 27.0 29.0 114 120 108
WS 1200 003 02 07 1-1/4FF-BRASS50 NPT 1-1/4 50 114 161 197 255 300 360 31 53 WS 1200 004 02 07 1/2HH-BRASS35W 35W 3.2 15.6 21.0 25.0 29.0 32.0 34.0 114 120 108
NPT 1/2 35.0 21.0
WS 1200 004 02 08 1/2HH-BRASS40W 40W 3.2 17.8 24.0 29.0 33.0 36.0 39.0 114 120 108
WS 1200 004 02 09 1/2HH-BRASS45W 45W 3.6 20.0 27.0 33.0 37.0 41.0 44.0 114 120 110
③ "K" Type Floodjet Spray Nozzle WS 1200 004 02 11 3/4HH-BRASS50W NPT 3/4 6W 4.4 31.0 42.0 51.0 58.0 64.0 69.0 114 120 112 40.5 27.0
A B
④ "HH-WSQ" Type Fulljet Spray Nozzle
A
B
Conn. Cap. Orifice Capacity (L/Min) Spray Angle ˚)( Dimensions
Part No. Nozzle Type Dia Now.
Size Size (mm) 0.7bar 1.0bar 1.5bar 2.0bar 3.0bar 4.0bar 0.5bar 1.5bar 4.0bar A(mm) B(mm)
WS 1200 005 02 01 1/4K-BRASS24 24 4.1 9.2 10.9 13.4 15.5 18.9 22.0 115 131 144 Conn. Cap. Max. Free Capacity (L/Min) Spray Angle ˚)( Dimensions
NPT 1/4 14.3 34.0 Part No. Nozzle Type
WS 1200 005 02 02 1/4K-BRASS27 27 4.4 10.3 12.3 15.1 17.4 21.0 25.0 119 135 148 Size Size Passage
Dia.(mm) 1bar 2bar 3bar 4bar 5bar 6bar 0.3bar 0.7bar 6.0bar A(mm) B(mm)
WS 1200 005 02 03 3/8K-BRASS30 NPT 3/8 30 4.6 11.4 13.7 16.7 19.3 24.0 27.0 119 135 148 17.5 44.5 WS 1200 011 02 09 1/2HH-BRASS45WSQ NPT 1/2 45WSQ 3.6 20.0 27.0 33.0 37.0 41.0 44.0 104 110 102 35.0 21.0
⑤ "GG-W" Type Fulljet Spray Nozzle ⑥ Welding Boss (Female) ⑦ Welding Boss (Male)
L L
+1
A
0
B
Dia. D
Dia. D
Dia. d
Dia. d
Normal L Normal L
Part No. D d Part No. D d
Size A-Type Size A-Type
WS 2300 001 01 01 NPT 1/4 22 30 11 WS 2300 005 01 01 NPT 1 1/4 57 35 30
WS 2300 001 01 02 NPT 3/8 22 30 14 WS 2300 005 02 02 NPT 1 35 35 23
Conn. Cap. Capacity (L/Min) Spray Angle ˚)( Dimensions
Part No. Nozzle Type WS 2300 001 01 03 NPT 1/2 36 30 18
Size Size 1bar 2bar 3bar 4bar 5bar 6bar 0.3bar 0.7bar 6.0bar A(mm) B(mm)
WS 1200 006 02 07 1/2GG-BRASS35W NPT 1/2 35W 15.6 21.0 25.0 29.0 32.0 34.0 114 120 108 56.5 25.4 WS 2300 001 01 04 NPT 3/4 42 30 23
WS 2300 001 01 05 NPT 1 50 40 30
WS 2300 001 01 06 NPT 1 1/4 55 40 38

Blank Page

Illustration 5.6.3a Dry Powder System
Dry Power Unit

No.2
Passage Way
Monitor
Engine Room
Dry Power Unit
No.4
No.1
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
House
8 7 6 5 4 3 2 1
Cabinet
Dry Power Unit
Passage Way
No.3
Monitor
Dry Power Unit
Fire Control Staion C.C.R

Mater Control Cabinet Mater Control Cabinet
STB'D PORT STB'D PORT
No.3 (S) Dry Powder Unit No.2 (P) Dry Powder Unit No.1/4 Dry Powder Unit
To Hose
Cabinet
Loacl Loacl
Cabinet Cabinet
Check V/V
Monitor Monitor
Hose Cabinet
Total : 8 Sets

5.6.3 Dry Powder System for the bank of nitrogen expulsion cylinders. lever into the top of the valve.
(See Illustration 5.6.3a & 5.6.3b)
The four (4) high pressure nitrogen cylinders are now released and flow into the b) Open the relevant selector valve at the distribution manifold, by
General Description main dry powder tank through an upper and lower injection pipe. When the tank hand.
pressure has reached sufficient pressure, a pressure release valve operates,
The dry powder fire fighting system is supplied by NK Fire Protection and thereby allowing the residual nitrogen in the expellent pipework to open the c) Operate a dry powder monitor or hose nozzle for fire fighting.
consists of 4 separate dry powder tank units; main outlet from the tank.
4) After Use of the System
Tank 1 Forward Unit - supplies 4 hose cabinets 1, 3, 5, 7 Operation of the manual valve at any of the four (4) hose cabinets supplied by
the tank will now allow the dry powder to be used as required. a) Close valve handle in the release station or hose station.
Tank 2 Stbd Midships Unit - has monitor directed at manifold stbd
b) Close the pressure operated valve for N2 cylinders by manual
After the system has been used it is necessary to ensure the expellent pipe work
Tank 3 Port Midships Unit - has monitor directed at manifold port handle.
and more importantly, that the main valves are blown clear on any remaining dry
powder.
c) Wait until remaining N2 gas in dry powder tank has dissipated.
Tank 4 Aft Unit - supplies 4 hose cabinets 2, 4, 6, 8
Operating Procedure d) Close the main discharge valve by hand.
Main System - Tanks 3 and 2 (See Illustration 5.6.3b)
e) Connect air connection to ship’s air line until clean air comes out
Two dry powder units are situated on the main deck midships, port and starboard. 1) To Operate Monitor
Each unit contains a 1,518 kg dry powder storage tank, 8 nitrogen expellent f) Return valves to normal position.
a) The monitor should have been pre-aligned with the cargo
cylinders of 68 liters each and a single dry powder monitor.
discharge manifold and the dry powder supply ball valve for the
monitor left in the open position. g) Recharge N2 cylinders.
Operation of the system can be carried out from a cabinet in the Fire Control
Room, CCR and locally. Activation of the nitrogen pilot cylinders in the cabinets b) Open the release station cabinet door (at local or CCR or h) Refill dry chemical agents to dry powder tank.
allows the high pressure gas to flow into the main valve (before the monitor) emergency headquarter).
actuator, thereby causing the valve to open. The nitrogen is now ported to the
release mechanism for the bank of nitrogen expulsion cylinders. c) Open screw down valve for CO2 cylinder.
d) Pull valve handle in the release station to allow CO2 gas to open
The six high pressure nitrogen cylinders are now released and flow into the main
the N2 cylinders. This activates the pressurising of the dry powder
dry powder tank through an upper and lower injection pipe. When the tank tank and opens the main discharge valve.
pressure has reached sufficient pressure, a pressure release valve operates,
thereby allowing the residual nitrogen in the expellant pipe work to open the e) The system is now activated.
main outlet from the tank. Operation of the manual valve at the monitor will now
allow the dry powder to be used as required. 2) To Operate at Hose Station
After the system has been used it is necessary to ensure the expellant pipe work a) Open the cabinet door for the hose station.
and, more importantly, that the main valves are blown clear on any remaining
dry powder. b) Pull out the full length of hose (about 33 m).
Hose System - Tanks 1 and 4 c) Open screw down valve for CO2 cylinder.
Two dry powder units are situated on the main deck, one forward and one aft. d) Pull valve handle in the hose station to allow CO2 gas to open the
Each unit contains a 925 kg storage tank, 5 nitrogen expellant cylinders of 68 N2 cylinders. This activates the pressurising of the dry powder
litres each and 4 dry powder hose cabinets which are situated along the main tank and opens the relevant selector valve at the distribution
deck center line from forward to aft. Each hand held hose has a length of 33m. manifold.
e) Operate dry powder pistol nozzle when hose is pressurised.

Operation of the unit is from either of the four associated hose cabinets.
Activation of the nitrogen pilot cylinders in one of the cabinets allows the high
3) Emergency Operating (Manual Operating)
pressure gas to flow into the main valve (before the hose) actuator, thereby
causing the valve to open. The nitrogen is now ported to the release mechanism
a) Open the pressure operated valve for N2 cylinders by inserting the

Illustration 5.6.3b Dry Powder System
Dry Power Unit (PORT) Dry Power Unit (AFT)
Micro
Local Micro
Instruction Chart Instruction Chart
V/V V/V
Cont. Regulator No.3 Control V/V Cont. Regulator No.3 Control V/V
W/Gauge (Normal Open) W/Gauge (Normal Open)
1 2
Micro V/V P P
Micro V/V
Actuator Actuator
Cleaning Line Cleaning Line
Constant Constant
Press. V/V Safety Relief Press. V/V Safety Relief
V/V V/V
Non-Return Non-Return To Hand Hose (2)
Check V/V PORT Check V/V
Fire Control Station Exhaust Exhaust No.2
Line Line Selection V/V
Instruction Chart Exhaust Monitor Exhaust
V/V Ball V/V
Nozzle V/V
Cleaning Cleaning
Valve Valve To Hand Hose (4)
Release Control Cabinet Upper Inlet Upper Inlet
No.4
No. 1 N2 Gas Line No. 1 N2 Gas Line
No.1 Control V/V
No.1 Control V/V

Ball V/V Ball V/V
No.2 Control V/V
No.2 Control V/V

Main V/V Selection Main V/V
Lower Inlet V/V Lower Inlet
1 2 1 2 No. 2 N2 Gas Line No. 2 N2 Gas Line To Hand Hose (6)
P P P P Ball V/V Agitation V/V Ball V/V Agitation V/V
No.6
Cleaning Line Non-Return Cleaning Line
Check V/V
Main Main
Regulator Vent Bleed Regulator Vent Bleed
Cylinder Rack Unit Cylinder Rack Unit

C.C.R
Instruction Chart Manifold
Release Control Cabinet
No. 2 Tank No. 4 Tank To Hand Hose (8)

1 2 1 2
P P P P
Key
Nitrogen
Nitrogen and Sodium
Dry Power Unit (STBD) Dry Power Unit (FWD) Bicarbonate
CO2
Electrical Signal
Micro
Local Micro
Instruction Chart Instruction Chart
V/V V/V
Cont. Regulator No.3 Control V/V Cont. Regulator No.3 Control V/V
W/Gauge (Normal Open) W/Gauge (Normal Open)
1 2
Micro V/V P P
Micro V/V
Actuator Actuator
Cleaning Line Cleaning Line
Constant Constant
Press. V/V Safety Relief Press. V/V Safety Relief
V/V V/V
Non-Return Non-Return To Hand Hose (3)
Check V/V PORT Check V/V
Monitor No.3
Exhaust Nozzle Exhaust
Line Line Selection V/V
Exhaust Exhaust
V/V Ball V/V V/V
Cleaning Cleaning
Valve Valve To Hand Hose (5)
Upper Inlet Upper Inlet
No.4
No. 1 N2 Gas Line No. 1 N2 Gas Line
No.1 Control V/V
No.1 Control V/V

Ball V/V Ball V/V
No.2 Control V/V
No.2 Control V/V

Main V/V Selection Main V/V
Lower Inlet V/V Lower Inlet
No. 2 N2 Gas Line No. 2 N2 Gas Line To Hand Hose (7)
Ball V/V Agitation V/V Ball V/V Agitation V/V
No.7
Cleaning Line Non-Return Cleaning Line
Check V/V
Main Main
Regulator Vent Bleed Regulator Vent Bleed
Cylinder Rack Unit Cylinder Rack Unit
Manifold
No. 3 Tank No. 1 Tank To Hand Hose (1)

Illustration 5.6.4a CO2 System for Cargo Area
To Open Air
Dia.15 Copper Tube Pipe Line

CO2 Room
Pilot Line
TD
P D P
Electric Line
Cont. Cyl. Cabinet Control Valve Cabinet
P P P P P P Cargo Elec. Cargo SWBD Cargo SWBD Em'cy
M M Trolley
Mach. RM Motor RM RM (PORT) RM (STBD) Gen. RM
TD Dia.6 Copper Tube

P B N Signal Light Calume
SC
12 Bottles 4 Bottles TD
To Relay Box
To Relay Box
To Relay Box
To Relay Box
To Relay Box
TD
F H R T P Time Delay Unit (Pneumatic)
P
A B C D E F G H I J
B Beacon Lamp
TD
P J V
P P P P P P A Air Horn
PG PS To Relay Box A Alarm Bell with Lamp
R Rotating Lamp
5 Bottles
A C E G I E Electric Horn
From Control Box Alarm Control Panel
P P P P P P CO2 Discharge Nozzle

Main & Em'cy
From Main Valve Power Supply
To Relay Box
M O Q S U Pilot End Plug
AC 220V
Maker Pilot Vent Bleed

To CO2 Alarm
6 Bottles Supply
Air Connection Valve
Required Q'ty of Cylinder Yard Ball Valve

Supply
* Total : 54 Bottles 1 2 3 4 5 Beam Scale
- Cargo Machinery Room : 26 Bottles
- Electric Motor Room : 12 Bottles Fire Control Station Instruction Chart
- Cargo SWBD Room (PORT) : 5 Bottles Control Valve Cabinet Caution Plate
Cont. Cyl. Cabinet
- Cargo SWBD Room (STBD) : 5 Bottles Cargo Elec. Cargo SWBD Cargo SWBD Em'cy
M M
Mach. RM Motor RM RM (PORT) RM (STBD) Gen. RM Warning Notice
- Em'cy Generator Room : 6 Bottles
Limit Switch
Cap Box
To Relay Box
To Relay Box
To Relay Box
To Relay Box
To Relay Box
M N O P Q R S T U V Spare Parts
Key Box
PG
Pressure Gauge with Stop Valve

Cargo Mach Elec. Motor Cargo SWBD Cargo SWBD Em'cy Gen. Room
Room Room Room (PORT) Room (STBD) PS
Pressure Switch with Stop Valve
1 2 3 4 5
Safety Outlet
Pressure Relief Valve
Check Valve (Pilot Line)
S
Solenoid Valve
P Main Discharge Valve

(Pneumatic & Manual Controlled)
M
1 ST E 1 ST E 1 ST SC Cylinder Cylinder
(Manual Controlled)
(2 EA) (2 EA) (2 EA) (2 EA) (2EA) P
Discharge CO2 Cylinder
(Pneumatic & Manual Controlled)
S S
1 ST A 1 ST A
Valve (Normal Close)
7 kg/cm2
Valve (Normal Open)
Air Supply
Symbol Description

Illustration 5.6.4b CO2 System for Paint Store Illustration 5.6.4c CO2 System for Oil / Grease Store
PAINT STORE OIL / GREASE STORE
A A
25 25
To Junction Box To Junction Box
A A
AC 220V AC 220V
2 2
Weather Part Weather Part
Instruction Plate 25A Instruction Plate 25A

￠15 Copper Tube
￠15 Copper Tube

Vent Stop Vent Stop
Ballast Valve Cabinet Ballast Valve Cabinet
Safety Outlet Yard Supply Safety Outlet Yard Supply
25A 25A
Z Z
P Z P Z
CO2 LOCKER FOR PAINT STORE CO2 LOCKER FOR OIL / GREASE STORE

5.6.4 CO2 System 2. In the Event of Fire in a Protected Compartment

(See Illustration 5.6.4a,b.c,d) Illustration 5.6.4d CO2 System for Chemical Store
1) Shut off fuel supply, if any.
Specification
Maker: NK 2) Ensure that all persons have evacuated the protected room and have
Type: High Pressure been accounted for.
Capacity: 54 cylinders each containing 45 kg
1. CO2 Flooding System

3) Close and check that all doors, hatches and other openings are closed. CHEMICAL STORE
The CO2 flooding system consists of 54 high pressure cylinders, each containing 4) Go to the master control cabinet located in the CO2 room or fire
45kg of CO2 gas high pressure cylinders. These are contained in the CO2 room, control room.
situated on the engine room casing A deck.
5) Break the key box glass and take the key. A
25
The CO2 system covers the following areas:
To Junction Box
6) Open the release cabinet for protected compartment (Alarm will A
AC 220V
y Cargo machinery room: cylinders required 26 sound).

2
y Electric motor room: cylinders required 12
y Cargo SWBD room (port): cylinders required 5 7) Pull down the two (2) handles.
y Cargo SWBD room (stbd): cylinders required 5
y Emergency generator room: cylinders required 6 8) Open the supply cabinet.
y Engine Room: Cylinders required 544 Weather Part
y Inert Gas Generator Room: Cylinders required 27 9) Open the screw down valve on the pilot cylinder.
y Purifier Room: Cylinders required 6
25A
y Main SWBD Room (Port): Cylinders required 6 10) Check pilot pressure is above 3 MPa. If not, open another pilot Instruction Plate
￠15 Copper Tube

y Main SWBD Room (Stbd): Cylinders required 6 cylinder valve.
Flooding the protected areas is achieved by the operation of the ball valves from 11) The main valve will be opened. At the same time ventilation fan will Vent Stop
their respective cabinets in the fire control room or in the CO2 room and the Ballast Valve Cabinet
stop.
release of the pilot CO2 cylinders (release cabinets in the fire control room and in Safety Outlet Yard Supply
the CO2 room). Upon opening the supply cabinet door, the CO2 alarm is activated 12) After a time delay of 30 seconds the cylinders will release. 25A
and the ventilation fans stop when the main valves are opened. The pilot gas is Z
directed by the operation of the respective main valve (having first operated the P Z
13) If the pilot system fails to operate, the main valve can be opened
time delay switch downstream of the HP cylinders) and the main valve for the
selected area. manually from the CO2 room and the cylinders released by hand.
Warning 14) Do not re-enter the protected compartment for at least 24 hours and
Release of CO2 into any space must only be considered when all other options ensure that all reasonable precautions have been taken, such as
have failed and then only on the direct instructions of the Master. maintaining boundary inspections, noting cooling down rates and/or
any hot spots which may have been found. After this period, an
CO2 LOCKER FOR CHEMICAL STORE
assessment party donning breathing apparatus can enter the space
quickly through a door which is then shut behind them. Check that the
fire is extinguished and that all surfaces have cooled prior to
ventilating the space. Premature opening could cause re-ignition if
oxygen contacts hot combustible material.
15) Do not enter the space without breathing apparatus until it has been
thoroughly ventilated and the atmosphere proved safe.
Over pressure of the main line is prevented by a safety valve, which will vent the
gas to atmosphere.

Illustration 5.6.5a Fire Alarm Panel Illustration 5.6.5b Control Unit Panel
POWER ON ...
Salwico CS3004 1993-11-13 DISCONNECTION ...
6 13 10:11:23 TEST............
ALARM TRANSFER .
SECTION DETECTOR EXTERNAL ALARM .

DELAY OFF ...
SYSTEM FAULT ..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE 7 8 9 S SECTION EA EXTERNAL FAULT

ALARMS IN QUEUE ALARM
4 5 6 D DIRECTOR EC EXTERNAL
CONTROL
M MUTE
ALARM RESET
EXTERNAL CONTROL 1 2 3 SD SMOKE
DETECTOR AD ALARM
DELAY
R RESET
ACTIVATED
SECTION / DETECTOR
NOT RESET
0 ON OFF TIMER LIST

5.6.5 Fire Detection System The fire detection system has a direct input into the IAS for recording any alarms, Has been attempted but failed.
faults and disconnections. The system operates the water spray system when two (Detector still in alarm)
Maker: Consilium Marine. detectors are activated in a protected area. The system is looped to the gas
Type: CS 3000 Salwico Fire Detection System. sampling and alarm system and to the IAS cabinet in the electrical equipment Operating Panel
room on A deck.
The equipment consists of: The operating panel is used for controlling the system and to display extra
The Salwico CS3000 comprises a wide range of detectors and sensors to suit information in case of a fire alarm. The alphanumeric display is used as a
Central panel in 20U cabinet for wall mounting, including……………......1 unit different needs and conditions. It includes detectors for different alarm complement to the numeric display on the fire alarm panel, as a communication
- 1 pce MPK-4 control panel parameters for example, smoke, heat and flames. Manual call points, short circuit medium when operating the system and to display guiding texts for the function
- 1 pce 19” rack, 4U, with 12 free positions isolators and a timer are connected to the loop where required. A fault in the keys. Under normal conditions, when the central unit is in normal status, the text
- 5 pcs SPK-2 loop processor board, 10 loops system or a false alarm is detected immediately since the function of the ‘Salwico CS3000’ is displayed together with the date and time.
- 1 pce LPK-2 alarm processor board detectors and other installed loop units are automatically and continuously tested.
- 1 pce ARK-2 standard relay board Keys Operation
- 1 pce UTK-2 individual output board The fire alarm repeater alarm unit, type MN3000 is fitted in the wheelhouse
- 1 pce KPK-2 communication card for Modbus protocol output to IAS safety console. The repeater panel allows the ship’s staff to monitor alarms and F1, F2, F3, F4: Function keys, used for choosing functions form
- 1 pce KPK-2 communication card for Mini repeater scroll through alarms in the queue list but not to accept any alarms or perform the menus in the display and for entering certain
- 2 pce RK-02 Relay boards, 8 programmable relays any disconnections or reconnections. The system can also identify defective characters with no keys of their own.
- 1 pce KE-2 rectifier 220 V AC/24 V DC detectors in each loop.
- 1 pce BE 7/24 battery 7,2 Ah 0-9: Numeric keys.
- 1 pce MDU-2 master diskette unit holder The system can be monitored via the IAS and a typical screen display is shown
- GA unit (generating 7 short 1 long) for GA/fire alarm signal here. Correction key (←): The last key stroke is erased.
Repeater panel, console mounted, with clear text display………………...3 units
Heat detector 54°C, dry space…………………………………………….5 units Control Unit Panel Return key (◀┙): The system returns to normal status, CS3000
Heat detector 84°C, wet space…………………………………………...14 units CONTROL UNIT is displayed.
Thermal detector, intrinsically safe, base 22,5, water tight……………….4 units The central unit panel is divided into two parts, the fire alarm panel and the
Analogue addressable optical smoke detector, dry space………………124 units operating panel. The fire alarm panel is activated when there is a fire alarm in the S, D, SD, EA, EC, AD: Command keys used to choose the unit
Analogue addressable optical smoke detector, wet space……………...121 units system. The operator verifies and supervises the system by using the different (section/detector no. etc) to operate on.
Ionisation smoke detector intrinsically safe, wet space…………………..9 units keys and the display on the operating panel.
IS isolator with address unit………………………………………………4 units MUTE : Fault handling key used to Acknowledge faults
Analogue addressable UV-flame detector, wet space…………………….2 units Fire Alarm Panel and to mute the buzzers.
Manual call point, dry space……………………………………………..28 units
Manual call point, wet space…………………………………………….37 units The fire alarm panel is activated when a fire alarm is detected on the system. RESET: Fault handling key used to reset the faults.
General alarm push button auto/man, dry space………………………….3 units The FIRE indicator flashes and the section number and detector address in alarm
Manual call point IP67 (for IS)……………………………………………2 units are displayed on the numeric display. ON, OFF, TIMER: Operation keys used to choose the operation to
Short circuit isolator, wet space…………………………………………...9 units perform.
Local timer 0-30 min. 5 min bonus time, relay output for…………………1 unit Keys Operation
connection of external device, req. 24V DC, 4 cable glands, wet space. LIST (↑↓): List handling keys, the LIST key is used to open
Siren, 24VDC, with base plate for wet space………………………………1 unit ALARM MUTE: This key is used to acknowledge the list function.
Door holder magnet with push button and counter holder………………31 units the fire alarm and mute the buzzers. The arrow keys are used to scroll through the lists.
Proximity switch, PNP, for door indication, closed……………………..31 units
Address unit in box with 5 cable glands…………………………………31 units ALARM RESET: This key is used to reset the fire alarm. Indicators Description
for door indication.
ALARMS IN QUEUE: LEDs indicate multiple alarms which can be POWER ON: Illuminated when the power is on.
1. General Description scrolled through using this key. Each alarm is
listed in the alphanumeric display. DISCONNECTION: General disconnection of detectors indicator.
The CS3000 Fire Detection system is a computerised, fully addressable analogue
fire alarm system with analogue detectors. The operating panel, control unit and Indicators Description TEST: Lit when the central unit is in test mode.
power supply are contained in a central cabinet in the fire control station on the EXT.CONTROL ACTIVATED: LED indicating that an external
upper deck port side of the accommodation. There are 4 detector loops connected Control output is active. SECTION/DETECTOR: Lit when a reset of a fire alarm has been NO
to the system with a 7.2Ah battery system back-up in the event of a power failure. SECTION/DETECTOR NOT RESET: LED indicating that an alarm reset RESET attempted but failed.

POWER ON ...
6 13 10:11:23 TEST............
ALARM TRANSFER .

DELAY OFF ...
SYSTEM FAULT ..

CONTROL
M MUTE
ALARM RESET
DETECTOR AD ALARM
DELAY
R RESET
ACTIVATED
SECTION / DETECTOR
NOT RESET
0 ON OFF TIMER LIST

ALARM TRANSFER: Lit when the dedicated fire output is activated 2) The FIRE and ALARMS IN QUEUE indicators stop flashing and turns
(steady light) and flashing when the door is open, over to steady red when all the fire alarms are muted. The audible fire 1) Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm.
and the fire output is deactivated. alarm is permanently silenced when the ALARM MUTE is pressed. The fire alarm address is displayed on the fire alarm panel and the
operating panel alphanumerical display.
EXTERNAL ALARM: Lit when an external alarm output is disconnected 3) The section number and detector address in alarm are displayed on the
or faulty. fire alarm panel and on the alphanumerical display on the operating 2) Press ALARM RESET. The system tries to reset the fire alarm.
panel.
DELAY OFF: Lit when the time delay is deactivated. If no key is depressed for about 60 seconds the display returns to the first non-
4) The address of the first fire alarm is displayed on the first line and resettable fire alarm. If the fire alarm is reset it disappears from the display and
SYSTEM FAULT: Lit when a fault occurs in the system program. additional information about the alarming unit is displayed on the from the fire alarm list. The display then returns to the next fire alarm or if there
second line, if provided. The address of the latest fire alarm is are no more fire alarms it returns to normal status, “CS3000 CONTROL UNIT”
ABNORMAL COND: Lit when an abnormal condition has occurred. displayed on the third line and additional information about this unit is is displayed. If the alarm does not reset, the reason is displayed on line three. The
displayed on the fourth line. The total number of fire alarms is shown problem should be investigated. The non-resettable fire alarm is displayed again
to the right on line one. after a few seconds.
2. System Operation
5) Press the ALARMS IN QUEUE button to display the next fire alarm. 1) Press List.
Detection of a Fire Alarm
6) The second fire alarm address is displayed both on the fire alarm panel 2) Press F1 ( Fire Alarm )
FIRE lamp is flashing: A fire alarm is detected in the system and on the alphanumerical display. The fire alarm is presented on the
All the information about the fire alarm is displayed on the first and second line two first lines on the display. Five seconds after pressing ALARMS IN 3) Press F2, To select the not resettable list.
on the display. QUEUE, the first fire alarm is displayed again.
Note:
7) If ALARMS IN QUEUE is pressed when the last fire alarm is A maximum of 100 fire alarms can be included in the list and it is cyclic. If
1) Press ALARM MUTE, to mute and acknowledge the fire alarm. displayed, the first fire alarm is displayed again and the ALARMS IN this list is full when a new fire alarm occurs, the new fire alarm is put in a
QUEUE indicator goes out for 3 seconds. queue until an older fire alarm is reset. The list can be printed out on a printer.
2) The FIRE indicator stops blinking and becomes steady red. The audible
fire alarm, including the internal buzzer when the door is opened is Reset Fire Alarm
defined at the initialization of the system. They are permanently silenced The LIST key can always be used regardless of system status. Pressing LIST
when the ALARM MUTE is pressed. Only one fire alarm can be reset at a time, i.e. the displayed fire alarm shows the fire alarms one by one on the first line of the alphanumerical display.
They can then be reset in the normal way one by one. If the alarm does not reset,
3) The section number and detector address in alarm are displayed on the fire 1) Press the ALARMS IN QUEUE button repeatedly to select the the reason is displayed on line three. The problem should be investigated. The
alarm panel and on the alphanumerical display on the operating panel. appropriate fire alarm. not resettable fire alarm is displayed again.
4) The section number and the detector address are displayed on the first line 2) Press ALARM RESET to reset the fire alarm. The system tries to reset the 1) Select the appropriate fire alarm by using the arrow keys.
and additional information about the location is displayed on the second fire alarm.
line, if provided. 2) Press ALARM RESET, to reset the fire alarm. The system is trying to reset
3) When a fire alarm is reset it disappears from the display and the fire alarm the fire alarm.
is moved to the fire alarm history list. The next fire alarm is then
Note
displayed or if there is no move fire alarm the system returns to normal The fire alarm is reset and it disappears from the alpha-numerical display. The
The system has detected a fire alarm at the same time as it has detected status, ‘Salwico CS3000’ is displayed with date and time. fire alarm is moved from the Not resettable list to the Fire history list. The text
Hardware fault in the central unit. The system can not display the exact address LIST EMPTY is displayed when the fire alarm list is empty. The system returns
Fire Alarms That Could Not be Reset to the normal menu after a few seconds and the text “CS3000 CONTROL UNIT”
of the fire alarm, it can only display the central unit number. is displayed.
A detector that cannot be reset can be listed in two ways. Press the LIST or
ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in ALARMS IN QUEUE key. The reason why the fire alarm is not reset is displayed on line three. This text
the system. disappears after about a few seconds but the fire alarm remains displayed on line
The ALARMS IN QUEUE key can only list the non-reset table fire alarms if all one and two. Check the problem and deal with it, then try to reset the fire alarm
1) Press ALARM MUTE repeatedly, to mute and acknowledge all the fire fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are again.
alarms. not lit) and if all faults are acknowledged. If this is not the case, the ALARMS
IN QUEUE key will only list the fire alarms that are not reset.

POWER ON ...
6 13 10:11:23 TEST............
ALARM TRANSFER .

DELAY OFF ...
SYSTEM FAULT ..

CONTROL
M MUTE
ALARM RESET
DETECTOR AD ALARM
DELAY
R RESET
ACTIVATED
SECTION / DETECTOR
NOT RESET
0 ON OFF TIMER LIST

Fault Indication A whole section can be disconnected permanently or for a defined time interval • Heat detectors, select HEAT. DET in the section menu.
The FAULT indicator flashes and the internal buzzer sounds. One or more faults using the timer function. The disconnected section can only be reconnected from Thereafter specify the number of detectors that shall be disconnected by
are detected in the system and the latest fault is displayed on the alphanumeric the ‘Disconnections’ list. entering a single address, an address interval or nothing for all detectors. If the
display. The first line displays the word FAULT, a fault code followed by the detectors shall be disconnected for a certain time, press the TIMER key and
section number, the detector address, and a fault message. Additional text is When operating the system a mistake can be corrected using the CORRECRION enter the disconnection time before pressing the OFF key, otherwise press the
displayed on line two, if provided. The fault codes are listed in the key to erase one step at a time backwards. To interrupt the disconnection OFF key directly to disconnect the detectors.
manufacturer’s manual. Only one fault can be acknowledged at a time. Press M function and return to normal status, press the RETURN key. The system returns A detector can also be disconnected locally. All the locally disconnected
in the FAULT field to acknowledge the fault and mute the buzzer. to normal status and ‘CS3000 CONTROL UNIT’ is indicated. detectors are marked with the text LOCAL OFF in the Disconnections list. A
locally disconnected detector can only be reconnected manually.
The FAULT indication stops flashing and becomes steady yellow. The internal Disconnect Section Process
buzzer is permanently silenced. The fault is placed in a fault list and the Disconnection of manual call points
alphanumeric display is erased. The next fault is displayed if there are more 1) Press S to select the section. (Access level 2)
faults. Otherwise the display is erased and it returns to its previous status. The A manual call point or a section unit can be permanently disconnected. Select
number of faults in the system and the order they occurred is displayed on line 2) Enter a section number in the interval 1 - 190 or 201 – 600. the unit you want to disconnect after you have selected a section and thereafter
three. The fault list can be scrolled through by using the up and down arrow keys. press the OFF key to disconnect the unit.
3) Press OFF to disconnect the section.
Note: Disconnection of alarm devices
There is at least one fire alarm in the system. The fault can not be displayed 4) When the section is disconnected the text on line three is changed to (Access level 1)
and it is therefore immediately put into the Fault list. ORDER DONE. All alarm devices or a single alarm device can be permanently disconnected.
Press the EA key, enter an address for a single alarm device or if all alarm
To Reset Faults 5) The DISCONNECTION LED is lit if this is the first active devices are to be disconnected press the OFF key immediately.
disconnection in the system.
1) Press LIST to open the list function. Faults can only be reset from the Disconnection of external control devices
fault list. 6) A message is displayed on line three, for about few seconds, if the (Access level 1 and 2)
system cannot disconnect the section. The system thereafter returns to All external control devices, a single external control device or a category of
2) Press F2 to select the fault list. The latest fault is always displayed first. the previous menu. external control devices can be disconnected permanently. Firsts press the EC
The fault list can be scrolled through using the list key. The LED on the key, thereafter enter the external control device address or select a category,
arrow key is lit if there are more faults to be listed. 7) Continue to define the next disconnection or, if finished, return to finally press the OFF key to disconnect.
normal by pressing RETURN.
3) Press the arrow keys until the appropriate fault is displayed. Disconnection of alarm delay
Disconnection for a certain time interval (Access level 3)
4) Press R in the FAULT field to reset the fault. The system attempts to The procedure for a disconnection for a certain time is the same as for a The alarm delay function is normally ON and it can be disconnected manually.
reset the fault. permanent disconnection except that after the section number is entered, press Press the AD key, specify the central unit number and then press the OFF key.
(Press M in the FAULT field to acknowledge the displayed fault.) the TIMER key and enter a time duration for the disconnection, thereafter press
the OFF key. The maximum disconnection time is 24 hours. Reconnection
5) The fault is reset if it disappears from the list. The next fault is displayed (Access level 1 or 2)
after about 5 seconds. If the fault list is empty, the text LIST EMPTY is Disconnection of detectors The permanently disconnected units can only be reconnected from the
displayed, and the system returns to normal status, “ CS3000 CONTROL (Access level 1) Disconnections list. Select the appropriate disconnection and thereafter change
UNIT” is displayed. If the fault is not reset, the reason is displayed on When disconnecting detectors there is a free choice of a single address, a the status of the specified unit by pressing the ON key. A disconnection for a
line three. Investigation is required. sequence of addresses or all addresses. The disconnections can either affect all certain time interval reconnects the units automatically when the time interval
types of detectors or only a specific type of detectors such as smoke detectors has elapsed. The units can be manually reconnected from the Disconnections
6) The first fault is always displayed first. You can interrupt the list or heat detectors. The disconnection can either be a permanent disconnection. list before the time interval has elapsed. A locally disconnected detector can
function at any time by pressing the RETURN key. or a disconnection for a certain time interval. A disconnection for a certain time only be reconnected manually.
interval reconnects the detectors automatically when the time interval has
Disconnections elapsed. The permanent disconnections are reconnected from the Note
Disconnections list. All disconnected units should be reconnected as soon as possible since the
Different parts of the fire alarm system can be disconnected for instance, sections, A detector is specified by the section number and thereafter the type of detector.
CS3000 fire alarm system can not supervise a disconnected unit.
detectors, manual call points, section units, alarm devices, external control The following type of detectors can be specified:
devices and loops. This can be useful when there is welding in a particular • All detectors, press the D key
section or removal of detectors is required due to structural shipboard work etc. • Smoke detectors, press the SD key

POWER ON ...
6 13 10:11:23 TEST............
ALARM TRANSFER .

DELAY OFF ...
SYSTEM FAULT ..

CONTROL
M MUTE
ALARM RESET
DETECTOR AD ALARM
DELAY
R RESET
ACTIVATED
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST

3. Adjustment If the access code is not accepted the text on line three is changed to text CS3000 CONTROL UNIT is displayed.
ACCESS CODES NOT THE SAME. Erase the wrong access codes by
Change access level
(Access level 1) using the correction key and thereafter enter the new access code again. 4. Test
Different operators are allowed to use different functions. All functions in the Lamp test
system are therefore divided into four different access levels of which the normal Set date (Access level 1)
user has access to three. The system automatically enters access level one when (Access level 2) This test function light all the indicators and each segment on the display for
The system date can be changed with this function. The date must be entered on about five seconds.
the control unit door is opened. You may change to a new access level by
entering an access code, one for each access level. the form YYMMDD.
1) Select access level function 1) Press F4 (MENU).
1) Select date function Repeatedly until LAMP. TEST is displayed on line four.
· Press F4 (MENU).
· Press F1 (ACC.LEV.). · Press F4 (MENU) repeatedly until SET DATE is displayed on line four. 2) Press F1 (LAMP TEST).
· Enter a four-digit number for the desired level. · Press F2 (SET DATE). All segments on the display and all indicators on the control unit panel are
lit. Thereafter the system returns to normal status, the text CS3000
2) Each keystroke is echoed on the display with an asterisk (*). 2) Enter new date CONTROL UNIT is displayed.
· Enter a six-digit number,(YY:MM:DD) two digits each for year, month
and day, separated by : (colon). You will find colon present on the Buzzer test
3) If the access code is correct the new access level is displayed on line
three. After a few seconds the display returns to the previous menu. display when you need it, use the F1 key. (Access level 1)
· Press F1 (READY). You can use this function to test the buzzer. The buzzer will sound for about 5
seconds.
4) If the access code is not correct the system keeps the old access level.
After a few seconds the display returns to the previous menu. 3) Enter day of week
· Enter a digit, 1-7, for the day. 1) Press F4 (MENU).
( Monday = 1, Tuesday = 2, Wednesday = 3, Thursday = 4, Friday = 5, Repeatedly until BUZZER is displayed on line four.
Change access code
(Access level 1) Saturday = 6, Sunday = 7 )
The functions in the system are divided into several access levels and each level · Press F1 (READY). 2) Press F3 (BUZZER).
The buzzer beeps a few times. Thereafter the system returns to normal
is protected by an access code. You can go from one access level to another by
entering the correct access code. You can change the access codes by using the 4) The system checks the date and only accepts a correct date. The new date status, the text CS3000 CONTROL UNIT is displayed.
display on the operator panel, but you can only change the access codes for the is displayed for a few seconds thereafter the system returns to normal
status and the text CS3000 CONTROL UNIT is displayed. Power unit test and rapid charge of battery
present access level or a lower level.
(Access level 2)
1) Select access code function Set time This test function includes both a test of earth fault for a power unit and a rapid
(Access level 2) charge function.
· Press F4 (MENU).
· Press F2 (CHA.CODE). The system clock is set with this function. The time must be entered as hours:
minutes:seconds on a 24-hour clock. The colon is used as a separator between 1) Enter section
each item. The colon is present on function key F1 when needed. · Press S.
2) Enter access level
· Enter an access level 1, 2 or 3. The system only accepts the current leve · Enter a section number, interval 1 - 190.
or a lower level. If the system does not accept the level, erase it and enter 1) Select time function
· Press F4 (MENU) repeatedly until SET TIME is displayed on line four. 2) Select power unit
a new lower level.
· Press F4 (MENU) until power unit is displayed.
3) Enter new access code 2) Set time · Press F2 (POWER DATA).
· Press F1 (SET TIME). · Enter address.
· Enter the new code, a four-digit number.
· Enter a two-digit number for hours. · Press F4 (MENU).
4) Each keystroke is echoed on the display with an asterisk (*). · Press F1 (:).
· Repeat this procedure for minutes and seconds. 3) EARTH TEST
· Enter the new code once again.
· Press F1 (READY). · Press EARTH+ (F1) or EARTH- (F2).
5) If the access code is accepted The earth fault detection between the positive/negative connector,
3) If you want to erase one or more digits use the correction key ( ¬ ). depending on your selection, and earth is tested for proper function. The
A text is displayed on line three and after a few seconds the display
returns to normal status and the text CS3000 CONTROL UNIT is result of the test, 0 or 1, is displayed on line three. 0 is equal to test
displayed. 4) If the time interval is correct the system clock is changed and the text failure and 1 is equal to test successful.
TIME CHANGED is displayed on line three and the time on line two is
6) If the access code is not accepted updated. After a few seconds the system returns to normal status and the 4) RAPID CHARGE

· Press R.CHARGE (F4). Indicators Description

The rapid charging of the battery in the net unit is started. The charging ON LINE: Is lit when the power is on.
continues for 30 minutes. MORE ALARMS: LED indicating multiple fire alarms.
5. MN3000 - Mini Repeater unit
A MN3000, mini repeater unit, can only display one fire alarm at a time. An
indicator is lit if there are more than one fire alarm in the system. The user can
list all fire alarms in the system forward or backward by use of two keys. The
MN3000 also includes a local buzzer that is activated at each fire alarm. The user
can mute this buzzer from the MN3000 (local mute). All the indicators and each
segment in the display on the MN3000 are tested when the lamp test key is
activated.
MN3000 panel
When the MN3000 panel is activated by a fire alarm the first fire alarm is shown
in the display and the local buzzer is sounding. The first two lines in the display
are equal to the first line in the display on the operating panel, as the third and
fourth lines are equal to the second line on the display on the operating panel.
The text on the MN3000 display is changed whenever the text is changed on the
first two lines on the operating panel display. The MORE ALARMS indicator is
lit when more than one fire alarm is detected in the fire alarm system. The user
may at any time display the other fire alarms in the system by using the two
LIST keys, the fire alarms are listed forward and backward respectively.
The user may mute the local buzzer by activating the LOCAL MUTE key all the
other audible devices are not effected.
Keys Operation
△ LIST: The previous fire alarm is shown in the display.
▽ LIST: The next fire alarm is shown in the display.
LOCAL MUTE: The local buzzer is muted but no other audible
device is effected.
LAMP TEST: All the indicators and all the segment in the
display are lit for a few seconds.

Part 6 : Cargo Operations

6.1 Post Dry Dock Operation................................................................... 6 - 2
6.1.1 Procedure for Normal Inerting................................................ 6 - 2
6.1.2 Drying Cargo Tanks................................................................ 6 - 4
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12
6.2 Ballast Passage ................................................................................ 6 - 13
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 16
6.2.2 Spraying During Ballast Voyage........................................... 6 - 18
6.3 Loading............................................................................................ 6 - 19
6.3.1 Preparations for Loading ...................................................... 6 - 19
6.3.2 Cargo Lines Cool Down ....................................................... 6 - 22
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 26
6.3.4 Nitrogen Set-up during Loading ........................................... 6 - 28
6.3.5 De-Ballasting ........................................................................ 6 - 32
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 34
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 34
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 36
6.5 Discharging with Gas Return from Shore........................................ 6 - 38
6.5.1 Preparations for Unloading................................................... 6 - 38
6.5.2 Liquid Line and Arm Cooldown before Discharging............ 6 - 40
6.5.3 Discharging........................................................................... 6 - 42
6.5.4 Ballasting .............................................................................. 6 - 46
6.6 Pre-Dry Dock Operations ................................................................ 6 - 48
6.6.1 Stripping and Line Draining ................................................. 6 - 48
6.6.2 Tank Warm Up ...................................................................... 6 - 52
6.6.3 Inerting.................................................................................. 6 - 54
6.6.4 Aeration ................................................................................ 6 - 56
6.6.5 Aeration of Cofferdam Space ............................................... 6 - 58
Part 6
Cargo Operations
Part 6 Cargo Operations

Illustration 6.1.1a Insulation Space Inerting

F
To Gas Detector


K


L
E F
A
FWD IS W

Oil Demister
CN438
L.O
M LDC
M LDC
Manifold (PORT FWD)

Manifold (PORT AFT)
(Near Deck Store)
M LDC
PI
CN552
FM007
CN514CN515 VF
CN506
CN503
CN501
CN902
M LDC
FM008

CN513 VF
CN510
in Engine Room
CN511
CN509
CN512
CN516
Sett.
60kPa
CN551
N2 Main Line
PI
Gas Sampling Line
CN435
CN335
CN505
CN235
CN135
CN401 CN301 CN201 CN101
CN115
CN415
CN315
CN215
CN409
CN309
CN209
CN109
CN407
CN307
CN207
CN107
CN504
CN502
CN405
CN305
CN205
CN105
CN446
CN427
CN346
CN327
CN246
CN227
CN146
CN127
CN117
CN116
CN417
CN416
CN317
CN316
CN217
CN216
CN403 CN303 CN203 CN103
CN445
CN345
CN245
CN145
OP1 PT PI Detector OP1 PT PI Detector OP1 PT PI Detector OP1 PT PI Detector
Manifold (STBD AFT)
Manifold (STBD FWD)
CN111
CN411
CN311
CN211
CN110
CN410
CN310
CN210
CN455
CN456
CN457
CN355
CN356
CN357
CN255
CN256
CN257
CN155
CN156
CN157
CN428 CN425 CN328 CN325 CN228 CN225 CN128 CN125
PI PI PI PI
K M K M K M K M
V S V S V S V S
T T T T
CN437
CN337
CN237
CN137
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IS
IS
IS
IS
LINE LINE LINE LINE
IS
IS
IS
IS
CN436 CN336 CN236 CN136
Q R Q R Q R Q R
CN441
CN404
CN304
CN204
CN104
I I I I
H G L J F EDCB A N H G L J F EDCBA N H G L J F EDCBA N H G L J F EDCBA N
N2 Purge Exhaust
for Fuel Gas Line
CN451
CN452
CN453
CN351
CN352
CN353
CN251
CN252
CN253
CN151
CN152
CN153
CN426 CN326 CN226 CN126
CN113
CN114
CN413
CN414
CN313
CN314
CN213
CN214
PI PI PI PI
CN406
CN306
CN206
CN106
CN119
OP1 OP1 OP1 OP1
CN422
CN421
CN419
CN422
CN321
CN319
CN222
CN221
CN219
CN122
CN121
CN112
CN412
CN312
CN212
CN408
CN308
CN208
CN108
CN433 CN333 CN233 CN133
CN118
CN418
CN318
CN218
CN420
CN320
CN120
CN366
CN220
CN266
CN166
CS405
CS305
CS205
CS105
CN402 CN302 CN202 CN102
FM504
FM503
FM501
FM502
OF
OF
OF
OF
CN466
6-1 Part 6 Cargo Operations

Part 6 : Cargo Operations primary membrane. In this respect, it should be noted that this membrane is
subjected to a -80 kPa vacuum pressure, both during global testing at the
6.1 Post Dry Dock Operation construction stage.
However, to prevent air coming into the primary insulation spaces, keeping the
6.1.1. Procedure for Normal Inerting
primary insulation space pressure higher then atmospheric pressure is requested
in normal situation.
I.B.S and I.S are filled with dry nitrogen gas which is automatically maintained
Caution
by alternate relief and make-up as the atmospheric pressure or the temperature
With the cargo system out of service and during inerting, always maintain the
rises and falls, under a pressure of between 0.5 kPa and 1.5 kPa above
inter barrier space pressure at, or below, tank pressure and always maintain the
atmospheric.
insulation space pressure at or above the inter barrier space pressure.
The nitrogen provides a dry and inert medium for the following purposes:
y To prevent formation of a flammable mixture in the event of

an LNG leak.
y To permit easy detection of an LNG leak through a barrier.
y To prevent corrosion.
.
Nitrogen, produced by the two N2 generators and stored in a pressurised buffer
tank of 24 m3, is supplied to the pressurisation headers through make-up
regulating valve. From the headers, branches are led to inter barrier space and
insulation spaces of each tank. Excess nitrogen from the inter barrier space is
vented to each N2 vent mast through the exhaust regulating valves.
Both inter barrier space and insulation spaces of each tank are provided with a
pair of pressure relief valves which open at a pressure of 3.0 kPa and 3.5 kPa
above the atmospheric level in each space. A manual bypass with a cut out valve
(CN114, 214, 314, 414) is provided from the inter barrier space to the N2 vent
mast for local venting and sweeping of a space if required.
1) Adjust the set point of the nitrogen supply regulating valve to the each
inter barrier space at 0.5 ~ 1.0 kPa and the regulating valve to the each
insulation space at 1.0 ~ 1.5 kPa.
2) Adjust the set point of the nitrogen exhaust regulating valve inter barrier
space at 1.5 kPa and regulating valve insulation space at 2.0 kPa.
In the event of cargo gas leakage into insulation spaces, this can be swept with a
continuous feed of nitrogen by opening the exhaust from the space, allowing a
controlled purge. Close monitoring of the gas analyzer on this space will be
necessary during purging.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
When put in communication, and therefore subjected to the same nitrogen

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

Illustration 6.1.2a Drying Cargo Tanks
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
DRY AIR LINE
NO.2 L/D COMPRESSOR
FM006
HUMID AIR LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
DRY AIR PLANT SP02 FM003
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.1.2 Drying Cargo Tanks Wet air which may be contained in the discharge lines from the cargo pumps,
(See Illustration 6.1.2a) float level piping and any associated pipe work in the cargo compressor room
must be purged with dry air.
During a dry docking or inspection, cargo tanks which have been opened and
contain humid air must be dried to avoid primarily the formation of ice when 9) When all the tanks are dried, stop the IGG. Close the supply valve
they are cooled down and secondly, the formation of corrosive agents if the CL701 to the liquid header and close valve CG701 to the venting
humidity combines with the sulphur and nitrogen oxides which might be system at the No.1 vent mast riser.
contained in excess in the inert gas. The tanks are inerted in order to prevent the
possibility of any flammable air/LNG mixture. Normal humid air is displaced by Note
dry air. Dry air is displaced by inert gas produced from the IGG. It is necessary to lower the tank dew point by dry air to at least -20 °C before
feeding tanks with inert gas in order to avoid formation of corrosive agents.
Dry air is introduced at the bottom of the tanks through the filling piping. The air
is displaced from the top of each tank through the dome and the vapour header, This operation will be completed in 20 hours.
and is discharged from the No.1 vent mast riser.
The operation, carried out from shore or at sea, will take approximately 20 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.
1) Prepare the inert gas/dry air generator for use in the dry air mode.
2) Install the spool piece SP02 to connect the inert gas/dry air feeder line
to the liquid header.
3) Open valves CL701, CL407, CL307, CL207 and CL107 to supply dry
air to the liquid header.
4) Open tank filling valves CL400, CL300, CL200 and CL100.
5) Open tank vapour valves CG400, CG300, CG200 and CG100.
6) Open CG701 to vent through the No.1 vent mast. Eventually, tank
pressure is controlled via the regulating valve CG702, set at 10 kPaG by
the inching control, manually set on the IAS.
7) Start the IGG (dry air production). When dew point is -45 °C, open the
delivery valve and close the purge valve on the IAS.
8) 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 filling and
vapour valves of the tank.

Illustration 6.1.3a Inerting Cargo Tanks
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
INERT GAS LINE
NO.2 L/D COMPRESSOR
FM006
DRY AIR LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.1.3 Inerting Cargo Tanks Note

(See Illustration 6.1.3a) Until the ship is ready to load LNG for gas filling, the tanks may be maintained
under inert gas as long as necessary. If required, pressurise the tanks to 2 kPa
Inert gas, with an oxygen content of less than 0.5 % and a dew point of -45 °C, is above atmospheric pressure and, to reduce leakage, isolate all the valves at the
produced by the IGG with a flow rate of 14,000 Nm3/h. forward venting system.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo Air is purged and replaced by inert gas to attain O2 content less than 2 % by the
tanks. volume and dew point lower than -40 °C. This operation will be completed in 20
hours.
Warning
Inert gas from this generator and pure nitrogen will not sustain life. Great care Warning
must be exercised to ensure the safety of all personnel involved with any All pump discharge valves must remain shut in order to protect the pump from
operation using inert gas of any description in order to avoid asphyxiation due to high speed revolution without lubricant.
oxygen depletion.
1) Prepare the IGG for use in the inert gas mode.
2) Install the spool piece SP02 to connect the inert-gas/dry-air feeder line
to the liquid header.
3) Open the valves CL701, CL407, CL307, CL207 and CL107 to supply
inert gas to the liquid header.
4) Open tank filling valves CL400, CL300, CL200 and CL100.
5) Open tank vapour valves CG400, CG300, CG200 and CG100.
6) Open CG701 to vent through the No.1 vent mast riser. Eventually, tank
pressure is controlled via the regulating valve CG702 set at 10 kPaG by
inching control, manually set on the IAS.
7) When oxygen content is less than 0.5 % and dew point is -45 °C, open
delivery valve and close purge valve on the IAS.
8) By sampling at the vapour dome, check the atmosphere of each tank by

means of the portable oxygen analyser. O2 content is to be less than
1 % and the dew point less than -40 °C.
9) During tank inerting, purge for about 5 minutes the air contained in the
lines and equipment by using valves and purge sample points.
10) When the inerting of the tanks, lines and equipment is completed, set
the regulating valve CG702 to 15 kPaG in order to pressurise all the
tanks to this pressure.
11) When the operation is completed, stop the supply of inert gas and close
valves CL701, CL407, CL307, CL207, CL107, CL400, CL300, CL200
CL100, CG400, CG300, CG200, CG100, and CG701.

Illustration 6.1.4a Gassing-up Cargo Tanks (Stage-1)
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
LNG MIXTURE AND

CG929 CS903 CS905 INERT GAS LINE
OF CS901 CS902
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.1.4 Gassing-up Cargo Tanks There are exceptional cases where it may be necessary to undertake the purging l) Open CS023 (if using the after liquid manifold on the port side),
of one or more tanks at sea using LNG liquid already on board. In this case the the isolating valve to the stripping/spray header.
1. Introduction liquid will be supplied to the LNG vaporizer via the stripping/spray header by
using the stripping/spray pump of a cargo tank containing LNG liquid. Due to m) Using the IAS, open the individual tank loading valves.
After lay up or dry dock, the cargo tanks are filled with inert gas or nitrogen. If local regulations on venting methane gas to the atmosphere, some port
No.1 Tank CL100 CL107
the purging has been done with inert gas, the cargo tanks have to be purged and authorities may require the entire operation to be carried out with the exhaust
gases being returned to shore facilities. No.2 Tank CL200 CL207
cooled down when the vessel arrives at the loading terminal. This is because,
unlike nitrogen, inert gas contains 14 % carbon dioxide (CO2), which will freeze No.3 Tank CL300 CL307
at around -60 °C and produces a white powder which can block valves, filters 3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour No.4 Tank CL400 CL407
and nozzles.
1) Stage One n) Using the IAS, open CL021, the liquid manifold valve on the port
During purging, the inert gas in the cargo tanks is replaced with warm LNG (See Illustration 6.1.4a) side, and request the terminal to commence supply of LNG liquid
vapour. This is done to remove any gases liable to freezing such as carbon It is assumed, though unlikely in practice, that all valves are closed prior to the ship at a constant pressure of 200 kPa or as required.
dioxide, and to complete the drying of the tanks. to use.
o) Adjust No.1 vent mast pressure with CG702 to 20 kPaG or as
2. Description a) Install the following spool pieces: required.
Liquid header to No.1 vent mast (SP04).
LNG liquid is supplied from the terminal to the liquid manifold where it passes p) Monitor the inert exhausting gas at each liquid dome (use the mid
Liquid header to compressor (SP02) (only if compressor is
to the stripping/spray header via the appropriate shore connection liquid valve. It cargo tank sample cock initially, followed by the sample cock at
is then fed to the LNG vaporizer and the LNG vapour produced is passed at required)
the top of the loading line). Also monitor the inert exhausted gas at
+20 °C to the vapour header and into each tank via the vapour domes.
No.1 vent mast riser, using the sample cock.
b) Prepare the LNG vaporizer for use.
At the start of the operation to fill the cargo tanks, the piping system and LNG
q) When 5 % methane, (or the quantity the port authority will allow) is
vaporizer are vapour locked. The stripping/spray header can be purged into the c) Adjust the set point of the temperature control valve to +20 °C.
detected at No.1 vent mast and each vapour dome, request
cargo tanks via the vapour dome through the arrangement of spray valves
containing the control valve until liquid reaches the LNG vaporizer. The LNG permission from the terminal personnel to direct exhaust gas to the
d) Using the IAS, adjust the set point of the pressure control valve terminal facilities.
vapour is lighter than the inert gas, which allows the inert gases in the cargo
CG702 to 6 kPaG (or required value) by using the inching control
tanks to be exhausted up the tank filling line to the liquid header. The inert gas
then vents to the atmosphere via the No.1 vent mast. (remote manual).
When 5 % methane (the percentage figure will be specified by the particular port e) Open the valve CL700 at the No.1 vent mast.
authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the
HD compressors by pass line, or to the boilers through the gas burning line. f) Open the valve CS071, the stripping/spray header crossover valve
to the manifold.
This operation can be done without the compressors, subject to existing back
pressure, or with one or both HD compressors in service. If possible, it is better
g) Open valve CS702 on the stripping/spray header to enable supply
not to use compressors to avoid creating turbulence inside the tanks.
to reach the LNG vaporizer.
The operation is considered complete when the CH content, as measured at the
top of the cargo filling pipe, exceeds 98 % by volume. h) Open the valve CS901, the inlet valve to the LNG vaporizer.
The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These i) In the cargo machinery room open the outlet from the LNG
values should be matched with the LNG terminal requirements. vaporizer CG929.
This normally entails approximately one point eight (1.8) changes of the volume
j) Open valve CG707 to allow supply to the vapour header.
of the atmosphere in the cargo tank.
On completion of purging, the cargo tanks will normally be cooled down. k) Open the header valves at the vapour domes.
No.1 Tank CG100
No.2 Tank CG200
No.3 Tank CG300
No.4 Tank CG400
For safety reasons, ensure that the hull water curtain on the
connected side is in operation.

Illustration 6.1.4b Gassing-up Cargo Tanks (Stage-2)
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
LNG MIXTURE AND

CG929 CS903 CS905 INERT GAS LINE
OF CS901 CS902
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

2) Stage Two When the cargo tank CH content reaches 98 %, throttle in the individual
(See Illustration 6.1.4b) tank loading valve until it is only just cracked open.
Inert gas condition CO2: equal to or less than 1 % by vol. During the change of atmosphere, purge the following sections for
Nitrogen gas condition N2: equal to or less than 1 % by vol. about 5 minutes each:
When 5 % CH content (or the quantity the port authority will allow) is
a) All sections of the stripping/spray header and tank connections, via
detected at No.1 vent mast and each vapour dome, request permission
the valves at each liquid dome:
from the terminal personnel to direct exhaust gas to the terminal
No.1 Tank CS106, 107, 108
facility’s flare stack.
No.2 Tank CS206, 207, 208
a) Prepare both HD compressors for use. No.3 Tank CS306, 307, 308
No.4 Tank CS406, 407, 408
b) Install the spool piece connecting the liquid line to the suction for
the HD compressors (SP02). b) Purge manual and ESD valves. The manifold bypass valves are not
in use.
c) Adjust the set point of the HD compressor flow controller.
d) On the HD compressors open the following valves: The operation is considered complete when all four cargo tanks have at
CG903 inlet to No.1 HD compressor least a 98 % CH content and the acceptable CO2 content and/or N2
CG915 outlet from No.1 HD compressor content is as requested by the terminal.
CG904 inlet to No.2 HD compressor
CG916 outlet from No.2 HD compressor c) Purge the following lines and equipment for five minutes each:
e) Open the following valves: i) HD and LD heater and forcing vaporizer, venting via the
CL701/CG705, liquid header vapour supply to the HD compressors sampling cocks.
and CG900, HD compressor supply to the manifold
ii) HD and LD compressors with the compressor inlet and outlet
f) Open the vapour manifold valve CG071(port side). This will enable valves. Make sure to thoroughly purge each compressor in turn.
a free flow of gas to the terminal and is a check that the pipeline
layout on board has been arranged correctly. iii) Vapour crossover and manifolds CG071 and CG072, venting
through the manifold flanges CG073 and CG074.
g) Once the flow to the terminal has been established, close valve
CL700 at No.1 vent mast. Using the IAS, adjust the set point of iv) Cargo pump lines, stripping/spray pump lines and emergency
No.1 vent mast control valve CG702 to the required value (for cargo pump well via the appropriate line valve and purge
example 23 kPaG, so that this valve will remain closed during sample point.
normal running of the compressors, but would act in a safety v) Extremities of vapour header via sample points.
capacity if necessary), and reopen CL700.
h) If the tank pressure increases too much, using the IAS start one or d) Request the terminal to stop the supply of LNG liquid.
both of the HD compressors as necessary.
e) Stop both HD compressors, if operated.
i) Using the IAS, monitor the pressure inside the tanks.
f) Close CS023, the isolating line to the stripping/spray lines.
If the pressure increases, request the terminal to reduce the supply
of LNG, or increase the flow through the HD compressors by g) Do not shut down the LNG vaporizer until it has been warmed
adjusting the set point on both HD compressors’ flow rate by IGV through to the ambient temperature.
adjusting.
If the pressure decreases, reduce the flow through the HD h) Remove spool pieces after purging with nitrogen and testing the
compressors by adjusting the set point of both HD compressors’ gas content.
flow rates. Alternatively, shut down one of the compressors as
necessary, or request the terminal to increase the LNG liquid i) Prepare the cargo system for cool down.
supply to the LNG vaporizer.
6 - 10 Part 6 Cargo Operations

Illustration 6.1.5a Cooling Down Cargo Tanks
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS033 CS031
CS021
CL011
CL031
CL021
CS043 CS041
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS013
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ES D CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
SPRAY LINE
OF
CS904
CS906
CG929 CS903 CS901 CS902 CS905

OF
LNG FORCING
CG705
CG706
CG708
CG704
CG707
CG703
OF
FROM INERT GAS/
EM' CY VEN T
SP01
SP03
CL701
C AR GO V APO UR
CG075
CS703
CG701
CG700
OF
FM002 CL700
C AR GO LIQUID
SP04
CS702
CS701 CS700
SPR AY MAI N
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS032 CS034
CS012 CS014
CS042 CS044
CL034
CL024
CL014
CL044
CS022 CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CL032
CL022
CL012
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.1.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40 °C to -130 °C, over a period of 10 hours 5) Open CS023 to supply LNG from the liquid manifold.
will require a total of about 800 m3 of LNG to be vaporised. Cooldown rate in the
1. Introduction cargo tank and insulation spaces is dependant on the amount of LNG spraying. 6) At each liquid dome open the spray valves CS106, 107, 108, 206, 207,
208, 306, 307, 308, 406, 407, 408.
Arriving at the loading terminal to load the first cargo after refit, or when repairs 2. Preparation for Tank Cool Down
require the vessel to be gas free, the cargo tanks will be inert and at ambient 7) Open vapour valves CG100, 200, 300, 400 on each tank.
temperature. After the cargo system has been purge-dried and gassed up, the Prepare the heating system for the cofferdams.
headers and tanks must be cooled down before loading can commence. The cool 8) At No.1 vent mast, open CG702. Set pressure control valve CG702 at
down operation follows immediately after the completion of gas filling, using 1) Prepare the records for the tank, secondary barrier and hull temperatures. 20 kPaG to avoid venting except for safety.
LNG supplied from the terminal.
2) Check that the nitrogen pressurisation system for the insulation spaces 9) Open the HD compressor suction and discharge valves CG903, 904,
The rate of cool down is limited for the following reasons: is in automatic operation and lined up to supply the additional nitrogen 915, 916.
necessary to compensate for the contraction from cooling of the tanks.
y To avoid excessive pump tower stress.
Prior to the cooling down, the nitrogen pressure inside the I.B.S will be 10) Open the HD compressor suction from the vapour header CG704 and
raised to 1 kPa. Pressurise the buffer tank at near the maximum pressure. discharge valve CG900 to the vapour manifold.
y Vapour generation must remain within the capabilities of the
HD compressors to maintain the cargo tanks at a pressure of
4) Check that the gas detection system is in normal operation. 11) Open vapour manifold valve CG071.
5 kPaG (about 106 kPaA).
5) Prepare the nitrogen generators for use. 12) When shore is ready to supply LNG, open ESDS valve CL021.
y To remain within the capacity of the nitrogen system to
maintain the I.B.S and I.S at the required pressures. 13) After cooling down the lines, request the terminal to supply a pressure
6) Prepare both HD compressors for use.
of 200 kPa at the ship’s rail. Monitor the tank pressure and the cooling
y Unlike rigid cargo tank designs, vertical thermal gradients in
3. Operating Procedure - Gas Return through Vapour Header down rate.
the tank walls are not a significant limitation on the rate of
cool down. (See Illustration 6.1.5a)
14) Adjust the flow to the spray bars in order to obtain an average
Assume that the ship is ready to prepare for cool down after the completion of temperature fall of 20 °C per hour in the first five hours and then
LNG is supplied from the terminal to the manifold cool down line and from there
gas filling. 10/15 °C per hour thereafter.
directly to the spray header which is open to the cargo tanks. Once the cargo tank
cool down is nearing completion, the liquid manifold cross-over, liquid header
As reported by several ship operators, it seems accepted that the vapour return 15) Start one HD compressor (or both as necessary) in order to maintain the
and loading lines are cooled down.
through the liquid header instead of the vapour header, makes the cool down tank pressure at about 5 kPaG.
Cool down of the cargo tanks is considered complete when the mean temperature operation more efficient and prevents liquid droplets in the vapour stream.
of the two (2) sensors, top and bottom, in each tank indicate temperatures of - Alternatively, the procedure for cooling down cargo tanks with gas return via the 16) Check the nitrogen pressure inside the insulation spaces. If it has a
130 °C or lower. When these temperatures have been reached, and the CTS vapour header is as follows: tendency to fall, reduce the cooling down rate.
registers the presence of liquid, bulk loading can begin. (GTT defined that target
LNG loading is possible when the mean temperature of the cargo tank is lower 1) Arrange the nitrogen piping to preferentially feed the I.B.S. 17) When the average of the temperatures shown by the sensors installed on
than -80 °C, but recommended continuation of the cooldown operation of the the pump towers is -130 °C, request the terminal to stop LNG supply,
cargo tank to -130 °C as per LNG terminal requirement) 2) Adjust the set point of the inter barrier space nitrogen supply regulating and close CL021. The other valves should remain open until the lines
valves at 1 kPaG and the insulation space at 1.5 kPaG have warmed up.
Vapour generated during the cool down of the tanks is returned to the terminal
via the HD compressors (or free flow) and the vapour manifold, as in the normal 3) Adjust the set point of the inter barrier space nitrogen exhaust 18) Stop the HD compressor(s) if loading does not take place after cool
manner for loading. regulating valves at 1.3 kPaG and the insulation space at 1.7 kPaG down.
During cool down, nitrogen flow to the inter barrier space and insulation space
4) Open valve CS071 connecting the stripping/spray header with the
will significantly increase. It is essential that the rate of cool down is controlled
forward manifold and CS700 on the stripping/spray header.
so that it remains within the limits of the nitrogen system to maintain the the
inter barrier space and insulation space pressures between 0.5 kPa and 1.5 kPa.
Once cool down is completed and the build up to bulk loading has commenced,
the tank membrane will be at, or near to, liquid cargo temperature and it will take
some hours to establish fully cooled down temperature gradients through the
insulation. Consequently boil-off from the cargo will be higher than normal.

6.2 Ballast Passage c) Maintain the cargo tanks cold during the ballast voyage by
periodically spraying the LNG so that the average temperature
A characteristic of the cargo tanks of the Gaz Transport membrane type is that as inside the tanks does not exceed -130 °C. As before, a LNG heel is
long as some quantity of LNG remains at the bottom of the tanks, the kept in one of the tanks, provided that the level does not exceed
temperature at the top will remain below -50 °C. 10 % of the tank length (see sloshing). On top of the quantity to be
sprayed, the amount of the LNG heel that needs to be retained will
However, if the ballast voyage is too long, the lighter fractions of the liquid will
be calculated by assuming a boil-off equivalent of 45 % of the boil-
evaporate. Eventually most of the methane disappears and the liquid remaining
in the tanks at the end of the voyage is almost all LPG with a high temperature off under laden conditions and heel ageing in long ballast voyage
and a very high specific gravity, which precludes pumping. Thus the operator cases.
should consider heel aging for coolant when a ballast voyage is too long.
Whichever method is used, cooling down is carried out by spraying LNG inside
Due to the properties of the materials and to the design of the membrane cargo the tanks. Each tank is provided with two spray rings, each capable of the same
containment, cooling down prior to loading is, theoretically, not required for the flow rate.
tanks. However, to reduce the generation of vapour and to prevent any thermal
shock on the heavy structures, e.g. the pump tower, loading takes place when the Note
tanks are in a ‘cold state’. 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
1. Cold Maintenance during Ballast Voyage heavy for the pump to operate.
Different methods are used to maintain the cargo tanks in a cold condition Conservation of bunkers is important; consequently, the cooperation of all
during ballast voyages: 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
1) For short voyages a sufficient amount of LNG is retained in each tank at to a minimum.
the end of discharge. The level must never be above 10 % of the length
The LD compressor is used for gas burning on the ballast voyage in the same
of the tank and the quantities can be calculated by considering a boil-off
way as on a loaded voyage, with control of the compressor from vapour header
of approximately 45 % of the boil-off rate under laden voyage condition
pressures (See section 6.4 Loaded Voyage with Boil-Off Gas Burning).
and the need to arrive at the loading port with a minimum layer of 10
cm of liquid spread over the whole surface of the tank bottom (with the Gas burning during ballast passage can be done with gas to boiler on free flow.
ship even keel). The LD compressor need not be operated.
LNG terminal requirement If a long delay at the loading port is experienced, the remaining heel will slowly
boil-off and the gas available for burning will reduce. Therefore, care must be
ATR (Arrival Temperature Requirement) ≤ -130 °C. taken to stop gas burning as the tank system pressures continue to drop as the
temperature rises. The degree of natural warm-up will depend on the time factor,
Additional cool down should be carried out at the LNG terminal, when voyage and weather conditions.
the cargo tank temperature is higher than ATR.
After refit, the first ballast voyage will have to be made using fuel oil only.
2) Three methods of cooling down are possible, and the one selected will
depend on the operating conditions of the ship. Due to the different calorific values of fuel oil and gas, engine power will require
controlling to prevent overloading the boilers.
a) Cool down the tanks with LNG supplied from shore.
Note
b) Cool down the tanks just before arrival at the loading terminal. At The pressure in the insulation spaces shall be maintained between 0.5 kPa and
1.5 kPa as per GTT recommendation.
the previous cargo discharge, a LNG heel is retained in one of the
tanks, provided that the heel does not exceed 10 % of the tank
During the cooling down and loading operation, the set point of the N2 exhaust
length (see sloshing). On top of the quantity to be sprayed, the regulating valve may be adjusted to 1.5 ~ 1.7 kPa to allow a safety margin
amount of the LNG heel to be retained will be calculated by against the possibly insufficient N2 supply rate.
assuming a boil-off equivalent of 45 % of the boil-off under laden
conditions.

Blank Page

Illustration 6.2.1a Cooling Down Tanks Prior to Arrival
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
SPRAY LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.2.1 Cooling Down Tanks Prior to Arrival

(See Illustration 6.2.1a) 10) Open valve CS100, CS200 and CS300 for draining the line.
It is assumed all valves are closed prior to use and heel for cool down has been 11) Close spray nozzle valve CS107, 108, 207, 208, 307, 308, 407 and 408.
retained in No.4 cargo tank. All other tanks have been allowed to warm up
owing to the length of the voyage. 12) On completion of cool down leave the spray header valves open to
allow the spray line to warm up to the ambient temperature before
Set the forward vent mast set point to 15 kPa and put the LD compressor(s) on
closing them.
line to supply the engine room with boil-off gas for the boilers.
Check the nitrogen system for high flow operation. 1. Cargo Line Cooling Down
Set supply valve CN511, nitrogen to insulation space header, at 50 kPa. Normally, cooling down operations for cargo lines on membrane type LNG
vessels may not be required before arrival alongside the terminal.
Confirm the set point of inter barrier space nitrogen supply regulating valves at 1 Operators should review the “implementation procedure” agreed between the
kPaG and the insulation space at 1.5 kPaG. seller and the buyer.
Confirm the set point of the inter barrier space nitrogen exhaust regulating valves 2. Cargo Spray Nozzle
at 1.5 kPaG and the insulation space at 2.0 kPaG.
1) Open vapour dome outlet valves to the vapour header CG100, 200, 300
and 400.
2) Open valves on the stripping/spray header CS103, 203, 303, 403 and
CS700.
3) Open spray nozzle valve of all tanks CS107, 108, 207, 208, 307, 308,
407 and 408.
4) Open spray discharge valve of No.4 cargo tank CS401, 30%.
5) Start No.4 stripping/spray pump and adjust the spray discharge valve
CS401 to allow minimum flow and to cool down the spray header. Nozzle Body Cap
Orifice Orifice CAPACITY (Liters / Minule) SPRAY ANGLE
Pressure in stripping/spray main line shall be controlled by throttling the Inlet Capacity
Connection Size
Diam. Diam. MATERIAL
Nom
valve CS400. NPT
mm
Nom
mm
0.5 1 1.5 2 3 6 0.5 1.5 6
bar bar bar bar bar bar bar bar bar
3/4 BD
Care should be taken to maintain control of vapour pressure by use of gas in the - 316LSS25
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L
boilers as fuel, or in the case of an emergency, vented to atmosphere via No.1

vent mast.
6) Once all spray headers are cool, increase flow by adjusting the spray
pump discharge valve and flow to cargo tanks to maintain an even cool
down and control of vapour pressure.
7) When all the tanks have attained the required temperature, (ATR:
Arrival Temperature Requirement) either continue to spray tanks until
required heel is transferred or as follows:
ATR ≤ -130 °C
8) Transfer the required amount of heel to each tank, to maintain cooldown

condition in the tank.

Illustration 6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
SPRAY LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.2.2 Spraying During Ballast Voyage 1. 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 cargo tank. large number of model tests and computer analyses, GTT 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 cargo tank that is to
be cooled down. The ship’s cargo tanks are designed to limit the impact forces and the safety
margin has been considerably enlarged. However, operators should always be
Set the forward vent mast set point to 15 kPaG and LD compressor(s) on line to aware of the potential risks to the cargo containment system and also on the tank
supply the engine room with boil-off gas for the boilers. equipment due to sloshing.
Check the nitrogen system for high flow operation. 2. Precautions to Avoid Damage due to Sloshing
Set supply valve CN511, nitrogen to insulation space header, at 50 kPa. 1) Filling limit for cargo tank level
Confirm the set point of inter barrier space nitrogen supply regulating valves at 1 The first precaution is to maintain the level of the cargo tanks within the
kPaG and the insulation space at 1.5 kPaG. required limits i.e.:
Confirm the set point of the inter barrier space nitrogen exhaust regulating valves Lower than a level corresponding to 10 % of the length of the tank or
at 1.5 kPaG and the insulation space at 2.0 kPaG.
Higher than a level corresponding to normally 70 % of the height of the
tank.
1) Open vapour dome outlet valves to the vapour header CG100, 200, 300
2) Ship’s movement:
and 400.
The second precaution is to try to limit the ship’s movement, which
2) Open the spray nozzle valve to No.4 cargo tank CS407, 408.
would generate sloshing in the tanks.
Partially open spray return valve CS400 to the No.4 cargo tank.
The amplitude of sloshing depends on the sea condition (wave pattern),
3) Open spray discharge valve of No.4 cargo tank CS401, 30%
the trim and the speed of the ship.
4) Start No.4 stripping/spray pump and adjust the spray discharge valve
CS401 to allow minimum flow inlet pressure of the spray nozzle valves
shall be controlled by throttling CS400.
5) Once cool down of the spray line and spray nozzle valves of No.4 cargo
tank is complete, increase the flow rate by adjusting the spray pump
discharge valve and return 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 of gas
in the boilers as fuel, or venting to atmosphere via the forward vent mast.
6) 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 Loading Normally when loading cargo, vapour is returned to the terminal by means of the
HD compressors or shore compressor. The pressure in the ship’s vapour header
6.3.1 Preparations for Loading is maintained by adjusting the compressor flow.
It is assumed that all preparatory tests and trials have been carried out as per The cargo tanks must be maintained in communication with the vapour header
section 6.2 on the ballast voyage prior to arrival at the loading terminal. on deck, with the vapour valve on each tank dome open.
All operations for the loading of cargo are controlled and monitored from the If the tanks have not been previously cooled down, LNG spraying is carried out.
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are
carried out in a sequence to satisfy the following: Alongside the Terminal
1) The cargo tanks are filled at a uniform rate. 1) Connect and bolt up the shore ground cable.
2) List and trim are controlled by the ballast tanks. 2) Connect and test the shore communication cable.
3) The cargo tanks are to be topped off at the fill heights given by the 3) Test the telephone for normal communication with the terminal.
loading tables (98.5 %).
4) Test the back-up communication arrangements with the terminal.
4) During topping off, the ship should be kept on an even keel and no list.
5) Change over the blocking switch for the shut down signal from the
5) During loading, the ship may be trimmed in accordance with the terminal, from the blocked to the terminal position.
terminal maximum draught, in order to assist in emptying the ballast
tanks. 6) Connect the terminal loading arms to the four LNG crossovers and one
vapour crossover. This operation is done by the terminal personnel.
6) The structural loading and stability, as determined by the loading
computer, must remain within safe limits. 7) Check that the coupling bolts are lubricated and correctly torque and
check QCDC (Quick Connect Disconnect) gasket for damage (if
An officer responsible for the operation must be present in the CCR when cargo applicable).
is being transferred. A deck watch is required for routine checking and/or any
emergency procedures that must be carried out on deck during the operation. 8) In the CCR, switch on the cargo tank level alarms and level shutdowns
which are blocked at sea.
During the loading operations, communications must be maintained between the
ship’s CCR and the terminal: telephone and signals for the automatic actuation 9) Switch the independent level alarms from blocked to normal on each
of the Emergency Shutdown from or to the ship are to be in operation.
tank.
At all times when the ship is in service with LNG and mainly during loading, the
following are required: 10) Switch the derived level alarms from blocked to normal on each tank.
y The pressurisation system of the insulation spaces must be in 11) Verify that alarms for level shut downs blocked are cleared.
operation with its automatic pressure controls.
12) Connect the nitrogen purge hoses to the crossover connections and
y The secondary Float Level Gauge system should be purge the air from each loading arm using N2 gas from shore.
maintained ready for operation.
13) Pressurise each loading arm with full nitrogen pressure through the
y The temperature recording system and alarms for the cargo purge valve, and soap test each coupling for tightness.
tank, barriers and double hull structure should be in
continuous operation. 14) Bring the ship to a condition of no list and trim, and record the arrival
conditions for custody transfer documentation. Official representatives
y The gas detection system and alarms must be in continuous of both buyer and seller are to be present when the printouts are run.
operation.

Blank Page

Illustration 6.3.2a Cargo Lines Cool Down
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
SPRAY LINE
CG929 CS903 CS902 CS905
OF CS901
LNG FORCING
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CS042
CL032
CL022
CL012
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.3.2 Cargo Lines Cool Down On each tank keep open the stripping/spray valves to the spray nozzle in order to
(See Illustration 6.3.2a) avoid over-pressure due to line warm up.
Assuming the ship is port side alongside. 11) Start one HD compressor and adjust the flow rate to maintain the tank
vapour pressure at 5 kPaG.
1) Open liquid manifold valves CL013, 023, 033, 043 and the LNG
manifold ESD valves CL011, 021, 031 and 041.
2) Open valves on spray header, CS103, 203, 303, 403, 071 and 700.
3) On each vapour dome, open the following valves to allow the supply of
LNG to the spray nozzle: CS107, 108, 207, 208, 307, 308, 407 and 408.
4) Open valves on liquid header for each tank CL107, 207, 307 and 407.
5) Open the vapour manifold valve CG071.
6) Open manifold valve CS023, which will allow liquid into the
stripping/spray main via crossover valve CS071, CS700, if necessary
for additional cooldown in the cargo tanks.
7) Fully open the liquid filling valves CL100, 200, 300 and 400.
8) Inform the terminal that the ship is ready to receive LNG.
The terminal should be instructed to begin pumping at a slow rate for

approximately 15 minutes, in order to gradually cool down the terminal piping
and the ship’s headers.
Slowly increase the terminal pumping rate until the liquid main and spray
headers have cooled down (approximately 15/20 minutes).
9) Assuming that the after loading arm is the first to be cooled down:
Crack open the liquid filling valves CL100 and CL400 for No.1 and 4
cargo tanks and Close the CL200 and CL300.
10) Assuming that the liquid header and liquid filling valves CL100,
CL400 are cooled down:
Crack open the liquid filling valves CL200 and CL300.
Note
In order to avoid the possibility of pipe sections hogging, the liquid header and
crossovers must be cooled down.
On completion of the loading arm cool down.
11) Fully open the filling valves to the tanks CL100, 200, 300 and 400 for
Loading.
12) Close manifold valve CS023.

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

ESD PNEUMATIC HOSE
TRIP TEST
SHIP/SHORE PRE-LOADING MEETING
LOADING STARTED
START WATER CURTAIN
SAMPLING
CONNECTING LOADING ARM
LOADING FINISHED
LEAK TEST & O2 PURGING

DRAIN THE LIQUID LOADING ARM
LINE UP FOR PURGING THE INERT GAS

FINAL GAUGING (CLOSING CTMS)
LIQUID ARM COOL DOWN

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

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

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

COOL DOWN REMAINING LOADING ARMS
UNBERTHING

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

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING

DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN


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

DISCONNECTING LIQUID LOADING ARM
INITIAL GAUGING (OPENING CTMS)

PURGING THE VAPOUR ARM
RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR ARM
ESD TEST UNDER WARM CONDITION

STOP WATER CURTAIN
LOADING ARM COOLING-DOWN

MEETING AFTER LOADING
ESD TEST UNDER COLD CONDITION REMOVAL OF BUOYS

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

Illustration 6.3.3a Loading with Vapour Return to Shore
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS043 CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ES D CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
CG929 CS903 CS901 CS902 CS905

OF
LNG FORCING
CG705
CG706
CG708
CG704
CG707
CG703
OF
FROM INERT GAS/
EM' CY VEN T
SP01
SP03
CL701
C AR G O V APO UR
CS703 CG075
CG701
CG700
OF
FM002 CL700
C AR G O LIQUID
SP04
CS702
CS701 CS700
SPR AY MAI N
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS032 CS034
CS012 CS014
CS042 CS044
CL034
CL024
CL014
CL044
CS022 CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CL032
CL022
CL012
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
F CG401 F CG301 F CG201 F CG101

CR400 CR300 CR200 CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.3.3 To Load Cargo with Vapour Return to Shore 9) Check: 23) Stop loading when the final cargo tank reaches a capacity according to
Optical fibre system. the filling chart, minus an allowance for line draining and leave No.4
It is assumed for clarity of the description that all valves are closed prior to use Connection of liquid and vapour arms. cargo tank filling valve open (CL400).
and that the ship is port side alongside. Communications with shore.
Ship/shore electrical and pneumatic connection and safety devices 24) Liquid lines, including the horizontal part of the crossover, will
1. Checks to be made before Cargo Operation ESDS. automatically drain to No.4 cargo tank. The inclined parts of the
manifold are purged inboard with nitrogen.
1) Test the remote operation of all cargo tank valves and manifold ESD 10) Carry out safety inspections.
valves.
25) On completion of draining loading arms, close the liquid manifold ESD
11) Complete the relevant ship/shore safety checklist.
2) Test the remote operation of ballast valves. Test the HD compressors, valves. The shore lines are now pressurised at 200 kPaG to 300 kPaG
water ballast pumps, safety systems and glycol heating systems. 12) Open liquid filling valves for each tank CL100/107, CL200/207, with nitrogen.
CL300/307 and CL400/407.
2. Safety Precautions 26) Open the liquid manifold drain valves CS011, 021, 031, 041 to allow
13) Monitor tank pressures in order to achieve a pressure of about 8 kPaG. the nitrogen to flush the liquid into No.4 cargo tank. Close the bypass
1) Ensure that the hull water curtain is in operation on the loading side (in Open valve CG704, vapour header to the compressors, valve CG900 on valves when the nitrogen pressure has fallen to 0 kPaG.
this case the port side). the compressor’s discharge side and valve CG071, manifold vapour Repeat the operation 3 times, or until no liquid remains in the manifold
return to shore. Start one or both HD compressors as necessary. lines.
2) Prepare the fire fighting equipment, water hoses and protective clothing
for use. In particular, the manifold dry powder monitors should be 27) The purging of the liquid lines should be carried out one at a time.
14) Start shore loading pumps in accordance with terminal sequence.
correctly aligned ready for remote operation. Ensure the water spray
system on deck is ready for operation, filters installed and off-shore 28) When gas readings obtained from an explosimeter are less than 50 %
15) Increase to full loading rate.
blanks removed. LEL at the vent cocks, all valves are closed and the loading arms are
16) Adjust the opening of the each tank filling valve to maintain an even ready to be disconnected.
3) Prepare both HD compressors for use with seal gas and LO systems in
operation. distribution.
29) Leave loading valve of tank No.4 (CL400) open until the piping has
3. Cargo Loading Operation 17) Start the de-ballasting sequence. Keep draught, trim and hull stresses returned to the ambient temperature.
(See Illustration 6.3.3a) within permissible limits by controlling de-ballasting.
In CCR
1) Ensure that the nitrogen buffer tank is at maximum pressure. 18) Start bulkhead heating in the cofferdams. This should already be
running in automatic. 30) Tank level alarms.
2) Arrange nitrogen piping to preferentially feed the primary insulation Inhibit independent level alarms prior to proceeding to sea.
spaces. 19) Ease in the filling valve of each tank as the tank approaches full
capacity. 31) Complete the de-ballasting operation to obtain an even keel situation for
3) Check the Inter barrier spaces additional supply valves CN#20, #21 for
final measurement. When measurement is completed, adjust the ballast
each tanks as standby. 20) High level alarms. When any tank approaches 95 % capacity (signal tank levels for sailing condition.
from radar level gauge) inform the shore.
4) Adjust the setpoint of the nitrogen supply pressure control valves; inter
High/High level alarms. Standby valve before level approaches about 32) Stop the HD compressors just prior to sailing, before closing vapour
barrier space 0.5 ~ 1 kPaG and insulation space, 1 ~ 1.5 kPaG.
98.7 % (signal from radar level gauge). manifold ESD valve CG071 (Ship is loading from portside) for nitrogen
5) Adjust the set point of the nitrogen exhaust pressure control valves; Close valve at correct filling limit capacity. purging and disconnecting the loading arms. If departure is delayed, the
inter barrier space, 1 ~ 1.5 kPaG and insulation space, 1.5 ~ 2.0 kPaG. vapour return to shore should be continued. Close CTMS by
Warning
Extreme and very high level alarms and shut downs are emergency devices only independent surveyor
6) Switch on the unblocking level alarms in the Custody Transfer System
and should on no account be used as part of the normal topping-off operation.
and run the custody transfer print-out for official tank gauging. The
33) Disconnect the vapour arms.
CTMS should be open before the loading arm cool down operation. 21) Before topping-off the first cargo tank, request shore to reduce loading
rate and continue reducing when topping off each following tank. 33) Prepare the cargo system for gas burning at sea.
7) Open gas outlet valves on each cargo tank vapour dome (normally these
valves are left open), CG100, CG200, CG300 and CG400.
22) When a tank is at its required level, close the corresponding loading 34) Open valves necessary to allow warming up. These are normally the
valve and request shore to stop corresponding loading pump: No.1 filling valves and spray valves on the tank domes.
8) Open inlet/outlet valves CG903, 915, 904, 916 on the HD compressors.
cargo tank CL100, No.2 cargo tank CL200, No.3 cargo tank CL300. It
is convenient to finish loading by No.4 cargo tank; for ease of line
draining, leave space for about 50m3 available in the tank.

Illustration 6.3.4a Nitrogen Set-up During Loading

F
To Gas Detector


K


L
E F
A
FWD IS W

Oil Demister
CN438
L.O
M LDC
M LDC
Manifold (PORT FWD)

Manifold (PORT AFT)
(Near Deck Store)
M LDC
PI
CN552
FM007
CN514CN515 VF
CN506
CN503
CN501
CN902
M LDC
FM008

CN513 VF
CN510
in Engine Room
CN511
CN509
CN512
CN516
Sett.
60kPa
CN551
N2 Main Line
PI
Gas Sampling Line
CN435
CN335
CN505
CN235
CN135
CN401 CN301 CN201 CN101
CN115
CN415
CN315
CN215
CN409
CN309
CN209
CN109
CN407
CN307
CN207
CN107
CN504
CN502
CN405
CN305
CN205
CN105
CN446
CN427
CN346
CN327
CN246
CN227
CN146
CN127
CN117
CN116
CN417
CN416
CN317
CN316
CN217
CN216
CN403 CN303 CN203 CN103
CN445
CN345
CN245
CN145
Manifold (STBD AFT)
Manifold (STBD FWD)
CN111
CN411
CN311
CN211
CN110
CN410
CN310
CN210
CN428 CN328 CN228 CN128
CN455
CN456
CN457
CN355
CN356
CN357
CN255
CN256
CN257
CN155
CN156
CN157
CN425 CN325 CN225 CN125
PI PI PI PI
K M K M K M K M
V S V S V S V S
T T T T
CN437
CN337
CN237
CN137
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IS
IS
IS
IS
LINE LINE LINE LINE
IS
IS
IS
IS
CN436 CN336 CN236 CN136
Q R Q R Q R Q R
CN441
CN404
CN304
CN204
CN104
I I I I
H G L J F EDCB A N H G L J F EDCBA N H G L J F EDCB A N H G L J F EDCB A N
N2 Purge Exhaust
for Fuel Gas Line
CN451
CN452
CN453
CN351
CN352
CN353
CN251
CN252
CN253
CN151
CN152
CN153
CN426 CN326 CN226 CN126
CN113
CN114
CN413
CN414
CN313
CN314
CN213
CN214
PI PI PI PI
CN406
CN306
CN206
CN106
CN119
OP1 OP1 OP1 OP1
CN422
CN421
CN419
CN422
CN321
CN319
CN222
CN221
CN219
CN122
CN121
CN112
CN412
CN312
CN212
CN408
CN308
CN208
CN108
CN433 CN333 CN233 CN133
CN118
CN418
CN318
CN218
CN420
CN320
CN120
CN366
CN266
CN166
CN220
CS405
CS305
CS205
CS105
CN402 CN302 CN202 CN102
FM504
FM503
FM501
FM502
OF
OF
OF
OF
CN466

6.3.4 Nitrogen Set-up during Loading

The operating procedure for normal inerting is as follows.
1) Start one nitrogen generator to pressurise the buffer tank. The pressure
drop in the buffer tank actuates the starting of the generator. In the case
of a large nitrogen demand, the stand-by generator will automatically
start.
2) Adjust the setpoint of the nitrogen supply pressure control valves; inter
barrier space 0.5 ~ 1 kPaG and insulation space, 1 ~ 1.5 kPaG.
3) Adjust the set point of the nitrogen exhaust pressure control valves;
inter barrier space, 1 ~ 1.5 kPaG and insulation space, 1.5 ~ 2.0 kPaG.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
When put in communication and therefore subjected to the same nitrogen

pressure, the primary and secondary insulation spaces can withstand a large
depressurisation without any damage.
It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane.
In this respect, it should be recalled that this membrane is subjected to a -80 kPa
vacuum pressure both during global testing at the construction stage.

Illustration 6.3.5a De-Ballasting by Gravity
B.W.L BA523F
(10K) From Inert Gas Line
Inside Tar
BA026F
Epoxy
P)
K( BA524F
.T )
.B ) ) ) Manual Hyd.
E/
R
W
K (P K(P K(P (P Transmitter
.T .T .T . TK In Bosun Store
BA030F
.B
(P)
.B .B .B
W
TK
W W W
.4 .3 .2 . 1
B.
No No No
BA031F
No
W.
Back Flusing
No.2 Ballast
ep
A
To M/C for
Strip. Eductor
De
Overboard
BA035F
To IGG
D
FW
Bilge
No.1 Ballast
B
BA036F
BA520F
BA518F
BA522F
BA516F
BA514F
BA512F
BA510F
BA508F
BA506F
BA504F
A BA013F
BA017F
BA020F
BA014F BA012F
Ballast Main
BA502F
No. 1
Spool
Ballast Pump Piece BA501F
BA025F
(3,000 m3 x 3.0k)
BA008F
BA034F
BA010F
L.C

Pipe Duct F.P. TK
BA503F
No. 2
BA027F
BA001F
BA016F
BA003F B.T. RM
STEEL PIPE GRP PIPE
BA006F BA002F
Ballast Main
B
BA021F No. 3
BA511F
BA521F
BA519F
BA517F
BA515F
BA513F
BA509F
BA507F
BA505F
BA007F
BA033F
(S)
TK
B.
S) S) S)
W.
K( K( K( S)
BA032F
K(
ep
. T . T . T T
De
.B .B .B .
.B
D
W W W
FW
.4 .3 .2 W
No .1
K(
S) No No No
.T
(10K)
.B
W
BA029F
R
E/
Inside Tar
Epoxy
B.W.L


Illustration 6.3.5b De-Ballasting by Pump
B.W.L BA523F
Inside Tar
BA026F
Epoxy
P)
K( BA524F
.T )
E/
R
W
BA030F
.B
(P)
.B .B .B
W W
TK
W W
.4 .3 .2 . 1
B.
No No No
BA031F
No
W.
Back Flusing
No.2 Ballast
p
A
To M/C for
ee
Strip. Eductor
Overboard
DD
BA035F
To IGG
FW
Bilge
No.1 Ballast
B
BA036F
BA520F
BA518F
BA522F
BA516F
BA514F
BA512F
BA510F
BA508F
BA506F
BA504F
A BA013F
BA017F
BA020F
BA014F BA012F
Ballast Main
BA502F
No. 1
Spool
BA025F
(3,000 m3 x 3.0k)
BA008F
BA034F
BA010F
L.C

Pipe Duct F.P. TK
BA503F
No. 2
BA027F
BA001F
BA016F
BA003F B.T. RM
STEEL PIPE GRP PIPE
BA006F BA002F
Ballast Main
B
BA021F No. 3
BA511F
BA521F
BA519F
BA517F
BA515F
BA513F
BA509F
BA507F
BA505F
BA007F
BA033F
(S)
TK
.B.
S) S) S) S)
pW
K( K( K(
BA032F
T T T K(
ee
. . . . T
.B .B .B
DD
W W W .B
FW
.4 .3 .2 W
No .1
K(
S) No No No
.T
(10K)
.B
W
BA029F
R
E/
Inside Tar
Epoxy
B.W.L


Illustration 6.3.5c De-Ballasting by Eductor
B.W.L BA523F
Inside Tar
BA026F
Epoxy
P)
K( BA524F
.T )
E/
R
W
BA030F
.B
(P)
.B .B .B
W W
TK
W W
.4 .3 .2 . 1
B.
No No No
BA031F
No
W.
Back Flusing
No.2 Ballast
p
A
To M/C for
ee
Strip. Eductor
Overboard
DD
BA035F
To IGG
FW
Bilge
No.1 Ballast
B
BA036F
BA520F
BA518F
BA522F
BA516F
BA514F
BA512F
BA510F
BA508F
BA506F
BA504F
A BA013F
BA017F
BA020F
BA014F BA012F
Ballast Main
BA502F
No. 1
Spool
BA025F
(3,000 m3 x 3.0k)
BA008F
BA034F
BA010F
L.C

Pipe Duct F.P. TK
BA503F
No. 2
BA027F
BA001F
BA016F
BA003F B.T. RM
STEEL PIPE GRP PIPE
BA006F BA002F
Ballast Main
B
BA021F No. 3
BA511F
BA521F
BA519F
BA517F
BA515F
BA513F
BA509F
BA507F
BA505F
BA007F
BA033F
(S)
TK
.B.
S) S) S) S)
pW
K( K( K(
BA032F
T T T K(
ee
. . . . T
.B .B .B
DD
W W W .B
FW
.4 .3 .2 W
No .1
K(
S) No No No
.T
(10K)
.B
W
BA029F
R
E/
Inside Tar
Epoxy
B.W.L


6.3.5 De-Ballasting E/R W.B. TK (P) BA031F NO.1 W.B. TK (S) BA509F
(See Illustration 6.3.5a, 6.3.5b and 6.3.5c) E/R W.B. TK (S) BA032F NO.1 W.B. TK (P) BA508F
Fore Peak TK BA502F, BA501F NO.2 W.B. TK (S) BA512F
1. Operating Procedures
After Peak TK BA028F, BA033F NO.2 W.B. TK (P) BA513F
It is assumed that the main sea water crossover pipe is already in use, supplying NO.3 W.B. TK (S) BA517F
other sea water systems (e.g. the main circulating system, the sea water service 3. When It Becomes Necessary to Start the Ballast Pumps NO.3 W.B. TK (P) BA516F
system) and that the cargo and ballast valve hydraulic system is also in service. NO.4 W.B. TK (S) BA521F
1) Open valves BA002F, BA009F and BA012F(Ballast pump suctions).
NO.4 W.B. TK (P) BA520F
2. To De-Ballast by Gravity
2) Close valves BA007F and BA015F. E/R W.B. TK (S) BA032F
Caution E/R W.B. TK (P) BA031F
Mal-operation of the ballast system will cause damage to the GRP pipework. 3) Check that the ballast tank valves are open. Fore Peak TK BA501F, BA502F
Damage is generally caused by a pressure surge due to sudden changes in the After Peak TK BA028F, BA033F
flow rates. During the de-ballasting operation this can be caused by the opening 4) Start the ballast pump(s).
of a full or partly full tank into the main lines when under vacuum. 4) Open No.2 eductor suction valve BA016F and start the ballast pump
5) Open the pump(s) discharge valve BA014F (No.1), BA011F (No.2), and open the discharge valve BA011F.
Under no circumstances should a vacuum be drawn on a closed ballast main. BA006F (Stand-by).
5) When one tank has been stripped, ensure the next tank valve is opened
Before starting de-ballasting operations, the main lines must be purged of any air 6) As the tank reaches the required level, open the valves on the next tank before closing the previous tank.
pockets in the following manner. before closing the valves on the first tank.
6) When all tanks have been stripped, close the No.2 eductor suction valve
1) Open the overboard discharge crossover line valves BA025F, BA027F 7) When suction has been lost on all tanks, close the discharge valves on BA016F and stop the pump.
and BA007F, BA008F, BA015F and BA001F on the ballast water the pumps BA014F (No.1), BA011F (No.2), BA006F (No.3) and stop
crossover line. the pumps. 7) Close the eductor drive water valve BA020F and ballast discharge main
isolator BA025F.
2) Open overboard discharge valve BA026F or BA029F. 8) Close tank valves, ballast crossover valves BA001F, BA008F,
discharge crossover valves BA027F, BA025F and the overboard 8) Close the eductor overboard discharge valve BA030F
3) Open the forward ballast tank valves port and starboard BA504F, discharge valves BA026F, BA029F.
BA505F, or No.1 ballast tank port and starboard BA506F, BA507F, if In practice the No.1 eductor would be in use at the same time, in order to give a
the forward ballast tanks do not have sufficient head of water to gravity 9) Strip the ballast tanks as required (see below). better out-turn of ballast water. In this case:
flow. The above operations can be carried out using the sequential program in
the IAS. 9) Open the drive water supply from the No.2 ballast pump to No.1 Eductor,
A flow will now be established valve BA021F and the ballast discharge isolator BA027F.
4. To Strip the Ballast Tanks Using the Ballast Eductor
4) Open the valves on the tank(s) to be emptied as per the de-ballasting 10) Open the No.1 eductor suction valve BA017F.
plan. Using the No.2 ballast pump and No.2 eductor
1) Open the eductor drive water overboard discharge valve BA030F.

FWD W.B. TK (P) BA504F
FWD W.B. TK (S) BA505F 2) Open the drive water supply from the No.2 ballast pump, valve BA020F
NO.1 W.B. TK (P) BA506F and the ballast discharge crossover BA025F.
NO.1 W.B. TK (S) BA507F
NO.2 W.B. TK (P) BA510F 3) Open the sea water inlet valve BA009F, BA010F
4) Open the Fwd isolating valve BA503F and open the valve on the first
tank to be stripped.
FWD DEEP W.B. TK (S) BA505F
FWD DEEP W.B. TK (P) BA504F

Illustration 6.4.1a Normal Boil-Off Gas Burning
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.4 Loaded Voyage with Boil-Off Gas Burning If the tank pressure continues to increase because the steam consumption is not at 105 kPaA and 109kPaA and the steam dump opening pressure at 113
sufficient to burn all the required boil-off, the steam dump will open. kPaA.
6.4.1 Normal Boil-Off Gas Burning
(See Illustration 6.4.1a) The steam dump is designed to open when the normal boil-off valve is 5 % above When the engine room is ready to start gas burning, ensure that there is
the original selected value and when the tank pressure has reached the pre sufficient nitrogen to purge the lines to the boiler i.e. >500 kPaG in the
1. Introduction selected dump operating pressure. nitrogen buffer tank.
During a sea passage when the cargo tanks contain LNG, the boil-off from the With the present setting, an increase of 5 % of the normal boil-off corresponds
7) Ensure that the gas outlet temperature of the B.O/W.U heater is
cargo tanks is burned in the ship’s boilers. The operation is started on deck and approximately to an increase of tank pressure by 4 kPa above the maximum tank
approximately 45 °C. Open valve CG930 and start the LD
controlled by the ship’s engineers in the CCR and ECR. If for any reason the pressure selected.
compressor(s).
boil-off cannot be used for gas burning, or if the volume is too great for the
boilers to handle, any excess vapour is vented to atmosphere via No.1 vent mast. The cargo and gas burning piping system is arranged so that excess boil-off can
be vented should there be any inadvertent stopping of gas burning in the ship’s This operation will then be controlled and monitored from CCR and ECR.
2. Operation boilers. The automatic control valve CG702 at No.1 vent mast is set at 23 kPaG
to vent the excess vapour to atmosphere as a tank protection system. Note
If the volume of boil-off exceeds demand in the boilers, the steam dump should
The cargo tank boil-off gas enters the vapour header via the cargo tank vapour
domes. It is then directed to one of the LD compressors, which pumps the gas to In the event of automatic or manual shut down of the gas burning system (or if be put into operation.
the LD heater. The heated gas is delivered to the boilers at a temperature of the vapour header pressure falls to 2 kPa above the atmospheric pressure), valve
+45 °C via the master gas valve CG930. The LD compressor inlet guide vane CG930 will close and the gas burning supply line to the engine room will be Should the system shut down for any reason, valve CG930 will close
position is governed by fuel gas demand from the boiler(s) and cargo tank purged with nitrogen. automatically.
pressure. The system is designed to burn all boil-off gas normally produced by a
full cargo and to maintain the cargo tank pressure (i.e. temperatures) at a 3. Operating Procedures Trip causes:
predetermined level. (See Illustration 6.4.1a) y Boiler manual trip (ECR and local).
y Both boilers trip.
If the propulsion plant steam consumption is not sufficient to burn the required It is assumed that all valves are closed prior to use: y Gas content High-High at common vent hood.
amount of boil-off, the tank pressure will increase and eventually the steam y Fuel gas temperature Low Low.
dump will open, dumping steam directly to the main condenser. The main dump 1) Prepare LD compressors, LD heater and the engine room gas burning y Vent duct exhaust fan stop.
is designed to dump sufficient steam to allow the boiler to use all the boil-off plant for use. y Remote/manual close from local, CCR and ECR.
produced, even when the ship is stopped. y Fire detection in E/R.
2) Check that the following valves on the vapour domes are open and y When stopping gas burning for any reason.
The flow of gas through the LD compressors is controlled by adjusting the inlet locked in position:
guide vane position. This is directed by the boiler combustion control when gas
8) Stop the LD compressor(s), shut down the B.O/W.U heater. Close valve
burning is initiated. The normal boil-off in the boiler combustion control has to (Tank No.1) Open and lock in position valve CG100. CG930 gas supply to engine room and adjust the set point of vent mast
be selected as well as the maximum and minimum allowed tank pressures and (Tank No.2) Open and lock in position valve CG200.
the tank pressure at which the main dump operates. control CG702 to 110 kPaA.
(Tank No.3) Open and lock in position valve CG300.
(Tank No.4) Open and lock in position valve CG400.
For normal operation the normal boil-off valve is selected at 60 % (boil-off
These valves should already be locked in the open position.
provides 60 % of the fuel required to produce 90 % of the boiler full steam
capacity) and the minimum and maximum tank pressures are selected at
105kPaA and 109 kPaA. 3) Open valve CG704 (vapour supply to the LD compressors and LD
heaters) and CG901, 902, CG913, 914, suction and discharge valves on
If the normal boil off valve has been correctly adjusted, the tank pressures will the LD compressors.
remain within the selected values. Should the selected normal boil off value be
too large, the tank pressure will slowly be reduced until it reaches the minimum 4) At the B.O/W.U heater:
value selected. If the tank pressure value reduces to below the minimum value Open valves CG917, 918, CG923, 924 heater inlet and outlet.
selected, the normal boil-off value will be reduced until the tank pressure has Open heater inlet and outlet crossover valve CG925, CG926.
increased again above the selected value. Open steam supply valve to the B.O/W.U heater.
If the selected normal boil-off value is too small, the tank pressure will slowly In CCR
increase until it reaches the maximum value selected. If the tank pressure value
increases above the maximum selected value, the normal boil-off value will be 5) Adjust set point control to 115 kPaA on No.1 vent mast (CG702).
increased until the tank pressure reduces again below the selected value.
6) On the LD compressors, adjust the normal boil-off valve (IGV) to 60 %
for a loaded condition, with the tank pressures minimum and maximum

Illustration 6.4.2a Forced Boil-Off Gas Burning
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.4.2 Forced Boil-Off Gas Burning 3. Operating Procedures y Low Low pressure alarm: 2.0 kPaG
(See Illustration 6.4.2a) - Cargo main pump stop
For illustration purposes, No.4 cargo tank stripping/spray pump and return - Spray valve close
1. Introduction operation is shown.
Set point controller:
Consideration must be given to the economics of gas versus fuel oil burning The cargo piping system is arranged for normal gas burning during a loaded y Min. gas flow of F/V control: 1,400kg/h
before undertaking forced boil-off. voyage as detailed in Illustration 6.4.1a. (20~100%)
y Set temperature of BOG temp. control: 45 °C
If, during a loaded passage, additional fuel gas from the cargo tanks is required It is assumed that all valves are closed prior to use.
y Preferred FGV position of LD comp. control: 87 %
to be burned in the ship’s boilers, it can be made available by forced vapour
using the equipment on board. 1) Prepare the forcing vaporizer for use.
The above operation, called Forced Boil-Off, will be used to complement gas 2) Open the stripping/spray header valve CS403on No.4 tank.
burning up to 100 % of the boilers’ fuel requirement.
3) Open valve CS702 stripping/spray header supply to the forcing
2. Operation vaporizer.
The normal gas burning arrangement is maintained and the forcing vaporizer is 4) Open forcing vaporizer inlet and outlet valve CS902 and CS928.
brought into operation.
4) Open stripping pump discharge valve, CS401. Start stripping/spray
A single stripping/spray pump is used to pump LNG to the forcing vaporizer.
pump and adjust the return flow to the tank through the stripping header
The excess flow from the pump is returned to the tank through the stripping
header pressure control valves CS100, CS200, CS300, CS400. pressure control valves CS400.
Note 5) Run up the forcing vaporizer.

In normal operation the controlled return is directed back to the same tank from
which the liquid is being drawn. 6) Set the boiler combustion control on FBO mode.
After vaporization, the LNG vapour combines with the natural boil-off gas from 7) Start No.1 (or No.2) LD compressor depending on gas demand.
the cargo vapour line before entering the LD compressors.
8) Set control of liquid supply to the forcing vaporizer and LD compressor
The flow of gas through the LD compressors is controlled via the boiler control to auto mode.
combustion control unit by adjusting the opening of the inlet guide vanes and
motor speed. The split control is as follows: 4. Set Point of Cargo Tank Pressure Control, ‘Gas Management System’
y Low load: Inlet guide vane control (-30 to +80 deg). Control range at ballast and laden voyage:
y High load: Motor speed control (30~60Hz). y Ballast voyage: 108 kPaA~120 kPaA
y Laden voyage: 105 kPaA~120 kPaA
The amount of forced boil-off to be produced is controlled by the throttling of
the FCV to the forcing vaporizer operated by the Boiler Combustion Control. 5. Set Point of Safety Valve and Alarm Point
When changing over to 100 % gas burning, the fuel oil flow through the FO rails Set point of safety valve:
is adjusted to minimum. The FO supply to the burners will then be cut out and y Pressure 25 kPaG
the FO system put on recirculation. The FO combustion control loops are
y Vacuum -1 kPaG
maintained energized to enable re-lighting of FO burners in an emergency.
Alarms:
In the event of automatic or manual shut down of the gas burning system (or if
y Vent valve open: 23 kPaG
the vapour header pressure falls to 2 kPa above the atmospheric pressure), valve
CG930 will close and the gas burning supply line to the engine room will be y High High pressure alarm: 22 kPaG
purged with nitrogen. FO booster devices are incorporated in the control loop to y Vent valve close: 21 kPaG
allow a quick change over should the gas burning be tripped. y High pressure alarm: 20 kPaG
- LNG Vap. Trip
y FO back-up order ON: 3.0 kPaG

Illustration 6.5.1a Inerting Manifold Connections
Forward
Vapour Liquid Stripping/Spray
Header Header Header
Port Starboard
CS011 CS013 CS014 CS012
CL057
CL058
CL056
CL055
CL052 CR051 CR053 CL054
CS700
CS701
CL051 CL011 CR052 CR054 CL012 CL053
ESD
CL013 CL014 ESD
CS021 CS023 CS024 CS022
CL067
CL068
CL066
CL065
CL062 CL064
CS025
CS026
CL061 CL021 CL022 CL063
ESD
CL023 CL024 ESD
FM002
OF
CG052 CG054
CG075
CG051 CG071 CG072 CG053
ESD ESD
CG055 CG057
CG073 CG074
CG056 CG058
CS051 CS053
CS052 CS054
CS031 CS033 CS034 CS032
CL076
CL075
CL077
CL078
CG071 CL755
CL072 CL074
CS035
CS036
CG072 CL756
CL071 CL031 CL032 CL073
ESD
CL033 CL034 ESD
CS041 CS043 CS044 CS042
CL087
CL088
CL086
CL085
CL082 CL084
CL081 CL041 CL042 CL083
ESD
CL043 CL044 ESD
SYMBOL DESCRIPTION SYMBOL DESCRIPTION

Key
OF OF:ORIFICE HYD. OPERATED BUTTERFLY VALVE
LNG Liquid FLANGE METER
VF:VORTEX (THROTTLING TYPE)
HYD. OPERATED GLOBE VALVE
LNG Vapour ESD EMERGENCY SHUT DOWN SYSTEM (FLANGE OPEN/SHUT TYPE)
Stripping/Spray Line SCREW DOWN NON RETURN VALVE
GLOBE VALVE
(GLOBE / ANGLE)
Nitrogen
BUTTERFLY VALVE NEEDLE VALVE WITH QUICK COUPLING
HYD. OPERATED BUTTERFLY VALVE
NEEDLE VALVE WITH BLANK FLANGE
(OPEN/SHUT TYPE)

6.5 Discharging with Gas Return from Shore If the vessel is to warm up one or more cargo tanks for technical reasons, the These valves must be locked open at all times when the ship has cargo
ship shall be trimmed according to the terminal’s maximum draught. The cargo on board, unless a tank is isolated and vented for any reason.
1. Introduction remaining in the cargo tanks to be warmed up will be discharged to shore or to
other cargo tanks using the stripping/spray pumps on completion of bulk 5) Vapour crossover:
During a normal discharge, only the main cargo pumps will be used and a discharge. Open valve CG075.
quantity of cargo will be retained on board for cold maintenance of the cargo
tanks. Caution 6) Main cargo pumps:
When ship uses stripping/spray pumps, to prevent damage due to dry operation Check insulation resistance of electric motors and related cables prior to
The quantity to be retained is in relation to voyage duration of the ballast passage. of the ball bearing, the pump should not be started when liquid level is below supplying power to the cargo pumps.
minimum level. It is desirable that the minimum liquid level for starting should
If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps be more than 1.19 metre from the tank bottom, however, in unavoidable case, it 7) Check connections of liquid and vapour arms.
will be used to discharge the remaining cargo on completion of the bulk is permitted to start the pump at the level of more than 0.41 metre.
Check communications with shore.
discharge with the main cargo pumps. Check ship/shore link.
The stripping/spray pump is run together with the remaining main cargo pump
During cargo discharge, LNG vapour is supplied from shore to maintain pressure until the main cargo pump stops on low discharge pressure cut-out.
When shore is ready to purge the manifold connections with nitrogen supplied
in the cargo tanks. from shore:
On completion of discharge, the loading arms and pipelines are purged and
2. Operation drained to No. 4 cargo tank and the arms are then gas freed and disconnected.
Due to the manifold configuration, it is necessary to purge the cargo lines using 8) Liquid manifold connections (assuming port-side discharge):
nitrogen at a pressure of at least 300 kPa, this being done several times to ensure y Open drain valves CL055, 056, 065, 066, 075, 076, 085, 086.
The main cargo pumps discharge LNG to the liquid header and then to shore via
successful draining at the manifold connections. y Purge the connections and then close the valves.
the midship liquid crossover manifold connections.
The vapour arm remains connected until just before sailing if a delay is expected. 9) Vapour manifold connection:
After an initial rise, the pressure in the tanks decreases. It then becomes
necessary to supply vapour from shore via the manifold and crossover to the y Open drain valve CG055, 056.
vapour header into the cargo tank gas domes in order to maintain a pressure of y Purge connection then close valve.
about 109 kPaA. 6.5.1 Preparations for Unloading
(See Illustration 6.5.1a) If shore agree:
Should the vapour return supply from shore be insufficient to maintain tank 10) Vapour manifold:
pressures, other means of supplying vapour to the tanks, either by using the tank It is assumed that all valves are closed prior to starting. Open manifold ESD valve CG072.
sprayers or the LNG vaporizer, have to be used.
Preliminary preparation: 11) Liquid connections:
The gas heater should be prepared and lined up for use in order to avoid venting Open manifold ESD valves CL012, 022, 032, 042.
cold LNG vapour through No.1 vent mast. 1) Checks to be made prior to starting cargo operations:
y Test remote operation of all tank discharge valves and
12) Test Emergency Shut down System (ESDS) from shore and from the
Note manifold ESD valves.
ship as required. Re-open liquid and vapour ESD valves.
All LNG terminals prohibit venting of flammable gas. y Test remote operation of ballast valves.
y Test operation of Emergency Shut Down Systems (ESDS). When it is agreed with shore, cooldown may commence.
Ballasting is undertaken concurrently with discharging. The ballasting operation
is programmed to keep the vessel within the required limit of draught, trim, hull 2) Safety precautions:
stress and stability following indications obtained from the loading computer. y Ensure sprays for hull midship water curtain are in operation.
y Prepare fire fighting equipment, water hoses and protective
During the discharge period, the ship is kept on an even keel. If it is required to clothing for use.
empty a cargo tank, the ship is trimmed according to terminal maximum draught
by the stern to assist in stripping the tank. 3) Cargo tank level arms:
Switch on high level alarms.
Each tank is normally discharged down to a level of about 0.37 m. The quantity
retained in the tanks varies according to the length of the ballast voyage, the 4) Cargo tank vapour domes - confirm that the following valves are open
expected elapsed time before loading and the volume of boil-off that is estimated and locked in position:
to be burned in the ship’s boilers.
One pump is stopped at a level of approximately 1.0 m to avoid excessive y CG100 (Tank No.1)
turbulence at the tank bottom which creates disturbance at the suction of both y CG200 (Tank No.2)
pumps. y CG300 (Tank No.3)
y CG400 (Tank No.4)

Illustration 6.5.2a Liquid Line and Arm Cooldown before Discharging
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
KEY
NO.1 L/D COMPRESSOR
HEATER
CG906
LNG LIQUID LINE
FUEL GAS CG930
CG914CG910 CG902
TO BOILERS ESD
VF
OF
KEY VAPOUR LINE
LNG
CG928
FM004
NO.2 L/D COMPRESSOR LNG LIQUID LINE
FM006
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.5.2 Liquid Line and Arm Cooldown before Discharging LNG Unloading Operation Sequence
To cooldown the cargo discharge lines proceed as follows, assuming that No.3 BERTHING
stripping/spray pump is being used, all manifold lines and the ESD valves are
open and have been purged with nitrogen. SETTING OF THE SHORE GANGWAY FITTING OIL FENCE & BUOYS
1) Open discharge valve CS301 from No.3 stripping/spray pump to 30 %.

ESD PNEUMATIC HOSE
2) Open the following valves CS013, 023, 033, 043 and 071.
SHIP/SHORE PRE-UNLOADING MEETING
3) Open No.3 tank return valve CS300.
DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN
4) Start the No.3 stripping/spray pump.
5) Close slowly return valve CS300 and increase the flow rate of No.3
stripping/spray pump. PURGING THE LIQUID LOADING ARM
O2 PURGING WITH N2 & LEAK TEST
6) Open liquid header valves for each tank CL107, 207, 307, and 407. DISCONNECTING LIQUID LOADING ARM
INITIAL GAUGING (OPENING CTMS)
7) When hard-arms and shore side lines have cooled down to -100 °C, PURGING THE VAPOUR ARM
open valves CS025, 035 and crack open No.1 & 4 liquid filling valves RETURNING BOIL-OFF VAPOUR TO SHORE
CL100 and 400. This will now cool down the ship’s liquid line. DISCONNECTING VAPOUR ARM
ESD TEST UNDER WARM CONDITION
The cooling down is complete when the shore side line and ship’s liquid line is STOP WATER CURTAIN
approximately -130 °C. LOADING ARM COOLING-DOWN
MEETING AFTER UNLOADING
8) Stop the No.3 stripping/spray pump and close discharge valve CS301. ESD TEST UNDER COLD CONDITION
REMOVAL OF BUOYS
Shut valves CS025, 035, 013, 023, 033 and 043.
Open valve CS300 to drain the line back to No.3 cargo tank. START UNLOADING COMMUNICATION SYSTEM (F/O CABLE)
SAMPLING
9) When the spray line has warmed up, close valves CS071 and 300. REMOVING THE SHORE GANGWAY
FINISH UNLOADING
On completion of cooldown and when shore is ready for discharge, proceed with
UNBERTHING
unloading.

Illustration 6.5.3a Discharging with Gas Return from Shore
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.5.3 Discharging with Gas Return from Shore operation is as follows: 25) Stop the gas return from shore.
(See Illustration 6.5.3a and 6.6.3b)
Tank No.3 > Tank No.2 > Tank No.4 > Tank No.1. If stripping of tanks ashore is required, use the forward manifold connection.
Before starting the main cargo pumps on No.2 and 3 tanks (these being the first
tanks from which to commence discharge) it is necessary to fill the discharge 16) Monitor the tank pressures. Draining and Purging of Loading Arms
column with LNG to avoid a pressure surge in the lines.
17) Request the vapour return from shore and continue to monitor the 1) Close the liquid ESD manifold valves.
Starting with No.3 tank: pressure to confirm that it is stable.
When the shore terminal is ready to inject nitrogen and the pressure at the
1) Open No.3 stripping/spray pump discharge valve CS301 to 30 %. manifold is 250 kPaG:
18) As the discharge pressure and flow rate increase, continue to monitor
the pipe work and hard-arms for leakage. Draining and Purging is carried out one line at a time.
2) Open No.3 stripping/spray pump return valve CS300.
19) Adjust the pump discharge valves to obtain optimum performance as 2) Open manifold bypass valve CS011.
3) Open main pump columns filling valve CS304. indicated by electrical load, discharge pressure and pump graph.
3) Close the bypass valve when the pressure on the manifold drops to 0
4) Open No.3 cargo tank main cargo pump discharge valve CL301 and 20) It is important to maintain the tanks at a pressure of at least 10 kPaG in kPaG. Repeat the operation twice more. On the last operation, shut the
302 to between 25 % (normal) and 30 % (maximum). order to avoid cavitation and to have good suction at the pumps. If the bypass valve at approximately 100 kPaG, in order to eliminate the risk
tank’s pressure falls to 6 kPaG, request shore to increase the gas return. of liquid back flow from ship's liquid line.
5) Start the No.3 stripping/spray pump.
If shore can no longer supply gas return, the LNG vaporizer will have to be 4) Repeat procedure 2) to 3) for each line.
6) Reduce the opening value of CS300 for fill the LNG in No.3 tank main started up to restore the tank pressure (See Illustration 6.5.3b).
pump column. Open the test drain and purge valve on the manifold to ensure that there is no
21) Start ballasting operations. Keep draught, trim and hull stresses within liquid present. When the required amount of methane (usually less than 1 %) is
7) Stop the No.3 stripping/spray pump when the liquid header at the tank permissible limits by controlling the various ballast tank levels. Refer to showing at the drain valve, close the shore terminal ESDS valves.
top is full. trim and stability data provided.
5) When purging is completed, proceed with the disconnection of the
8) Shut the spray line valves CS301, 304 and 300. 22) Continue to monitor the tank pressures and the cargo pump electrical liquid arms.
load and discharge pressures.
The vessel in now ready to start discharge. 6) Complete the ballasting operations for final measurement and for
23) Throttle each pump discharge valve as required to prevent tripping on sailing condition.
9) Open No.3 cargo tank filling valve CL300. low current as the level in each tank drops.
Shortly before departure:
Inform the ECR that a main cargo pump is about to be started. Stop the main cargo pumps in each tank at approximately 1.1 m in tank No.4 and
7) Vapour line connection:
0.3 m in tanks No.1, 2 and 3. The above data is for reference only. The actual
10) Start the No.3 tank No.1 main cargo pump. Purge the vapour line with nitrogen from the shore terminal at a
liquid level the pumps are to be stopped at shall be determined on the amount of
pressure of 200 kPa. Close valve CG071, confirm that the gas content is
heel required to keep tanks in cooled condition during the sea passage and
11) Check lines for leakage and pump condition. less than 1 % by volume at the drain valve.
cooling down prior to the vessel berthing alongside the loading terminal.
After confirming that the gas content is less than 1 % volume:
12) When shore is ready to receive cargo, open No.3 cargo tank liquid Refer to the next page for LNG quantity required for cooling down operations,
header valve CL307 and close filling valve CL300 slowly. and quantity of cargo remaining in tanks after stripping. 8) Disconnect the vapour arm.
13) Crack open discharge valve of next cargo tank to be used for delivery, Throttle in the main cargo pump discharge valve to 30% before stopping the 9) Prepare the cargo system for gas burning at sea.
in order to fill up the liquid in pump column. pump. If two main cargo pumps are in use in a tank, when the level reaches 0.80
m, throttle in the discharge valve on one pump to 30 % and stop that pump. This
14) Start No. 3 tank No.2 main cargo pump. is in order to reduce turbulence around the pump suction.
15) When shore is ready to receive further cargo, proceed as for (10) on On completion of cargo discharge and after all cargo pumps have been stopped:
each respective tank to (14) step by step for each pump.
24) Drain the liquid line.
The preferred sequence of cargo pump starting, to obtain a stable discharge

Illustration 6.5.3b Discharging without Gas Return from Shore
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG LIQUID LINE
NO.2 L/D COMPRESSOR
FM006
LNG VAPOUR LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

Illustration 6.5.4a Ballast by Gravity
B.W.L
BA523F
From Inert Gas Line
(10K)
Inside Tar
BA026F
Epoxy
P)
K( BA524F
.T )
E/
R
W
BA030F
.B
(P)
.B .B .B
W W W
TK
.4 .3 .2 W
. 1
.B.
No No No
BA031F
No
pW
Back Flusing
No.2 Ballast
A
To M/C for
ee
Strip. Eductor
Overboard
DD
BA035F
To IGG
FW
Bilge
No.1 Ballast
B
BA036F
BA520F
BA518F
BA522F
BA516F
BA514F
BA512F
BA510F
BA508F
BA506F
BA504F
A BA013F
BA017F
BA020F
BA014F BA012F
Ballast Main
BA502F
No. 1
Spool
BA025F
(3,000 m3 x 3.0k)
BA008F
BA034F
BA010F
L.C

Pipe Duct F.P. TK
BA503F
No. 2
BA027F
BA001F
BA016F
BA003F B.T. RM
STEEL PIPE GRP PIPE
BA006F BA002F
Ballast Main
B
BA021F No. 3
BA511F
BA521F
BA519F
BA517F
BA515F
BA513F
BA509F
BA507F
BA505F
BA007F
BA033F
(S)
TK
B.
S) S) S)
W.
K( K( K( S)
BA032F
K(
ep
. T . T . T T
De
.B .B .B .
.B
D
W W W
FW
.4 .3 .2 W
No .1
(S
) No No No
TK
(10K)
.
.B
W
BA029F
R
E/
Inside Tar
Epoxy
B.W.L


Illustration 6.5.4b Ballast by Pump
B.W.L
BA523F
From Inert Gas Line
(10K)
Inside Tar
BA026F
Epoxy
P)
K( BA524F
.T )
E/
R
W
BA030F
.B
(P)
.B .B .B
W
TK
W W W
.4 .3 .2 . 1
B.
No No No
BA031F
No
W.
Back Flusing
No.2 Ballast
ep
A
To M/C for
Strip. Eductor
De
Overboard
BA035F
To IGG
D
FW
Bilge
No.1 Ballast
B
BA036F
BA520F
BA518F
BA522F
BA516F
BA514F
BA512F
BA510F
BA508F
BA506F
BA504F
A BA013F BA017F
BA020F
BA014F BA012F
Ballast Main
BA502F
No. 1
Spool
BA025F
(3,000 m3 x 3.0k)
BA008F
BA034F
BA010F
L.C

Pipe Duct F.P. TK
BA503F
No. 2
BA027F
BA001F
BA016F
BA003F B.T. RM
STEEL PIPE GRP PIPE
BA006F BA002F
Ballast Main
B
BA021F No. 3
BA511F
BA521F
BA519F
BA517F
BA515F
BA513F
BA509F
BA507F
BA505F
BA007F
BA033F
(S)
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BA032F
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. T . T . T T
De
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W W W
FW
.4 .3 .2 W
No .1
K(
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.T
(10K)
.B
W
BA029F
R
E/
Inside Tar
Epoxy
B.W.L


6.5.4 Ballasting Fore Peak TK BA051F, BA052F progressively by discharging to sea via the overboard discharge valve
(See Illustration 6.5.4a, and 6.5.4b) After Peak TK BA028F, BA033F BA026F.
1. Operating Procedures 9) Close the final tank valve when the required level is reached.
5) As each tank reaches the required level, open the valve of the next tank
before closing the valve of the full tank.
It is assumed that the main sea water crossover pipe is already in use, supplying 10) Close the pump discharge valve BA014F and stop the pump.
other sea water systems (e.g. the main circulating system, sea water service
6) When all the tanks are at their correct level, shut the tank valves, ballast
system) and that the cargo and ballast valve hydraulic system is also in service. 11) Close all other valves.
main valves and gravity filling valves BA013F, BA010F, BA003F,
BA012F and BA002F.
2. To Ballast by Gravity 4. To Ballast using the No.2 Ballast Pump
Note
Caution 1) Follow operations “3. To Ballast using the No.1 Ballast Pump” 1) to 2)
The speed when filling by gravity will sharply decrease as the level of the water
Incorrect operation of the ballast system will cause damage to the GRP pipework. inclusive.
line is approached. The tanks will require to be filled to their capacity with the
Damage is generally caused by a pressure surge due to sudden changes in the
ballast pump.
flow and the presence of air pockets. During the ballasting operation great care 2) Open sea water inlet valve BA010F and BA009F to the Stand-By
must be taken to ensure that flow rates are adjusted smoothly and progressively. ballast pump.
3. To Ballast using the No.1 Ballast Pump
In particular, the pumping rate should be reduced to one pump when filling only
one tank and use made of the discharge to sea to further reduce the rate before 3) Open valves BA025F and BA027F on the ballast discharge crossover
1) Open the valve(s) on the tanks to be filled as required by the ballast plan.
shutting the final tank valve. line and filling valves BA015F and BA007F.
FWD W.B. TK (S) BA505F
It is necessary to eliminate any air pockets that may be present in the piping FWD W.B. TK (P) BA504F 4) Start the Stand-By ballast pump.
before proceeding with the normal ballasting operations. This is achieved by NO.1 W.B. TK (S) BA007F
running ballast into either the deep ballast or No.1 ballast tank. NO.1 W.B. TK (P) BA006F 5) Open the pump discharge valve BA011F gradually until becomes a
NO.2 W.B. TK (S) BA011F suitable discharge pressure at around 3.0 bar.
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. 6) Follow operations 6) to 8) inclusive above.
All operations are carried out from the CCR using the keyboard in conjunction NO.3 W.B. TK (P) BA014F
7) Close the pump discharge valve BA011F and stop the pump.
with the mimic on the IAS graphic. NO.4 W.B. TK (S) BA019F
NO.4 W.B. TK (P) BA018F 8) Close all other valves.
1) Open the valves BA504F and BA505F on the fwd ballast tanks. E/R W.B. TK (S) BA032F
E/R W.B. TK (P) BA031F 5. To Ballast using the No.3 Ballast Pump
2) Open the ballast pump sea suction main valves BA013F, BA010F and
BA003F. Fore Peak TK BA051F, BA052F
1) Follow operations “3. To Ballast using the No.1 Ballast Pump” 1) to 2)
After Peak TK BA028F, BA033F
3) Open the gravity filling valve from sea BA012F, BA002F, BA001F and inclusive.
BA008F. When a flow has been established to the fwd deep ballast
2) Open the sea water crossover valves BA001F and BA008F.
tanks, the valves BA504F and BA505F can be shut. 2) Open sea water inlet valve BA003F to the No.3 ballast pump.
3) Open filling valve BA015F.

4) Open the valve(s) on the tank(s) to be filled as per the ballast plan. 3) Open filling valve BA015F.
NO.1 W.B. TK (S) BA007F 4) Open sea water inlet valves to the NO.1 ballast pump BA013F.
NO.1 W.B. TK (P) BA006F 4) Start the No.3 ballast pump.
NO.2 W.B. TK (S) BA011F 5) Start the NO.1 ballast pump.
5) Open the pump discharge valve BA006F gradually until becomes a
NO.2 W.B. TK (P) BA010F suitable discharge pressure at around 3.0 bar.
NO.3 W.B. TK (S) BA015F 6) Open the pump discharge valve BA014F gradually until becomes a
NO.3 W.B. TK (P) BA014F suitable discharge pressure at around 3.0 bar.
6) Follow operations 6) to 8) inclusive as per port pump operation.
7) As each tank reaches the required level, open the valve of the next tank
NO.4 W.B. TK (P) BA018F 7) Close the pump discharge valve BA006F and stop the pump.
before closing the valve of the tank which is full.
E/R W.B. TK (S) BA032F
8) Close all the other valves.
E/R W.B. TK (P) BA031F 8) When all the tanks near the required level, reduce the flow rate

Illustration 6.6.1a Stripping and Line Draining
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
SPRAY LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.6 Pre-Dry Dock Operations Draining and Purging of Loading Arms
The ship will carry out a maximum discharge. The tank levels should be reduced Draining and Purging is carried out one line at a time.
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 1) Open valves CL013, 023, 033, 043 and No4 cargo tank filling valve
current. The ship will then proceed to sea and commence the warm up, inerting CL400 for liquid draining.
and aerating, prior to arrival at the refit yard.
When the shore terminal is ready to inject nitrogen and the pressure at the
6.6.1 Stripping and Line Draining manifold is 0.3 MPaG:
2) Open manifold bypass valves CS021.
It is assumed that the cargo tanks have been discharged to their maximum with
the main cargo pumps, which have been shut down. Discharge is via the port 3) Close the bypass valve when pressure on manifold drops to 0 kPaG.
side manifold. Repeat the operation twice more. On the last operation shut the bypass
valve at approximately 0.1MPaG, in order to eliminate the risk of liquid
Note back flow from ship’s liquid line.
Stripping / spray pump should be started at higher level than minimum start level
(410 mm) for the pump Open the test drain valve on the loading arm to ensure that there is no liquid
present. When the required amount of methane (usually less than 1 %) is showing
1) At manifold crossover: at the drain valve, close the shore terminal ESDS valves.
y Open valve CS023.
y Close valves CL013, 023, 033, 043 and CL011, 031, 041, leaving 4) When purging is completed, proceed with the disconnection of the
CL021 open. liquid arms.
2) Stripping/spray header: 5) Complete the ballasting operations for the final measurement and for
y Open CS700. the sailing condition.
y Open CS071 stripping/spray header to liquid manifold crossover.
Shortly before departure:
3) At required tanks:
y Open stripping/spray discharge valves from individual tanks to 6) Vapour line connection:
give the required performance, CS101, 201, 301, 401. y Purge the vapour line with nitrogen from the shore terminal at a
y Open stripping/spray header valves CS103, 203, 303, 403. pressure of 0.2 MPaG.
y Start stripping/spray pump(s). y Close valve CG071, 075.
y Confirm that the gas content is less than 1 % by volume at drain
On completion: valve.
4) Stop final pump: 7) After confirming that the gas content is less than 1 % volume,
y Close pump discharge valves. disconnect the vapour arm.
y Close valves CS023 and CL021.
y Open valve CS400 to drain down the header line to tank No.4. 8) Prepare the cargo system for warming up the cargo tanks.
5) When completed:
y Leave open valves CS700 and 071 in order to warm up the line.
y When the line has warmed up, close these valves.

Blank Page

Illustration 6.6.2a Tank Warm Up ( 1st Step )
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

Illustration 6.6.2b Tank Warm Up ( 2nd Step )
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.6.2 Tank Warm Up 2. Operating Procedure 16) After twenty to twenty-four hours, the temperature progression slows
(See Illustration 6.6.2a) down. Eventually, the procedure in the second method described in (19)
Tank warm-up is part of the gas-freeing operations carried out prior to a dry below may be more efficient.
docking or when preparing tanks for inspection purposes. During the tank warm up, gas burning may be used and manually controlled by
directing some vapour from the heater outlet to the boilers. 17) Purge the emergency pump column with N2 to remove liquid in the
The tanks are warmed up by recirculating heated LNG vapour. The vapour is
recirculated with the two HD compressors and heated with the cargo heaters to a column (See 7.3 Emergency cargo pump installation).
1) Install the spool pieces near CL701 (SP02) and CL700 (SP04), open the
preset value (1st stage: 0°C, 2nd stage: 75°C). valve CL701 to discharge heated vapour to the liquid header.
18) At the end of the operation, when the coldest temperature of the
Excess vapour generated during the warm up operation is vented to atmosphere secondary barrier is at least +5°C, or before switching to the second step,
2) Prepare B.O/W.U heaters No.1 and No.2 for use.
when at sea, or returned to shore if in port. (The instructions that follow apply to stop and shut down the gas burning system if used. Stop both HD
the normal situation, venting to atmosphere at sea.) compressors, shut the filling valves on all tanks and restore the normal
3) Adjust the temperature set point (1st step: 0 °C, 2nd step: 75 °C).
venting from the vapour header.
The warm up operation continues until the temperature at the coldest point of the
secondary barrier of each tank reaches 5°C. 4) Prepare No.1 and N0.2 HD compressors for use.
19) As an alternative operation, the target temperature in the cargo tank is to
The warm up operation requires a period of time dependent on both the amount 5) At vent mast No.1, open valve CL700. be at least +5°C when inerting with hot inert gas is initiated. In this case
and the composition of liquid remaining in the tanks and the temperature of the the total operating time for warming up and inerting is approximately
tanks and insulation spaces. Generally, the warm up will require about 48 hours 6) Adjust the set point of CG702 at 16 kPaG. 54 hours.
after vaporising the remaining liquid.
7) Open valve CG704, the compressor suction from the vapour header. 3. Operating Procedure for 2nd Step
Initially, the tank temperatures will rise slowly as evaporation of the LNG (See Illustration 6.6.2b)
proceeds, accompanied by high vapour generation and venting. A venting rate of 8) Open the compressor inlet and outlet valves CG903, 904, 915, 916.
approximately 8,000 m3/h at 60°C can be expected. On completion of In a first step, hot vapour is introduced through the filling lines to the bottom of
evaporation, tank temperatures will rise rapidly and the rate of venting will fall 9) Open the No.1 B.O/W.U heater inlet and outlet valves CG917, 923. the tanks to facilitate the evaporation of any liquid remaining in the tanks. In a
to between 1,000 and 2,000 m3/h at steadily increasing temperatures. Open the No.2 B.O/W.U heater inlet and outlet valves CG918, 924. second step, when the temperatures have a tendency to stabilise, hot vapour is
Temperatures within the tank and insulation are indicated in the CCR. introduced through the vapour piping at the top of the tanks and cold vapour is
Open the heater discharge valves to the liquid header CG926, 927 and
sucked from the tank bottom so that the gas heater may be used with its
CG706.
Rolling and pitching of the vessel will assist evaporation. Temperature sensors at maximum output.
the aft end of the tank give a good indication of the progress of warm-up. Slight
10) Open the vapour valves CG100, 200, 300, 400 on each tank. 1) At vent mast No.1, open valve CG701 and close valve CL700.
listing of the vessel will assist in correcting uneven warm-up in any one tank.
Gas burning should continue as long as possible, normally until all the liquid has 11) Open the liquid filling and header valves CL100, 200, 300, 400, 107, 2) Open the valve CG707 to discharge heated vapour to the vapour header
evaporated, venting ceased and tank pressures start to fall. 207, 307, 407 on each tank. and close valve CG706.
1. Preparation for Tank Warm Up 12) Start both HD compressors manually and gradually increase flow by the 3) Open valve CG705, the compressor suction from the liquid header and
inlet guide vane position. close valve CG704.
1) Strip all possible LNG from all tanks.
2) When discharging the final cargo, remove the maximum LNG with the 13) Monitor the tank pressure and adjust the compressor flow for
stripping/spray pumps. maintaining the tank pressure at about 16 kPaG. It is possible to control
tank pressure by valve CG702.
3) If discharge of LNG to shore is not possible, vaporize it in the LNG Alternatively the gas header may be used to exhaust excess vapour to
vaporizer and vent the vapour to the atmosphere through the No.1 vent No.1 vent mast through valves CG708 and CG700. However, the
mast. liquid header should normally be used for the warming-up operation
4) If venting to the atmosphere is not permitted, the vapour must be burned rather then the emergency vent.
in the boilers.
14) Check that the pressure in the insulation spaces, which have a tendency
5) For maximum stripping, the ship should have zero list and should be to increase, remains inside the preset limits.
trimmed down at least 2.6 m by the stern.
6) Run the stripping pumps until they trip on low current. 15) Monitor the temperatures in each tank and adjust the opening value of
(Trip for low low level alarm should be blocked) the liquid filling valve to make the temperature progression in all the
tanks uniform.
7) Remove any emergency pump that may have been placed in a cargo
tank.

Illustration 6.6.3a Inerting
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
INERT GAS LINE
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.6.3 Inerting crossover) and liquid header isolators CG706, CL701.
After the tanks have been warmed up, the LNG vapour is displaced with inert 7) Open the filling valves CL100, 200, 300, 400 on each tank.
gas.
8) Start the inert gas generator and run it until the oxygen content and dew
Inert gas from the inert gas plant is introduced at the bottom of the tanks through point are acceptable.
the LNG filling piping. Gas from the tanks is vented from the top of the tank
through the vapour header to No.1 vent mast, or to shore if in port. (The
9) On the dry air/inert gas discharge line, open the discharge valve
instructions which follow apply to the normal situation, venting to the
atmosphere at sea.) supplying inert gas to the tanks and close the purge valve.
Inerting is necessary to prevent the possibility of having an air/LNG vapour 10) Monitor tank pressures and adjust the opening of the fill valves to
mixture in the flammable range. The operation is continued until the maintain a uniform pressure in all the tanks. Ensure that the tank
hydrocarbon content is reduced to less than 1.5 %. The operation requires about pressures are always higher than the insulation space pressures by at
20 hours. least 1 kPaG, but that the tank pressures do not exceed 18 kPaG above
atmospheric pressure. In any case, during gas freeing the pressure in the
In addition to the cargo tanks, all pipe work and fittings must be gas freed. This tanks must be kept low, to maximize the piston effect.
is best done with inert gas or nitrogen whilst the plant is in operation for gas
freeing the tanks. 11) Approximately once an hour, take samples of the discharge from the
vapour dome at the top of each tank and test for hydrocarbon content.
Operating Procedure
Also verify that the oxygen content of the inert gas remains below 1 %,
by testing at a purge valve on the filling line of one of the tanks being
The warming up operation shall be carried out first, based on the following two inerted.
(2) alternatives.
12) Purge for 5 minutes all the unused sections of pipelines, machines,
Case No.1: Warming up with hot vapour (see 6.6.2a): equipment and instrumentation lines.
y Target point : all temperatures on secondary barrier ≥ +5 °C 13) When the hydrocarbon content sampled from a tank outlet falls below
1.5 %, isolate and shut in the tank. On completion of tank and pipeline
Case No.2: Warming up with hot vapour (1st step) and hot inert gas (2nd step); inerting, stop the inert gas supply and shut down the inert gas plant.
Reset the valve system for aerating.
y Target point of 1st step : all temperatures in the tank ≥ +5 °C
y Target point of 2nd step : all temperatures on secondary barrier ≥ +5 °C 14) If the tanks remain inerted without aerating, shut valve CG702, raise the
pressure to 10 kPaG, then shut in the tanks.
1) Prepare the inert gas plant for use in the inert gas mode.
Warning
2) Open the vapour valves CG100, 200, 300, 400 on each tank. If any piping or components are to be opened, the inert gas or nitrogen must first
be flushed out with dry air. Take precautions to avoid concentrations of inert gas
3) At vent mast No.1 open valve CG701 and adjust the set point of CG702 or nitrogen in confined spaces which could be hazardous to personnel.
at 18 kPaG.
4) Install the spool piece (SP03) connecting the IG line to the compressor
room inlet.
5) Install the spool piece (SP02) connecting the compressor room outlet
line to the liquid header.
When the warming up operation is completed based on the above “Case No.2”,
inert gas should be heated to about 40 °C by the B.O/W.U heater.
6) Open valves CG703, 900, 925(heater inlet crossover), CG917, 918, 923,
924 (B.O/W.U heater inlet/outlet valves), CG926, 927, (heater outlet

Illustration 6.6.4a Aeration
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
DRY AIR LINE
NO.2 L/D COMPRESSOR
FM006
INERT MIXTURE AND
OF
CS904
CS906
DRY AIR LINE
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG702
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

6.6.4 Aeration 3. Operating Procedure

1. Introduction
1) 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.
2) Install the spool piece for venting the mixture of inert-gas/dry-air from
With the Inert-Gas and Dry-Air System in Dry-Air production mode, the cargo the liquid header. Adjust the set point of CG702 at 16 kPaG above
tanks are purged with dry air until a reading of 20 % oxygen by volume is atmospheric pressure.
reached.
3) Open the liquid filling valves CL100, 200, 300, 400 on each tank.
2. Operation
4) Open the vapour valves CG100, 200, 300, 400 on each tank.
The Inert-Gas and Dry-Air System produces dry air with a dew point of -45°C.
The dry-air enters the cargo tanks via the vapour header, to the individual vapour 5) Open the valves CG708, 707 to supply dry air to the vapour header.
domes.
6) Start the dry air generator.
The inert-gas/dry-air mixture is exhausted from the bottom of the tanks to the
atmosphere at No.1 vent mast via the tank filling pipes, the liquid header, and 8) On the dry-air/inert gas discharge line, open the dry air discharge valve
valve CL700 and spool piece SP04. During aerating, the pressure in the tanks and close the purge valve.
must be kept low to maximize the piston effect.
9) Observe the tank pressures and insulation space pressures, to ensure that
The operation is complete when all the tanks have a 20 % oxygen value and a the tank pressures are higher than the space pressures by 1 kPa at all
methane content of less than 0.2 % by volume (or whatever is required by the
times.
relevant authorities) and a dew point below -40°C.
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by 9) Approximately once an hour, take samples from the filling pipe test
volume, and carbon monoxide less than 50 ppm) which may have been connections to test the discharge from the bottom of the tanks for
constituents of the inert gas. In addition, take appropriate precautions as given in oxygen content.
the Tanker Safety Guide and other relevant publications.
10) When the oxygen content reaches 20 %, isolate and shut in the tank.
The pressure in the tanks is adjusted to 12 kPaG.
11) When all the tanks are completed and all piping has been aired out, raise
Aeration carried out at sea as a continuation of gas freeing will take the pressure to 10 kPaG in each tank and shut the filling and vapour
approximately 20 hours. valves on each tank. Restore the tank pressure controls and valves to
vent from the vapour header.
Warning
Take precautions to avoid concentrations of inert gas or nitrogen in confined 12) During the time that dry air from the inert gas plant is supplied to the
spaces, which could be hazardous to personnel. Before entering any such areas, tanks, use the dry air to flush out inert gas from vaporizers, compressors,
test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO2 < 0.5 %
gas heaters, crossovers, pump risers and emergency pump wells. Piping
and CO < 50 ppm). containing significant amounts of inert gas should be flushed out.
Smaller piping may be left filled with inert gas or nitrogen.
13) During the time a tank is opened for inspection, dry air will be
permanently blown through the vapour header line in order to prevent
the entry of humidity from the ambient air.
The insulation spaces are to be maintained in a vacuum condition during cargo

tank maintenance.

Illustration 6.6.5a Cofferdam Space Aeration
Cargo Manifold (P)

Passage Way
Flex. Hose Conn. for Flex. Hose Conn. for
Dry Air Supply Dry Air Supply
Dry Air Supply To Passage Way (AFT-P&S) Em'cy Vent Line To Passage-way (FWD-P&S)
From IGG System
in Engine Room Flex. Hose Conn. for
GI703
Dry Air Supply
H M/H M/H M/H M/H
To Cofferdam (P-only)
Spool Conn. for
Piece portable Fan (P-only)
Pipe Duct To be installing portable
Nat. Supp. Vent fan on manhole for trunk space
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
M/H M/H M/H M/H M/H M/H M/H M/H
To Cargo (AFT side - P&S) Passage Way
Vapour Line Mech. Exh. Fan
Manhole cover for trunk

to be opened when gas
M/H M/H M/H freeing (FWD side - P & S) M/H M/H M/H M/H M/H
H M/H To be Installing Portable fan on injured person's M/H M/H M/H
Manhole for Cofferdam (STBD only)
El. Motor RM Cargo Machinery RM Manhole cover for Cofferdam
to be opened when gas freeing. ({ & S)
H M/H M/H M/H M/H

Passage Way
Cargo Manifold (S)

on dry air pipe for cofferdam (PORT)
Manhole cover for on manhole for trunk (AFT - P&S)
trun to be opened Portable gas freeing fan
Manhole cover for C/D to be when gas freeing on Manhole for C/D
opened when gas freeing (P&S) (FWD - P&S)
Typical Section for Gas Freeing & Dry Air Supply

(Trans. C/D, Trunk Spade)

6.6.5 Aeration of Cofferdam Space
1. Introduction
Prior to entry into the cofferdam spaces the hazardous gas must be replaced with
air.
With the Inert Gas and Dry-Air System in Dry-Air production mode, the cargo
tanks are purged with dry air until a reading of 20 % oxygen by volume is
reached.
2. Operation
The Inert Gas and Dry-Air System produces dry air with a dew point of -45°C.
The dry-air enter the bottom of cofferdam spaces via the dry air pipe for
cofferdam on the port side of trunk.
The hazardous gas is exhausted from the manhole of the cofferdam.
The operation is complete when all the tanks have a 20 % oxygen value.
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by
volume, and carbon monoxide less than 50 ppm) which may have been
constituents of the inert gas. In addition, take appropriate precautions as given in
the Tanker Safety Guide and other relevant publications.
Aeration carried out at sea as a continuation of gas freeing will take

approximately 2 hours.
Warning
Take precautions to avoid concentrations of inert gas or nitrogen in confined
spaces, which could be hazardous to personnel. Before entering any such areas,
test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO2 < 0.5 %
and CO < 50 ppm).
3. Operating Procedure
1) Prepare the inert gas plant for use in the dry-air mode.
2) Install the flexible hoses for dry air supply to cofferdam spaces.
3) Open the manhole cover (P & S) for each cofferdam.
4) Start the dry air generator.
5) On the IAS, open the dry air discharge valve and close the purge valve.
6) When the oxygen content above 20 %, complete aeration.

Part 7 : Emergency Procedures

7.1 Vapour Leakage ................................................................................. 7 - 2
7.2 Liquid Leakage .................................................................................. 7 - 4
7.3 Water Leakage to Barrier Space......................................................... 7 - 6
7.4 Fire and Emergency Breakaway ........................................................ 7 - 6
7.5 Emergency Cargo Pump Installation ................................................. 7 - 8
7.6 One Tank Operation......................................................................... 7 - 10
7.6.1 Warm Up (No.3 Cargo Tank)................................................ 7 - 10
7.6.2 Inerting (No.3 Cargo Tank)................................................... 7 - 12
7.6.3 Aeration (No.3 Cargo Tank).................................................. 7 - 14
7.6.4 Drying and Inerting (No.3 Cargo Tank)................................ 7 - 16
7.6.5 Gassing-up (No.3 Cargo Tank) ............................................. 7 - 18
7.6.6 Cool Down (No.3 Cargo Tank)............................................. 7 - 20
7.7 Ship to Ship Transfer ....................................................................... 7 - 21
7.8 Jettisoning of Cargo......................................................................... 7 - 23
7.9 Main Cargo and Spray Pump Replace Procedure ............................ 7 - 24
Part 7
Emergency Procedures
Part 7 Emergency Procedures
Illustration 7.1a Insulation Space Nitrogen Control System

F
To Gas Detector


K


L
E F
A
FWD IS W

Oil Demister
CN438
L.O
M LDC
M LDC
Manifold (PORT FWD)

Manifold (PORT AFT)
(Near Deck Store)
M LDC
PI
CN552
FM007
CN514CN515 VF
CN506
CN503
CN501
CN902
M LDC
FM008

CN513 VF
CN510
in Engine Room
CN511
CN509
CN512
CN516
Sett.
60kPa
CN551
N2 Main Line
PI
Gas Sampling Line
CN435
CN335
CN505
CN235
CN135
CN401 CN301 CN201 CN101
CN115
CN415
CN315
CN215
CN409
CN309
CN209
CN109
CN407
CN307
CN207
CN107
CN504
CN502
CN405
CN305
CN205
CN105
CN446
CN427
CN346
CN327
CN246
CN227
CN146
CN127
CN117
CN116
CN417
CN416
CN317
CN316
CN217
CN216
CN403 CN303 CN203 CN103
CN445
CN345
CN245
CN145
Manifold (STBD AFT)
Manifold (STBD FWD)
CN111
CN411
CN311
CN211
CN110
CN410
CN310
CN210
CN428 CN328 CN228 CN128
CN455
CN456
CN457
CN355
CN356
CN357
CN255
CN256
CN257
CN155
CN156
CN157
CN425 CN325 CN225 CN125
PI PI PI PI
K M K M K M K M
V S V S V S V S
T T T T
CN437
CN337
CN237
CN137
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IS
IS
IS
IS
LINE LINE LINE LINE
IS
IS
IS
IS
CN436 CN336 CN236 CN136
Q R Q R Q R Q R
CN441
CN404
CN304
CN204
CN104
I I I I
H G L J F EDCB A N H G L J F EDCBA N H G L J F EDCBA N H G L J F EDCBA N
N2 Purge Exhaust
for Fuel Gas Line
CN451
CN452
CN453
CN351
CN352
CN353
CN251
CN252
CN253
CN151
CN152
CN153
CN426 CN326 CN226 CN126
CN113
CN114
CN413
CN414
CN313
CN314
CN213
CN214
PI PI PI PI
CN406
CN306
CN206
CN106
CN119
OP1 OP1 OP1 OP1
CN422
CN421
CN419
CN422
CN321
CN319
CN222
CN221
CN219
CN122
CN121
CN112
CN412
CN312
CN212
CN408
CN308
CN208
CN108
CN433 CN333 CN233 CN133
CN118
CN418
CN318
CN218
CN420
CN320
CN120
CN366
CN220
CN266
CN166
CS405
CS305
CS205
CS105
CN402 CN302 CN202 CN102
FM504
FM503
FM501
FM502
OF
OF
OF
OF
CN466
7-1 Part 7 Emergency Procedures

Part 7 : Emergency Procedures the gas concentration and temperatures in the IBS, i.e. secondary
barrier temperatures.
7.1 Vapour Leakage
y In conjunction with the above, record all pressure changes
Leakage of methane vapour into the IBS presents no immediate danger to the occurring the cargo tank and IBS
tank or the vessel. The IBS and IS are constructed of 1.2mm thick stainless steel
primary barrier and are liquid and vapour tight. All the testing carried out on the
primary barrier membrane has shown that a fatigue fracture in the membrane will
not extend. Fatigue fractures in the primary insulation membrane are generally
small and will pass either vapour only, or a sufficiently small amount of liquid,
which will vaporise as it passes through the fracture. It is possible, however, that
a larger failure of the membrane could occur, allowing liquid to pass through and
eventually gather at the bottom of the IBS.
A small leakage of vapour through the membrane may not be readily obvious.
The vapour concentration in each IBS is recorded daily to detect any such small
but steady change. No temperature change will be obvious, unless the fracture is
in the immediate vicinity of the sensors below the cargo tank. Indications of a
more serious leakage are likely to be:
1) A sudden rise in the percentage of methane vapour in one insulation

space:
Any porosity in the primary barrier weld will allow the passage of
methane vapour into the primary insulation space. The amount of this
vapour should be kept to a minimum by the use of the nitrogen purging
system. If a fracture occurs in the primary insulation barrier below the
level of the liquid in the tank, the vapour concentration will increase
rapidly and suddenly. If the fracture is above the liquid level, the
concentration will exhibit a fluctuating increase.
2) An increase in pressure in one Inter Barrier Space:
A fracture above the liquid level in a cargo tank will allow a direct flow
of vapour into the IBS; this flow will vary according to the pressure in
the tank. Fracture below the liquid level in a cargo tank, resulting in a
small amount of liquid vaporising as it passes through the fracture, will
cause increase (expansion ratio 600:1) in pressure. Any small quantity
of liquid, which enters the barrier space from any source, vaporises and
will have the same effect. This increase is dependent upon the height of
the liquid above the fracture and the pressure in the tank.
As much information as possible, concerning the fracture and leak, should be

obtained and recorded. Determine whether the leak is increasing as follows:
y After the leak is detected, record the gas concentration and IBS
temperature every hour for eight hours.
y Then, if necessary, adjust the flow of nitrogen into the space to

maintain the gas concentration below 30 % by volume and record

Illustration 7.2a LNG Drain From Inter barrier Space
Key
N2 Main Line
Insulation Space
Manifold (PORT FWD)

Manifold (PORT AFT)
Gas Sampling Line
PI
CN552 FM007
CN514CN515 VF
(50)
CN504
CN502
(25)
FM008
From N2 Buffer Tank

CN510
(25)
VF
in N2 Gen. Room
(50)
CN513
CN511
CN509
CN516
CN512
(50)
(50)
Sett.
60kPa
Insulation Space Pressurization Header (50A)
(40)
CN551
In Bosun Store
PI
Purging & Sealing Header (50A) (25) (15) (15) CN506
(15)
(15)
(15)
(15)
CN505
CN435
CN335
CN235
CN401 CN301 CN201 CN101
CN115
CN415
CN315
CN215
(80) (80) (80) (80)
(15) (15) (15) (15)
CN409
CN309
CN209
CN109
(50)
(50)
(50)
(50)
(50)
(50)
(50)
(50)
CN407
CN307
CN207
CN107
(50)
(50)
(50)
(50)
(25)
(25)
(25)
(25)
(25)
(25)
(25)
(25)
(25)
(25)
(25)
(25)
CN503
CN501
CN405
CN305
CN205
CN105
CN446
CN427
CN346
CN327
CN246
CN227
CN146
CN127
CN117
CN116
CN417
CN416
CN317
CN316
CN217
CN216
CN403 CN303 CN203 CN103
CN445
CN345
CN245
CN145
Manifold (STBD AFT)
Manifold (STBD FWD)

CN428 CN328 CN228 (15) CN135 CN128
CN455
CN456
CN457
CN355
CN356
CN357
CN255
CN256
CN257
CN155
CN156
CN157
CN111
CN411
CN311
CN211
CN110
(80) (80) (80) (80)
CN410
CN310
CN210
(20) CN425 (20) CN325 (20) CN225 (20) CN125
PI PI PI PI
(15)
(15)
(15)
(15)
(50) (15) (50) (15) (50) (15) (50) (15)
(50)
(50)
(50)
(50)
(20) (20) (20) (20)
K M K M K M K M
(25)
(50)
(25)
(50)
(25)
(50)
(25)
(50)
CN437
CN337
CN237
CN137
V W S V W S V W S V W S
T T T T
(50)
(50)
(50)
(50)
AFT FWD GAS (50) AFT FWD GAS AFT FWD GAS AFT FWD GAS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IBS
IS
IS
IS
IS
B/W B/W B/W B/W CN336 B/W B/W CN236 B/W B/W
(80) LINE CN436
(15) (15) LINE (15) LINE CN136
(15) LINE
IS
IS
IS
IS
CN441
(80) (80) (80)

CN404
CN304
CN204
CN104
(50) Q R (50) Q R (50) Q R (50) Q R
I I I I
(20) (20) (20) (15)
N N N N
H G L J F EDCBA Detector H G L J F EDCBA Detector H G L J F EDCBA Detector Detector H G L J F EDCBA
N2 Purge Exhaust
(20) (20) (20) (20)

for Fuel Gas Line
(50)
(15)
(50)
(15)
(50)
(15)
(50)
(15)
(25) (25) (25) (25)
(50)
(50)
(50)
(50)
CN413
CN451
CN452
CN453
CN351
CN352
CN353
CN251
CN252
CN253
CN151
CN152
CN153
CN426 CN326 CN226 CN126
(25) CN414
PI PI PI PI
CN113
(25) CN114
CN313
(25) CN314
CN213
(25) CN214
CN432 CN431 CN430 (8x15) CN332 CN331 CN330 (8x15) CN232 CN231 CN230 (8x15) CN132 CN131 CN130 (8x15)
(80)
CN406
OP1 OP1 OP1 OP1
CN119
CN422
CN421
CN419
CN322
CN321
CN319
CN222
CN221
CN219
CN122
CN121
(50)
(50)
(50)
(50)
(50)
(50)
(50)
(50)
CN306
CN206
CN106
(50)
(50)
(50)
(50)
CN433 CN333 CN233 CN133
CN412
CN408
CN308
CN208
CN108
(25)
(25)
(25)
(25)
(20)
CN420
CN320
CN220
CN120
CN112
CN312
CN212
CS405
CS305
CS205
CS105
(80)
(80)
(80)
(80)
CN118
CN418
CN318
CN218
CN402
FM504
FM503
FM502
FM501
(100)
OF
OF
OF
OF
(50) (50) (20) (50) (20) (50)
CN458
CN358
CN258
(80)
CN302 CN202 (15) (20)
CN158
CS403
CS303
CS203
CS103
CN102
H
H
(65)
(65)
(65)
(65)
CS700
CS702
(80)
FM005 CS903 CS905

To Cargo Vapour Line
CG928 CS901 CS902
OF
LNG FORCING From Cargo Vapour Line
VAPORISER (50) (80) (80) (40) VAPORISER
CS904 CS906 To Vapour Manifold
(40) (40)
FM006
OF
CG930
FM004
CG928
ESD NO.1 L/D COMPRESSOR

VF CG913CG909 CG901
(300) OF
(250)
(250)
FUEL GAS
(300)
TO BOILERS
CG923 CG919 CG917 (150) (300)
NO.1 B.O/W.U CG908
NO.2 L/D COMPRESSOR
(400) HEATER (300) CG914CG910 OF
CG902
CG921
(400)
(400)
(250)
(200) MIST
CG925
(150) SEPARATOR
CG907
CG926
NO.1 H/D COMPRESSOR CG903

CG915CG911
(700)
(300)
OF
CG924 CG920 CG918 (400) (600)

NO.2 B.O/W.U
(500)
(400) HEATER (300)

CG922 (250)
CG906
CG916CG912 NO.2 H/D COMPRESSOR CG904
CG927
OF
(200)
(400) (600)
CG900
(250)
CARGO MACHINERY ROOM CG905
(STBD ONLY)
(600) (700)
(700)
(600) (600)

7.2 Liquid Leakage freeing) may either be left in communication with the tank and isolated from the header at the blank flange connection (MB601.62) provided on each tank.
other IBSs or be connected into the rest of the barrier space system as for normal The LD compressor is set to draw from the spray header via the forcing
1. General service. vaporizer and discharge to the boilers. It will discharge to atmosphere through
the forward vent mast only if the boilers are unable to cope with the vapour
In the event of mechanical damage or over pressure of the Inter Barrier Space 2. Segregate and Vent the Damaged IBS demand. The vaporizer, which is steam heated, is used to vaporize the LNG prior
(IBS), a failure of the primary membrane of a cargo tank could occur. Its IBS to entering the compressor and protects the rotors from any LNG carry over.
will then be filled with LNG in a time proportional to the size and location of the On the damaged tank, ensure that the IBS stays segregated from the IS:
membrane failure and the height of the LNG in the cargo tank. Liquid leakage 1) SHUT the nitrogen supply valve to the IBS at the after end of the tank. An increase in pressure due to vapour leakage will be less obvious than an
into the IBS may develop slowly over a period of hours or days, or it may occur increase due to leakage liquid leakage. This is because the volume of vapour
suddenly with one or more or the following indications: 2) OPEN first the small manual vent valve on the forward transverse IBS passing through a fracture is small compared with the volume of liquid, which
header of the tank to try and control the pressure in the IBS of the subsequently vaporises, passing through the same fracture. In both cases the
y Gas detection alarm. damaged tank at 0.4 kPa. If that valve is not able to vent sufficient gas, volume are likely to be small in comparison with the volume of the inter barrier
y A rapid increase in the methane content of the affected space then slowly throttle OPEN the large manual vent valve as needed to space.
y A rise in pressure in the inter barrier space nitrogen header, maintain the pressure in the IBS at about 1.0 kPa. Throttle the small
accompanied by continuous increased venting to atmosphere manual vent valve as needed for fine control. Operating Procedure for Draining Inter Barrier Space
y Low temperature alarms at all temperature sensors in the
insulation below the damaged cargo tank. 3) Log the IBS and IS gas detection readings in the Cargo Log. If no gas is 1) Isolate the nitrogen supply to the inter barrier space of tank involved.
y A general lowering of inner hull steel temperatures detected in the IS, leave its nitrogen supply valve to the IS OPEN. - Close N2 supply valves CN418, 419 and 420.
y Rise in pressure in the effected IBS.
- High and low sample line block valves CN421, 422 and 433.
y Likely lifting of the IBS relief valves. On each intact tank, keep the valves set up as normal:
1) Log the gas concentration in the IBS and IS in each tank on an hourly
If any two of the above events occur, immediately segregate the gas 2) Ensure the spray header is shut down and drained of LNG.
basis initially until the extent of the leakage to the damaged tank can be
contaminated IBS from the others and vent it to the atmosphere to maintain the
determined.
pressure at about 5 ~ 10 mbar below the IBS relief valves 30 mbar set point. 3) Connect the portable elbow bend between the nitrogen header and the
Refer to following section for detailed advice. spray header.
2) If the gas concentrations in the intact tank IBS and IS are not changing,
Increase the set pressure of the IS service header from its normal 10 ~ 15 mbar leave the nitrogen supply valves to these spaces unchanged.
4) Set up spray system to discharge from the IBS.
set point. This higher pressure in the IS should prevent gas contamination from
- Open inlet valve to spray header CS405.
the IBS, should the secondary barrier not be completely tight. 3) If the gas concentration in any of the intact tank IBS or IS is increasing
- Open No.4 tank spray master valve CS403.
then immediately SHUT the nitrogen supply valve to the IS of the
If the leak is so severe that the pressure in the IS cannot be maintained above that - Open spray header to vaporiser line CS702.
damaged tank.
in the IBS, then isolate the IS of the contaminated tank from the other Insulation - Open outlet from IBS CN433.
Spaces by closing the nitrogen supply valve to the IS at the after end of the tank. At the first indication of gas in the IS, immediately isolate the damaged tank IS Caution
from the other ISs by shutting its nitrogen supply valve on the after end of the The vapour heaters and forcing vaporiser should be throughly preheated by
As a precaution, immediately remove the flow cartridge and spring from the tank. steam before the admission of methane vapour. This prevents ice formation.
dynamic auto balancing valves on the effected tank to permit the glycol to flow Check the pressure in the IBS and open the bypass vent valves as necessary to
at a higher rate to the coils in the cofferdam. See Illustration 5.3.2a “Cofferdam maintain the pressure at about 0.5 ~ 1.0 kPa below the iBS relief valves 3.0 kPa 5) Prepare forcing vaporiser for use.
Glycol Heating System.” Increase the hull heating flow rate surrounding the set point. Check the hull heating for the ballast tanks surrounding the damaged - Open forcing vaporiser inlet and outlet valves CS902 and 928.
effected tank as soon as the temperatures in the IS or inner hull are observed to tank and operate as necessary. - Set controller inlet and bypass valves to forcing vaporiser CS905 and 906.
be dropping (colder).
Note Insulation Space Drainage System (See Illustration 7.2a)
Report any membrane leak immediately to the Operations Department of the 6) Open valves on the LD compressor to vapour header and prepare for use.
Head Office. - Open inlet valve to LD compressor CG901(No.1), CG902(No.2).
If a major failure of the membrane occurs, liquid from the tank will flow into the
At the first opportunity, the damaged tank should be pumped out and gas-freed - Open outlet valve to LD compressor CG913(No.1), CG914(No.2).
inter barrier space until the levels in both compartments are equal. When the
and the contaminated IBS gas-freed. - Open crossover valve compressor to vapour manifold CG925 and 900.
contents of the cargo tank are discharged, unless the LNG in the inter barrier
space can drain sufficiently quickly to the cargo tank a differential liquid head - Open crossover valve vapour manifold to vapour header CG075.
If the damaged cargo tank is to remain out of service with the other tanks in use will build up, tending to collapse the membrane of the tank.
for one or more voyages before repairs are to be made, the tank should be filled 7) Set No.1 vent mast riser to discharge to atmosphere.
with inert gas and shut in at a pressure of about 10 kPa. Throttle OPEN the Assuming the leakage is in No.4 tank insulation space. - Open vent header crossover valve CG701.
manual vent valve (at forward transverse IBS header) from the IBS of the LNG in the bottom of the inter barrier space is removed through the eight
damaged tank as necessary to maintain the IBS between 0.5 and 1.0 kPa. nitrogen inlet tubes, at the aft end of each liquid dome. 8) Ensure the vapour header valves on each tank vapour dome are open.
Prior to the discharge of the affected cargo tank, the portable elbow bend,
Depending on the size of the break in the membrane the damaged IBS (after gas 9) Set up liquid header to transfer liquid from No.4 to No.3 tank.
situated between valves CN422 and CN433 is swung and connected to the spray

Illustration 7.3a Water Drain From Insulation Space
C/D C/D C/D C/D C/D

B/W B/W B/W B/W B/W
BG557F BG552F BG547F
BG563F BG559F BG558F BG554F BG553F BG549F BG548F BG544F
I/S I/S I/S I/S I/S I/S I/S I/S

B/W B/W B/W B/W B/W B/W B/W B/W
Key
Sea Water Line
Comp. Air Line
BG560F BG541F
BG561F BG555F BG550F BG545F BG542F

Drain Water Drain Water
Overboard Overboard
Flexible Flexible
Hose Comp. Air Hose
Comp. Air Comp. Air Comp. Air Comp. Air
Supply
Supply Supply Supply Supply
AR612F
AR601F
AR610F
AR608F
AR606F
AR613F
L.O
Air
AR602F
Chamber
L.O
AR611F
AR609F
AR607F
BG543F
L.C
L.C
L.C
No.4 No.3 No.2 No.1 Air
BG556F
BG551F
BG546F
AR614F
Tank Tank Tank Tank Chamber
L.C Air Air Air

Chamber Chamber Chamber
BG562F
AR603F

L.C
BG563F BG559F Pneumatic BG558F BG554F Pneumatic BG553F BG549F Pneumatic BG548F BG544F
Pump Pump Pump
Pneumatic Pneumatic
Connection
noitcennoC
AR615F Pump Pump AR604F
Blowing
gniwolB
C/D I/S I/S C/D I/S I/S C/D I/S I/S C/D I/S I/S C/D
AR616F
AR605F
BG589F
BG571F
B/W B/W B/W B/W B/W B/W B/W B/W B/W B/W B/W B/W B/W
BG615F BG614F BG613F BG612F BG611F
BG587F BG586F BG574F BG572F
Expansion Loop
Pneumatic as Necessary Flexible Hose
Pump for Temporary Purging
Draining Main Pipe
BG588F BG573F

7.3 Water Leakage to Barrier Space 7.4 Fire and Emergency Breakaway
(See Illustration 7.3a) 7) Carry out an inner hull inspection to determine the cause of the leak
(with particular reference to safe atmosphere in the ballast tank space). All terminals have their own requirements regarding when it is unsafe for a
1. Inner Hull Failure vessel to remain alongside a terminal. These are normally outlined in the
8) After the maximum possible water has been discharged from this terminal handbook.
Ballast water leakage from the ballast tanks to the insulation spaces can occur insulation space, appreciable moisture will remain in the insulation and
through fractures in the inner hull plating. If the leakage remains undetected and In case of a Fire or Emergency developing, either on board or ashore, the
over the bottom area. Increasing the flow of nitrogen through the space
water accumulates in these spaces, ice will be formed. Ice accumulation can following basic procedures will be followed:
can assist drying out the insulation. This should be continued until the
cause deformation, and possible rupture of the insulation. The resultant cold
moisture level is below that detected by the water detection system
conduction paths forming in the insulation will cause cold spots to form on the 1) All cargo operations to be stopped and Emergency Signals sounded as
inner hull. before any cargo is carried in the affected tank.
per the terminal requirements (as detailed in the ship/shore checklist).
The pressure differential caused by the head of water building up in the 2) Ship and Shore Emergency procedures to be put into operation.
insulation space may be sufficient to deform or even collapse the membrane into
the cargo tank. 3) The ESD system to be activated, resulting in cargo arms being
disconnected by the Perc system.
To reduce the risk of damage from leakage, each cargo insulation space has been
provided with water detection units (See Leakage Detection below) and a bilge
piping system connected to five(5) pneumatic pumps for the removal of any 4) In the event of fire, the IMO water spray system on ship/shore is to be
water. activated.
2. Leakage Detection 5) Fire parties to attempt to deal with the situation.
At the bottom of No.1, 2, 3, 4, and 5 cofferdams, there are two bilge wells for 6) Vessel to prepare for departure from the berth.
each tank insulation space at fore and aft. Each of these wells is fitted with water
detection units. The bilge well serves as the inlet for the nitrogen 50 mm supply 7) Liaison with shore personnel to arrange for pilot and tugs and additional
pipe to the insulation space. This supply pipe also acts as a manual sounding pipe support.
to the bilge well.
8) Standby tug requested to assist with fire fighting/movement of the
3. Insulation Space Water Discharge vessel from the berth.
Each bilge well is connected to a 40 mm draining pipe system with a 10 m3/h
pneumatic pump situated in the each cofferdam for discharging the water to deck 9) Vessel to either move away from the berth to a safe area under its own
level and then overboard by means of a flexible hose. power with assistance of a standby tug, or with additional tugs/pilot
summoned from shore.
If ballast water is suspected of having leaked into an insulation space, the
following steps should be observed. 10) The Owners/Charterers and other interested parties to be informed of
the situation.
1) Pump out the ballast water from the adjacent wing tank after consulting
the ship’s loaded condition.
2) Ventilate the cofferdam, pipe duct space, which carry out normal
enclosed space safety procedures.
3) Connect a flexible hose to the pump outlet valve for drain water
discharge overboard.
4) Open the bilge well outlet valve on the selected tank insulation space.
5) Open the inlet and outlet valves on the selected pump.
6) Open the air supply to the pump and continue pumping until the
maximum amount of water has been discharged.

Illustration 7.5a Emergency Cargo Pump Fitting Sequence
Hook Plate Set

Hook Plate Set
Support Rope Hook Plate Set

Earth Cable
Next Support Rope Next Support Rope

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

Chain Block
Support Rod Spacer
Terminal Header
Nozzle
To Switch Board
Support Rod Flexible Cable
Cable Load Meter
Column Cover
To Junction Box
Terminal Header Terminal Header
To Junction Box
Gasket Support Rope
Gasket Holder
Hang Plate
Hook Plate Set
Hook Plate
Set
Hook Plate Set Hook Plate Set
Support Rope
Support Rope
Work 5 Work 6 Work 7 Finish

7.5 Emergency Cargo Pump Installation 4) The hang plate is provided at the opposite end of the support rope. 2) Remove the hook plate set.
(See Illustration 7.5a) Fix the cable cramp (A) for the cryogenic cable to the hang plate
by means of the butterfly nut. Make sure that measures are taken to 3) Lift up the support rod on the column cover and attach the rod
stop the nut falling off. spacer to the support rod.
The emergency cargo pump is used in the unusual event that both main cargo
pumps have failed in a cargo tank. The pump is lowered into the emergency 5) Fix the shackle cable cramp (B) to the middle of support rope by 4) Lift up the column cover using the eye bolts (4 off) on the column
cargo pump column for that tank. Cables and a connection to the local junction means of the butterfly nut. cover.
box are used to power the pump. When lowered to its final position, the pump
opens the foot valve in the column and the LNG can be pumped out. 6) Fit the shackle of the next support rope to the hang plate. Make sure 5) Attach the gasket to the flange face of the column cover by means
that measures are taken to avoid the eye bolt for the shackle falling of the gasket holder.
Adjacent to each pump column is a terminal box for the cargo pump connection out.
and a local start switch. The pump and delivery valve are controlled and started 6) Fit the hook plate set to the lower side of the support rod.
via the IAS. 4. Insertion of the pump into the column (Work 2)
7) Pass the cryogenic cable through the nozzle for lead cable of the
The pump is suspended over the column into which it is being lowered by a 2.5 1) Place the protection sheet on the column flange. column cover.
tone SWL derrick. For the No.3 tank, the cargo crane is used. A support flange to
take the weight of the pump is used to connect each strop. 2) Attach the hook plate set to the shackle of the hang plate. 8) Move the column cover over the centre of column.
The pump discharges into the column and to the liquid line via a discharge 3) Attach the hook plate set to the crane on board and lift up the pump. 9) Lower the column cover and fit the hook plate set to the shackle of
connection and valve at the top of the column. Remove the pump stand. the hang plate.
Operating Procedure - Installation in the Tank 4) Lower the pump into the column slowly. 8. Installation of column cover (Work 6)
5. Support of pump weight by hanger (Work 3) 1) Lift up the column cover and remove the hanger and the protection
Caution sheet from the column flange.
When working near the open pump column, all tools and equipment used must 1) Fit the hanger to the column flange and place the hang plate on the
be attached to avoid anything falling in the column. All personal items have to be hanger in order to support the pump weight by means of the hanger. 2) Lower the column cover slowly and remove the gasket holder to set
removed from pockets. The column opening must be temporarily covered when the gasket on the column flange at a position of about 500mm over
the blind flange is removed. Only brass tools must be used. 2) Fit the shackle of the next support rope to the hang plate of the the column flange.
support rope. Make sure that measures are taken to avoid the eye
When all equipment, pump, cables, electrical connection box, and accessories are bolt for the shackle falling out. 3) Lower the column cover slowly and place it on the column flange,
in position near the tank in which the pump is to be installed, prepare the derrick taking care not to damage the gasket.
to lift the pump and start the pump installation. 3) Fix the cable cramp (A) of the cryogenic cable to the next hang
plate of the support rope. Make sure that measures are taken to 4) Fasten the tightening bolt to the prescribed torque.
1. The cargo tank will inevitably contain LNG. Therefore the column avoid the butterfly nut for the shackle falling out. Fix the cable
into which the emergency pump is being lowered must be cramp (B) to the middle of the support rope by means of fly nut. 5) Connect the cryogenic cable to the terminal header and fix the
evacuated. This is achieved by injecting nitrogen into the column. Make sure that measures are taken to avoid the butterfly nut for the terminal header to the column cover nozzle to the prescribe torque.
In the case of a full cargo tank, a pressure of between 0.2 and 0.3 shackle falling out.
MPaG is required. The nitrogen forces the liquid out through the 9. Installation of the pump (Work 7)
foot valve located at the bottom of the column. 4) Replace the hook plate set fitted to the hanger by the next hang
plate. 1) Attach the load meter to the eye of the support rod and lift up the
2. Upon completion of the liquid expulsion, the purge must be load meter with a chain block.
checked to ensure that complete inerting has taken place. The tank 6. Extension of support rope (Work 4)
pressure must be reduced to just above atmospheric before 2) Remove the rod spacer after the weight of the pump is moved to the
removing the column top blank flange. Install a new column flange 1) Lift up the hook plate set to remove the hanger from the column load meter.
gasket, then begin to install the pump using the derrick. cover.
3) Lower the pump slowly and when the load meter shows zero (0) the
3. Preparation before installation (Work 1) 2) Place the protection sheet on the column flange. installation work is completed (When the liquid level in the cargo
tank is high, the weight of the pump alone cannot open the foot
1) Draw out the pump from the storage container and set it vertically. 3) Lower the pump slowly. valve. In this case supply nitrogen gas into the column to
pressurize (about 0.15 MPa) the inside of the column).
2) Fit the shackle of support rope to the lifting eye at the top of pump. 4) Replace the support rope by the next support rope in accordance
Make sure that measures are taken to avoid the eye bolt for the with the same procedure in 5 above.
shackle falling out.
7. Lifting up column cover (Work 5)
3) Connect the cable to the motor terminal.
1) Place the hang plate of the last support rope onto the hanger.

Illustration 7.6.1a Warm Up (No.3 Tank)
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
OF
CS904
CS906
CG929 CS903 CS902 CS905

OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

7.6 One Tank Operation 6) No.2 B.O/W.U heater

Open the steam supply to the B.O/W.U heater.
It may be necessary for in-tank repairs to be carried out with the vessel in service, Open the B.O/W.U heater inlet valve CG918 and outlet valve CG924.
in which one tank can be warmed up, inerted, aerated, entered and work
undertaken on the tank internals, i.e. change cargo pump, investigate and cure In CCR
problems with tank gauging systems etc. It is not envisaged that tank barrier
repairs will be carried out with one tank only warmed up. 7) No.1 vent mast:
Adjust set point control inching valve CG702 to 15 kPaG.
The warm-up, inerting and aeration can be carried out with the remaining cold
tanks providing boil-off gas for burning in the boilers.
8) No.2 LD compressor:
Adjust the normal boil-off valve (IGV) to 60 % for loaded condition:
Aeration should be continued throughout the repair period to prevent ingress of
humid air to the cargo tank. tank pressures are to be maintained between a minimum 105 kPaA and
maximum 109 kPaA and the steam dump opening at 113 kPaA.
Tank venting is carried out by means of the gas header line.
When the engine room is ready to start gas burning, ensure that there is
Operation sufficient nitrogen to purge the lines to the boiler i.e. > 0.5 MPaG in the buffer
tank.
At the discharge port, the tank to be worked on is discharged to the lowest
measurable level and, after completion of Custody Transfer, as much as possible 9) Ensure that the gas outlet temperature of No.1 B.O/W.U heater is
is drained to another tank using the stripping/spray pump. Sufficient heel for the approximately 25 °C.
voyage, together with an extra amount for cooling down the tank after Open fuel gas master valve CG930, and start the LD compressor.
completion of repairs, is retained in one of the other tanks.
The operation will then be controlled and monitored from CCR and the ECR.
7.6.1 Warm Up (No.3 Cargo Tank)
(See Illustration 7.6.1a) Warm Up Procedure
Normal gas burning is continued during this operation using vapour from all four 1) Open valves CL300 and CL307 on No.3 tank liquid dome.
tanks. In the first instance, normal boil-off gas procedures are followed until this
operation has stabilised, then the operation for warming up one tank using a HD 2) Open valves CG706 and CL701, the vapour line crossovers to liquid
compressor can be carried out. header, and CG708 the vapour line to gas header crossover.
It is assumed that all valves are closed prior to use. 3) Open valve CG923 the outlet from No.1 B.O/W.U heater.
1) Prepare No.1 HD compressor (No.2 HD comp. is also available) and

4) Open valve CG917 the inlet to No.1 B.O/W.U heater.
No.1 B.O/W.U heater (for use in tank warm-up vapour supply).
5) Open valves CG904 and CG916 the inlet/outlet to No.2 HD compressor.
2) Prepare No.1 LD compressor (No.2 LD comp. is also available), No.2
B.O/W.U heater and the engine room gas burning plant for use.
6) Start No.2 HD compressor.
3) Fit the spool piece SP02 between liquid main and No.1 heater outlet
7) Monitor the gas pressure in the tank; excess vapour to be vented
line.
through the gas header via CG708, CG700 and No.1 vent mast if the
pressure in No.3 tank goes above the set point of CG702.
4) Check the tank vapour domes
8) When all the liquid has evaporated and the tank temperature is rising,
Tank No.1 open and lock in position valve CG100.
continue as described in section 6.6.3 until the required temperatures are
Tank No.3 open and lock in position valve CG300. obtained and the tank is ready for inerting.
(These valves should already be locked in the open position.)
5) Open vapour supply valves to the LD compressor CG704 and the No.2
LD compressor suction and discharge valves CG902, CG914 .
7 - 10 Part 7 Emergency Procedures

Illustration 7.6.2a Inerting (No.3 Cargo Tank)
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
INERT GAS LINE
OF
CS904
CS906
LNG VAPOUR +
INERT GAS LINE
CG929 CS903 CS902 CS905
OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300
CG200
CG100
SA450, SA451
SA452, SA453
SA454, SA455
SA456, SA457
SA458, SA459
SA350, SA351
SA352, SA353
SA354, SA355
SA356, SA357
SA358, SA359
SA250, SA251
SA252, SA253
SA254, SA255
SA256, SA257
SA258, SA259
SA150, SA151
SA152, SA153
SA154, SA155
SA156, SA157
SA158, SA159
CR401 CR301 CR201 CR101
CG401 CG301 CG201 CG101

F CR400 F CR300 F CR200 F CR100
CS408
CS407
CS308
CS307
CS208
CS207
CS108
CS107
SP05 SP05 SP05 SP05
FL400
FL300
FL200
FL100
R R R R
FOOT VALVE
NO.2 (S) NO.1 (P)

7.6.2 Inerting (No.3 Cargo Tank) 13) When the hydrocarbon content sampled from the tank outlet falls below
(See Illustration 7.6.2a) 1.5 %, isolate and shut in the tank. On completion of tank and pipeline
inerting, stop the inert gas supply and shut down the inert gas plant.
Normal gas burning is continued during this operation using vapour from the Reset the valve system for aerating.
three in-service tanks.
14) Stop the IG plant and close CG301, CG700, CL307, CL300, CL701.
Inert gas is supplied to the tank by the Inert Gas Generator via the flap spring
check valve connecting the IG line with the liquid header. Venting the tank is Inert emergency cargo pump well with N2 through the foot valve.
carried out via the fitting of a spool piece connecting the vapour outlet from the
tank to the gas header. The isolation valve onto the vapour header (CG300) must Prepare the system for one tank aeration, as described in the next section.
remain closed.
1) Fit the spool piece SP02 from IGG discharge line to liquid header..
2) Fit the spool piece SP05 from No.3 tank vapour line to the gas header.
3) Raise the set point on No.1 vent mast CG702 to 18 kPaG.
4) Open the inert gas supply to the liquid header CL701.
5) Open valves CL300 and CL307 to bring inert gas to the bottom of tank
No.3.
6) Start the IGG and open CG700. (One blower, 14,000 Nm3/h, to be
operated.)
7) Open valve CG301 on No.3 vapour dome.
8) Monitor the tank pressure. Tank pressure can be adjusted by throttling

CG702 on the IAS. Ensure that the tank pressure is always higher than
the insulation space pressures by at least 1 kPa, but that the tank
pressures do not exceed 18 kPa above atmospheric pressure. In any case,
during inerting, the pressure in the tanks must be kept low to maximize
the piston effect.
9) 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 on the filling line of the tank being inerted.
10) Verify that the oxygen content of the inert gas remains below 1 %, by
testing at a purge valve at the top of the tank being inerted; purge for 5
minutes all the related sections of pipelines, machines, equipment and
instrumentation lines.
11) Continue inerting until levels as described in section 6.6.3 are obtained.
12) Before shutting down the inert gas generator, ensure the liquid header is
purged through to No.1 vent mast via CL700, in preparation for aerating
the tank.

Illustration 7.6.3a Aeration (No.3 Cargo Tank)
CG900
(STBD ONLY) CG907
CG071
CG073
CS011
CS031
CS021
CL011
CS041
CL031
CL021
CL041
CG915CG911 CG903
ESD
ESD
ESD
ESD
ESD
OF
CG927
CG921
CS033
CS013
CS043
CL033
CL023
CL013
CL043
CS023
NO.1 H/D COMPRESSOR
CG919 CG917 CG908
CG923
NO.1 B.O/W.U
CG904 CS035 CS025
CG926
NO.2 H/D COMPRESSOR
CG925
CG905
CG922 MIST
CG901 SEPARATOR
CG913CG909 OF
CG924 CG920 CG918

NO.2 B.O/W.U
NO.1 L/D COMPRESSOR
HEATER
CG906
FUEL GAS
TO BOILERS
CG930
ESD CG914CG910 OF
CG902 KEY
VF
CG928
FM004
LNG VAPOUR LINE
NO.2 L/D COMPRESSOR
FM006
INERT GAS LINE
OF
CS904
CS906
DRY LINE
CG929 CS903 CS902 CS905
OF CS901
LNG FORCING
VAPORISER VAPORISER
FM005
CG705
CG706
CG708
CG704
OF
CG707
CG703
FROM INERT GAS/
EM'CY VENT
SP01
SP03
CL701
CARGO VAPOUR
CG075
CS703
CG701
CG700
OF
FM002 CL700
CARGO LIQUID
SP04
CS702
CS701 CS700
SPRAY MAIN
CG702
CS071
FM001
OF
CS036 CS026
CS403
CS303
CS203
CS103
CL407
CL307
CL207
CL107
CS034
CS014
CS044
CL034
CL024
CL014
CL044
CS024
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
CG072
CG074
CS032
CS022
CS012
CL032
CL022
CL012
CS042
CL042

ESD
ESD
ESD
ESD
ESD
CS402
CS302
CS202
CS102
CL404
CL304
CL204
CL104
CS401
CS400
CS301
CS300
CS201
CS200
CS101
CS100
CL403
CL402
CL401
CL400
CL303
CL302
CL301
CL300
CL203
CL202
CL201
CL200
CL103
CL102
CL101
CL100
CS406
CS306
CS206
CS106
CG400
CG300

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4J LNGC EJNAN Cargo Operating Manual

Part 4 : Cargo System Part 6 : Cargo Operations

Issue and Update Control 2. General 4. Description

2 Issue and Update Control

Cargo Machinery Symbols and Colour Scheme

Self Closing Valve

Expansion Bend Pipe Hose Coupling

M M Steam Drain Line

3-way Valve Pneumatic Diaphragm Control

3-way Cock (L-type / T-type) Float

CO2 Fire Exting Line

3 Symbols and Colour Scheme

BRG BEARING D/G DIESEL GENERATOR FG FUEL GAS

INSUL INSULATION MIN. MINIMUM PURIF. PURIFIER OF LIFE AT SEA

Part 1 : Design Concept of the Vessel

1.1 Principal Particulars...........................................................................1 - 1

Part 1 Design Concept of the Vessel

1-1 Part 1 Design Concept of the Vessel

Winding Speed: 10 ~ 20 m/min

Mooring Winch Provision Crane (PORT)

1-2 Part 1 Design Concept of the Vessel

1.1.2 Principal Particulars of Cargo Machinery Efficiency: 72 % Electric Source: 420V/60Hz

1-3 Part 1 Design Concept of the Vessel

1-4 Part 1 Design Concept of the Vessel

1.1.3 Maker List

1-5 Part 1 Design Concept of the Vessel

38 STEAM DRAIN DONG HWA ENTEC. 1575-6, SONGJEONG-DONG, TEL. 82-51-970-1070

1-6 Part 1 Design Concept of the Vessel

1.1.4 General Arrangement

CARGO MACHINERY ROOM CRANE (6T)

13600 44000 40035 45475 45475 29835 20800 6400 10380

10 30 50 60 UP 70 80 90 100 110 120 130 150

PRINCIPAL PARTICULARS CLASSIFICATION

Length Overall 283.0 m American Bureau of Shipping :

MAIN ENGINE TYPE : MARINE STEAM TURBINE

1-7 Part 1 Design Concept of the Vessel

1.1.5 Tanks and Capacity Plan

CARGO MACHINERY ROOM CRANE (6T)

13600 44000 40035 45475 45475 29835 20800 6400 10380

1-8 Part 1 Design Concept of the Vessel

Cargo Tanks Fresh Water Tanks S.G.=1.000

Capacities 98.7% Full Location Capacities Centre of Gravity (100% Full)

Total 145663.3 142750.0

Fuel Oil Tanks S.G.=0.950

Centre of Gravity (95%

No. 2 W.B. TK (P) 101-116 6101.0 6191.0 172.583 8.485 26761

Total - 57340.7 58186.8 - - -

1-9 Part 1 Design Concept of the Vessel

Lubricating Oil Tanks S.G.=0.900 Other Tanks

Centre of Gravity (98%

Location Capacities Centre of Gravity (100% Full)

1 - 10 Part 1 Design Concept of the Vessel

1.2 Classification, Rules and Regulations of the intended terminal)

2) International Convention on Load Lines 1966, as amended by IMO

3) International Convention for the Safety of Life at Sea Consolidated

7) USCG Regulations for foreign flag Vessels operating in the navigable

1 - 11 Part 1 Design Concept of the Vessel

23) VDI 2063–1985 (Measurement and Evaluation of Mechanical Vibration

25) VDI 2056 Criteria for Assessment of Mechanical Vibration in Machines.

26) IMO Resolution A343(ix) Recommendation on method of measuring

27) ILO Convention Concerning Crew Accommodation on Board Ships

28) IMPA Recommendations for Pilot ladders.

29) Council Directive 96/98/EC on Marine Equipment as amended by

31) IMO Resolution A868(XX) – Guidelines for the control and